The infuence of the London Overground network on

economic growth and prosperity

Research for Spatial Planning
1
Contents
Introduction 2
Growth of the Overground 2
The Impact of the Overground 4
Conclusion 6
Glossary 7
Bibliography 8
Appendices 9
2
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 and
Clapham 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 infuenced
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 announced
2
. These four postal districts were Homerton, Shoreditch, Dalston
and Clapton, with Homerton and Shoreditch signifcantly higher than the other districts. It is
perhaps no surprise that these are the two districts most heavily infuenced by the ELLX, with
Dalston also seeing a large beneft with the new terminus station at Dalston Junction.
Whilst these fgures show the overall trend they may also start to hint at the varying infuence
the different parts of the Overground, whether for example the ELLX as a new line has had more
signifcant 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
map have lead to as big a change in areas where a service already existed as where it did not.
This essay will attempt to look at a number of different stations on the Overground network and
look at the change in value of the housing stock directly around them in the period before and
after the opening of the Overground network. By utilising data for the council tax banding of
the housing stock by output area, it should be possible to see not only the growth in volume of
the housing stock as a result of the Overground but also any shift in breakdown towards higher
value properties. A signifcant growth in volume of the housing stock would indicate that the
area has seen signifcant growth in population as a result of the rail links. At the same time the
percentage breakdown of the housing stock may show a trend towards higher value properties
at the expense of more affordable ones, indicating perhaps gentrifcation is on its way and also a
potential for pricing some of the existing population out of the market.
Growth of the Overground
With the different elements of the Overground network it is relevant to give a brief synopsis of
the events leading to its creation in order to see the extent to which services changed before and
after the TfL takeover.
1 Appendix 1: Overground Map showing current lines and southern extension to Clapham Junction
2 Appendix 3: LloydsTSB survey
3
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 proftable, London was much smaller then than now and there simply werent the
passenger 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 services
as Silverlink Metro.
Though the Silverlink franchise was recorded as having PPM fgures 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, overcrowded
4
.
Following changes made in the Railways Act 2005 (as a result a government review in July 2004
5

and proposals by TfL for a London Regional Rail Authority
6
) it became possible for TfL to have an
infuence over the London rail network in a way that was previously handled at a national level.
The result of this was that in February 2006 it was announced that the Silverlink Franchise
would be split, with the longer distance routes transferring to another franchise and the London
routes transferring into to TfL control. In September 2006 the London Overground branding
was unveiled and it was announced that the ELLX (which already had some preparatory work
underway) would also form part of this new transport network.
On 11 November 2007 the WLL, NLL, GOBLIN and Watford-Euston DC lines transferred into
TfL control under the branding of London Overground. Oystercards were immediately accepted
on all routes, service levels were increased and a deep cleaning and renewal programme began,
alongside a re-branding and marketing campaign.
The ELLX itself fnally opened in April 2010 between Dalston Junction and New Cross/New
Cross Gate with the southern extensions to Crystal Palace & West Croydon opened the following
month. Subsequently in February 2011 the western curve north of Dalston Junction opened,
taking the line to its present Northern terminus of Highbury & Islington, running alongside the
NLL route to Stratford via Dalston Kingsland.
2012 should see the opening of the Inner South London Line, creating a southern route to
Clapham Junction and achieving a full orbital rail network
7
.
3 Network Rail (2005), Cross London Route Utilization Strategy, pp.26-27,
4 Greater London Authority (2006), Londons Forgotten Railway, p.2, March.
5 Department for Transport (2004), The Future of Rail, White Paper, Cm 6233, July.
6 TfL (2004). Bob Kiley outlines proposals for London Regional Rail Authority. Press release, issued 23 March 2004.
7 Appendix 1: Overground Map showing current lines and southern extension to Clapham Junction
4
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 specifcally 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)
South Tottenham (GOBLIN, formerly Silverlink)
Stamford Hill (East Anglia - non-Overground)
Stoke Newington (East Anglia - non-Overground)
Whitechapel (ELLX, H&C and District Lines, formerly part of the old East London Line)
The initial source of data for each of the stations above was Council Tax Banding data produced
by the VOA annually since 2001
8
. The council tax banding data is available for every property
in an output area regardless of whether it has been sold or not, this allows it to give more area
specifc information than is possible by using house sale prices which may have only one or two
sales in a small area making conclusions hard to draw. The data isnt without limitations that
will be covered later
9
but act as a reasonable indicator of the state of the property market in the
specifc area of a station.
The Council Tax Banding data for each station has been combined into summary sheets and
attached as Appendix 4.
Analysis
The data shows quite clearly that the ELLX has had a signifcant impact on the areas around the
new stations, all of the new stations on the route show clear jumps in the number of properties
since the Overground was announced, these increases in general have a particular focus on the
C & D bands. The speed of the increase varies from Dalston Junction which shows an extremely
sharp rise in 2010 to Shoreditch High Street that has the largest growth in 2005 & 2006 but has
8 Appendix 4A: Council Tax Banding data set information
9 Appendix 4, summary sheet
5
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 growth
since 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 gentrifcation in the different areas, Dalston for example shows a growth in Band
E dwellings from 0% to 13% in 2010, this would seem to ft 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 signifcant 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 signifcant 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 extremely close to Dalston Junction and its associated development. Some spill
over into the neighbouring areas would seem likely considering the scale of development around
Dalston Junction. At Highbury and Islington the 2010 jump would seem to tie in with the timing
of the ELLX extension that opened early in 2011.
Other Data
Alongside the council tax data it is important to look at the actual usage of the Overground
network both before and after TfL control. Station passenger number data is available for all
national rail stations annually.
10
Whilst TfL publish fgures for London Underground stations,
they do not do so for the Overground, as a result none of the Stations on the ELLX or the former
ELL are available within this data set, just the stations that were previously served by national
rail. There are some also variations in the data collection over the years, particularly with regard
to Oyster PAYG users not being counted until 2009/10 when coverage became universal.
Whilst the data may not be perfect it does show passenger entries and exits increasing sharply
following the Overground takeover followed by a decrease, this decrease is due to the increased
use of Oyster PAYG following its blanket acceptance on the Overground. In comparison the non-
Overground stations show steady growth without the sharp rise seen at the Overground stations.
Stoke Newington again shows a growth pattern slightly more in tune with the Overground
stations than the non-Overground ones, this could as in the case of the council tax data be
attributed to an area becoming increasingly popular. Though there are no individual station
data, the Overground as a whole has far exceeded estimates by TfL
11
with the ELLX particularly
being successful.
10 The data is collated by Delta Rail for the Ofce for Rail Regulation
11 TfL, Rail and Underground Panel. (2011). London Overground Impact Study. 16 November 2011.
6
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 existed
the 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 fgures
12
and the Overground usage as a whole
13
shows that local residents are
using it in signifcant 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 afeld 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 signifcantly less of the large scale development seen along the ELLX, yet the increased
passenger numbers show there has been signifcant improvement for local residents. Assuming
as 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 signifcant
economic gains at a pace that does not displace the existing residents.
Looking to the future and TfLs aspirations for The Overground
14
it wouldnt be surprising to see
more of the Lea Valley Lines (namely the Southbury loop to Enfeld Town and Cheshunt and the
Chingford Line) under Overground control in future years. The Upper Lea Valley Opportunity
Area Planning Framework (ULV OAPF) highlights the A10/A1010 corridor as a key growth areas,
the Southbury loop serves this linear growth area far better than the busy mainline to the east
(which is the focus of proposed infrastructure improvements). If these services under Overground
control saw the same increase in passengers it could help achieve the growth desired in the
ULV OAPF. Additionally minor track works west of South Tottenham could enable trains to run
from Stratford to Enfeld Town linking the Upper Lea Valley quickly and directly with the large
developments in Stratford.
12 Appendix 5
13 TfL, Rail and Underground Panel. (2011). London Overground Impact Study. Figure 3. Growth in LO Demand.
14 TfL, Rail and Underground Panel. (2011). Tfs Recommendations For The High Level Output Specifcation For 2014 2019 (HLOS2), 12 July 2011
7
ELL
East London Line (London Underground Line, extended with the ELLX to become part of the
Overground)
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
Public Performance Measure (Operational effciency score determined by the SRA)
SRA
Strategic Rail Authority
WLL
West London Line (Former Silverlink line that became part of the London Overground network)
Glossary
8
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.
Offce 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].
Offce 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.tf.gov.uk/static/corporate/media/newscentre/archive/4359.html.
[Accessed: 10/01/2012].
Valuation Offce Agency. How your home is banded. Available from: http://www.voa.gov.uk/
corporate/CouncilTax/howYourHomeIsbanded.html. [Accessed: 10/01/2012].
Bibliography
9
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
Appendix 4 37
Dwelling Stock by Council Tax Band (2001-2011)
Appendix 5 58
National Rail Passenger Usage Figures
Appendices
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Appendix 1
Current London Overground Geographic Network Map
And Inner South London Line Opening 2012
HERTFORDSHI RE
HI LLI NGDON
WESTMI NSTER
TOWER
HAMLETS
BARKI NG &
DAGENHAM
BARNET
I SLI NGTON
WALTHAM
FOREST
LAMBETH
GREENWI CH
H
A
M
M
E
R
S
M
I
T
H
&

