Pedestrian Access (Railway Stations)

Chris Williamson Excerpts

Wednesday 14th December 2011 Commons Chamber

[Paul Blomfield]

My hon. Friend makes an important point. In stressing the communities that I represent in Norfolk Park and Park Hill, I do not want to underestimate the impact of closing the bridge on the wider city. That is a crucial tram stop, which is widely used by people coming to work during the day, people studying at Hallam university, and those coming to the cinemas and theatres in the evening. That bridge is crucial for them.

Before the Minister makes the point, I recognise that there is a problem with revenue loss, although attempts to gain accurate information on the scale of the problem have met brick walls. The Minister quantified it in a letter to me, at £2.3 million, only today, but we need more analysis. Fare evasion must be tackled, but barriers are not the one-size-fits-all answer that the Department for Transport seems to believe.

The problem of revenue loss lies with local services—main line services have cracked it through effective ticket checks on trains—but it is not simply deliberate fare evasion. I regularly travel on local services and it is often a challenge to pay. For example, I can join the train at an unstaffed station where I cannot buy a ticket.

The train companies could make much better efforts to collect fares, and on the busy trains, at peak times, when it can be difficult for ticket collectors, they could deploy staff on the platform. They could also install ticket machines at unstaffed stations. They could do a number of things. Barriers are the easy solution for the Department for Transport and the train companies, which are guilty—if hon. Members will forgive the pun—of tunnel vision, because they are ignoring the wider interests of the city. The station and its bridge were rebuilt with public money, so why are the needs of the public not being put first? Our taxes paid for the station improvements, yet the Department for Transport wants to relegate the needs of the public behind those of the train companies.

That raises important questions on future franchising arrangements and what control communities have and should have over our stations. The current franchise expires in 2015, and it is vital that the new round of tendering, which will begin in the next couple of years, takes into account local views, so that the DFT and franchisees are not locked into an agreement that will damage our city.

This issue emerged under the previous Government, but let me reflect on how they dealt with it. The Transport Secretary at the time, Lord Adonis, listened to local people and challenged the policy of his officials, who appear to be the driving force behind the move to barriers. He listened, he came to Sheffield, he looked at the position, he attended a meeting of RASC and he responded to their concerns by announcing a clear and unequivocal commitment that there would be no barriers at Sheffield unless pedestrian access was maintained.

I want to know why the current Government will not honour that commitment and look forward to the Minister’s remarks.

[Chris Williamson (Derby North) (Lab)]

I have some experience of this problem in Derby. The station was gated, and although the authorities claim that pedestrian access has been maintained, it is complicated and difficult for pedestrians to gain access. Some need to obtain certification from the college on the other side of the railway line. That has caused local residents to object, so if my hon. Friend can prevent similar difficulties arising in Sheffield, I am four-square behind him, because I wish we did not have to contend with those problems in Derby.

[Paul Blomfield]

I am grateful to my hon. Friend for his intervention. I am aware of the situation in Derby. When EMT floated a similar proposal to tackle the problem in Sheffield, we drew heavily on the Derby experience in dismissing it as an impractical and unworkable solution.

That is one reason so many people are opposed to barriers. Indeed, when in opposition, the Minister wrote to a concerned rail expert on the matter. This is from his letter:

“Whilst barriers do work very well in some circumstances...it is by no means proven that revenue protection and passenger safety is achieved in others. For these reasons, I am opposed to the proposed new barriers at Sheffield and York railway stations.”

Will the Minister confirm that that is still his view and, if not, why has he changed his mind?

I look forward to the Minister’s response and his answers to these questions. Is he willing to travel to Sheffield and meet RASC to ensure that he properly considers the issues I have raised tonight?

Will the Minister provide a full breakdown of the revenue loss and explain exactly how it is calculated? What impact assessment has the Department conducted to evaluate the wider consequences for Sheffield, beyond the interests of the Department and the rail companies?

Why was there a reversal of the previous Labour Government’s commitment that there should be no barriers at Sheffield unless pedestrian access was maintained, and will the Minister tell the House who took that decision? Will he state whether it is the Department’s policy that every railway station should be gated? That seems to be the case from the incremental promotion of gating through franchise agreements, but if that is so, should that policy not be open to full debate?

Will the Minister say whether he now believes, as many in his Department do, that ticket barriers are the only solution to tackling fare evasion? Is it right that the DFT are making decisions from Whitehall about stations around the country without taking into account the local situation? Will he undertake to consult local communities before concluding the next franchise agreements for the management of local stations?

The words of my constituents tonight demonstrate that this is a disagreement not just between the Minister and me, but between the people of Sheffield and the micro-mismanagement of the DFT. The Department’s intransigence in pressing this deeply damaging proposal will have a huge impact on our city. I hope that tonight will take us one step closer to a resolution of this issue.

In conclusion, let me quote two of my constituents. Mark Doel says:

“This government says that it believes in devolving power to the local people. Well, the local people have spoken with one voice.”

Roger Donnison sums up Sheffield’s case perfectly:

“All of the recent investment in and around the station has been based on open access via the footbridge. Integration of the railway with the tram, and of Park Hill with the city centre will be lost without it.”

--- Later in debate ---

[Norman Baker]

Let me try to deal with the point about staff on trains. It is partly about franchise requirements—and, by the way, I am advised by officials that the barrier obligation is ongoing for East Midlands Trains, although alternatives would be considered if gating was not installed by a particular date, which I must say is an interesting franchise condition.

Members will appreciate that there is a significant cost to having staff on trains. Train companies employ revenue protection officers on a regular basis, but it is not possible—particularly on busy trains—to have any guarantee that the conductor, particularly when the train is busy and when there are frequent stops on the service, will be able to get through the train and check all the tickets. Indeed, the hon. Member for Sheffield Central said in his introduction that he is often unable to buy a ticket to travel on the train.

[Chris Williamson]

In view of his comments about the cost of train managers, will the Minister confirm that the plan to introduce more gates is part of a long-term Government plan to de-staff or run down the number of staff working on the railways? Is that behind his plans?

[Norman Baker]

I would not infer that at all. As I said a moment ago, if there are gates, staff are needed in case someone gets stuck in them. If the gates are unstaffed, they have to be left open. Gates are in fact a guarantee of staff on the station.