The Influence of the London Overground Network on Economic Growth and Prosperity

8/22/2019 The Influence of the London Overground Network on Economic Growth and Prosperity

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The inuence of the London Overground network on

economic growth and prosperity

Research for Spatial Planning


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Contents

Introduction 2

Growth of the Overground 2

The Impact of the Overground 4

Conclusion 6

Glossary 7


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Introduction

With London Overground network just over four years old it is possible to look back over the

infant years of the network and attempt to assess its impacts on London. The growth of the

network has been rapid, with lines proliferating around north London from Richmond andClapham Junction in the west to Crystal Palace and West Croydon in the East, with the full

circle connection around London from Surrey Quays to Clapham Junction south of the Thames

under construction and due for completion in 2012.

The London Overground network that exists today is a combination of existing lines transferred

into TfL operation (with varying degrees of increased service levels) as well as the newly constructed

East London Line extension (henceforth ELLX) from Highbury & Islington to Whitechapel in the

north via the former East London underground line to New Cross Gate, Crystal Palace and

West Croydon in the south.1 Because of its varied origins there are varying levels to which the

development of the network has changed the landscape of transportation along its route.

At a general scale in recent years the East London property market has been heavily inuenced

by the Olympics development, however a 2010 report by LloydsTSB shows that of the 14 nearest

Olympic postal districts only 4 have exceeded the Greater London average price increase since

the Olympics were announced2

. These four postal districts were Homerton, Shoreditch, Dalstonand Clapton, with Homerton and Shoreditch signicantly higher than the other districts. It is

perhaps no surprise that these are the two districts most heavily inuenced by the ELLX, with

Dalston also seeing a large benet with the new terminus station at Dalston Junction.

Whilst these gures show the overall trend they may also start to hint at the varying inuence

the different parts of the Overground, whether for example the ELLX as a new line has had more

signicant impact than the places where the route merely improved and re-branded an existing

service or whether increased services the Overground branding and its inclusion on the tube


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The Overground network we have today was created from the remnants of a number of partial

radial rail routes created in the late 19th and early 20th centuries by independent train companies

in the wake of the successful inner circle underground railway. Unfortunately though the inner

circle line (the Circle Line on the underground today) was successful, the outer routes never

really became protable, London was much smaller then than now and there simply werent thepassenger numbers to support the routes.

Over the years the radial routes were cut back, though by the time British Rail was privatised a

number of radial routes still existed. The most London centric of the new franchises created as a

result of the privatisation of British Rail was the North London franchise operated by Silverlink

whose services were as follows:

London Euston to Birmingham New Street (stopping services via Northampton) Bletchley to Bedford

Watford Junction to St Albans

London Euston to Watford Junction

Richmond to North Woolwich (via Stratford)

Clapham Junction to Willesdon Junction

The franchise operated the long distance services as Silverlink County and the London servicesas Silverlink Metro.

Though the Silverlink franchise was recorded as having PPM gures in excess of 83% in Q3 2005

(up from 77.7% the previous year)3, which on paper made it one of the most reliable railways

in the south east, it was seen by passengers as Shabby, unreliable, unsafe, overcrowded4.

Following changes made in the Railways Act 2005 (as a result a government review in July 20045

and proposals by TfL for a London Regional Rail Authority6) it became possible for TfL to have an

i h L d il k i h i l h dl d i l l l


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The Impact of The Overground

Methodology

The Overground network has rapidly grown since its creation in 2007 to now serve 78 stations(this will rise to 83 following the opening of the Inner South London Line), with a view to looking

at the impacts the network has had on East London, and specically the A10 corridor a number

of stations were chosen to focus upon. As mentioned above the Overground has grown from a

varied mix of existing infrastructure so it was important to select stations that represent this

varied ancestry. With the focus on the A10 corridor the completely new ELLX stations from

Whitechapel to Dalston Junction were critical, so all have been investigated. The A10 corridor

also cuts through the two other Overground routes in East London (NLL and GOBLIN) providing a

number of stations to focus upon. In addition to the Overground network some rail stations that

are not part of the Overground have been chosen to act as a control to compare the Overground

network stations against. The full list of stations chosen are as follows:

Cannonbury (NLL & ELLX, formerly Silverlink)

Dalston Junction (ELLX, new station)

Dalston Kingsland (NLL, formerly Silverlink)

Hackney Central (NLL, formerly Silverlink)

Haggerston (ELLX, new station)

Highbury & Islington (NLL, ELLX and Victoria Line, formerly Silverlink & Victoria Line)

Hoxton (ELLX, new station)

Rectory Road (East Anglia - non-Overground)

Shoreditch High Street (ELLX, new station)


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continued to grow steadily since. Part of the reason for the two types of growth is likely related to

the type of development that has (and still is) taking place around the stations. Dalston Junction

has been the site of major construction work, the lead time of which would inevitably be quite

long, resulting in apartments only coming to market in 2010. The data also shows that the

southern stations (Shoreditch High Street & Hoxton) have shown a steady continuous growthsince 2006 whilst Dalston Junction and Haggerston further north have had larger more abrupt

rises indicative perhaps of fewer larger developments compared with numerous smaller projects

in the Shoreditch and Hoxton areas.

In looking at the top banding with properties in each of the station areas it is possible to make a

judgement into gentrication in the different areas, Dalston for example shows a growth in Band

E dwellings from 0% to 13% in 2010, this would seem to t well with the new developments in

the area.

For stations elsewhere on the Overground network the change to Overground has had mixed

impacts, Highbury & Islington saw a signicant jump in Band E properties in 2010 from 26% to

42% of the housing stock, a physical increase of 67 dwellings. Dalston Kingsland has also seen

a steady rise in housing volumes (though the distribution has remained relatively consistent),

the data shows a small jump in 2004 (a 31% increase in dwellings) and again a smaller one

in 2010 (10% increase). Highbury & Islington and Dalston Kingsland however seem to be the

exceptions for existing stations, with areas such as Cannonbury and Hackney Central showing

little signicant change in the housing stock as a result of the Overground. The non-Overground

stations investigated show a similar steady distribution, though Stoke Newington has seen a

small but steady growth over the 10 year period it would seem this is more indicative of the area

in general being on the rise rather than anything else.