F
U
L
H
A
M
KENSI NGTON
& CHELSEA
HARROW
RI CHMOND
UPON
THAMES
REDBRI DGE
MERTON
BEXLEY
SOUTHWARK
CI TY OF
LONDON
KI NGSTON
UPON
THAMES
EALI NG
BROMLEY
HOUNSLOW
WANDSWORTH
LEWI SHAM
CROYDON
BRENT
HARI NGEY
CAMDEN
HACKNEY
NEWHAM
ENFI ELD
ESSEX
River Thames
River Thames
Harrow & Wealdstone
Watford Junction
Bushey
Carpenders Park
Hatch End
Headstone Lane
Watford High Street
Kenton
North Wembley
South Kenton
Wembley Central
Shadwell
Whitechapel
Wapping
Rotherhithe
Blackhorse
Road
Gospel
Oak
South
Hampstead
Highbury &
Islington
Stratford
Willesden Junction
Harlesden
Queens Park
Stonebridge Park
Gunnersbury
Shepherds Bush
Kensington (Olympia)
West Brompton
Wandsworth Road
Kew
Gardens
Richmond
New
Cross
Gate
Surrey Quays
New
Cross
Canada Water
West Hampstead
Shoreditch
High Street
Hoxton
Haggerston
Dalston
Junction
Homerton
Hackney
Wick
Hackney
Central
Dalston
Kingsland Canonbury
Imperial Wharf
Kilburn High Road
Leyton Midland Road
South
Tottenham
Harringay Green Lanes
Crouch Hill
Upper Holloway
Hampstead
Heath
Finchley Road & Frognal
Kentish
Town West Camden
Road
Caledonian
Road &
Barnsbury
Euston
Barking
Wanstead Park
Woodgrange
Park
Leytonstone High Road
Kensal Green
Kensal Rise
Brondesbury Park
Brondesbury
South Acton
Acton Central
Clapham Junction
Clapham
High Street
Denmark Hill
Peckham
Rye
Queens Road
Peckham
Brockley
Honor Oak Park
Crystal Palace
West Croydon
Norwood Junction
Penge West
Anerley
Sydenham
Forest Hill
Walthamstow
Queens Road
Key
Tramlink
Interchange stations
Step-free access fromstreet
to train
National Rail
London Underground
London Overground
DLR
Step-free access fromstreet
to platform
MAYOR OF LONDON Transport for London
London Overground Geographic Map August 2011
London Overground geographic map
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Appendix 2
London Overground Impact Study
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1
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 analysis
of demand patterns on the London Overground network and to highlight the
fact that rapid demand growth has led to increasing levels of crowding on the
network 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 that
transferred 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 on
transport in London.
1.3 The Panel is asked to note the paper and appendix.
2 BACKGROUND
2.1 TfL took over the concession to operate the London Overground in November
2007. Since then it has transformed the network from a neglected railway into
the best performing train operator in Great Britain. This has been achieved
through a major infrastructure upgrade to deliver increased train frequency,
new trains, station enhancements and service quality improvements.
2.2 The extended East London Line was opened in May 2010 with new trains and
new and refurbished stations. It was further extended to Highbury & Islington
in February 2011 and now forms an integrated part of the London Overground
network.
2.3 Passenger demand on London Overground increased from 0.6 million
journeys per week in 2007 to almost two million journeys in September 2011.
In July 2011, the Panel asked for an explanation of recent growth on the North
and West London Lines. The attached report reviews demand trends on the
London Overground network and the impact of the East London Line one year
after opening.
3 LONDON OVERGROUND IMPACTS
3.1 London Overground passenger volumes are now two and a half times the
level when TfL took over management of the concession. The opening of the
extended East London Line has contributed a large part of the growth but the
existing Overground network also experienced an increase in demand of 80
per cent.
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2
3.2 Economic and demographic factors, fares and service levels are key drivers of
rail 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 the
background to strong London Overground demand growth. The other main
drivers 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 strong
growth 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 route
is in line with forecasts despite the poor economic situation and peak services
are already crowded from the south of the route in to Canada Water.
3.4 Operational performance is excellent and customer satisfaction on London
Overground 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 dramatic
increase in passenger demand in 2009/10 and 2010/11. Demand continues to
grow 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 and
Gospel Oak Barking routes and, as no further capacity enhancements are
planned, this is likely to become an increasing problem.
4.2 TfLs report Delivering the Mayors Transport Strategy: National Rail in London
sets out the case for enhancement in capacity on the routes including train
lengthening on North and West London Lines, East London Line and Gospel
Oak Barking route and additional peak services where feasible. The
recommendations are reflected in Network Rails London and South East
Route Utilisation Strategy and the Initial Industry Plan.
5 RECOMMENDATION
5.1 The Panel is asked to NOTE the paper and appendix.
6 CONTACT
6.1 Contact: Howard Smith, Chief Operating Officer, London Rail
Number: 020 7918 3453
Email: HowardSmith@tfl.gov.uk
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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 of
customer service. Since taking over the network, TfL has made significant
enhancements to the level and quality of services through a programme of
introducing new rolling stock, upgrading infrastructure to deliver more frequent
services, refurbishing stations and delivering higher standards of customer
service. The extended East London Line was opened in May 2010 and a
further phase to run services from Dalston Junction to Clapham Junction will
be completed in 2012 completing the orbital network.
1.2 This paper describes the changes that have taken place and the impact of
those changes on demand and customer satisfaction.
2 Background
2.1 TfL manages the operation of services on the LO under a seven year
concession. Unlike a standard franchise, TfL takes revenue risk on LO
services and works closely with the concessionaire, LOROL to manage
service quality and performance.
2.2 At the time of takeover, LO operated up to six peak trains per hour between
Stratford and Richmond and three peak trains per hour between Willesden
and Clapham. In the off peak, frequencies were lower at four trains per hour
between Stratford and Richmond and two trains per hour between Clapham
and Willesden. The timetable was improved in 2010 to provide three Stratford-
Clapham trains per peak hour serving the increasingly popular Willesden
Clapham section of route, and three trains per hour from Stratford to
Richmond. This improved performance and helped generate additional
demand.
2.3 A major infrastructure upgrade project led to the introduction of the May 2011
timetable which enables provision of four trains per hour from Stratford to
Richmond and four trains per hour from Stratford to Willesden. This timetable
has resulted in a further increase in demand as all parts of the route have a
turn up and go service and the central section benefits from eight peak trains
per hour.
2.4 Gospel Oak Barking services had a service frequency of two trains per hour
when TfL took over the concession. Frequency has now increased to four
trains per hour on the route with extra early morning services and an
additional peak train has recently been introduced.

