Contents - Barking & Dagenham

BARKING
Station Interchange
Stage 1 Transport Planning Report
October 2008
IN PARTNERSHIP WITH

Barking Station Interchange
Transport Planning: Stage 1 Report
28 October 2008
Notice
This report was produced by Atkins for London Thames Gateway Development Corporation (LTGDC) for the
specific purpose of developing their proposals for development of Barking Interchange.
This report may not be used by any person other than LTGDC without Atkins’s express permission. In any
event, Atkins accepts no liability for any costs, liabilities or losses arising as a result of the use of or reliance
upon the contents of this report by any person other than LTGDC.
Document History
JOB NUMBER: 5062859 DOCUMENT REF: _04 Barking Interchange Stage 1
Report TP.doc
3 For issue RR MG PF PF 28/10/08
2 Draft for Review RR RB 22/08/08
1 Draft for Review RR RB 21/08/08
Revision Purpose Description Originated Checked Reviewed Authorised Date
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Barking Station Interchange
Contents
Section Page
1. Introduction 4
1.1 Purpose of Work 4
1.2 Summary of Work 4
1.3 Report Structure 4
2. Existing Conditions 5
2.1 Highways and Road Traffic 5
2.2 Public Transport Interchange 8
2.3 Review of Station Congestion 19
2.4 Site Visit Observations 22
3. Future Conditions 23
3.1 Introduction 23
3.2 Development Plans 23
3.3 Interchange Growth Potential 27
3.4 Future Compliance With LUL Station Planning Standards 28
3.5 Buses 31
4. Stakeholder Management 32
4.1 Introduction 32
4.2 Transport Inception Meeting 33
5. Summary of Constraints and Opportunities 34
5.1 Highways, Traffic and Infrastructure 34
5.2 Public Transport Interchange 35
5.3 Station Layout and Passenger Movement 35
6. Outline Requirements 37
6.1 Space Planning 37
6.2 Station Facilities 37
6.3 Other Infrastructure Requirements 38
6.4 Bus Interchange 38
6.5 Other Modes 38
APPENDIX Transport Surveys 40
List of Tables
Table 2.1 – Traffic Flows 6
Table 2.2 – Bus Routes Passing Barking Station 13
Table 2.3 – Bus frequency and passenger numbers by stop 15
Table 2.4 – Numbers of people interchanging from bus to bus and bus to rail 16
Table 3.1 – Predicted Trips Per Day By All Modes 24
Table 3.2 – Predicted Trips Per Day Via Barking Interchange 24
Table 3.3 – Assessment of Transport Network Improvements and Impacts 25
Table 4.1 – Key Stakeholders 32
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List of Figures
Figure 2.1 – Summary of Interview Survey Responses 8
Figure 2.2 – Mode of Travel to Barking Station 9
Figure 2.3 – Bus Routes Around Barking Station 11
Figure 2.4 – Current bus and future ELT routes at Barking station 12
Figure 2.5 – Bus Stops and Stands at Barking Station 14
Figure 2.6 – Passengers waiting at bus stop K outside Barking station 15
Figure 2.7 – Barking Station Concourse Layout 19
Figure 2.8 – Morning Peak 2006 20
Figure 2.9 – Evening Peak 2006 20
Figure 3.1 – Key Locations of Proposed Developments 23
Figure 3.2 – Forecast Interchange From Bus and East London Transit 2005 (Morning Peak Period) 26
Figure 3.3 – Forecast Interchange From Bus and East London Transit at 2016 (Morning Peak Period) 26
Figure 3.4 – Barking Station Throughput, Evening Peak 3 Hours 27
Figure 3.5 – Morning Peak 2021 29
Figure 3.6 – Evening Peak 2021 29
Appendices
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List of Tables
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List of Figures
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Barking Station Interchange
1. Introduction
1.1 Purpose of Work
The goal of Stage 1 is to assimilate the information required to identify the outline requirements for
the interchange design work. This note sets out the work done to date with regard to highways,
public transport interchange and station planning.
1.2 Summary of Work
The following tasks have been undertaken in conjunction with the wider project team:
• Existing travel patterns have been assessed. The demand for the interchange and types of
journeys are understood following analysis of Bus Origin Destination Survey (BODS), Rail
Origin Destination Survey (RODS), and face-to-face interchange surveys and traffic counts;
• Existing fixed infrastructure has been reviewed and assessed to identify constraints and
opportunities, through site visits and a review of survey data. Opportunities for traffic
reduction, interchange form and layout, junctions and facilities have been identified;
• A review of current and future transport policy documentation has been completed which has
identified transport proposals and committed schemes of strategic importance to Barking
interchange i.e. those which will change current demand and travel patterns from, to and via
Barking. These have been used to clarify the base assumptions for the assessment of
current and future demand at the interchange; and
• The above information have been considered and used to draw conclusions regarding the
opportunities, constraints and requirements which will inform development and design of the
interchange, and its surrounding infrastructure.
The following sections outline the approaches taken, findings and conclusions of the above work.
1.3 Report Structure
The report structure is as follows:
• Section 1 provides an overview of the work undertaken;
• Section 2 assesses the current conditions at and surrounding Barking interchange;
• Section 3 assess the likely future conditions at and surrounding Barking interchange;
• Section 4 summarises the stakeholder consultation undertaken and key issues identified;
• Section 5 summarises the opportunities and constraints upon development of the
interchange; and
• Section 6 outlines indicative requirements for future development of the interchange.
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2. Existing Conditions
This section outlines the existing conditions at Barking Interchange in terms of current station
usage and infrastructure. This has drawn upon:
• Identification of travel patterns through analysis of highway traffic surveys; passenger survey
responses; and Rail and Bus Origin and Destination Survey data; and
• Assessment of current infrastructure through site-visits.
The following analyses informed identification of key development constraints and opportunities,
as outlined at Section 5.
2.1 Highways and Road Traffic
Atkins commissioned traffic surveys within Barking Town Centre, adjacent to Barking station. The
purpose of these surveys was to provide base traffic data to inform the future station development
scenarios by understanding the volume and characteristics of traffic using this section of the
highway network. The traffic surveys add to the pedestrian and station user surveys, and analysis
of future development trip generation.
Surveys were undertaken at two specific sites:
• Site 1 – Junction of Northern Relief Road and Longbridge Road. This is the roundabout
between the Northern Relief Road and Longbridge Road, approximately 200 metres north east
of Barking Railway Station.
• Site 2 – Station Parade. This is primarily along Station Parade, including the junctions with it,
and the junctions with Salisbury Avenue and Cambridge Road.
The sites were surveyed on Thursday 31 st January 2008 between 0700-1000 hours and 1600-
1900 hours. The weather conditions on site during the time of the survey were cold and wet.
2.1.1 Traffic flows on Station Parade
For the master planning exercise the traffic flows by mode and their distribution during the busiest
periods along Station Parade is a fundamental consideration in shaping the future strategy.
On the day of the survey total traffic flow along Station Parade during the survey hours described
above were 2827 vehicles, of which 1600 were travelling westbound, and 1227 were travelling
eastbound.
The morning peak hour on Station Parade was identified as being between 0800 and 0900 hours
and the evening peak hour as being between 1600 and 1700 hours. Table 2.1 summarises the
recorded traffic flows.
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Mode Direction of
Travel
All Vehicles
Cars
Buses
Cyclists
HGVs
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Table 2.1 – Traffic Flows
Morning Peak
Period (0700-
1000)
6
Evening peak
Period (1600-
1900)
Morning Plus
Evening Peak
Periods
Eastbound 146 261 1227
Westbound 364 237 1600
Total 510 498 2827
Eastbound 72 181 755
Westbound 256 150 1054
Total 328 331 1809
Eastbound 58 58 357
Westbound 73 71 398
Total 131 129 755
Eastbound 4 8 28
Westbound 6 1 22
Total 10 9 50
Eastbound 1 1 4
Westbound 1 0 7
Total 2 1 11
As shown within Table 2.1 westbound traffic flows are generally higher than eastbound traffic
flows, especially in the AM peak period. The proportion of heavy goods vehicles (HGVs) is low on
Station Parade forming only 0.39% of all traffic.
There is a high proportion of buses which travel along Station Approach, accounting for
approximately 27% of all traffic. This is to be expected given the location of bus stops and the
route patterns in that area.
Cycling on Station Approach is also very low, especially for the London area, with less that 2% of
traffic being cyclists. Only 50 cycle movements were observed during the traffic count periods,
and further on site observations have shown that there is a very limited amount of cycling across
the day.
2.1.2 Other Observed Movements
A key traffic movement that stands out from the counts is the number of vehicles using Wakering
Road. During the period of 0700 – 1000 hours, a total of 69 vehicles were observed turning left
(towards Longbridge Road/Northern Relief Road roundabout) out of Wakering Road, with 75
turning right (towards the town centre). On site observations show that these movements are
mainly private cars dropping off pedestrians who are heading for the station building.
During the period of 1600 – 1900 hours the vehicle counts show that the volume making these
turning movements increases significantly. For those turning left (towards Longbridge
Road/Northern Relief Road roundabout), a total of 236 vehicles were counted with an even split
between pick-up/drop-off and taxi movements. For the right turn (towards the town centre), a total