The two jumps that are seen in the Dalston Kingsland data might well be linked to the ELLX as

the station is e tremel close to Dalston Junction and its associated de elopment Some spill


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Conclusions

Whilst the effect of the ELLX can be seen from the Council Tax Banding data it is hard to

discern any consistent change elsewhere. It could be that it was obvious that the new rail line

would increase demand in the areas it served and the areas where a service already existedthe improvement was not so obvious, leading to less property speculation and development. It

would be interesting to go back to the same data set in a couple of years to see if now that the

Overground has settled in and become the runaway success that it has, whether it will act as a

driver for development in areas that were previously served by existing rail lines. Looking at the

station usage gures12 and the Overground usage as a whole13 shows that local residents are

using it in signicant numbers. The 2011 census data will provide information on travelling to

work, I would expect, given the Overground data, to see many more people using this to travel

to work and quite possibly travelling further aeld for work. Leading on from this I would expect

the Overground to have impacted on worklessness in the areas, though the effects of the 2008

recession have had such a large global effect it is hard to discern at this point the true impacts

of The Overground on employment.

The lower impact of the Overground where existing services have been improved would seem to

attract signicantly less of the large scale development seen along the ELLX, yet the increased

passenger numbers show there has been signicant improvement for local residents. Assumingas mentioned above that development and investment will follow The Overground, albeit at a

slower pace than the ELLX it would seem to suggest that The Overground will provide signicant

economic gains at a pace that does not displace the existing residents.

Looking to the future and TfLs aspirations for The Overground14 it wouldnt be surprising to see

more of the Lea Valley Lines (namely the Southbury loop to Eneld Town and Cheshunt and the

Chingford Line) under Overground control in future years. The Upper Lea Valley Opportunity

A Pl i F k (ULV OAPF) hi hli ht th A10/A1010 id k th


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ELL

East London Line (London Underground Line, extended with the ELLX to become part of theOverground)

ELLX

East London Line Extension (See ELL)

GOBLIN

Gospel Oak to Barking Line (Former Silverlink line that became part of the London Overground

network)

NLL

North London Line (Former Silverlink line that became part of the London Overground network)

PPM

Glossary


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Haswell A. (2010). New report shows mixed picture for house prices despite promise of Olympics

boom. Available from: http://www.eastlondonlines.co.uk/2010/08/mixed-picture-for-house-

prices-despite-olympic-promises/. [Accessed: 10/01/2012].

Headicar, P. (2009). Transport policy and planning in Great Britain. London, Routledge.

Ofce for National Statistics. Available from: http://neighbourhood.statistics.gov.uk/

dissemination/LeadHome.do;jessionid=lNSGPMnbsJvTrwTzB9phQHGcB3xKQlBlhKG0HzCn32

RlxJDL1PBZ!-1055568020!1326198491704?m=0&s=1326198491704&enc=1&nsjs=true&nsck

=true&nssvg=false&nswid=1680. [Accessed: 28/12/2011].

Ofce for Rail Regulation. (2011). Station usage. Available from: http://www.rail-reg.gov.uk/

server/show/nav.1529. [Accessed: 10/01/2012].

Transport for London. (2004). Bob Kiley outlines proposals for London Regional Rail Authority.

Available from: http://www.t.gov.uk/static/corporate/media/newscentre/archive/4359.html.

[Accessed: 10/01/2012].

Bibliography


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Appendix 1 10

London Overground Geographic Map

Appendix 2 12

TfL Rail & Underground Group Report: The Impacts of the London Overground

Appendix 3 34

LloydsTSB Olympic Housing report

A di 4 37

Appendices


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Appendix 1

Current London Overground Geographic Network MapAnd Inner South London Line Opening 2012


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HERTFORDSHIRE

HILLINGDON

WESTMINSTER

TOWER

HAMLETS

BARKING &

DAGENHAM

BARNET

ISLINGTON

WALTHAM

FOREST

LAMBETH

GREENWICH

HAMMERSMITH

&FULHAM

KENSINGTON& CHELSEA

HARROW

RICHMOND

UPON

THAMES

REDBRIDGE

MERTON

BEXLEY

SOUTHWARK

CITY OFLONDON

KINGSTON

UPON

THAMES

EALING

BROMLEY

HOUNSLOW

WANDSWORTH

LEWISHAM

CROYDON

BRENT

HARINGEY

CAMDEN

HACKNEY

NEWHAM

ENFIELD

ESSEX

RiverThames

RiverTh

ames

Harrow &Wealdstone

WatfordJunction

Bushey

Carpenders Park

HatchEnd

Headstone Lane

WatfordHighStreet

Kenton

NorthWembley

SouthKenton

Wembley Central

Shadwell

Whitechapel

Wapping

Rotherhithe

BlackhorseRoad

GospelOak

SouthHampstead

Highbury &Islington

Stratford

WillesdenJunction

Harlesden

Queens Park

Stonebridge Park

Gunnersbury

Shepherds Bush

Kensington(Olympia)

WestBrompton

WandsworthRoadKewGardens

Richmond

NewCrossGate

Surrey Quays

NewCross

CanadaWater

WestHampstead

ShoreditchHighStreet

Hoxton

Haggerston

DalstonJunction

Homerton

HackneyWick

HackneyCentral

DalstonKingslandCanonbury

ImperialWharf

KilburnHigh Road

LeytonMidland Road

SouthTottenham

Harringay GreenLanes

CrouchHill

UpperHolloway

HampsteadHeath

Finchley Road& Frognal

KentishTownWest Camden

RoadCaledonianRoad&Barnsbury

Euston

Barking

WansteadPark

WoodgrangePark

Leytonstone HighRoad

KensalGreen

KensalRise

Brondesbury Park

Brondesbury

SouthActon

ActonCentral

ClaphamJunction

ClaphamHighStreet

Denmark Hill

PeckhamRye

Queens RoadPeckham

Brockley

HonorOak Park

CrystalPalace

WestCroydon

NorwoodJunction

Penge West

Anerley

Sydenham

ForestHill

WalthamstowQueens Road

Key

Tramlink

Interchange stations

Step-free access from street

to train

National Rail

London Underground

London Overground

DLR

Step-free access from streetto platform

MAYOR OF LONDON Transport for London

LondonOverground GeographicMap August2011

Appendix1

11


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Appendix 2

London Overground Impact Study


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AGENDA ITEM 5

TRANSPORT FOR LONDON

RAIL AND UNDERGROUND PANEL

SUBJECT: LONDON OVERGROUND IMPACT STUDY

DATE: 16 NOVEMBER 2011

1 PURPOSE AND DECISION REQUIRED

1.1 The purpose of this paper is to advise the Panel of the results of TfLs analysisof demand patterns on the London Overground network and to highlight thefact that rapid demand growth has led to increasing levels of crowding on thenetwork despite investment in new capacity. This is attached to the paper as

Appendix 1

1.2 The paper is written in two parts. The first part looks at the network thattransferred to TfL in 2007 and explains the growth in demand on that network.The second part looks at the extended East London Line and its impact ontransport in London.