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Figure 1: Frequency of peak LO services
2.5 LO provides both radial routes into central London on the Watford Euston
route and orbital services around London allowing passengers to make local
journeys or to travel without interchanges in central London. It serves locations
which have historically been poorly served by public transport.
2.6 In 2007, Silverlink Metro carried 0.6 million passengers per week. That figure
has now increased to 1.2 million, excluding East London Line services which
add a further 0.6 million journeys. In 2011/12, a total of 100m journeys are
expected to be made on LO services.
3 Capacity
3.1 LO services are increasingly becoming crowded despite increased capacity
from new and longer trains and higher frequency as more passengers are
attracted to the improved services. The busiest parts of the network in the
morning peak are between Clapham Junction and Shepherds Bush, Barking
and Blackhorse Road and Sydenham and Canada Water.
3.2 Figure 2 shows forecast crowding on the Overground network in 2016 where
black and purple lines show demand exceeding TfLs planning standard of
three passengers per square metre standing in the morning peak. TfL is
looking at options for relieving crowding.
2

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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 longitudinal
seating and high capacity layout. Trains have capacity of 700 and are
designed to carry large numbers of passengers comfortably over relatively
short distances. Walk-through carriages and wide doors ease passenger flow
onto and through the train. The new trains are popular with passengers as
reflected in high customer satisfaction scores for train attributes. Trains were
introduced in three-car formation first on North and West London Lines and
extended to four cars in 2010. They represent a 33 per cent increase in
capacity compared with the old rolling stock. On Watford Euston services,
class 378s were introduced as four car trains.
3