Barking Station Interchange
of 92 vehicles were counted. On site observations reveal that the majority of these movements
are taxis replenishing the main rank outside the station building from the rank on Wakering Road.
2.1.3 Summary
With reference to the traffic counts and observations of vehicular movements, it is clear that
Station Parade plays a crucial role in town centre and station access. Not only is there a large
demand placed upon the route by buses, but also general traffic accessing the Vicarage Shopping
Centre car park and servicing yard.
Any future plans to reorganise and amend the space outside the entrance to Barking station need
to consider vehicles using Station Parade and their only means of access.
There is little cycle traffic, which perhaps reflects the lack of true dedicated cycle lanes and
parking facilities. The majority of traffic is car and bus. Indeed, the passenger survey (Section
2.2) shows that journeys to the station by car are comparatively small compared to walking and
bus: however they are significant in number. A small number of Heavy Vehicles were also
observed using Station Parade, which often causes blockages when serving local businesses.
If through traffic were reduced through diversion, this could ease interchange by bus and taxi at
the station, improve pedestrian safety and encourage cycling.
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2.2 Public Transport Interchange
2.2.1 Passenger Survey
The following sub-section of this note summarises the key findings from the passenger survey
which has been used to inform the identification of current and future interchange constraints and
opportunities as outlined at Section 5. For full details of the survey, the reader is referred to the
full Passenger Survey report 1 .
The survey was conducted on Tuesday 5th February, between 07:00 and 13:00 hours, and a total
of 543 responses were received. Figure 2.1 summarises the location of the passengers surveyed
in terms of their location on the station platforms, indicating a good spread of responses across all
platforms, during the survey.
No. Interviews
60
50
40
30
20
10
0
1
Barking Interchange Passenger Survey, Atkins, 2008.
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Figure 2.1 – Summary of Interview Survey Responses
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Figure 2.2 shows that the dominant modes of access to the station are walking, bus and London
Underground. As would be expected, the vast majority of pedestrians begin their journey in the
area immediately surrounding the station. Bus passengers begin their journeys mainly from the
residential areas to the northeast of the station, and the town centre to the west. The District Line
is also a key feeder for National Rail trips e.g. from Dagenham Heathway.
Few people travel to the station by car – however the taxi rank is well-utilised in the morning peak.
In contrast to walking being the dominant mode, only 1 survey respondent cycled to the station.
This perhaps reflects the lack of cycling facilities, rather than willingness to cycle, as indicated by
the survey.
8
Time
Platform 8
Platform 7
Platform 6
Platform 5
Platform 4
Platform 3
Platform 2
Platform 1

Barking Station Interchange
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Figure 2.2 – Mode of Travel to Barking Station
* Source: Barking Interchange Passenger Survey, Atkins, 2008.
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2.2.2 Bus Services and Passenger Demand
Bus Origin and Destination Survey (BODS) data have been obtained from TfL on bus journeys
made within London.
The detailed analysis of BODS data as well as passenger survey data is contained in the survey
report 2 .
This sub-section summarises the most important observations from the analysis and regarding
bus operations to inform identification of constraints and opportunities at Section 5:
• Of those passengers who interchange at Barking station:
- around 65% change between northbound buses to rail (and 35% between buses); but
- in the southbound direction only around 15% change between buses and rail (with 85%
changing between buses).
• Bus stops nearest the station are most important for rail interchange:
Routes
- Stops K, L and N handle over 1,000 interchanging passengers in the evening peak
period;
- At least 3,000 passengers board and alight buses in the evening peak period.
The overriding observation of the existing bus interchange is that it is located in the same
place as the taxi rank. This causes conflicting movement between interchange users and
creates a poor perception of the station and the area.
10 bus routes currently pass Barking station with three East London Transit (ELT) lines proposed
to pass the station in the future. Four of the existing routes terminate in the area. Figure 2.3
shows a map of the current routes and Figure 2.4 shows a more detailed map of the station area
with the proposed ELT routes marked on.
2
Barking Interchange Passenger Survey, Atkins, 2008.
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Source: Transport for London
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Figure 2.3 – Bus Routes Around Barking Station
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Figure 2.4 – Current bus and future ELT routes at Barking station
Source: Transport for London
12
ELT 1B
ELT 2
ELT 1A

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Table 2.2 shows the frequency of each route and the stops that are currently served. The routes
have been grouped by direction.
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Table 2.2 – Bus Routes Passing Barking Station
Route Towards Stops in Barking town
centre
13
Frequency
(buses per
hour)
Terminates
at Barking
387 Little Heath E K 5 No
5 Romford E K 9 No
62 Marks Gate E K 6 No
366 Redbridge E L 5 No
369 Ilford D L 9 No
169 Clayhall D L 6 Yes
179 Chingford D L 5 Yes
ELT 1A Ilford D* L* 9 No
368 Harts Lane Estate D K 5 No
238 Stratford C N 6 Yes
5 Canning Town C N 9 No
366 Cyprus C N 5 No
62 Gascoigne Estate C H 7 No
ELT 2
Abbey Wood/
Woolwich C* H* 20 Yes
387 Barking Reach C H 5 No
369
Thames View
Estate C H 8 No
287 Rainham C H 4 Yes
368 Chadwell Heath C H 5 No
ELT 1A Dagenham Dock C* H* 9 No
ELT 1B Dagenham Dock C* H* 9 Yes
*Stops to be confirmed: based on routeing as currently proposed