1.3 The Panel is asked to note the paper and appendix.

2 BACKGROUND

2 1 TfL t k th i t t th L d O d i N b


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3.2 Economic and demographic factors, fares and service levels are key drivers ofrail demand and demand would normally be flat during an economic downturn.However, London and South East rail demand has grown strongly over the

last two years despite the lack of growth in the economy and this forms thebackground to strong London Overground demand growth. The other maindrivers of growth on the London Overground network are service frequency;operational performance; service quality including stations and rolling stock,connectivity and marketing. These factors contributed to extremely stronggrowth in demand during 2010/11 even without East London Line opening.

3.3 0.6 million passengers per week use East London Line. Demand on the routeis in line with forecasts despite the poor economic situation and peak servicesare already crowded from the south of the route in to Canada Water.

3.4 Operational performance is excellent and customer satisfaction on LondonOverground is now rated very good at 82 out of 100.

4 CONCLUSION AND NEXT STEPS

4.1 Enhancements to the London Overground network resulted in a dramaticincrease in passenger demand in 2009/10 and 2010/11. Demand continues togrow with the full effects of the infrastructure upgrade still to impact fully.Crowding is already a concern on part of the West London, East London andGospel Oak Barking routes and, as no further capacity enhancements areplanned, this is likely to become an increasing problem.

4.2 TfLs report Delivering the Mayors Transport Strategy: National Rail in Londonsets out the case for enhancement in capacity on the routes including train

l th i N th d W t L d Li E t L d Li d G l


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APPENDIX 1

London Overground Impact Study

Part 1 Existing London Overground network

1 Introduction

1.1 TfL took over the management of the London Overground (LO) concession(formerly Silverlink Metro services) in November 2007. Services at the time

were of low quality with old rolling stock, neglected stations and low levels ofcustomer service. Since taking over the network, TfL has made significantenhancements to the level and quality of services through a programme ofintroducing new rolling stock, upgrading infrastructure to deliver more frequentservices, refurbishing stations and delivering higher standards of customerservice. The extended East London Line was opened in May 2010 and afurther phase to run services from Dalston Junction to Clapham Junction willbe completed in 2012 completing the orbital network.

1.2 This paper describes the changes that have taken place and the impact ofthose changes on demand and customer satisfaction.

2 Background

2.1 TfL manages the operation of services on the LO under a seven yearconcession. Unlike a standard franchise, TfL takes revenue risk on LOservices and works closely with the concessionaire, LOROL to manage

i lit d f


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Figure 1: Frequency of peak LO services

2.5 LO provides both radial routes into central London on the Watford Eustonroute and orbital services around London allowing passengers to make local

journeys or to travel without interchanges in central London. It serves locations


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Figure 2: Forecast crowding in 2016

3.3 Most LO routes are served by new four-car Class 378 trains with longitudinalseating and high capacity layout. Trains have capacity of 700 and are

d i d t l b f f t bl l ti l


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3.4 On the Gospel Oak Barking line, new two-car class 172 trains were introducedin 2010 with capacity of up to 400 people per train, a third higher than theoriginal rolling stock. Demand for Gospel Oak Barking services hasincreased rapidly and services are crowded.

4 Stations

4.1 TfL has undertaken a major programme of refurbishment at stations along theOverground network. It manages most of the stations it serves and has apolicy of staffing stations to ensure that staff are visible and available to helppassengers, improving personal security.

4.2 Passenger facilities at stations have been improved with the installation ofticket machines, help points, cycle parking and passenger information. Elevenstations were gated shortly after the concession started to reduce fraudulenttravel and to improve security and over 95 per cent journeys pass through agated station at one or both ends. The volume of passenger journeys madewithout valid tickets fell from 10 per cent to three per cent within a year of thenetwork being under TfL management. The volume of passenger journeys

made without a valid ticket is currently two per cent.4.3 Two new stations were opened on the Clapham to Willesden route.

Shepherds Bush station was opened in 2008 to serve the new Westfieldshopping centre and to provide interchange with the Central Line; and ImperialWharf was opened in 2009. This section of line has been the fastest growingpart of the network with increasing peak loads despite an increase in capacity.

5 Operational Performance


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Use of the route

7 Passenger numbers

7.1 160 million passengers have used LO since its opening. Figure 2 showsgrowth in demand since 2007/08 compared with growth on other TfL servicesand London and South East National Rail services.

Figure 3: Growth in LO demand


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with the ending of a long programme of engineering works which haddisrupted travel, especially at weekends, and the opening of the East LondonLine enabling orbital journeys to be made between north, east and southLondon.

7.5 Other factors such as marketing also contributed to demand and this wasmost apparent around the time of the East London Line opening whendemand on the rest of the LO network increased by more than the growth ininterchanging passengers.

Figure 4: Drivers of Overground Growth


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Figure 5: LO journey purpose

9 Integration

9.1 20 per cent of LO passengers interchange with Underground or DocklandsLight Railway (DLR) and a further 20 per cent use bus and Overground. Thiscompares with 50 per cent of National Rail passengers arriving in London inthe morning peak who use Underground or DLR for their onward journey.

9.2 TfL has estimated that, of the increase in passengers using LO since 2007,the largest share have switched from bus or LU helping to reduce congestion

di l i C l L d A d 12 h i h d f


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10 Customer satisfaction

10.1 Current performance following TfLs investment has delivered an overall

customer satisfaction rating on LO of 82 out of 100, with particularly highscores for train and service level attributes. This compares with a rating of 71out of 100 in 2007 and reflects the step change in quality that has taken place.

A satisfaction rating of over 80 means the perception of service quality is verygood.

Figure 7: LO Customer Satisfaction


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12 Conclusions on the existing LO network

12.1 Enhancements to the existing Overground network including better

management and service quality resulted in a dramatic increase in passengerdemand in 2009/10 and 2010/11. Demand continues to grow with the fulleffects of the 2011 North London Railway Infrastructure Project (NLRIP)timetable still to be reflected in demand. Peak crowding is a concern on partof the West London and North London Lines and Gospel Oak Barking routesand, as no further capacity enhancements are planned, this is likely to becomean increasing problem.

12.2 TfLs report Delivering the Mayors Transport Strategy: National Rail in Londonsets out the case for enhancement in capacity on the routes including trainlengthening on Gospel Oak Barking and North and West London Lines andadditional peak services where feasible. The recommendations are reflectedin Network Rails London and South East Route Utilisation Strategy.