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3.4 On the Gospel Oak Barking line, new two-car class 172 trains were introduced
in 2010 with capacity of up to 400 people per train, a third higher than the
original rolling stock. Demand for Gospel Oak Barking services has
increased rapidly and services are crowded.
4 Stations
4.1 TfL has undertaken a major programme of refurbishment at stations along the
Overground network. It manages most of the stations it serves and has a
policy of staffing stations to ensure that staff are visible and available to help
passengers, improving personal security.
4.2 Passenger facilities at stations have been improved with the installation of
ticket machines, help points, cycle parking and passenger information. Eleven
stations were gated shortly after the concession started to reduce fraudulent
travel and to improve security and over 95 per cent journeys pass through a
gated station at one or both ends. The volume of passenger journeys made
without valid tickets fell from 10 per cent to three per cent within a year of the
network 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 Westfield
shopping centre and to provide interchange with the Central Line; and Imperial
Wharf was opened in 2009. This section of line has been the fastest growing
part of the network with increasing peak loads despite an increase in capacity.
5 Operational Performance
5.1 LO performance across all routes has increased dramatically from PPM
(Public Performance Measure) of 91 per cent at the time TfL took over the
concession to the current level of 95 per cent. PPM measures the percentage
of trains arriving within five minutes of scheduled time. This is the highest
performance level of all train operators and represents a turnaround from
below average to excellent performance which is exceptional on a mixed use
railway.
6 Fares
6.1 Oyster Pay as You Go was introduced on LO in 2007 making travel easier and
cheaper. The product gained popularity and now accounts for almost 40 per
cent of journeys on LO. PAYG was rolled out to National Rail services in
London in January 2010, allowing passengers to make through journeys on
LO and other National Rail operators services such as South West Trains
services with an interchange at Clapham Junction. Through ticketing for
Overground and London Underground (LU) means that a fully integrated
journey can be made for no extra cost.
6.2 Euston and Shoreditch High Street are the only LO stations in Zone 1.
Passengers are able to reach a range of destinations without travelling into
Zone 1 and pay lower fares than people travelling via central London.
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Use of the route
7 Passenger numbers
7.1 160 million passengers have used LO since its opening. Figure 2 shows
growth in demand since 2007/08 compared with growth on other TfL services
and London and South East National Rail services.
Figure 3: Growth in LO demand
7.2 LO growth has been consistently higher than that on other services but a step
change took place in 2010/11. Passenger volumes are two and a half times
the level when TfL took over services. Excluding the East London Line,
demand has increased by over 80 per cent.
7.3 Since 2009, demand on the existing Overground network (North and West
London Lines, Gospel Oak Barking and Watford Euston) has increased by 1.5
million journeys per four week period. The main drivers of rail demand are
economic factors, service quality and performance and fares. The impact of
these drivers on demand has been calculated using industry elasticities where
possible to generate a waterfall chart of demand drivers (figure 4).
7.4 Despite the recent downturn in the economy, rail demand in London and the
South East has remained buoyant and LO has benefitted from that growth.
However, background growth only accounts for a quarter of the growth
experienced. Between 2009 and 2011, service frequency was the largest
contributor to demand. Service quality was another significant driver. New
trains, higher capacity, station upgrades and performance improvements all
contributed to better service quality. Connectivity was another important factor
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with the ending of a long programme of engineering works which had
disrupted travel, especially at weekends, and the opening of the East London
Line enabling orbital journeys to be made between north, east and south
London.
7.5 Other factors such as marketing also contributed to demand and this was
most apparent around the time of the East London Line opening when
demand on the rest of the LO network increased by more than the growth in
interchanging passengers.
Figure 4: Drivers of Overground Growth
8 Journey purpose
8.1 LO has a high proportion of regular passengers. 61 per cent of passengers on
the route are using it to travel to or from work and the breakdown of journey
purposes is shown in Figure 5. The Watford Euston Line serves employment
centres in central London with interchange at Queens Park or Euston. The
orbital routes serve central London via interchanges at key locations such as
Blackhorse Road, Highbury & Islington and Shepherds Bush as well as
serving Docklands via an interchange at Stratford. In addition, Stratford and
other locations along the routes are employment centres in their own right.
8.2 LO has a higher proportion of educational travel than most rail operators with
schoolchildren using the routes and five per cent of passengers travelling to or
from education. This means the evening peak period is extended with high
volumes of travel in the late afternoon.
8.3 Average journey length is relatively short at 7kms, reflecting the metro style
nature of the service.
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Figure 5: LO journey purpose
9 Integration
9.1 20 per cent of LO passengers interchange with Underground or Docklands
Light Railway (DLR) and a further 20 per cent use bus and Overground. This
compares with 50 per cent of National Rail passengers arriving in London in
the 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
on radial routes into Central London. Around 12 per cent have switched from
car or are making new journeys.
Figure 6: Modes previously used by additional LO passengers
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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 high
scores for train and service level attributes. This compares with a rating of 71
out 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 very
good.
Figure 7: LO Customer Satisfaction
10.2 The National Passenger Survey undertaken by Passenger Focus compares
satisfaction with train operators performance on a consistent basis. During its
last year of operation, Silverlink Metro scored 71 per cent for overall
satisfaction under this survey. In contrast LO scored 89 per cent for overall
satisfaction under the most recent National Passenger Survey conducted
during Spring 2011, demonstrating the impact of the improvements delivered
by TfL.
11 Equality and inclusion
11.1 LO has improved accessibility to public transport through works to implement
step free access. Step free access from street to platform is available at 44
per cent of stations, and trains are designed to be accessible. This compares
with 22 per cent of LU stations and 31 per cent of National Rail stations in
London which are step free from street to platform. The new LO trains have
accessibility features such as on board audio and visual train running
information, wider doors for improved accessibility and more grab rails and
handles Staff are trained to assist people using wheelchairs. Eight per cent of
passengers surveyed have a long term mental or physical disability and one
per cent passengers are wheelchair users.
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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 passenger
demand in 2009/10 and 2010/11. Demand continues to grow with the full
effects of the 2011 North London Railway Infrastructure Project (NLRIP)
timetable still to be reflected in demand. Peak crowding is a concern on part
of the West London and North London Lines and Gospel Oak Barking routes
and, as no further capacity enhancements are planned, this is likely to become
an increasing problem.
12.2 TfLs report Delivering the Mayors Transport Strategy: National Rail in London
sets out the case for enhancement in capacity on the routes including train
lengthening on Gospel Oak Barking and North and West London Lines and
additional peak services where feasible. The recommendations are reflected
in Network Rails London and South East Route Utilisation Strategy.
12.3 TfL continues to monitor demand patterns on LO for management reporting
and 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, 3.5
times as many as the old East London Line that it replaced and more than
double the volume of usage in June 2010. Passenger revenue has also
doubled and is forecast to be 32m in 2011/12. This report describes the key
impacts 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 in
2007. The route has been enhanced through a combination of conversion to
National Rail standards, extension and use of existing tracks to create a new
rail route. TfL upgraded the route at a total cost of approximately 1 billion
and provided new electric trains and new and refurbished stations. This was
followed 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 New
Cross, West Croydon and Crystal Palace in the south. Five per cent of
Londons population live within a kilometre of an East London Line station and
this figure will increase to over seven per cent with the extension to Clapham
Junction. The route passes through some of the most deprived areas of
London, serves a station at Shoreditch with direct access to the City, and
provides interchanges with LU at Highbury & Islington, Whitechapel and
Canada Water and with DLR at Shadwell.
1.4 The extended route reopened as far as Dalston Junction in May 2010 and was
further extended to Highbury & Islington in February 2011. LUs East London
Line operated 10 trains per hour between New Cross/New Cross Gate and
Shoreditch until 2006 when Shoreditch station was closed. In 2007 the route
operated as far as Whitechapel and carried nine million passengers per year
before its closure. The new route carried around approximately 16 million
passengers in its first year to May 2011, a figure that will increase to 38 million
passengers in the financial year 2011/12.
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2 Improved accessibility
2.1 The East London Line serves parts of northeast London that were previously
poorly served by public transport and links them to key employment centres in
the City, Docklands and West End as well as leisure and social facilities.
Services are fast and frequent and integrated with the TfL network.
2.2 On the central section of the route, passengers have a greater choice of public
transport routes and interchanges to reach their destinations. The route also
provides an important river crossing linking north east and south east London.
2.3 The new route forms part of an orbital network allowing passengers to travel
around London without having to travel through the centre. From stations in
the Boroughs of Bromley, Croydon and Lewisham, passengers can travel
without needing to interchange at London Bridge or Victoria, helping to relieve
crowding on radial rail routes into central London and at congested London
termini.
2.4 Passengers from the north, including those travelling on National Rail services
from Hertfordshire and Essex, can travel to the City and Docklands without
travelling through central London. Use of orbital routes also relieves crowding
on LU services and at stations. The final link in the orbital network, from
Clapham Junction to Surrey Quays will be completed in late 2012 enabling
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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 the
morning peak. Southern services on the route now experience lower levels of
crowding. The route provides much needed rail capacity for commuters from
south London to help them access jobs in central London and Docklands and
has 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 with
longitudinal seating and high capacity layout. Trains have capacity of up to
700 and are designed to carry large numbers of passengers comfortably over
relatively short distances. Walk-through carriages and wide doors ease
passenger flow onto and through the train. The new trains are popular with
passengers as reflected in high customer satisfaction scores for train
attributes.
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 a
deprived part of east London.
4.2 Stations between West Croydon, Crystal Palace and Surrey Quays transferred
to LO management in September 2009. These stations already served
Southern Trains passengers on services into London Bridge but now offer a
choice of operators and destinations with Overground providing 75 per cent of
services and Southern 25 per cent. The former LU stations on the central
section were refurbished during a two year closure period and four new
stations opened north of the river. Stations meet TfLs standards of customer
services, information and security. Most stations on the route are gated to
ensure revenue is collected in full and to improve passenger security.
5 Service patterns
5.1 LO operates a minimum of four trains per hour on any East London Line route
for most of the day and 12 trains per hour run on the central section from
Surrey Quays to Dalston Junction. On weekdays and Saturdays, first trains
start before 06.00 and last trains are around 23.30.
5.2 The new route has improved accessibility from areas such as Hackney which
were previously relatively poorly served by public transport, providing access
to a high quality, high frequency rail service. Passengers have benefited from
greatly reduced journey times on many journeys since the opening of the
route.
5.3 Shoreditch High Street is within walking distance of the City and Bishopsgate
and the station enables some commuters from north and south London to
reach the City without travelling through Central London.
5.4 The route provides a convenient Thames river crossing. Half of passengers
cross the river on the East London Line, significantly increasing accessibility
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between north and south London and allowing more direct journeys to be
made.
6 Fares
6.1 A range of TfL and National Rail tickets are accepted on the East London
Line. Oyster Pay as You Go is retailed and accepted along the route. PAYG
usage is particularly high on the northern and central sections and accounts
for 40 per cent journeys overall on the East London Line. Travelcards account
for 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 or
east London can be made without passing through Zone 1, reducing the cost
of travel. Journeys on Overground, Underground and DLR are charged at TfL
fares 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 per
journey
London
Bridge
123 2.80 2.10
Shoreditch
High Street
123 2.90 2.90 3.22
Green Park 123 2.90 4.10 3.22
Canary
Wharf
23 1.40 4.10 2.08
Season fare assumes 10 journeys per week
Use of the route
7 Passenger numbers
7.1 23 million passengers have used the extension since its opening. Volumes
are expected to continue to grow as people become aware of new journey
opportunities and as regeneration takes place. For an infrastructure project,
TfL usually assumes 35 per cent of steady state demand is achieved in the
first year and 75 per cent in the second year. Initial growth on the East
London Line was much faster than the standard growth profile with 50 per cent