Barking Station Interchange
Standing Arrangements
Four routes currently terminate at Barking Station; these are 169, 179, 238 and 287. In the future
two ELT routes will also terminate: ELT 2 and ELT 1B. Routes 169 and 179 use a private lay-by
on the north side of London Road near stop D. These services set down at stop M before
standing, then pick up at stop D. Routes 287 and 238 use a public stand on the east side of
London Road south of the junction with Fanshawe Avenue. These services set down at stop L,
circumnavigate the roundabout to the stand, then pick up at stop N (238) or H (287). The locations
of the stands are show in Figure 2.5. Both these stands are 37m long, each accommodating three
vehicles.
Stops
The eight bus stops nearest the station are shown in Figure 2.5. Stop M is used for alighting only.
Stand for
169 and 179
Source: Transport for London
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Figure 2.5 – Bus Stops and Stands at Barking Station
Table 2.3 shows the number of routes that serve each stop and the total frequency (buses per
hour during morning peak) of those routes. It also shows total numbers of boarders and alighters
for all time periods (0700-1900) from BODS data, and whether the use is high (over 1,600 people
per day), medium (between 1,000 and 1,600 people) or low (less than 1,000). The stops are split
by direction.
The final column shows the frequency with ELT added; however it is likely that some of the
existing bus routes will be restructured.
It is usually assumed that in London one bus cage can accommodate a maximum frequency of
20-25 buses per hour. This shows that the majority of these stops are already at capacity and
expansion of services (such as through the introduction of ELT) will require additional stops and
stands.
14
Stand for
238 and 287

Barking Station Interchange
Stop No.
Routes
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Table 2.3 – Bus frequency and passenger numbers by stop
Frequency
(buses per
hour)
15
Boarders
(total from
0700 to
1900)
Alighters
(total from
0700 to 1900)
Frequency
with ELT
K 4 25 2,927 1,468 25
L 4 25 2,425 771 34
D 4 25 1,210 912 34
E 4 25 1,856 1,601 25
H 5 29 700 1,266 56
N 3 20 1,644 2,928 20
C 8 49 1,440 814 76
Total 32 198 12,202 9,760 270
This shows that the busiest boarding stops are K, L, E and N. There would need to be sufficient
space provided for passengers waiting at these stops as it can already become very crowded at
peak times. Figure 2.6 shows stop K outside the station on the north side of Station Parade.
There is overcrowding and conflict between waiting passengers and passing pedestrians. This
would be a particular issue at K and L which are the two northbound stops outside the station as
they are the busiest. A study by Intelligent Space (Barking Interchange Pedestrian Movement
Study, 2008) found that the pavement outside the station around stop K was very busy, with
around 1,500 people per hour during peak periods.
Figure 2.6 – Passengers waiting at bus stop K outside Barking station
Table 2.4 shows the interchanging flows between bus and rail. It shows a big disparity in
interchange volumes with rail between southbound and northbound buses. Around 65% of
passengers on northbound buses who interchange transfer to or from rail (with the balance to or
from bus). On southbound buses, only 15% of interchanging passengers transfer to or from rail.

Barking Station Interchange
Location
and
Direction
Table 2.4 – Numbers of people interchanging from bus to bus and bus to rail
Alight
bus to
board
bus
Alight
bus to
board
rail or
tube
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% of
interchangers
transferring to
bus
16
Board
bus
having
alighted
from bus
Board bus
having
alighted
from rail or
tube
Barking
Station NB 489 1278 28%
36%
427 871 33%
London
Road NB 628 709 47%
732 1624 31%
Barking
Station SB 661 155 81%
84%
784 203 79%
London
Road SB 425 58 88%
Options
On Street
149 42 78%
The first option for bus stopping arrangements is to continue with on street stops. Figure 2.6
shows that the stops are currently overcrowded and with the introduction of the ELT routes this
congestion is likely to increase. The benefit of leaving the stops in the current locations is that
passengers can change easily between bus and rail services.
% of
interchangers
transferring
from bus
However, analysis of BODS data shows that for the majority of routes bus to bus interchange is
higher than bus to rail interchange for both boarders and alighters. Table 2.4 shows the number
of people changing between each mode throughout the day on all the routes that travel through
Barking. In each case there is higher percentage interchanging between bus and bus than there
is between bus and rail, even at the stops outside the rail station.
Bus Station
The second option is creating a bus station. Creation of a bus station allows bus passengers to
be segregated from pedestrians, and bus operations (including layover – currently 6 spaces) to be
accommodated off the highway. Each brings potential benefits for bus operations and bus
passengers (particularly those interchanging) but at the opportunity cost of the land. Construction
of an off-street bus station could facilitate the use of dynamic stand allocation systems, although it
needs to be borne in mind that a number of conditions need to be met and that their advantages
may be diminished as frequencies are already quite high.
A bus station could be located next to the rail station for example near where bus stops K, L, H
and N are currently located. Use is already high at these stops, with K and L having over 1,000
boarders each in the PM peak (1600 to 1900). This suggests that there may not be space to
accommodate passenger movements at this location.
An alternative location could be on Cambridge Road near the junction with Linton Road. This
would also provide good interchange with the rail station. Aerial photography suggests there may
be potential for land take at this location which would allow more space for waiting passengers.
All the existing services travel along this link so it would require minimal route changes.
32%
79%

Barking Station Interchange
Key Points
Key points from the foregoing are:
• Ten bus routes currently pass through Barking and four of these terminate in the area,
currently using two stands to layover (which together provide space for six buses);
• The existing bus stops are at or in some cases exceed their practical capacity in terms of bus
movements;
• The northbound stops near the station (K and L) are the busiest for boarders and there are
also high pedestrian flows in the area. These stops currently get very congested in peak
periods;
• Whilst it may be that existing local bus services will be restructured with the introduction of
ELT, it is likely that the overall frequency of (and passenger demand for) bus services will
increase, in turn resulting in more demand for stop, stand and footway space;
• A bus station could be provided at the rail station or on Cambridge Road. These locations
would provide good interchange between bus and rail services whilst also causing minimal
route disruption; and
• Interchange volumes between bus and bus and bus and rail and tube are high, but marked
differences are seen in movements in different directions.
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2.2.3 Rail Origin Destination Data
The Rail Origin Destination Survey data (RODS) is the rail equivalent of BODS, and is held by
London Underground Limited. RODS data is supplied as a spreadsheet and provides information
and numbers on the split of passengers passing from the ticket hall to each of the platforms, and
from each of the platforms to the exit. The data is also able to provide an indication on
interchange as it provides platform to platform figures.
The detailed analysis of RODS data is contained in the survey report 2 . This sub-section
summarises the most important observations from the analysis to inform identification of
constraints and opportunities at Section 5:
• Platforms 5 & 6 (Westbound District Line and C2C rail) are the most intensively used
platforms in the morning peak;
• 4,500 passengers use these platforms in morning peak (of which 1,100 passengers use
London bound National Rail services); and
• Analysis of RODS data indicates that rail to rail interchange is complex and conflicted at
Barking, with significant flows between platforms compounding congestion, and increasingly
with Overground services.
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2.3 Review of Station Congestion
2.3.1 Analysis of Passenger Circulation
The ‘paid’ side of the Barking station concourse (behind ticket gates to access platforms) was
visited to provide accurate measurements of walkways and staircases. Figure 2.7 shows the
current layout of the gate-line, walkway and platform staircases and key dimensions.
Customer
Services
Platform:
Side handrails
0.15m each
Gate-line
Figure 2.7 – Barking Station Concourse Layout
Queue at time
of visit
(11:15am)
Ticket Window
3.8m 6.4m 3.8m 3.8m
1
1 2 2 reservations
3
3 4
4 5 6 7 8
RODS data for the year 2006 were analysed to indicate flow volumes between platforms and to
the exits. Passengers per square metre have been calculated based on this, for the morning and
evening peak minute for the year 2006. With reference to LUL Station Planning Standards, this
provides an indicator of which parts of the concourse are currently under pressure i.e.
overcrowded or conflicted 3 . Figures 2.8 to 2.9 show the results of the analysis.
The analysis indicates that there is currently high pressure and conflict on the walkways,
particularly during the evening peak. The area in front of the gate line is most susceptible, which
experiences flows between platforms and station entrances and exits. This is caused by the
busiest evening flows which are from the Hammersmith and City and District Line Eastbound to
the Exit, and from the entrance to the District Line Eastbound. These all require passengers to
walk through the same area, in conflicting directions. Additionally the staircase down to platforms
2, 3 and 4 is the busiest, and the congestion continues to the gate area.
Although the station as a whole is busier in the morning peak, the level of crowding on the
concourse is more severe in the evening. This is because there are more conflicting two-way
flows, and also because interchange between rail services is more evident.
3
LUL Station Planning Standards and Guidelines, November 2005.
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19
5.2m
Actual walking space due to services 0.25m from wall
49.1m
7.45m 11.3m 10.9m
Central
0.2m each
Barking Station 16/09/08
WC/Payphones/other doors
1.7m