12.3 TfL continues to monitor demand patterns on LO for management reportingand results are published in Travel in London.


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Part 2 East London line one year after opening

1 Background

1.1 The extended East London Line carries 0.6 million passengers per week, 3.5times as many as the old East London Line that it replaced and more thandouble the volume of usage in June 2010. Passenger revenue has alsodoubled and is forecast to be 32m in 2011/12. This report describes the keyimpacts of the extended line on passengers and on London.

1.2 The East London Line operated as a London Underground (LU) service

between Shoreditch and New Cross/New Cross Gate until it was closed in2007. The route has been enhanced through a combination of conversion toNational Rail standards, extension and use of existing tracks to create a newrail route. TfL upgraded the route at a total cost of approximately 1 billionand provided new electric trains and new and refurbished stations. This wasfollowed by the second phase which extended the route to Highbury &Islington in February 2011 and will be followed by a third phase in late 2012.The first two phases of the project were completed several months ahead of

schedule

1.3 The East London Line runs from Highbury & Islington in the north to NewCross, West Croydon and Crystal Palace in the south. Five per cent ofLondons population live within a kilometre of an East London Line station andthis figure will increase to over seven per cent with the extension to ClaphamJunction. The route passes through some of the most deprived areas ofLondon, serves a station at Shoreditch with direct access to the City, andprovides interchanges with LU at Highbury & Islington, Whitechapel and


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2 Improved accessibility

2.1 The East London Line serves parts of northeast London that were previouslypoorly served by public transport and links them to key employment centres in


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3 Capacity provision

3.1 Rail services on the Sydenham corridor were crowded before the East London

Line opening with over five per cent passengers in excess of capacity in themorning peak. Southern services on the route now experience lower levels ofcrowding. The route provides much needed rail capacity for commuters fromsouth London to help them access jobs in central London and Docklands andhas increased capacity of services to London by 70 per cent.

3.2 The East London Line is served by new four car Class 378 trains withlongitudinal seating and high capacity layout. Trains have capacity of up to

700 and are designed to carry large numbers of passengers comfortably overrelatively short distances. Walk-through carriages and wide doors easepassenger flow onto and through the train. The new trains are popular withpassengers as reflected in high customer satisfaction scores for trainattributes.

4 Stations

4.1 TfL managed stations along the route are either refurbished or new. Four new

stations were built as part of the project: Dalston Junction, Haggerston,Hoxton and Shoreditch High Street which will contribute to regeneration of adeprived part of east London.

4.2 Stations between West Croydon, Crystal Palace and Surrey Quays transferredto LO management in September 2009. These stations already servedSouthern Trains passengers on services into London Bridge but now offer achoice of operators and destinations with Overground providing 75 per cent of


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between north and south London and allowing more direct journeys to bemade.

6 Fares

6.1 A range of TfL and National Rail tickets are accepted on the East LondonLine. Oyster Pay as You Go is retailed and accepted along the route. PAYGusage is particularly high on the northern and central sections and accountsfor 40 per cent journeys overall on the East London Line. Travelcards accountfor the majority of other journeys.

6.2 Although Shoreditch High Street is in Zone 1, the rest of the line is in Zones 2-5. This means that many journeys between south London and Docklands oreast London can be made without passing through Zone 1, reducing the costof travel. Journeys on Overground, Underground and DLR are charged at TfLfares which are lower than equivalent rail plus Underground fares.

Table 1 Oyster peak fares from Sydenham

Destination Zone LO LO/LU Rail Rail/LU Season

fare perjourney

LondonBridge

123 2.80 2.10

ShoreditchHigh Street

123 2.90 2.90 3.22


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7.3 The busiest station is Canada Water with 30,000 Overground passengers perday, many of them interchanging with the Jubilee Line. This is followed byWhitechapel with 15,000, and Highbury & Islington and New Cross Gate with

12,000.

Figure 8: Passenger Loads


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7.4 Figure 9 compares demand by station on the core section of the route whichwas served by LU until 2007. Demand at the key interchanges (CanadaWater, Whitechapel and Shadwell) has increased significantly with

passengers from the north and south of the route interchanging at thesestations. This chart shows that, following a closure of over two years, demandhas returned to above pre-closure levels.

8 Time of travel

8.1 Average loads on the route are highest during the weekday peaks with thelargest flows being into Canada Water from the south in the morning for

interchange to the Jubilee Line service to Docklands and the West End andthe reverse flow in the evening. Other key commuting flows are intoShoreditch High Street and from both directions to Whitechapel. The profile ofdemand is similar to that of radial rail routes into London.

8.2 The busiest section of line is between New Cross Gate and Canada Waterwhere 50,000 people per day travel by LO in both directions. The route hasalready become crowded in peak periods with loads over three passengersper square meeting standing in the peak hour. The extension to ClaphamJunction will provide more capacity on the central section of the route but noton the crowded section south of New Cross Gate.

Figure 10: Loads by time of day


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9.2 The route also serves a range of leisure destinations including Surrey Quaysshopping centre, Geffrye Museum, Crystal Palace Park and Shoreditch. Atweekends, shopping, leisure and visiting friends and relatives account for a

large proportion of journeys on the line. Both the Geffrye Museum at Hoxtonand the Brunel museum at Rotherhithe have reported increases in visitornumbers since the extended East London Line opened.

9.3 Average journey length is relatively short at 6kms, reflecting the metro stylenature of the service and the large number of interchanging passengers.

10 Integration

10.1 Integration between modes is key to the design of the East London Line.More than half of passengers on the route interchange with LU or DLRservices. Canada Water is the largest interchange followed by Whitechapel,Highbury & Islington and Shadwell. National Rail passengers interchange atstations such as New Cross and Highbury & Islington and West Croydonprovides an interchange with Tramlink. Research has also shown thatpassengers from south London interchange between Southern andOverground services at intermediate stations along the route. A survey ofpassengers using the Highbury & Islington extension and interchanging toDLR showed that seven per cent had started their journey on other NationalRail services. Some 15 per cent of passengers access LO services by bus.

10.2 Research has shown that simplification of the customer proposition makesservices more convenient to use. Turn up and go services make interchangeeasier than with many traditional rail routes and through ticketing forOverground and LU means that a fully integrated journey can be made for no


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significant switches from LU/DLR and bus services. Almost 10 per cent ofpeople have switched from car use.