of forecast demand achieved in the first year of operation. The annual forecast
is 38 million passengers and the project is in line to achieve its forecast benefit
cost ratio.
7.2 Demand has doubled since the first week of operation. 17,000 passengers
per day use the newest section of the route between Dalston Junction and
Highbury & Islington.
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7.3 The busiest station is Canada Water with 30,000 Overground passengers per
day, many of them interchanging with the Jubilee Line. This is followed by
Whitechapel with 15,000, and Highbury & Islington and New Cross Gate with
12,000.
Figure 8: Passenger Loads
Figure 9: Comparison of East London Line demand
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7.4 Figure 9 compares demand by station on the core section of the route which
was served by LU until 2007. Demand at the key interchanges (Canada
Water, Whitechapel and Shadwell) has increased significantly with
passengers from the north and south of the route interchanging at these
stations. This chart shows that, following a closure of over two years, demand
has returned to above pre-closure levels.
8 Time of travel
8.1 Average loads on the route are highest during the weekday peaks with the
largest flows being into Canada Water from the south in the morning for
interchange to the Jubilee Line service to Docklands and the West End and
the reverse flow in the evening. Other key commuting flows are into
Shoreditch High Street and from both directions to Whitechapel. The profile of
demand is similar to that of radial rail routes into London.
8.2 The busiest section of line is between New Cross Gate and Canada Water
where 50,000 people per day travel by LO in both directions. The route has
already become crowded in peak periods with loads over three passengers
per square meeting standing in the peak hour. The extension to Clapham
Junction will provide more capacity on the central section of the route but not
on the crowded section south of New Cross Gate.
Figure 10: Loads by time of day
9 Journey purpose
9.1 The route has a relatively high proportion of regular passengers. 60 per cent
of passengers on the route are using it to travel to or from work, a similar
proportion to that of the rest of LO. The East London Line serves employment
centres both in central London and in Croydon although commuting accounts
for a slightly lower share of demand than for other LO routes.
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9.2 The route also serves a range of leisure destinations including Surrey Quays
shopping centre, Geffrye Museum, Crystal Palace Park and Shoreditch. At
weekends, shopping, leisure and visiting friends and relatives account for a
large proportion of journeys on the line. Both the Geffrye Museum at Hoxton
and the Brunel museum at Rotherhithe have reported increases in visitor
numbers since the extended East London Line opened.
9.3 Average journey length is relatively short at 6kms, reflecting the metro style
nature 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 DLR
services. Canada Water is the largest interchange followed by Whitechapel,
Highbury & Islington and Shadwell. National Rail passengers interchange at
stations such as New Cross and Highbury & Islington and West Croydon
provides an interchange with Tramlink. Research has also shown that
passengers from south London interchange between Southern and
Overground services at intermediate stations along the route. A survey of
passengers using the Highbury & Islington extension and interchanging to
DLR showed that seven per cent had started their journey on other National
Rail services. Some 15 per cent of passengers access LO services by bus.
10.2 Research has shown that simplification of the customer proposition makes
services more convenient to use. Turn up and go services make interchange
easier than with many traditional rail routes and through ticketing for
Overground and LU means that a fully integrated journey can be made for no
extra cost.
Figure 11: Modes used by passengers before the East London Line opening
10.3 Figure 11 shows the modes used by passengers before the East London Line
opened following a survey of public transport users along the route. The
largest switch was from rail use at the southern end of the route, followed by
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significant switches from LU/DLR and bus services. Almost 10 per cent of
people have switched from car use.
10.4 There have been changes in demand on a number of bus routes in the
Dalston and Shoreditch areas that suggest that changes in frequency and/or
structure may be warranted. These are being reviewed by London Buses and
appropriate 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 the
results for other Overground routes and with particularly high scores for train
and service level attributes. Figure 12 shows the overall customer satisfaction
scores for the current and old East London Line. Customer satisfaction has
increased from an average of 77 before closure.
Figure 12: Customer satisfaction
12 Operational Performance
12.1 Operational performance on the whole of is a key driver of satisfaction and
has increased since opening to reach 97.5 per cent by the end of 2010/11.
The routes performance has contributed to LO being the best performing train
operator in summer 2011.
13 Equality and inclusion
13.1 The route has increased accessibility of the public transport network in east
London. Step free access is available at 52 per cent of stations served by the
route and the trains have been designed to be accessible. This compares
with 22 per cent of LU stations and 31 per cent of National Rail stations in
London which are step free from street to platform. The new LO trains have
accessibility features such as on board audio and visual train running
information, wider doors for improved accessibility and more grab rails and
handles Staff are trained to assist people using wheelchairs. Research
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shows that eight per cent of users of the route have a long term mental or
physical disability.
13.2 The route serves many of the most deprived boroughs in London, improving
access to jobs and facilities, as shown in the map. Crystal Palace, Norwood
and Croydon have areas of high deprivation as do New Cross and the area
from Whitechapel to Dalston. This is reflected in passengers incomes along
the route with the most affluent passengers living in the area around Wapping
and those with the lowest incomes just north of that area. The extension to
Clapham Junction will also run through areas of high deprivation.
Figure 13: Opportunity areas and most deprived areas
14 House prices
14.1 Data from the Land Registry shows that house prices have increased by more
than the average for east and south east London over the last two years as a
result of the impact of the East London Line on accessibility of the surrounding
areas. A number of newspapers have featured articles on the growth in house
prices. Particular property hotspots are at the northern end of the route where
the line provides completely new journey opportunities, Wapping and the area
around New Cross and New Cross Gate.
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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 and
Docklands.
Enhance the quality of life for all
Londoners
High quality trains, customer satisfaction of
85/100 and reduced journey times improve
quality of life.
Improve the safety and security
of all Londoners
New trains with CCTV and refurbished
stations with CCTV and help points
combined with staffing throughout hours of
operation make services safer for
customers.
Improve transport opportunities
for all Londoners
Step free access at half of the stations on
the route and accessible trains improve
access for passengers with disabilities. The
route also serves some severely deprived
areas as shown in Figure 13.
Reduce transports contribution
to climate change and improve
its resilience
Mode switch from car to rail has helped to
reduce CO
2
emissions.
Support the delivery of the
London 2012 Olympic and
Paralympic Games
The link to Highbury & Islington enables
passengers on the route to access services
to the Olympic Park at Stratford and forms
part of the Olympic Transport Plan.
16 East London Line Conclusions
16.1 The East London Line has succeeded in meeting its objectives. Demand has
grown faster than anticipated, despite the downturn in the economy and peak
services are already crowded. Demand will continue to grow and further
capacity will be needed in the next few years. TfLs report Delivering the
Mayors Transport Strategy: National Rail in London sets out TfLs
recommendations for rail capacity in 2014-19. This includes a
recommendation to increase the East London Line trains to five cars in length
as well as lengthening Southern trains on the Sydenham corridor to provide
sufficient capacity to meet demand. Recent trends show that this capacity
increase is essential.
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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 27
th
JULY 2010
East London house prices up 26% since London 2012 victory
announcement
As 27
th
July marks two years until the opening ceremony for the London 2012
Olympic Games, Lloyds TSB research has measured house price performance in the
fourteen postal districts located close to the Olympic Park. .
Some parts of London close to the main site for the London 2012 Olympic and
Paralympic 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 of
Hackney - 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, the
home of the Olympic Stadium, seeing only a 3% increase in average prices, slower
than any of the other postal districts.
1
Suren Thiru, housing economist, Lloyds TSB, said:
"Some areas close to the Olympic Park have experienced a sharp rise in property
prices since London's successful bid to host the 2012 Olympic and Paralympic
Games. Part of this rise is likely to have been due to an increased interest in property
in these locations from both buyers and investors as a result of the associated
regeneration taking place. The picture, however, is mixed.
Looking forward, property prices across East London are likely to receive a boost
from the legacy of improved infrastructure and transport links left by the London
2012."
KEY FINDINGS:
Average prices in the fourteen postal districts located close to the Olympic
Park have risen by over a quarter (26%) since July 2005. This exceeded the
average rise of 20% across England, but was below the London average of
36%.
Four out of the 14 postal districts near Olympic Park saw house prices rise by
more than the average for London (36%).
House prices in the Olympic Park areas have bounced back strongly from the
downturn in the housing market, rising by 13% between April 2009 and April
2010. This was almost three times the average rise across England (5%), but
slightly lower than the London average (16%).
The average house price among the postal districts near Olympic Park is
262,953.
The least expensive postal district is Plaistow with an average house price of
196,426, followed by East Ham (203,500) and Leyton (209,769).
1
'Postal districts' used to define the following fourteen postal districts that are located close to the site of the 2012
Olympic Park: Bethnal Green, Bow, Clapton, East Ham, Forest Gate, Dalston, Homerton, Leyton, Leytonstone,
Manor Park, Plaistow, Shoreditch, Stratford and Walthamstow.
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% change in house prices in postal districts near Olympic Park since London
was awarded the 2012 Olympic and Paralympic Games.
Jul-05 Apr-10
Postal District
Average Price
%
Change
Homerton 210,119 355,522 69%
Shoreditch 225,441 345,827 53%
Dalston 218,190 303,243 39%
Clapton 207,805 288,720 39%
Bethnal Green 234,960 317,888 35%
Bow 222,269 292,805 32%
Leytonstone 237,187 297,002 25%
Walthamstow 193,314 224,327 16%
Leyton 186,369 209,769 13%
Forest Gate 203,717 219,241 8%
East Ham 189,368 203,500 7%
Plaistow 187,222 196,426 5%
Manor Park 206,207 214,850 4%
Stratford 206,211 212,217 3%
East London Average 209,170 262,953 26%
Source: Land Registry
Contact for press enquiries:
Emma Partridge, tel 01902 325180 or 07824 471951
Editors' Notes
1. The London house prices quoted in this release are taken from the Land Registry database
and refer to 3 month averages. Prices are arithmetic average prices of houses - otherwise
known as crude averages and are based on Land Registry completions. These prices are
not standardised and therefore can be affected by changes in the sample from year to year
therefore, care should be taken when comparing prices.
2. London house price performance has been measured over the period July 2005 to April 2010
(the latest available Land Registry data).
3. On July 6th 2005 the International Olympic Committee announced London as the winning city
to host the 2012 Olympic and Paralympic Games.
4. East London will see a massive upgrade in facilities from hosting the Olympic and Paralympic
Games. The area will benefit from a 500 acre Olympic Park reaching from the Hackney
Marshes to the Thames, which will include an Olympic stadium, aquatic centre, along with
several other sporting complexes and a 17,800 person Olympic village. Significant transport
improvements are also taking place. Investment is trebling the capacity of Stratford Regional
Station - the main transport hub for London 2012 - and which is expected accommodate
120,000 passengers and enable 200 trains every hour to call there during the Games. A range
of other transport improvements serving the Park are already underway, including an extension
to the Docklands Light Railway (DLR) and increasing capacity on the Jubilee Line.
http://www.london2012.com/index.php
This report is prepared from information that we believe is collated with care, however, it is only
intended to highlight issues and it is not intended to be comprehensive. We reserve the right to
vary our methodology and to edit or discontinue/withdraw this, or any other report. Any use of
this report for an individual's own or third party commercial purposes is done entirely at the risk
of the person making such use and solely the responsibility of the person or persons making
such reliance.
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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 the
Output Area as well as a brief summary of the station information and its confguration both
before and after TfL takeover.
Council Tax banding data is a useful way to get signifcant 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 new
developments 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
of the property - if for example a landlord signifcantly changes a property yet doesnt sell it or
divide it, it will remain under the existing band.
Further data on the limitations of Council Tax banding and how it is calculated can be found
online here: http://bit.ly/Ab6N4i
Subsections:
Appendix 4a 38
Information about the data set
Appendix 4b 45
Collated data summary sheets
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General Details
Dataset 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 the National Statistics Code of Practice
No. of Variables
(excluding area names
and codes):
21
Scope and Purpose
NB: 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
the context for all other statistical information on the dwelling stock. It is the denominator for
calculating proportions such as tenure, or as in this case Council Tax band, for the purpose of
meaningful comparison between areas that vary in the number of dwellings they contain. The time
series provides basis for monitoring change, in the dwelling stock.