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1
Gate-line
Gate-line
Figure 2.8 – Morning Peak 2006
1 2 3 4 5 6 7 8
2
Figure 2.9 – Evening Peak 2006
> 3.25 m 2 per person – free circulation (A)
3.25 – 2.30 m 2 per person – Minor conflict (B)
3
2.30 – 1.39 m 2 per person – Some probability of conflict (C)
20
5 6 7 8
1.39 – 1.10 m 2 per person – High Conflict, Restricted walking (D)
< 1.10 m 2 per person – Very High conflict, Restricted walking (D)
4

Barking Station Interchange
2.3.2 General Compliance with LUL Station Planning Standards
Section 2.3.1 indicated that high pressure and conflict is currently experienced on the platforms’
overbridge. In addition to this, some specific aspects of interchange may not comply with LUL
standards in terms of general dimensions and requirements:
• Staircase run offs (tops and bottoms) are less than 4m, as required by LUL standards; and
• Based on demand levels indicated by 2006 RODS data and LUL standards, 7 ticket gates are
required to cope with the busiest period during the morning peak (assuming a standard
throughput of 25 passengers per minute for each gate).
Any future development of the interchange would need to tackle the above issues.
Adjacent bridges
A desktop study of the latest Bridge Examination Reports, Bridge Structure Assessments and
historic correspondence available at Network Rail Plan Arch office at Waterloo, London in October
2008 and a review of Archive Drawings stored at the Network Rail National Records Centre, York
has been undertaken. The most current Bridge Examination Reports and Bridge Structure
Assessment Reports available were circa 2005. However, there is likely to be more recent
information available from the Network Rail East Anglia Structures Maintenance Engineer, which
could not be obtained at the time of writing this report.
From the west, 1 No. footbridge (F/B) and 2 No. overbridges (O/B) (road over rail) support the
platform access, station booking hall, station buildings, station forecourt, footpaths and
carriageway of Station Parade, a parade of shops and an access road. All 3 No. bridges are
owned and maintained by Network Rail.
O/B No. TLL/21, supporting the station forecourt and footpaths and carriageway of Station Parade
is significantly overloaded (the carriageway has a declared assessed capacity of 3 tonnes while
certain areas of the east footway fail under 5KN/m^2 pedestrian crowd loading). Although Bridge
Examination Reports indicate that the overbridge is in fair condition with no signs of distress, the
latest bridge structure assessment concludes that the bridge has reached the end of its life
expectancy and requires major strengthening or reconstruction. It is recommended that no
redevelopment/alterations of the existing road alignment supported by this overbridge is
undertaken until major strengthening or reconstruction work is undertaken by NR and the Local
Authority. There is no available information to indicate what NR/Local Authority’s aspirations are
for the bridge, although it is likely that there are plans for strengthening/reconstruction in short to
medium term.
Unfortunately there was insufficient archive information available to determine the live load
capacities of F/B No. TLL/20 (supporting the platform access and station booking hall) and O/B
No. TLL/21A (supporting a parade of shops and an access road). Bridge Examination Reports
indicate a medium to long-term life expectancy for these bridges.
It is likely that there is sufficient capacity for minor redevelopment to the station building
and the parade of shops and access road, east side of Station Parade. However, it is
recommended that the latest Bridge Structure Assessments are obtained or independent
assessments undertaken to determine if there is available spare capacity to support any
proposed redevelopment.
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Barking Station Interchange
2.4 Site Visit Observations
In addition to the research outlined at previous sections, Atkins visited Barking Interchange to
make ‘commonsense’ observations of interchange usage, and operation and facilities:
• The current walkway over the station platforms limits the number of passengers which the
station can accommodate over the long-term;
• The main taxi rank shares space with the bus interchange – this increases conflicting
movements and creates a poor perception of the interchange and the surrounding area;
• There is a lack of lift access to all platforms and poor accessibility generally e.g. lack of a
disabled drop-off point;
• The second taxi rank on side-street to the left of the station frontage protrudes from the
pavement creating a chicane for taxis and other vehicles. The second rank is also hard to
see from the station exits;
• Pedestrians currently cross the road directly across to the interchange ignoring safe
crossings and moving through the main bus and taxi rank at the station frontage;
• Cars pick-up and drop-off at the entrance to shopping mall car park, whilst this is disruptive to
traffic the need for drop-off facilities is important;
• The concourse ticket machines currently block the ticket-gates, and the retail concessions
block the main concourse area. The entrances to the concourse, either side of the
concession are also small. This restricts access and egress from the station, and movement
within the concourse significantly;
• Cycle ways are ignored by traffic, and there is too little cycle parking, which is also hard to
see from entrance. The passenger survey also indicated very low numbers of trips by
cyclists – LTGDC have confirmed that this is an important planning issue, which requires
careful consideration at later stages of the study;
• The area immediately surrounding the interchange also contains a large amount of street
furniture e.g. telephone exchange boxes, and advertising pillars. This restricts free
movement in and out of the station; and
• Turning lorries frequently block traffic on the surrounding highways; and
• There is a need to maintain through-use of Station Parade/Cambridge Rd/London Road for
buses and taxis, and access to Vicarage Fields car park and service yard from Station
Parade.
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Barking Station Interchange
3. Future Conditions
3.1 Introduction
This section outlines planned developments for residences, transport schemes and their likely
impact on demand at the interchange.
3.2 Development Plans
3.2.1 Development Plans and Trip Generation
Transport Assessments conducted by the London Borough of Barking and Dagenham in support
of residential planning applications have been reviewed to identify residential and employment
developments and potential trip rates 4 . Figure 3.1 indicates the known locations of planned
developments.
The Foyer
The Lintons
London Rd
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Figure 3.1 – Key Locations of Proposed Developments
Based on this information, Atkins have calculated the trips likely to be generated by planned
residential developments. Table 3.1 indicates that up to 16,000 additional trips per day could be
generated by development, focused mainly on the morning and evening peak periods, of which
approximately 2,000 trips will be made via Barking interchange (Table 3.2).
Significant development sites in the wider area have been considered. As would be expected,
Barking Riverside will generate the vast majority of additional trips to Barking interchange, and
also significant numbers of trips from the University of East London, Vicarage Fields and London
Road. Whilst Table 3.1 indicates the full trip potential of Barking Riverside, it should be noted that
Barking Riverside is unlikely to be fully developed by 2021. This additional travel has the potential
to increase pressure on the interchange significantly in terms of passenger flows.
4 Data sourced from London Borough of Barking and Dagenham, Transport Assessments for residential planning applications (2008).
23
Wakering Rd
Cambridge Rd
Vicarage Fields

