London Transport Zones (Croydon)

Debate between Steve Reed and Jim Dowd

Tuesday 25th November 2014 Westminster Hall

[Mr Steve Reed (Croydon North) (Lab)]

It is a pleasure to serve under your chairmanship this afternoon, Mr Crausby. I am delighted to have this opportunity to make the case for moving East Croydon and West Croydon stations from zone 5 to zone 4, or more precisely to zone 4/5, saving local commuters up to £336 on the cost of an annual travelcard into central London.

I hope to make the case for change by establishing, first, that these stations are closer to central London than other stations that are already in zone 4; secondly, that there is ample precedent for stations being re-zoned when a persuasive social and economic case is made; thirdly, that re-zoning these stations will support the local Labour council’s ambitious £9.5 billion growth and regeneration bid that would benefit a large swathe of south London and south-east England; fourthly, that there will be a net financial benefit from making this change; and finally that there will be much-needed savings for people travelling into central London, but no increase in fares for people travelling into Croydon from further south.

Travel distances from central London are standardised by measuring from Charing Cross. On that basis, East Croydon station is 9.3 miles away and West Croydon station is 9 miles away. The two stations, serving areas that include the town centre, are both in zone 5 on Transport for London’s transport travel zone maps, but many London stations that are further away are included in zone 4, including Kenton, which is 9.7 miles from Charing Cross, Malden Manor, which is 10.3 miles out, Hounslow, which is 10.6 miles out, Abbey Wood, which is 10.7 miles away and Chigwell, which is 11.7 miles away from Charing Cross. There is clearly an anomaly when those stations, all further from central London than East Croydon and West Croydon, are all in zone 4, while the Croydon stations are in zone 5. On the TfL map it looks as though the zone boundaries carve out Croydon for no good reason, although it has the effect of costing Croydon’s commuters more in travel fares than other Londoners have to pay to travel greater distances.

There is strong support for making this change from commuters I have spoken to outside both stations. One or two people have asked whether it is actually possible to get stations moved into different travel zones. The good news is that it is not only possible, but it has happened on many occasions—I have mentioned some—and there is no reason why it cannot also happen in Croydon, given the strength of the case.

[Jim Dowd (Lewisham West and Penge) (Lab)]

Can I take my hon. Friend to the northern extremity of his constituency, where it shares a boundary with mine, to Crystal Palace station? Even though that station is in my constituency, a lot of his constituents use it. That station was re-zoned a few years ago—it was zone 4 and now it is zone 3/4—yet Penge East, which is a bit further away but has a much better service into Victoria and is in railway terms much closer, is in zone 4. People who want to get to Victoria quickly have to pay a premium for doing so. There are obviously problems with boundaries anyway, but there are huge anomalies in that part of London, and I wish my hon. Friend well in what he is trying to do.

[Mr Reed]

I am grateful to my hon. Friend for his contribution and I wish him luck in his campaign to secure a better outcome for Penge East and the many commuters living in his constituency who commute into London from that station.

I remember well that Crystal Palace station was moved into zone 3/4 in 2004. Similarly, in 2007, Roding Valley, Chigwell, Grange Hill, Hainault, and Barkingside were all moved into zone 4 from zone 5. Earlier this year Stratford, Stratford High Street and Stratford International stations were all moved from zone 3 to zone 2/3. These are just a few of many examples of London stations being re-zoned.

Re-zoning Stratford was estimated to cost around £7 million, primarily, I understand, in reduced fare income, but it is expected to bring at least £25 million in increased economic benefit to the area every year. Croydon would also, in all likelihood, cost a similar amount but would also generate vastly more in economic benefit than it costs.

Croydon elected a Labour council earlier this year on a promise to be “Ambitious for Croydon”. I am delighted that it has been as good as its word and has unveiled an extraordinarily bold but eminently achievable £9.5 billion regeneration and growth package for the borough that could bring in 16,000 new jobs, 9,500 new homes and around 2,000 new businesses. The effects will generate economic growth not just in Croydon, but across a wide swathe of south London and along a corridor stretching from Croydon to the south coast via Gatwick airport, whose own expansion plans are co-ordinated with Croydon’s. Re-designating Croydon’s two central stations in the heart of this regeneration zone as travel zone 4 would help underline how close the area is to central London, as well as making Croydon more attractive to investors, businesses, home buyers, workers and visitors.

There are some concerns that re-zoning these stations would lead to higher fares for people travelling into central Croydon from other parts of the borough that are currently in the same fare zone. In fact, that would not be the case. There is no extra cost for travelling from zone 5 into zone 4, and the pay-as-you-go single fares and daily caps are the same for travelling across zone 4 and 5 as travelling within either of the two zones. Commuters travelling from East Croydon or West Croydon stations into central London would realise considerable savings. An annual travelcard holder would save up to £336 a year if this change were made. At a time when many people have found their wages held down or cut in real terms, this saving in travel costs would be particularly welcome.

I pay tribute to people who have offered support to the Zone 4 Croydon campaign, first and foremost the hundreds of Croydon commuters who were quick to sign a petition in support of making this change that I will, in due course, seek to raise on their behalf with the Mayor of London. He is ultimately responsible for taking the decision, subject to approval by the Department for Transport. I should mention Sarah Jones, a local mum and campaigner, who has recently been selected as Labour’s parliamentary candidate in Croydon Central, who launched the campaign with me. I am grateful to the Croydon Guardian and the Croydon Advertiser for their support, and to the leader of Croydon council, who has personally backed the campaign and intends to seek the formal endorsement of the council within weeks. There is real, strong support in Croydon for making this change. I trust that we will hear today that the Government will also offer their unequivocal support.

As my hon. Friend the Member for Lewisham West and Penge suggested, south London is poorly served by the current zoning arrangements, relative to other parts of the capital. This is not a problem that affects only East Croydon and West Croydon stations. Although I strongly sympathise with the other cases, I would not want any decision about East Croydon and West Croydon to be delayed while other worthy cases are also considered. Local commuters would not thank anyone who tried to put hurdles of this kind in the way of making this change. Re-zoning is not something that has to be implemented across a number of stations at the same time. It has always happened incrementally.

I believe the strength of the social and economic case, and simple fairness, demand that East Croydon and West Croydon stations must be moved into zone 4 as soon as possible. I look forward to hearing the Government’s view and hope very much that it is supportive and positive.