The information provides a breakdown of the number of dwellings in specific Council Tax bands for
individual Output Areas (OAs) across England and Wales at 31 March 2006. Details are given of the
number of properties allocated to each of the standard Council Tax bands. An additional Council
Tax band (Band I) is included with this data year when compared with the previous years available
on the Neighbourhood Statistics (NeSS) website. The additional band only applies to dwellings
located in Wales.

The dataset covers a total number of 23,407,896 dwellings in England and Wales where postcodes
could be matched to a specific OA.

Please note, the figures exclude business premises but include composite dwellings i.e. properties
used for both domestic and business purposes.
Administrative Procedures - Background Information
The source for this data is the Valuation List for Council Tax, which is a register of domestic
properties administered by the VOA and used by Local Authorities (LAs) for local taxation
purposes. These lists have been maintained and updated in their present form since the introduction
of the Council Tax on 1 April 1993.

Although Council Tax came into effect on 1 April 1993 the process of valuing every domestic
property in England and Wales started some time before this. In order to ensure that all dwellings
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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 planning
permission;
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 appeals
procedure 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,
demolition or conversion to the VOA. A new or changed banding is subsequently produced by the
VOA based on the valuation assumptions stated previously. This new banding however will not
become operational until the property changes ownership. A valuation band will not normally be
altered on appeal without a full inspection of the property, but other changes may be made on the
basis of information provided by the Billing Authority and external inspection only.
Concepts and Definitions
Dwelling
Accommodation normally lived in by one or more households and includes houses, flats, bungalows
and maisonettes. Temporary structures such as caravans and houseboats are counted as dwellings if
they are the sole or main residence of a household. The precise definition that applies to this dataset
is set out in Section 3 of The 1992 Local Government Finance Act. It is based on the definition of a
'hereditament' contained in the legislation for rates. This definition differs from the 2001 Census in
the way that it treats shared accommodation. While the Census defines a dwelling as
accommodation that is physically self-contained, the definition used for Council Tax purposes is
concerned with establishing ownership, occupation and liability for Council Tax. These differences
are compounded by variations in the treatment of communal establishments. As a result, the
dwelling counts will not be directly comparable.

Council Tax Band
Council Tax valuations are based on the price of a property as it exists from time to time and would
have fetched if it had been sold on the open market on 1 April 1991. The Council Tax band of a
property is related to its market value at the valuation base date and not the value at March 2006.
Each dwelling in England and Wales is assigned to one of the following eight bands:

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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 51,000
Band 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
Band A... up to 44,000
Band B... 44,001 up to 65,000
Band C... 65,001 up to 91,000
Band D... 91,001 up to 123,000
Band E... 123,001 up to 162,000
Band F... 162,001 up to 223,000
Band G... 223,001 up to 324,000
Band H... 324,001 up to 424,000
Band I... 424,001 and above

The unallocated records (Band X) are dwellings expected to become available for occupation in the
near future but have not yet been verified or allocated to a band by the VOA. This is a purely
administrative category and is not part of the statutory Council Tax list.
Data Classifications
Standard Classifications
used (if any):
Not Applicable.
Further Details about
Classifications:
Not Applicable.
Edit and Imputation Procedures
Not Applicable.
Validation and Quality Assurance
The data were validated by calculating the change in number of properties year-on-year for all sub-
regional levels of geography covered within the dataset and assessing whether this change was
feasible. The thresholds of feasible change in the count of properties were defined by the Office for
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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 50

The 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 represent
a 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 2005
dataset) were reinstated, as the data met quality standards.

Geographic Referencing
Geographic 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.

NeSS Geography Policy states that data for years up to 2000 should be referenced to 1998 statutory
wards and corresponding higher geographies, whilst data for 2001 onwards must be referenced to
OAs and higher geographies derived from OAs.

In accordance with agreed practice, the following approved sources were utilised:
NeSS Postcode Directory For Data Suppliers England And Wales May 2006 - this links
postcodes to the codes of administrative geographies derived from OAs in England and Wales,
i.e. OAs, LSOAs, MSOAs, LA/UA, GORs and Countries. The directory was derived from the
May 2006 Gridlink All Fields Postcode Directory.
Standard Names and Codes for Geographies on the NeSS Boundary Sets and Postcode Directory
Great Britain May 2006 - this links OA codes to the names and codes of the 2003
administrative geographies derived from OAs in Great Britain.

The Valuation List for England and Wales contains both the address and postcode for every
dwelling. The VOA is informed of changes to these details by LAs and undertakes regular audits to
check and update postcode details.

Since the addresses forming each small unit postcode do not necessarily correspond to
administrative areas, some postcodes inevitably straddle boundaries. This will have implications for
record matching. Nevertheless, the majority of allocations will be accurate.

A summary of the overall record matching results for England and Wales is detailed in Table 1
below:

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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 based
geography. Aggregations of unmatched records were made to LA and GOR level, based upon VOA
geography codes.

Despite the high overall match rates recorded for England and Wales, further investigations of the
overall distribution of unmatched records showed that unmatched cases were not distributed evenly.
Analysis at GOR level data showed that Wales accounts for 15% of the unmatched records even
though the share of the dataset in Wales is only 7% as a whole.

In England, the proportion of matched records for individual GORs ranged from 99.88% to 99.95%.
The equivalent figure for Wales was 99.78%.

Detailed analysis of LA records showed that match rates ranged from 99.02% to 100% in England
and from 99.20% to 99.97% in Wales.

The LAs with the lowest proportion of matched records in Wales were Pembrokeshire, Ceredigion,
Carmarthenshire and the Isle of Anglesey with between 99.08% and 99.72%. The LA in England
with the lowest proportion of matched records was the Isles of Scilly with 99.02%.

A summary of matched record rates for England and Wales is presented in Table 2 below:

Table 2: Summary of percentage match rates by LA in England and Wales

Percentage value of matched records Geographic Area
Maximum Minimum Mean Median
England & Wales 100.00 99.02 99.90 99.94
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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 possibility
of bias occurring due to the likelihood of some of the clusters falling within a single OA.

Data Quality
Relevance: 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, VOA
staff 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.

The VOA has now completed a comprehensive revaluation and
rebanding of all dwellings in Wales, the new bandings came into
effect from 1st April 2006. At a future time, the VOA may carry out a
similar exercise for dwellings in England.
Accessibility and Clarity: Information on Dwelling Stock by Council Tax Band is freely
available on the NeSS website. In accordance with standard
procedures, basic information on data collection, processing and
validation has been provided to enable users to understand and make
appropriate use of the information. Moreover, sources of further
information or advice have been provided where appropriate.
Comparability: The VOA has a responsibility for ensuring consistency in bandings
within England and within Wales.

When comparing counts for separate years of Council Tax data at OA
level, it is recommended that users check extreme findings with
relevant LAs and/or related agencies such as New Deal for
Communities or Market Renewal Pathfinder Managing Bodies.

Because of the changes to Council Tax bands in Wales, the 2005 and
onward data for Wales will not be directly comparable to all previous
years of data. Please see the Concepts and Definitions section in this
document for more information on the new and old Council Tax
bands for Wales.
Coherence: Not Applicable.
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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 website

Specific information about these datasets can be obtained from the following sources:
Council Tax technical information:
Justin Giles
Valuation Office Agency
New Court Carey Street
London
WC2A 2JE
Telephone Number: 020 7506 1893
Email Giles.Justin.G@voa.gsi.gov.uk

Statistical housing information in England
Mick Johnston
Department for Communities and Local Government
Eland House
Telephone Number: 020 7944 3302
Email: mick.johnston@communities.gsi.gov.uk

Statistical housing information in Wales
Brian Pickett
Local Government Data Unit Wales
Telephone Number: 029 2090 9500
Email: brian.pickett@lgdu-wales.gov.uk

Geographic referencing information
Office for National Statistics
Nick Richardson
ONS Geography
Telephone Number: 01329 813254
Email: nick.richardson@ons.gov.uk