10.4 There have been changes in demand on a number of bus routes in theDalston and Shoreditch areas that suggest that changes in frequency and/orstructure may be warranted. These are being reviewed by London Buses andappropriate schemes may be brought forward in due course.

11 Customer satisfaction

11.1 Customer satisfaction with the route averages 85 out of 100, higher than theresults for other Overground routes and with particularly high scores for trainand service level attributes. Figure 12 shows the overall customer satisfactionscores for the current and old East London Line. Customer satisfaction hasincreased from an average of 77 before closure.

Figure 12: Customer satisfaction


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shows that eight per cent of users of the route have a long term mental orphysical disability.

13.2 The route serves many of the most deprived boroughs in London, improvingaccess to jobs and facilities, as shown in the map. Crystal Palace, Norwoodand Croydon have areas of high deprivation as do New Cross and the areafrom Whitechapel to Dalston. This is reflected in passengers incomes alongthe route with the most affluent passengers living in the area around Wappingand those with the lowest incomes just north of that area. The extension toClapham Junction will also run through areas of high deprivation.

Figure 13: Opportunity areas and most deprived areas


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15 Progress against Mayors objectives

Support economic development

and population growth

High frequency services provide access to

employment in central London andDocklands.

Enhance the quality of life for allLondoners

High quality trains, customer satisfaction of85/100 and reduced journey times improvequality of life.

Improve the safety and security

of all Londoners

New trains with CCTV and refurbished

stations with CCTV and help pointscombined with staffing throughout hours ofoperation make services safer forcustomers.

Improve transport opportunitiesfor all Londoners

Step free access at half of the stations onthe route and accessible trains improveaccess for passengers with disabilities. Theroute also serves some severely deprivedareas as shown in Figure 13.

Reduce transports contributionto climate change and improveits resilience

Mode switch from car to rail has helped toreduce CO2 emissions.

Support the delivery of theLondon 2012 Olympic and

The link to Highbury & Islington enablespassengers on the route to access services


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Appendix 3

LloydsTSB East London House Price Report


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NOT FOR BROADCAST OR PUBLICATION BEFORE 00.01 HRS TUES 27th

JULY 2010

East London house prices up 26% since London 2012 victory

announcement

As 27th July marks two years until the opening ceremony for the London 2012Olympic Games, Lloyds TSB research has measured house price performance in thefourteen postal districts located close to the Olympic Park. .

Some parts of London close to the main site for the London 2012 Olympic andParalympic Games have seen a sharp rise in house prices since the capital was

awarded the Games in July 2005. Homerton and Shoreditch both in the borough ofHackney - have seen average property prices rise by 69% and 53% respectively,significantly above the Greater London average of 36%.

There has, however, been a mixed performance in property prices with Stratford, thehome of the Olympic Stadium, seeing only a 3% increase in average prices, slowerthan any of the other postal districts.1

Suren Thiru, housing economist, Lloyds TSB, said:


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Appendix 4:

Dwelling Stock by Council Tax Band (2001-2011)

About the data:

The following pages are sheets that collate the data available from the VOA with a key plan of theOutput Area as well as a brief summary of the station information and its conguration both

before and after TfL takeover.

Council Tax banding data is a useful way to get signicant data for an area as small as an OA,

the more reliable method of house sale prices is hard to apply to small individual station areas

due to the small number of house sales over the time period.

The methodology of council tax banding is a based on the value of the property in 1991, for newdevelopments their banding is determined by an estimate of the value of the property in 1991

and it is banded based on this price.

Whilst the data is available for all properties it does have limitations, notably the use of a prices in

1991 for the basis of the data is limiting despite the extrapolation of the equivalent values today.

There are also some anomalies with regard to improvements to properties that may change the

band within which they fall, the banding for these properties is only adjusted following the sale


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General DetailsDataset Title: Dwelling Stock by Council Tax Band, 2006

Domain(s): Housing, Indicators: Housing

Time Period of

Dataset(s):

31 March 2006

Geographic Coverage: England, Wales

Lowest Area Output: Output Area (OA)

Supplier: Department for Communities and Local Government (CLG)

Department: Housing Data and Statistics

National Statistics Data? Not National Statistics - this information based on administrative data

does not comply fully with theNational Statistics Code of Practice

No. of Variables

(excluding area names

and codes):

21

Scope and PurposeNB: Ownership of this dataset remains with the Department for Communities and Local

Government (CLG). Information can only be reproduced if the source is fully acknowledged.

This dataset, drawn from Council Tax valuation lists, has been provided by the Value Office Agency

(VOA) and the Department for Communities and Local Government (CLG) to facilitate assessment

of the overall number of domestic properties and their distribution across specific Council Tax

bands.

The number of dwellings in a given area is the most fundamental statistic in this domain, providing


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are valued on a common basis as they existed on 1 April 1993, the open market value is based on a

fixed valuation date of 1 April 1991. Detailed decisions about value are based on a number of

standard assumptions including:

the sale was with vacant possession; the interest sold was freehold, except for flats where a lease for 99 years at a nominal rent has

been assumed;

the dwelling had no potential for any building work or other development requiring planningpermission;

the dwelling is in a state of reasonable repair; and the use of the dwelling would be permanently restricted to private residential purposes.The original 1993 Valuation Lists were prepared using existing survey data held by the VOA,

supplemented by external inspection of dwellings by surveyors and the matching of property size,

type and age to transactions evidence, indexed to 1991. 50% of bandings were done in-house by the

VOA. The valuations carried out by other private agencies were quality controlled and supervised

by each Listing Officer. Taxpayers had a right of appeal within eight months of 1 April 1993 and

appeals not resolved by agreement were determined by an independent tribunal. An appealsprocedure has remained in place for all subsequent new bandings or rebandings.

While the size, layout or character of a dwelling may be altered by conversion, demolition,

extension or general improvement, the banding cannot be amended until there is a change of

ownership. For example, if a property has been improved since 1 April 1993 there is the possibility

that it will be moved to a higher Council Tax band when it changes hands.