Barking Station Interchange
Within or adjacent to study area
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Table 3.1 – Predicted Trips Per Day By All Modes
Area Predicted Trips
Vicarage Fields 553
The Lintons 500
London Road 400
Cambridge Road 150
The Foyer 116
Wakering Road 150
Adjacent to town centre and beyond
Barking Riverside 10,800
University of East London Site 1,042
Calculations by Atkins. Data sourced from London Borough of Barking and Dagenham, Transport Assessments for
residential planning applications (2008).
Table 3.2 – Predicted Trips Per Day Via Barking Interchange
Area Predicted Trips
Vicarage Fields 109
The Lintons 99
London Road 79
Cambridge Road 30
The Foyer 23
Wakering Road 30
Adjacent to town centre and beyond
Barking Riverside 1,500
University of East London 135
Calculations by Atkins. Data sourced from London Borough of Barking and Dagenham, Transport Assessments for
residential planning applications (2008).
24

Barking Station Interchange
3.2.2 Transport Network Plans
A review of current and future transport policy documentation has been completed which has
identified transport proposals and committed schemes of strategic importance to Barking
interchange i.e. those which will change current demand and travel patterns from, to and via
Barking. These have been used to clarify the base assumptions for the assessment of current
and future demand at the interchange. The findings of the review are summarised at Table 3.3.
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Table 3.3 – Assessment of Transport Network Improvements and Impacts
Transport Scheme Likely Future Impact on Barking
Interchange
East London Transit
(ELT)
London Underground
PPP Programme
C2C 12 Car Upgrade
and New Station
London Overground
(Barking to Gospel Oak
and East London Line)
DLR Extension to
Dagenham Dock
Thames Gateway
Bridge
Nearest stops to Barking are between Ripple
Road and Fanshawe Avenue – directly past
interchange.
No frequency impact – but potential for slight
increase in demand at Barking station due to
enhanced services, and for local employment.
Increased capacity on C2C would increase
throughput at Barking, interchange with other
modes and local employment.
Greater frequencies will increase throughput
at Barking, interchange with other modes, and
local employment. East London Line is
network improvement and likely to generate
demand.
DLR will become realistic travel option for
Barking residents accessing Docklands –
increased interchange at Barking for
Dagenham Dock e.g. by bus. Potential for
Crossrail to attract more demand via DLR.
Two dedicated public transport lanes could
increase number of buses at Barking
Interchange, and growth in usage.
25
Likely Magnitude of
Impact on Demand
at Barking
Interchange (+ is
low, +++ is high)
ELT is one of the most important schemes under consideration, in that it will increase demand for
interchange with bus at the station, with associated space planning requirements. Forecasts for
bus interchange at Barking have been obtained from TfL. Figures 3.2 and 3.3 indicate that an
additional 900 trips in the morning peak could interchange with Barking from bus and ELT by the
year 2016.
++
+
++
+
+
+

Barking Station Interchange
Figure 3.2 – Forecast Interchange From Bus and East London Transit 2005 (Morning Peak Period)
Walk
Source: Transport for London (2008)
Figure 3.3 – Forecast Interchange From Bus and East London Transit at 2016 (Morning Peak Period)
Walk
2782
2864
48%
Source: Transport for London (2008)
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National Rail & Underground
44%
Barking Station
National Rail & Underground
Barking Station
26
1040
1216
3019
3717
52%
Bus & ELT
56%
Bus & ELT

Barking Station Interchange
3.3 Interchange Growth Potential
Throughput in Evening Peak 3 Hours (1600 - 1900)
Analysis of Oyster card data and C2C gateline data was originally intended; however this is not
available until 2009. In the absence of this information, Atkins has assumed current demand
based on RODS data, and growth based on the projections contained within Network Rail’s
Greater Anglia Route Utilisation Strategy (GARUS) 5 , which covers C2C services. GARUS sets
out Network Rail’s forecasts for demand on the C2C line and surrounding rail network, together
with planned enhancements for the route. The demand forecasting for GARUS was undertaken
by Atkins for Network Rail, and we can confirm that the growth forecasts considered assumptions
for residential development, for example drawing on the DfT’s TEMPRO 6 forecasts for
employment and residential growth in the region, and planned transport schemes.
Figure 3.4 shows central and high-case projections for future station throughput in the evening
peak 3 hours 7 . Under the central case, throughput is expected to increase by 15% between 2006
and 2016, and 17% by 2021. The station is already under pressure to accommodate passenger
numbers and conflicting flows during peak periods.
19,000
18,000
17,000
16,000
15,000
14,000
13,000
12,000
11,000
10,000
Figure 3.4 – Barking Station Throughput, Evening Peak 3 Hours
High growth Central growth
Current demand
2006 2016 2021
Source: RODS data (2006) and growth forecasts from GARUS (2007).
5
Greater Anglia Route Utilisation Strategy, Network Rail, 2008.
6
Trip End Model Projections (TEMPRO), Department for Transport, 2008.
7
Atkins central case is based upon Network Rail’s constrained growth forecasts, and the high case on
unconstrained growth. Constrained growth takes account of the effects of crowding on demand.
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27
Includes trips
assumed to be
generated from
residential
developments
(GARUS growth
assumptions, 2007)

Barking Station Interchange
3.4 Future Compliance With LUL Station Planning Standards
3.4.1 Analysis of Congestion in 2021 (Assuming Current Layout)
Given the growth potential indicated by Section 3.3, Figures 3.5 and 3.6 indicate the potential
impact on passenger densities at the interchange in the year 2021.
In 2021 as a result of potential growth, the situation described at Section 2.3.1 (based on analysis
of passenger densities at the year 2006) will be worsened. The area in front of the gateline will
likely be in ‘very high conflict’ by the year 2021, during both the morning and evening peaks. This
means passengers will find it increasingly difficult to access to the platforms, and this will probably
deter some passenger from using the interchange.
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Barking Station Interchange
Gate-line
1 2 3 4
Gate-line
1 2 3 4
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Figure 3.5 – Morning Peak 2021
Figure 3.6 – Evening Peak 2021
> 3.25 m 2 per person – free circulation (A)
3.25 – 2.30 m 2 per person – Minor conflict (B)
29
5 6 7 8
5 6 7 8
2.30 – 1.39 m 2 per person – Some probability of conflict (C)
1.39 – 1.10 m 2 per person – High Conflict, Restricted walking (D)
< 1.10 m 2 per person – Very High conflict, Restricted walking (D)