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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 0 143
2009 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
A B C D E F G H X Total
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
2003 0.00 1.52 15.15 37.12 31.06 8.33 6.82 0.00 0.00 100
2004 0.00 2.24 13.43 35.07 29.10 13.43 6.72 0.00 0.00 100
2005 0.00 2.24 13.43 36.57 30.60 11.19 5.97 0.00 0.00 100
2006 0.00 2.14 14.29 37.14 29.29 11.43 5.71 0.00 0.00 100
2007 0.00 2.80 13.29 37.06 31.47 9.79 5.59 0.00 0.00 100
2008 0.00 2.80 13.29 37.06 31.47 9.79 5.59 0.00 0.00 100
2009 0.00 2.70 13.51 39.19 30.41 8.78 5.41 0.00 0.00 100
2010 0.00 2.68 13.42 38.93 30.87 8.72 5.37 0.00 0.00 100
2011 0.00 2.68 13.42 38.93 30.87 8.72 5.37 0.00 0.00 100
Band (Count)
Band (Percentage)
NLL Overground ELLX Overground
Silverlink (6tph)
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
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Station: Dalston Junction Travelcard Zone: 2
Postcode: E8 3DE
Transport Links (Pre Overground):
Transport Links (Post Overground):
Year
A B C D E F G H X Total
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
2008 41 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
A B C D E F G H X Total
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
2003 13.82 30.92 28.95 19.74 5.92 0.00 0.00 0.00 0.66 100
2004 14.89 36.17 27.66 20.57 0.00 0.00 0.00 0.00 0.71 100
2005 24.03 31.82 25.32 18.83 0.00 0.00 0.00 0.00 0.00 100
2006 22.75 35.93 23.95 17.37 0.00 0.00 0.00 0.00 0.00 100
2007 23.08 36.09 23.67 17.16 0.00 0.00 0.00 0.00 0.00 100
2008 24.40 33.93 23.81 17.26 0.00 0.00 0.00 0.60 0.00 100
2009 28.00 32.57 23.43 15.43 0.00 0.00 0.00 0.57 0.00 100
2010 12.56 13.74 27.01 33.41 13.03 0.00 0.00 0.24 0.00 100
2011 12.97 13.92 27.59 32.31 12.97 0.00 0.00 0.24 0.00 100
Band (Count)
Band (Percentage)
ELLX Overground
N/A
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
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Station: Dalston Kingsland Travelcard Zone: 2
Postcode: E8 2JS
Transport Links (Pre Overground):
Transport Links (Post Overground):
Year
A B C D E F G H X Total
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 0 324
2009 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
A B C D E F G H X Total
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
2003 5.80 38.84 25.00 15.63 12.05 0.00 0.00 0.45 2.23 100
2004 6.44 31.19 39.66 15.93 4.75 0.00 0.00 0.34 1.69 100
2005 5.23 35.95 36.27 16.34 4.90 0.98 0.00 0.33 0.00 100
2006 4.50 36.33 36.33 16.08 4.82 1.29 0.00 0.64 0.00 100
2007 4.13 36.19 36.83 16.19 4.44 1.27 0.32 0.63 0.00 100
2008 4.32 34.88 37.04 16.98 4.32 1.23 0.31 0.93 0.00 100
2009 5.57 34.06 36.84 17.03 4.33 1.24 0.31 0.62 0.00 100
2010 7.56 31.09 36.97 16.81 5.88 1.12 0.28 0.28 0.00 100
2011 7.99 30.30 37.19 17.08 5.79 1.10 0.28 0.28 0.00 100
Band (Count)
Band (Percentage)
NLL Overground
Silverlink (6tph)
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
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Station: Hackney Central Travelcard Zone: 2
Postcode: E8 1LL
Transport Links (Pre Overground):
Transport Links (Post Overground):
Year
A B C D E F G H X Total
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 0 141
2009 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
A B C D E F G H X Total
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
2003 8.70 4.35 31.16 50.72 2.90 2.17 0.00 0.00 0.00 100
2004 9.09 7.69 29.37 48.95 2.80 2.10 0.00 0.00 0.00 100
2005 9.49 8.03 26.28 51.09 2.92 2.19 0.00 0.00 0.00 100
2006 9.93 7.80 28.37 49.65 2.84 1.42 0.00 0.00 0.00 100
2007 9.93 7.80 28.37 49.65 2.84 1.42 0.00 0.00 0.00 100
2008 9.93 7.80 28.37 49.65 2.84 1.42 0.00 0.00 0.00 100
2009 9.93 7.80 28.37 49.65 2.84 1.42 0.00 0.00 0.00 100
2010 8.61 9.93 31.13 46.36 2.65 1.32 0.00 0.00 0.00 100
2011 9.87 9.87 30.26 46.05 2.63 1.32 0.00 0.00 0.00 100
Band (Count)
Band (Percentage)
NLL Overground
Silverlink (6tph)
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
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Station: Haggerston Travelcard Zone: 2
Postcode: E8 4DY
Transport Links (Pre Overground):
Transport Links (Post Overground):
Year
A B C D E F G H X Total
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 0 260
2009 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
A B C D E F G H X Total
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
2003 3.23 16.94 23.39 20.97 24.19 10.48 0.00 0.00 0.81 100
2004 13.67 14.39 21.58 18.71 23.02 7.91 0.00 0.00 0.72 100
2005 12.50 12.50 31.25 16.88 20.00 6.88 0.00 0.00 0.00 100
2006 8.54 9.35 44.72 18.29 14.23 4.88 0.00 0.00 0.00 100
2007 10.00 9.20 44.00 18.00 14.00 4.80 0.00 0.00 0.00 100
2008 10.77 9.62 41.92 18.46 14.23 5.00 0.00 0.00 0.00 100
2009 11.07 9.54 41.60 18.32 14.12 5.34 0.00 0.00 0.00 100
2010 5.22 7.63 45.78 20.08 16.06 5.22 0.00 0.00 0.00 100
2011 5.45 7.39 44.75 21.40 16.34 4.67 0.00 0.00 0.00 100
Band (Count)
Band (Percentage)
ELLX Overground
N/A
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
A
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p
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4
B
50
Station: Highbury & Islington Travelcard Zone: 2
Postcode: N5 1RA
Transport Links (Pre Overground):
Transport Links (Post Overground):
Year
A B C D E F G H X Total
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 0 146
2009 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
A B C D E F G H X Total
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
2003 0.00 4.11 33.56 26.71 23.97 6.85 3.42 0.68 0.68 100
2004 0.00 4.05 32.43 26.35 25.68 6.76 3.38 0.68 0.68 100
2005 0.00 4.26 29.79 27.66 26.95 7.09 3.55 0.71 0.00 100
2006 0.00 4.11 32.19 26.71 26.03 6.85 3.42 0.68 0.00 100
2007 0.00 4.11 32.19 26.71 26.03 6.85 3.42 0.68 0.00 100
2008 0.00 4.11 28.77 26.71 26.03 6.85 6.85 0.68 0.00 100
2009 0.00 4.11 28.77 26.71 26.03 6.85 6.85 0.68 0.00 100
2010 0.00 2.86 19.18 23.67 42.86 5.71 5.31 0.41 0.00 100
2011 0.00 2.56 17.22 21.25 39.56 8.79 7.69 2.93 0.00 100
Victoria Line Silverlink (6tph)
Band (Count)
Band (Percentage)
Victoria Line NLL Overground ELLX Overground
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
A
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p
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4
B
51
Station: Hoxton Travelcard Zone: 1 & 2
Postcode: E2 8FF
Transport Links (Pre Overground):
Transport Links (Post Overground):
Year
A B C D E F G H X Total
2001 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
2008 75 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
A B C D E F G H X Total
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
2003 30.87 16.96 5.65 35.65 9.13 0.43 0.00 0.00 1.30 100
2004 27.17 15.85 10.94 32.83 12.08 0.38 0.00 0.00 0.75 100
2005 26.05 15.33 11.88 35.63 10.73 0.38 0.00 0.00 0.00 100
2006 25.72 17.03 12.32 32.97 11.59 0.36 0.00 0.00 0.00 100
2007 23.83 16.44 12.08 36.24 11.07 0.34 0.00 0.00 0.00 100
2008 25.51 14.97 11.22 36.73 11.22 0.34 0.00 0.00 0.00 100
2009 25.17 14.57 12.25 36.75 10.93 0.33 0.00 0.00 0.00 100
2010 21.25 11.05 15.86 41.36 10.20 0.28 0.00 0.00 0.00 100
2011 21.85 10.64 15.97 41.18 10.08 0.28 0.00 0.00 0.00 100
Band (Count)
Band (Percentage)
ELLX Overground
N/A
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
A
p
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4
B
52
Station: Rectory Road Travelcard Zone: 2
Postcode: N16 7SJ
Transport Links (Pre Overground):
Transport Links (Post Overground):
Year
A B C D E F G H X Total
2001 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 0 139
2009 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
A B C D E F G H X Total
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
2003 0.00 34.97 38.46 16.08 8.39 1.40 0.00 0.00 0.70 100
2004 0.00 34.25 39.73 15.75 8.22 1.37 0.00 0.00 0.68 100
2005 0.00 32.35 41.18 16.18 8.82 1.47 0.00 0.00 0.00 100
2006 0.00 34.48 40.00 15.86 8.28 1.38 0.00 0.00 0.00 100
2007 0.00 33.11 41.22 16.22 8.11 1.35 0.00 0.00 0.00 100
2008 0.00 30.94 43.17 15.83 8.63 1.44 0.00 0.00 0.00 100
2009 0.00 30.94 43.17 15.83 8.63 1.44 0.00 0.00 0.00 100
2010 2.11 30.28 42.25 15.49 8.45 1.41 0.00 0.00 0.00 100
2011 2.08 29.86 42.36 15.97 8.33 1.39 0.00 0.00 0.00 100
Band (Count)
Band (Percentage)
N/A
East Anglia
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
A
p
p
e
n
d
i
x