LAs report all changes to the dwelling stock of which they are aware, through new building,


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England

Band A ... up to 40,000

Band B ... 40,001 to 52,000

Band C ... 52,001 to 68,000

Band D ... 68,001 to 88,000

Band E ... 88,001 to 120,000

Band F ... 120,001 to 160,000

Band G ... 160,001 to 320,000

Band H ... 320,001 and above

Wales pre 1 April 2006

Band A ... up to 30,000

Band B ... 30,001 to 39,000

Band C ... 39,001 to 51,000Band D ... 51,001 to 66,000

Band E ... 66,001 to 90,000

Band F ... 90,001 to 120,000

Band G ... 120,001 to 240,000

Band H ... 240,001 and above

Since April 1st 2006, Wales has introduced different bands to those used previously. This means

that along with property prices falling in different bands, a new band I has been introduced. The new

bands for Wales are detailed below:

Wales with effect from 1 April 2006


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National Statistics (ONS) and are as follows:

LA level 6250 Middle Layer Super Output Area (MSOA) 1250 Lower Layer Super Output Area (LSOA) 250 OA 50The reason for using these amounts was due to the OA classification and the numbers of dwellings

that each level of geographic classification should include, therefore changes such as these representa significant difference year-on-year. For example, as OAs are based on containing a minimum of

100 dwellings, a change of 50 in the total of dwellings at OA level would represent a change of

around 50%.

If any areas are of concern are highlighted, LAs are contacted to establish whether the information is

accurate or not. Issues related to actual large changes in dwelling stocks typically include large

housing development projects, and large housing stock removals/redevelopment projects.

For this year of data, all figures for the Rochdale LA, (data for this LA were removed in the 2005dataset) were reinstated, as the data met quality standards.

Geographic ReferencingGeographic referencing was carried out by CLG using the appropriate methods and tools to allocate

individual addresses to OAs and the current 2006 NeSS geographic hierarchy: OA, LSOA, MSOA,

Local Authority/Unitary Authority (LA/UA), Government Office Region (GOR) and Country.


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Table 1: Outcomes of Different Stages in the Postcode Matching Procedures for England and

Wales.

Record Description Number Percentage

Records received from VOA 23,414,784 100.00

Number of records successfully matched to a geographic

code

23,407,896 99.97

Final count of unmatched records (no geographic code

added)

6,888 0.03

CLG aggregated the matched data using the OA code and tax band fields. Using the Standard

Names and Codes for Geographies on the NeSS Boundary Sets and Postcode Directory file for

2006, LSOA, MSOA, LA/UA, GOR and country names and codes were added to the datasets. The

data was then aggregated further to include each of these higher geographic levels.

The Standard Names and Codes for Geographies on the NeSS Boundary Sets and Postcode

Directory file was used to check for missing SOAs and LAs and all were found to be included. A

similar check revealed a small number of OAs containing no matched records. To ensure the

geographic coverage was complete, blank dummy records were added to the datasets for these OAs.

Analysis of the unmatched records relied on an administrative code from the VOA raw data. This

code relates to the Billing Authority that collected the record and is based on LA areas from the

CLG. The LA relationship is less reliable in Wales where recent LA boundary changes have been

made between the date of data collection and the date of the introduction of the OA basedgeography. Aggregations of unmatched records were made to LA and GOR level, based upon VOA


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England 100.00 99.02 99.91 99.95

Wales 99.97 99.20 99.76 99.82

The information outlined in table 2 confirmed the uneven distribution of unmatched records;

however, it does not give cause for concern at LA or GOR level, due to the small numbers involved

and the accuracy of the VOA coding applied at these levels.

Further analysis of the unmatched records revealed clustering within streets and there is a possibilityof bias occurring due to the likelihood of some of the clusters falling within a single OA.

Data QualityRelevance: The number of dwellings in a given area is the most fundamental

housing statistic, providing the context for all other statistical

information on dwelling stock.

Accuracy: The VOA has a duty to provide a consistent service, across the whole

of England and Wales and aims to provide information for all relevant

dwellings.

Timeliness and

Punctuality:

The Valuation Lists are updated every two weeks. However, VOAstaff input changes to the data on a daily basis. All bands are

determined on the basis of 1991 property values. It is important to

realise that these datasets cannot be used for monitoring change in

house prices. Other datasets will be provided specifically for that

purpose.


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Disclosure Control

The National Statistics Code of Practice requires that reasonable steps should be taken to ensure that

all published or disseminated statistics produced by the Office for National Statistics (ONS) protect

confidentiality.

The Council Tax banding of any dwelling can be freely obtained on request to the LA or the VOA.

More details can be obtained from the following VOA website

The ONS carries out a number of checks to safeguard confidentiality. In accordance with standard

procedures, this dataset has been reviewed and approved for release.

Sources for Further Information or Advice

General information and advice about the Council Tax Band data may be obtained from the

following websites:

Valuation Office Agency VOA website Department for Communities and Local Government Communities websiteSpecific information about these datasets can be obtained from the following sources:

Council Tax technical information:

Justin Giles

Valuation Office AgencyNew Court Carey Street

London

WC2A 2JE


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Station: Canonbury Travelcard Zone: 2

Postcode: N1 2PG

Transport Links (Pre Overground):

Transport Links (Post Overground):

Year

A B C D E F G H X Total

2001 0 3 2 46 39 12 9 0 0 111

2002 0 2 20 46 39 12 9 0 0 128

2003 0 2 20 49 41 11 9 0 0 132

2004 0 3 18 47 39 18 9 0 0 134

2005 0 3 18 49 41 15 8 0 0 134

2006 0 3 20 52 41 16 8 0 0 140

2007 0 4 19 53 45 14 8 0 0 143

2008 0 4 19 53 45 14 8 0 0 1432009 0 4 20 58 45 13 8 0 0 148

2010 0 4 20 58 46 13 8 0 0 149

2011 0 4 20 58 46 13 8 0 0 149

Year


2001 0.00 2.70 1.80 41.44 35.14 10.81 8.11 0.00 0.00 100

2002 0.00 1.56 15.63 35.94 30.47 9.38 7.03 0.00 0.00 100

Band (Count)

Band (Percentage)

NLL Overground ELLX Overground

Silverlink (6tph)


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Station: Dalston Junction Travelcard Zone: 2

Postcode: E8 3DE



Year


2001 22 40 43 30 8 0 0 0 4 147

2002 21 43 43 30 9 0 0 0 1 147

2003 21 47 44 30 9 0 0 0 1 152

2004 21 51 39 29 0 0 0 0 1 141

2005 37 49 39 29 0 0 0 0 0 154

2006 38 60 40 29 0 0 0 0 0 167

2007 39 61 40 29 0 0 0 0 0 169

200841 57 40 29 0 0 0 1 0 168

2009 49 57 41 27 0 0 0 1 0 175

2010 53 58 114 141 55 0 0 1 0 422

2011 55 59 117 137 55 0 0 1 0 424

Year


2001 14.97 27.21 29.25 20.41 5.44 0.00 0.00 0.00 2.72 100

2002 14.29 29.25 29.25 20.41 6.12 0.00 0.00 0.00 0.68 100

Band (Count)