Barking Station Interchange
3.4.2 Additional Capacity and Space Required for Compliance with LUL Standards
Overbridge
Given the high level of conflict expected for passengers using the overbridge at the year 2021 as
outlined at Section 3.4.1, Table 3.4 shows the width required in order to bring Barking station
overbridge within category B and C of London Underground guidelines i.e. minor conflict, and
some probability of conflict, respectively. The results indicate that an approximate doubling of the
overbridge width is required to achieve category B, and provide sufficient space for all station
users.
Table 3.4 – Width of Platforms’ Overbridge Required to Comply with LUL Standards on ‘Paid’ Side of
Barking Station
Year 2006 2016 2021
Required width to
achieve category B
‘Minor Conflict’
Required width for
category C ‘High
Probability of Conflict
* Width in metres.
Other Station Facilities
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9.7m 11.5m 11.7m
5.8m 6.9m 7.1m
Based on demand levels indicated by 2006 RODS data and LUL standards, 7 ticket gates are
required to cope with the current busiest period during the morning peak (assuming a standard
throughput of 25 passengers per minute for each gate). Assuming potential growth rates outlined
at Section 3.3, this requirement could increase to up to 9 gates to accommodate morning peak
period demand at the year 2021.
LUL standards require that 95% of passengers should wait no longer than 3 minutes for their
ticket. Detailed ticket sales data were unavailable to enable calculation of the required provision.
As a rule of thumb, the requirement for 9 ticket gates (above) can be used to broadly indicate
potential requirements for ticket windows and pay-on-foot machines i.e. the number of ticket gates
plus pay on foot machines, should equal 9, in order to cope with 2021 demand levels. Given that
many passengers in the morning and evening peak will be using season tickets (and hence will
queue less frequently than they use ticket gates) this provision probably errs on the side of
caution.
In order to comply with DDA legislation it would also be expected that a major refurbishment of a
key station would provide step-free access via lift to each platform.
Any redesign of the interchange will need to allocate adequate space for the existing staff areas
and facilities, which are currently adjacent to the overbridge.
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Barking Station Interchange
3.5 Buses
Given the existing issues for bus outlined at Sections 2.2 and 3.2; potential growth in interchange
users predicted at Section 3.3; and the planned interchange of East London Transit (ELT) at
Barking, space planning is required to allow for ‘layover’ space for buses. This will involve
allocation and reservation of space on the surrounding highways within walking distance of the
interchange, to enable buses to wait without disrupting the immediate station forecourt.
Additional analysis of bus services and facilities is to follow as the design develops – to cover the
following issues:
• ELT Plans
• Layover Requirements
• Space Planning Requirements
• Bus Stations
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Barking Station Interchange
4. Stakeholder Management
4.1 Introduction
A stakeholder workshop has been held on 14 th October 2008 to identify wider views on
requirements for development of the interchange. Table 4.1 shows the key stakeholders
consulted, together with key issues of interest. These issues have been considered in the
identification of opportunities at Section 5 of this report.
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Table 4.1 – Key Stakeholders
Stakeholder Issues of Interest Method of
Engagement
London Rail /
Overground
London Underground
Limited
London Buses
Major Projects
Interchange
Land Use Planning /
Borough Partnerships
PCO and walking /
cycling champions
Street Management
C2C Rail
Network Rail
Transport for London
Impact of interchange development on demand
and crowding levels for C2C, and East London
Line. Also impact of development on rail
operations.
Impact of interchange development on District
Line demand and crowding.
Stopping and waiting space, potential to
accommodate planned service frequencies
and ELT.
Coherence with wider transport schemes e.g.
ELT, LUL PPP, C2C upgrade.
Integration between modes e.g. rail, bus and
ELT.
Land availability, acquisition and usage.
Provision of high-quality public real, cycle
parking and cycle lanes.
Potential impacts of any potential traffic
diversion, and street furniture.
Other stakeholders
Impact of interchange development on C2C
demand and crowding levels.
Land acquisition / ownership, infrastructure
development, and impact of development on
rail operations.
32
Stakeholder
management
group, and
telephone
discussions as
required.
Stakeholder
management
group, and
telephone
discussions as
required.