4
B
53
Station: Shoreditch High Street Travelcard Zone: 1
Postcode: E1 6GJ
Transport Links (Pre Overground):
Transport Links (Post Overground):
Year
A B C D E F G H X Total
2001 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
A B C D E F G H X Total
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
2003 4.37 24.76 31.55 27.18 4.85 5.83 1.46 0.00 0.00 100
2004 1.75 20.52 31.88 31.44 9.17 4.80 0.44 0.00 0.00 100
2005 0.65 15.48 34.52 38.06 7.10 3.55 0.65 0.00 0.00 100
2006 0.60 15.66 31.33 36.75 10.54 4.52 0.60 0.00 0.00 100
2007 0.55 14.13 31.86 37.95 9.97 4.99 0.55 0.00 0.00 100
2008 0.82 13.97 32.33 37.53 9.59 4.93 0.82 0.00 0.00 100
2009 1.08 15.09 31.81 36.93 9.43 5.12 0.54 0.00 0.00 100
2010 0.52 12.69 31.87 39.90 9.07 4.92 1.04 0.00 0.00 100
2011 0.76 12.63 30.56 41.41 8.84 5.05 0.76 0.00 0.00 100
Band (Count)
Band (Percentage)
ELLX Overground
N/A
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
A
p
p
e
n
d
i
x

4
B
54
Station: South Tottenham Travelcard Zone: 3
Postcode: N15 6UJ
Transport Links (Pre Overground):
Transport Links (Post Overground):
Year
A B C D E F G H X Total
2001 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
A B C D E F G H X Total
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
2003 0.00 34.55 18.18 37.27 3.64 6.36 0.00 0.00 0.00 100
2004 0.00 33.33 17.09 41.03 3.42 5.13 0.00 0.00 0.00 100
2005 0.00 33.33 17.09 41.03 4.27 4.27 0.00 0.00 0.00 100
2006 1.37 28.77 15.07 48.63 2.74 3.42 0.00 0.00 0.00 100
2007 1.37 28.77 15.07 48.63 2.74 3.42 0.00 0.00 0.00 100
2008 1.46 30.66 15.33 45.99 2.92 3.65 0.00 0.00 0.00 100
2009 1.45 30.43 16.67 44.93 2.90 3.62 0.00 0.00 0.00 100
2010 1.32 30.26 16.45 46.05 2.63 3.29 0.00 0.00 0.00 100
2011 1.97 29.61 16.45 46.05 2.63 3.29 0.00 0.00 0.00 100
Band (Count)
Band (Percentage)
GOBLIN Overground
Silverlink (2tph)
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
A
p
p
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4
B
55
Station: Stamford Hill Travelcard Zone: 3
Postcode: N16 5AG
Transport Links (Pre Overground):
Transport Links (Post Overground):
Year
A B C D E F G H X Total
2001 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
A B C D E F G H X Total
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
2003 0.00 10.85 35.66 34.11 10.08 7.75 1.55 0.00 0.00 100
2004 0.00 12.12 35.61 36.36 9.85 4.55 1.52 0.00 0.00 100
2005 0.00 12.70 38.10 34.92 10.32 2.38 1.59 0.00 0.00 100
2006 0.00 11.94 37.31 35.07 9.70 4.48 1.49 0.00 0.00 100
2007 0.00 11.94 37.31 35.07 9.70 4.48 1.49 0.00 0.00 100
2008 0.00 11.49 34.46 37.84 10.81 4.05 1.35 0.00 0.00 100
2009 0.00 11.41 34.23 37.58 10.74 4.70 1.34 0.00 0.00 100
2010 0.00 10.27 33.56 36.30 10.96 7.53 1.37 0.00 0.00 100
2011 0.00 10.27 33.56 36.30 10.96 7.53 1.37 0.00 0.00 100
Band (Count)
Band (Percentage)
N/A
East Anglia
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
A
p
p
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d
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4
B
56
Station: Stoke Newington Travelcard Zone: 2
Postcode: N16 6YA
Transport Links (Pre Overground):
Transport Links (Post Overground):
Year
A B C D E F G H X Total
2001 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
A B C D E F G H X Total
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
2003 7.11 25.59 39.81 15.17 12.32 0.00 0.00 0.00 0.00 100
2004 7.01 26.64 38.79 14.49 12.62 0.00 0.00 0.00 0.47 100
2005 7.66 26.32 38.76 15.31 11.96 0.00 0.00 0.00 0.00 100
2006 7.05 30.40 36.12 14.98 11.45 0.00 0.00 0.00 0.00 100
2007 8.40 29.60 35.20 15.20 11.60 0.00 0.00 0.00 0.00 100
2008 8.70 30.04 34.78 15.02 11.46 0.00 0.00 0.00 0.00 100
2009 10.49 30.34 33.71 14.23 11.24 0.00 0.00 0.00 0.00 100
2010 10.49 29.96 32.96 14.61 11.99 0.00 0.00 0.00 0.00 100
2011 10.86 29.96 32.21 14.98 11.99 0.00 0.00 0.00 0.00 100
Band (Count)
Band (Percentage)
N/A
East Anglia
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
A
p
p
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d
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x

4
B
57
Station: Whitechapel Travelcard Zone: 2
Postcode: E1 1BY
Transport Links (Pre Overground):
Transport Links (Post Overground):
Year
A B C D E F G H X Total
2001 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
A B C D E F G H X Total
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
2003 1.12 5.06 35.96 46.63 10.67 0.56 0.00 0.00 0.00 100
2004 2.78 5.56 35.56 45.00 10.56 0.56 0.00 0.00 0.00 100
2005 2.53 4.43 36.71 43.67 12.03 0.63 0.00 0.00 0.00 100
2006 2.78 6.11 34.44 45.56 10.56 0.56 0.00 0.00 0.00 100
2007 2.78 6.11 34.44 45.56 10.56 0.56 0.00 0.00 0.00 100
2008 2.10 4.62 26.05 34.45 20.17 12.61 0.00 0.00 0.00 100
2009 2.05 4.51 27.87 33.61 19.67 12.30 0.00 0.00 0.00 100
2010 2.38 4.76 38.10 42.86 11.31 0.60 0.00 0.00 0.00 100
2011 2.35 4.71 38.24 42.94 11.18 0.59 0.00 0.00 0.00 100
H&C Line District Line East London Line
Band (Percentage)
Band (Count)
ELLX Overground District Line H&C Line
0
50
100
150
200
250
300
350
400
450
2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011
H
G
F
E
D
C
B
A
A
p
p
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i
x

5
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Appendix 5:
Station Ridership Data
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8aea88
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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
2002 2004 2005 2006 2007 2008 2009
Canonbury 243,368 127,763 164,672 789228 718793 561,388 472,010
Dalston(Kingsland) 1,192,428 777,867 821,558 2538141 2445308 2,018,220 1,755,312
HackneyCentral 746,159 456,772 513,943 1895979 1905788 1,564,086 1,344,364
HackneyDowns 1,229,049 944,125 868,010 1076624 1442806 1,277,974 1,286,394
HackneyWick 287,862 68,367 79,617 366586 372903 334,422 333,890
Highbury&Islington 4809098 4751391 4,173,338 5,668,133
RectoryRoad 286,542 193,570 171,522 278779 307297 350,046 379,466
SouthTottenham 135,208 45,834 42,090 243519 293742 232,748 225,126
StamfordHill 171,140 115,272 101,296 265335 312509 275,968 266,550
StokeNewington 606,579 224,144 203,512 314821 382136 414,856 439,528
0
1,000,000
2,000,000
3,000,000
4,000,000
5,000,000
6,000,000
P
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n
g
e
r

E
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&

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i
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StationUsageData20022009
A
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