Band (Percentage)

ELLX Overground

N/A


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Station: Dalston Kingsland Travelcard Zone: 2

Postcode: E8 2JS



Year


2001 11 70 65 35 28 0 0 1 5 215

2002 5 77 58 37 26 0 0 1 5 209

2003 13 87 56 35 27 0 0 1 5 224

2004 19 92 117 47 14 0 0 1 5 295

2005 16 110 111 50 15 3 0 1 0 306

2006 14 113 113 50 15 4 0 2 0 311

2007 13 114 116 51 14 4 1 2 0 315

2008 14 113 120 55 14 4 1 3 0 3242009 18 110 119 55 14 4 1 2 0 323

2010 27 111 132 60 21 4 1 1 0 357

2011 29 110 135 62 21 4 1 1 0 363

Year


2001 5.12 32.56 30.23 16.28 13.02 0.00 0.00 0.47 2.33 100

2002 2.39 36.84 27.75 17.70 12.44 0.00 0.00 0.48 2.39 100

Band (Count)

Band (Percentage)

NLL Overground

Silverlink (6tph)


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Station: Hackney Central Travelcard Zone: 2

Postcode: E8 1LL



Year


2001 12 6 44 69 5 3 0 0 0 139

2002 12 6 43 70 4 3 0 0 0 138

2003 12 6 43 70 4 3 0 0 0 138

2004 13 11 42 70 4 3 0 0 0 143

2005 13 11 36 70 4 3 0 0 0 137

2006 14 11 40 70 4 2 0 0 0 141

2007 14 11 40 70 4 2 0 0 0 141

2008 14 11 40 70 4 2 0 0 0 1412009 14 11 40 70 4 2 0 0 0 141

2010 13 15 47 70 4 2 0 0 0 151

2011 15 15 46 70 4 2 0 0 0 152

Year


2001 8.63 4.32 31.65 49.64 3.60 2.16 0.00 0.00 0.00 100

2002 8.70 4.35 31.16 50.72 2.90 2.17 0.00 0.00 0.00 100

Band (Count)

Band (Percentage)

NLL Overground

Silverlink (6tph)


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Station: Haggerston Travelcard Zone: 2

Postcode: E8 4DY



Year


2001 4 20 28 26 28 13 0 0 0 119

2002 4 20 28 26 28 13 0 0 0 119

2003 4 21 29 26 30 13 0 0 1 124

2004 19 20 30 26 32 11 0 0 1 139

2005 20 20 50 27 32 11 0 0 0 160

2006 21 23 110 45 35 12 0 0 0 246

2007 25 23 110 45 35 12 0 0 0 250

2008 28 25 109 48 37 13 0 0 0 2602009 29 25 109 48 37 14 0 0 0 262

2010 13 19 114 50 40 13 0 0 0 249

2011 14 19 115 55 42 12 0 0 0 257

Year


2001 3.36 16.81 23.53 21.85 23.53 10.92 0.00 0.00 0.00 100

2002 3.36 16.81 23.53 21.85 23.53 10.92 0.00 0.00 0.00 100

Band (Count)

Band (Percentage)

ELLX Overground

N/A


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Station: Highbury & Islington Travelcard Zone: 2

Postcode: N5 1RA



Year


2001 0 2 49 37 37 3 0 0 1 129

2002 0 6 49 38 35 3 0 0 1 132

2003 0 6 49 39 35 10 5 1 1 146

2004 0 6 48 39 38 10 5 1 1 148

2005 0 6 42 39 38 10 5 1 0 141

2006 0 6 47 39 38 10 5 1 0 146

2007 0 6 47 39 38 10 5 1 0 146

2008 0 6 42 39 38 10 10 1 0 1462009 0 6 42 39 38 10 10 1 0 146

2010 0 7 47 58 105 14 13 1 0 245

2011 0 7 47 58 108 24 21 8 0 273

Year


2001 0.00 1.55 37.98 28.68 28.68 2.33 0.00 0.00 0.78 100

2002 0.00 4.55 37.12 28.79 26.52 2.27 0.00 0.00 0.76 100

Victoria Line Silverlink (6tph)

Band (Count)

Band (Percentage)

Victoria Line NLL Overground ELLX Overground


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Station: Hoxton Travelcard Zone: 1 & 2

Postcode: E2 8FF



Year

A B C D E F G H X Total2001 65 16 13 64 4 1 0 0 2 165

2002 71 18 13 78 16 1 0 0 4 201

2003 71 39 13 82 21 1 0 0 3 230

2004 72 42 29 87 32 1 0 0 2 265

2005 68 40 31 93 28 1 0 0 0 261

2006 71 47 34 91 32 1 0 0 0 276

2007 71 49 36 108 33 1 0 0 0 298

200875 44 33 108 33 1 0 0 0 294

2009 76 44 37 111 33 1 0 0 0 302

2010 75 39 56 146 36 1 0 0 0 353

2011 78 38 57 147 36 1 0 0 0 357

Year


2001 39.39 9.70 7.88 38.79 2.42 0.61 0.00 0.00 1.21 100

2002 35.32 8.96 6.47 38.81 7.96 0.50 0.00 0.00 1.99 100

Band (Count)

Band (Percentage)

ELLX Overground

N/A


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Station: Rectory Road Travelcard Zone: 2

Postcode: N16 7SJ



Year

A B C D E F G H X Total2001 0 46 54 23 12 2 0 0 0 137

2002 0 46 54 23 12 2 0 0 1 138

2003 0 50 55 23 12 2 0 0 1 143

2004 0 50 58 23 12 2 0 0 1 146

2005 0 44 56 22 12 2 0 0 0 136

2006 0 50 58 23 12 2 0 0 0 145

2007 0 49 61 24 12 2 0 0 0 148

2008 0 43 60 22 12 2 0 0 0 1392009 0 43 60 22 12 2 0 0 0 139

2010 3 43 60 22 12 2 0 0 0 142

2011 3 43 61 23 12 2 0 0 0 144

Year


2001 0.00 33.58 39.42 16.79 8.76 1.46 0.00 0.00 0.00 100

2002 0.00 33.33 39.13 16.67 8.70 1.45 0.00 0.00 0.72 100

Band (Count)

Band (Percentage)

N/A

East Anglia


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Station: Shoreditch High Street Travelcard Zone: 1