Barking Station Interchange
4.2 Transport Inception Meeting
The following sub-sections summarise the key points raised by stakeholders at the transport
inception meeting held on the 14 th October 2008.
4.2.1 TfL Transit
4.2.2 C2C Rail
• The need for standing space given termination of ELT at Barking;
• Imminent planning applications should be considered by transport planning work, to include
associated timescales, quanta, and negotiations regarding commitments to ELT; and
• Presentations to the steering group are planned at the end of each stage of the programme,
with transport discussion focussed on those with a direct transport interest.
• Gateline data are being checked for robustness;
• Satisfaction has been noted with consideration of internal interchange movements and
problems outside station in evening peak;
• Operators will be consulted on revenue issues e.g. retail concessions and ungated stations;
• Transfer to the Oyster system will decrease the requirements for LUL ticket windows. This
might be matched by National Rail move to smart card ticketing through re-franchising
resulting in opportunities to reduce the amount of space for staffed windows;
• Direct access to the gateline is preferred to reduce conflicting movements, given that most
passengers already have tickets and oyster cards;
• The potential for restrictions and decisions regarding the extent of station works requires
clarification, particularly with regard to difficulties in developing over tracks;
• With regard to formal 'consent' for removal / reduction / alteration of station retail facilities,
'formal' consent is not needed – however, the master plan needs to identify what is proposed
and its acceptability to Network Rail and C2C; and
• Franchise extension timescales are likely to be known before the end of 2008, with the
extension in place for end of 2011 through to 2013. A potential change in ownership is
unlikely to affect the master planning work.
4.2.3 TfL Land Use Planning (Borough Partnerships)
• Accident data will be obtained from LRAB to inform analysis and design; and
• The Legible London initiative will be considered in the ongoing development of the master
plan.
4.2.4 TfL Interchange
• It is noted that general focus may be shifting to outer London Metropolitan Centres, of which
Barking is arguably one; and
• Interchange Best Practice Guidelines are being revised and re-published in December with a
web-based portal facility, these will be considered in the ongoing development of the master
plan.
4.2.5 London Borough of Barking and Dagenham
• LBBD registered strong support that cycling should be an important feature in the master
plan.
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Barking Station Interchange
5. Summary of Constraints and
Opportunities
The information presented in the previous sections of this report has been considered as a whole
to identify constraints and opportunities for interchange development, particularly in light of
expected future demand growth – this section summarises Atkins’s conclusions.
5.1 Highways, Traffic and Infrastructure
5.1.1 Constraints
Infrastructure, highways and traffic are currently constrained as follows:
• During the period of 0700 – 1000 hours, a total of 69 vehicles were observed turning left
(towards Longbridge Road/Northern Relief Road roundabout) out of Wakering Road, with 75
turning right (towards the town centre). On site observations show that these movements are
mainly private cars dropping off pedestrians who are heading for the station building;
• Any future plans to reorganise and amend the space outside of the entrance to Barking
station need to consider traffic using Station Parade as their only means of access;
• There is little cycle traffic, which perhaps reflects the lack of true dedicated cycle lanes and
secure parking facilities. Indeed, passenger surveys indicate that few journeys to the station
are by car, which suggests much traffic is town-centre through traffic;
• A small number of Heavy Vehicles also block traffic when turning – narrow highways
exacerbate this;
• The need to maintain through use of Station Parade/Cambridge Rd/London Road for buses
and taxis;
• It is likely that there is sufficient capacity for minor redevelopment to the station building and
the parade of shops and access road, east side of Station Parade. However, it is
recommended that the latest Bridge Structure Assessments are obtained or independent
assessments undertaken to determine if there is available spare capacity to support any
proposed redevelopment;
• The need to access to Vicarage Fields car park and service yard from Station Parade; and
• The need to accommodate drop-off and pick-up for general traffic.
5.1.2 Opportunities
Based on consideration by Atkins subject matter experts, the following opportunities exist to
enhance infrastructure surrounding the interchange:
• If through traffic were reduced through diversion, this would ease interchange by bus and taxi
at the station, improve pedestrian safety and encourage cycling;
• Reduce traffic on Station Parade by restricting through route for general traffic;
• Development proposals are not fixed at this stage, and as such there is the opportunity to
influence their form and layout;
• Improve/amend junctions that access town centre from Northern Relief Road;
• Create new access points to the station for bus, pedestrians and taxis, linking the larger
schemes to the north-east of the station building; and
• Provide secure cycle parking and dedicated cycle routes.
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Barking Station Interchange
5.2 Public Transport Interchange
5.2.1 Constraints
The major constraints are:
• BODS ‘next mode’ data indicate that stops K, L and N are most important for rail interchange:
o Accommodating over 1,000 passengers in the evening peak for interchange;
o Canning Town and Thames View Estate to the south;
o Romford and Ilford to the north;
• At least 3,000 passengers board and alight in evening peak;
• There is a high proportion of buses which travel along Station Approach, accounting for
approximately 27% of all traffic. This is to be expected given the location of bus stops and
the route patterns in that area. Stops are scattered around interchange and this could make
them difficult to find when interchanging;
• The existing bus interchange is currently located in the same place as the taxi rank - this
increases conflicted movement and creates a poor perception of the interchange and the
surrounding area;
• ELT also is expected to interchange with Barking, increasing the level of bus traffic and
interchange; and
• A large amount of street furniture restricts free movement in and out of the station – please
also refer to Intelligent Space’s Pedestrian Planning Report 8 .
It should be noted that the District Line is also a key feeder for National Rail trips e.g. from
Dagenham Heathway, and any future interchange development needs to take account of this.
5.2.2 Opportunities
Given limitations on space in the area surrounding the station, the following are potential solutions
to minimise the space required for and disruption caused by buses:
• Restructure the bus network following implementation of ELT;
• Bus stands located more uniformly adjacent to the station, potentially utilising the ‘dynamic’
principal of allocation although this requires considerable feasibility work and may not be
possible given the high scheduled frequencies; and
• Dedicated ‘layover’ space for waiting buses in the surrounding highway network.
5.3 Station Layout and Passenger Movement
5.3.1 Constraints
Analysis of passenger densities in the peak periods indicates that there is currently high pressure
and conflict on the overbridge and paid side of the concourse. The area in front of the gate line is
most congested; this experiences flows between platforms and station entrances and exits. This
situation is expect to worsen to the point of severity, given that several factors are expected to
increase throughput by 15% between 2006 and 2016, and 17% by 2021:
• Up to 2,000 additional trips via Barking interchange per day could be generated by
developments such as Barking Riverside, focused mainly on the morning and evening peak
periods; and
• Planned future schemes will further increase demand at the interchange e.g. ELT and C2C
upgrades.
8 Pedestrian Planning, Intelligent Space, 2008.
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Barking Station Interchange
Exacerbating the impact of potential demand growth, concourse ticket machines currently block
the ticket-gates, and the retail concession blocks the main concourse area. The entrances to the
concourse, either side of the concession are also small. This restricts access and egress from the
station, and movement within the concourse significantly.
Furthermore, the station is not currently compliant with the Disability Discrimination Act (DDA),
given the provision of only 1 lift to the platforms.
Any redevelopment would also need to make provision for the potential relocation of the existing
staff areas adjacent to the overbridge.
5.3.2 Opportunities
The calculations contained in this report indicate that an approximate doubling of the overbridge
width is required to achieve a level of conflict deemed acceptable in terms of LUL station planning
standards.
Removal of street furniture, relocation of the retail concession at nearby planned developments,
and opening up of the station frontage would provide more free movement in and out of the
concourse. Relocation of ticket machines away from the gateline would also improve movement.
Compliance with the DDA would be critical to obtain wider funding sources – as such the provision
of more lifts should be considered, together with a review of general accessibility e.g. ramps and
staircases.
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Barking Station Interchange
6. Outline Requirements
The following section outlines indicative requirements for the interchange design, which have
been drawn from the opportunities and constraints identified at Section 5. These requirements
are subject to change and revision as work progresses with the design team.
6.1 Space Planning
Space planning is required for movement from the station entrance to platforms:
• Currently approximately 14,500 passenger movements in morning peak;
• Assuming growth rates from GARUS, potentially up to 19,000 by the year 2021;
• A growing number of conflicting rail-to-rail interchange movements, particularly in the evening
peak, which increases the space requirement; and
• As a broad indication of overall space capacity requirements, the calculations contained in
this report indicate that an approximate doubling of the overbridge width is required to
achieve a level of conflict (on the paid side of the concourse) deemed acceptable in terms of
LUL station planning standards, assuming potential demand for the year 2021.
6.2 Station Facilities
Station facilities require development as follows:
• Based on demand levels indicated by 2006 RODS data and LUL standards, 7 ticket gates are
required to cope with the current busiest period during the morning peak (assuming a
standard throughput of 25 passengers per minute for each gate). Assuming potential growth
rates outlined at Section 3.3, this requirement could increase to up to 9 gates to
accommodate morning peak period demand at the year 2021;
• LUL standards require that 95% of passengers should wait no longer than 3 minutes for their
ticket. Detailed ticket sales data were unavailable to enable calculation of the required
provision. As a rule of thumb, the number of ticket windows plus pay on foot machines
required, should equal 9 (see gateline assumptions above), in order to cope with 2021
demand levels;
• In order to comply with DDA legislation it would be expected that a major refurbishment of a
key station would provide step-free access via lift to each platform; and
• Any redesign of the interchange will need to allocate adequate space for the existing staff
areas and facilities, which are currently adjacent to the overbridge.
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Barking Station Interchange
6.3 Other Infrastructure Requirements
Other infrastructure requires development as follows:
• High-quality and capacity pedestrian routes and crossings should be provided on key desire
lines leading to the station;
• Improve/amend junctions that access town centre from Northern Relief Road; and
• Create new access points to the station for bus, pedestrians and taxis, linking the larger
schemes to the north-east of the station building.
Intelligent Space have also produced a pedestrian planning report, and the reader is referred to
this for additional requirements.
It is likely that there is sufficient capacity for minor redevelopment to the station building and the
parade of shops and access road, east side of Station Parade. However, it is recommended that
the latest Bridge Structure Assessments are obtained or independent assessments undertaken to
determine if there is available spare capacity to support any proposed redevelopment.
6.4 Bus Interchange
Development of bus facilities is required as follows:
• There is a need to provide up to 10 stops (at least the current provision as discussed at
Section 2.2.2), and relocate these more uniformly adjacent to the interchange. Dynamic
stand allocation could reduce this requirement, however ELT will require dedicated stops;
• Significant space is required for waiting bus passengers e.g. for an indicative 1,000
passengers in the peak period at stops K, L, and N (quantities will follow additional analysis
of bus services to follow);
• There is potential for growth in numbers of buses given the planned public transport schemes
outlined in this report e.g. ELT and Thames Gateway Bridge. This may account for up to an
additional 900 trips per morning peak period interchanging between rail and bus at Barking
station (see Section 3.2.2); and
• Dedicated ‘layover’ space is required for waiting buses in the surrounding highway network,
to avoid disruption to traffic – the quantum of this provision should take account of the above
potential growth in bus numbers and patronage.
6.5 Other Modes
Development of taxi, cycle and car facilities is required as follows:
• The taxi rank requires separation from the bus interchange. The quantum of provision for
waiting taxi space will be proportional to objectives for mode-shift from car to soft modes such
as walking and cycling i.e. the fewer taxi spaces provided, the greater the likelihood of travel
to the station via soft modes;
• Provision of secure cycle parking and dedicated cycle routes to the station from the
surrounding highway network. The quantum of this provision will be proportional to
objectives for mode shift to cycling i.e. the greater the quantity and quality of facilities
provided, the greater the likelihood of travel to station by cycle; and
• A dedicated pick-up and drop off area is recommended for car users – however, it should be
noted that as with taxi and cycling, the quantum of the provision will be directly proportional to
objectives for mode-share for travel to the interchange.
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Barking Station Interchange
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Barking Station Interchange
APPENDIX
Transport Surveys
Barking Station Interchange Study
March 2008
Notice
This report was produced by Atkins Ltd for Thames Gateway Development Corporation for the specific
purpose of the Barking Station Interchange Study.
This report may not be used by any person other than Thames Gateway Development Corporation without
Thames Gateway Development Corporation's express permission. In any event, Atkins accepts no liability
for any costs, liabilities or losses arising as a result of the use of or reliance upon the contents of this report
by any person other than Thames Gateway Development Corporation.
Document History
JOB NUMBER: 5064085 DOCUMENT REF: Draft Final report March 2008
.doc
3 Draft Final AF RB 17/03/08
2 Draft AF 04/03/08
1 Draft AF 15/02/08
Revision Purpose Description Originated Checked Reviewed Authorised Date
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Barking Station Interchange
Contents
Section Page
1. Introduction 42
2. Passenger Survey Analysis 44
3. BODS Data 53
4. RODS Data 56
5. Conclusions 59
List of Tables
Table 2.1 – Interview Responses From Each Platform 44
Table 2.2 – Bus Services used to access Barking Station and Related Information 49
Table 2.3 – Bus Services used for onward journey from Barking Station 52
Table 3.1 – Passenger Count from BODS 54
Table 3.2 – BODS Next Mode Data – Alighters from Bus 55
Table 3.3 – BODS Next Mode Data – Boarders to Bus 55
List of Figures
Figure 1.1 – Layout of Barking Station 42
Figure 2.1 – Interview Responses From Each Platform by Time of Day 44
Figure 2.2 – Origin Purpose 45
Figure 2.3 - Mode of Travel from Origin 46
Figure 2.4 – Local Bus services 48
Figure 2.5 – Destination Purpose 50
Figure 2.6 – Mode of Travel to Destination 51
Figure 3.1 - Location of Bus Stops Analysed 54
Figure 4.1 – Entry and Exits throughout the Day 56
Figure 4.2 – Destination of Station Entries 57
Figure 4.3 – Exits by Time 58
Appendices
Appendix A - Survey Results in Graphical Format 60
Appendix B - Survey Proforma 80
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Barking Station Interchange
1. Introduction
Background
Barking is a suburban town approximately 10 miles east of central London. It is the main district of
the London Borough of Barking and Dagenham and an important retail and commercial centre.
The town is situated north of the A13 road and east of the River Roding near its confluence with
the River Thames in East London. The A406 North Circular Road runs parallel to the Roding, and
access to the town centre is via its junction with the A124.
Barking station is a local transport hub and is served by the London Underground, London
Overground, National Rail operator C2C and many London Bus routes. The east of Barking is
served by Upney tube station, both of which are in zone 4 of the TfL London fare zones.
Atkins is part of the team awarded the contract to undertake the Barking Station Interchange
Masterplan; a study looking at how best to upgrade the areas around Barking station to take into
account current and future predicted growth in passenger numbers.
Figure 1.1 illustrates the existing layout of Barking Station together with the service using each
platform. This will be referred to throughout the report.
Purpose
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Figure 1.1 – Layout of Barking Station
Atkins undertook surveys and obtained data from various sources in order to build up a picture of
the current usage of the station and its hinterland, and how people use it. Particular attention was
paid to the levels of interchange that occur at Barking, in order for to inform the design process for
the Masterplan.
Transport for London (TfL) was the main source of existing public transport data. We obtained Bus
Origin Destination Survey (BODS) and Rolling Origin Destination Survey (RODS). We have also
requested gate line data for Barking station, but have not, to date, received this. Other surveys
42