Postcode: E1 6GJ



Year

A B C D E F G H X Total2001 10 44 60 52 4 9 2 0 0 181

2002 10 46 66 53 10 12 2 0 0 199

2003 9 51 65 56 10 12 3 0 0 206

2004 4 47 73 72 21 11 1 0 0 229

2005 2 48 107 118 22 11 2 0 0 310

2006 2 52 104 122 35 15 2 0 0 332

2007 2 51 115 137 36 18 2 0 0 361

2008 3 51 118 137 35 18 3 0 0 365

2009 4 56 118 137 35 19 2 0 0 371

2010 2 49 123 154 35 19 4 0 0 386

2011 3 50 121 164 35 20 3 0 0 396

Year


2001 5.52 24.31 33.15 28.73 2.21 4.97 1.10 0.00 0.00 100

2002 5.03 23.12 33.17 26.63 5.03 6.03 1.01 0.00 0.00 100

Band (Count)

Band (Percentage)

ELLX Overground

N/A


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Station: South Tottenham Travelcard Zone: 3

Postcode: N15 6UJ



Year

A B C D E F G H X Total2001 0 38 20 41 4 7 0 0 0 110

2002 0 38 20 41 4 7 0 0 0 110

2003 0 38 20 41 4 7 0 0 0 110

2004 0 39 20 48 4 6 0 0 0 117

2005 0 39 20 48 5 5 0 0 0 117

2006 2 42 22 71 4 5 0 0 0 146

2007 2 42 22 71 4 5 0 0 0 146

2008 2 42 21 63 4 5 0 0 0 137

2009 2 42 23 62 4 5 0 0 0 138

2010 2 46 25 70 4 5 0 0 0 152

2011 3 45 25 70 4 5 0 0 0 152

Year


2001 0.00 34.55 18.18 37.27 3.64 6.36 0.00 0.00 0.00 100

2002 0.00 34.55 18.18 37.27 3.64 6.36 0.00 0.00 0.00 100

Band (Count)

Band (Percentage)

GOBLIN Overground

Silverlink (2tph)


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Station: Stamford Hill Travelcard Zone: 3

Postcode: N16 5AG



Year

A B C D E F G H X Total2001 0 14 48 44 12 10 2 0 0 130

2002 0 14 48 44 12 10 2 0 0 130

2003 0 14 46 44 13 10 2 0 0 129

2004 0 16 47 48 13 6 2 0 0 132

2005 0 16 48 44 13 3 2 0 0 126

2006 0 16 50 47 13 6 2 0 0 134

2007 0 16 50 47 13 6 2 0 0 134

2008 0 17 51 56 16 6 2 0 0 148

2009 0 17 51 56 16 7 2 0 0 149

2010 0 15 49 53 16 11 2 0 0 146

2011 0 15 49 53 16 11 2 0 0 146

Year


2001 0.00 10.77 36.92 33.85 9.23 7.69 1.54 0.00 0.00 100

2002 0.00 10.77 36.92 33.85 9.23 7.69 1.54 0.00 0.00 100

Band (Count)

Band (Percentage)

N/A

East Anglia


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Station: Stoke Newington Travelcard Zone: 2

Postcode: N16 6YA



Year

A B C D E F G H X Total2001 15 52 81 28 26 0 0 0 1 203

2002 15 52 82 32 27 0 0 0 0 208

2003 15 54 84 32 26 0 0 0 0 211

2004 15 57 83 31 27 0 0 0 1 214

2005 16 55 81 32 25 0 0 0 0 209

2006 16 69 82 34 26 0 0 0 0 227

2007 21 74 88 38 29 0 0 0 0 250

2008 22 76 88 38 29 0 0 0 0 253

2009 28 81 90 38 30 0 0 0 0 267

2010 28 80 88 39 32 0 0 0 0 267

2011 29 80 86 40 32 0 0 0 0 267

Year


2001 7.39 25.62 39.90 13.79 12.81 0.00 0.00 0.00 0.49 100

2002 7.21 25.00 39.42 15.38 12.98 0.00 0.00 0.00 0.00 100

Band (Count)

Band (Percentage)

N/A

East Anglia


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Station: Whitechapel Travelcard Zone: 2

Postcode: E1 1BY



Year

A B C D E F G H X Total2001 2 4 58 71 19 0 0 0 0 154

2002 2 5 59 71 19 1 0 0 0 157

2003 2 9 64 83 19 1 0 0 0 178

2004 5 10 64 81 19 1 0 0 0 180

2005 4 7 58 69 19 1 0 0 0 158

2006 5 11 62 82 19 1 0 0 0 180

2007 5 11 62 82 19 1 0 0 0 180

2008 5 11 62 82 48 30 0 0 0 238

2009 5 11 68 82 48 30 0 0 0 244

2010 4 8 64 72 19 1 0 0 0 168

2011 4 8 65 73 19 1 0 0 0 170

Year


2001 1.30 2.60 37.66 46.10 12.34 0.00 0.00 0.00 0.00 100

2002 1.27 3.18 37.58 45.22 12.10 0.64 0.00 0.00 0.00 100

H&C Line District Line East London Line

Band (Percentage)

Band (Count)

ELLX OvergroundDistrict LineH&C Line


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Appendix 5:

Station Ridership Data


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++++++

4++++++

3++2+9+++

CANNONBURY

DALSTON KINGSLAND

HACKNEY CENTRAL

Station Usage Trends (2002/3 2009/10)Actual volumes of passengers are shown on the following page, this summary sheet indicates percentage change over time for each station.

Orange indicates station is part of the London Overground Network

Station Usage Data 2002 2009


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2002 2004 2005 2006 2007 2008 2009

Canonbury 243,368 127,763 164,672 789228 718793 561,388 472,010Dalston(Kingsland) 1,192,428 777,867 821,558 2538141 2445308 2,018,220 1,755,312HackneyCentral 746,159 456,772 513,943 1895979 1905788 1,564,086 1,344,364HackneyDowns 1,229,049 944,125 868,010 1076624 1442806 1,277,974 1,286,394HackneyWick 287,862 68,367 79,617 366586 372903 334,422 333,890Highbury&Islington 4809098 4751391 4,173,338 5,668,133RectoryRoad 286,542 193,570 171,522 278779 307297 350,046 379,466SouthTottenham 135,208 45,834 42,090 243519 293742 232,748 225,126StamfordHill 171,140 115,272 101,296 265335 312509 275,968 266,550

0

1,000,000

2,000,000

3,000,000

4,000,000

5,000,000

6,000,000

PassengerEntries&

Exits

StationUsageData20022009

ndix5

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The Influence of the London Overground Network on Economic Growth and Prosperity

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