Barking Station Interchange
were undertaken by colleagues and these were designed to look at Pedestrian movements and
traffic counts.
Structure
Analysis of this information is contained in the following chapters.
Chapter two contains the analysis of the passenger survey undertaken, followed by analysis of
BODS and RODS data in chapters three and four respectively. Our main conclusions are in
chapter five.
Two appendices have been included in this report, in which we provide a copy of the survey
proforma used, and a further, graphical, breakdown of the results received.
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Barking Station Interchange
2. Passenger Survey Analysis
Introduction
Passenger interview surveys were conducted on Tuesday 5 th February 2008 to elicit platform use
and how passengers travel to and from Barking Station and their journey origins and destinations.
A total of 543 responses were obtained from the 8 platforms at the station between the hours of
07.00 and 13.00 including, therefore, the AM peak. The distribution of these responses is
illustrated in Table 2.1 and in the graph in Figure 2.1.
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Table 2.1 – Interview Responses From Each Platform
44
Platform
1 2 3 4 5 6 7 8
Number of Interviews 90 47 26 74 85 102 70 49
No. Interviews
60
50
40
30
20
10
0
Entry Analysis
Figure 2.1 – Interview Responses From Each Platform by Time of Day
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 8
Platform 7
Platform 6
Platform 5
Platform 4
Platform 3
Platform 2
Platform 1
The survey demonstrates that most responses were received on platforms are 6, 1 and 5, and the
fewest on platform 3. Platforms 5 and 6 serve the District Line and C2C London bound services. It
is expected, therefore, that these would be busiest during the AM peak period. Platform 3 is
served by the Hammersmith & City line, which is used by relatively few passengers compared to
the District and National Rail.
The Gospel Oak line plays an important role, as demonstrated by the number of responses
received on Platform one. Figure 2.1 also indicates that the loadings are relatively steady
throughout the day, with similar numbers of responses being obtained at 0800, 1130 and 1230. It
is important to remember the role this line plays in any redevelopment of the station.
Overall it is easy to pick out the peak period for travel in the morning, between 07:30 and 09:00.
However, Figure 2.1 demonstrates that each individual platform has its own peak. Usage of
Platforms 1, 7 and 8 correspond with the general overall trend, and are busiest during the 07:30-

Barking Station Interchange
09:00 90 minute peak period. Platforms 5 and 6 however are busier later on in the morning from
11:00 onwards.
Where suitable the survey data has been analysed by Platform. The graphs are provided in
Appendix 1 and the main findings bought out in this chapter.
Survey Demographic
Overall 241 women and 301 men undertook the survey. Almost two thirds of respondents were
aged between 21 and 50. Increasing the age range, almost 75% are of working age, with the
under 20s making up the majority of the remaining. Approximately 10% of those surveyed were
over 60.
These figures link in with what could be expected for a London suburb; high levels of workers
using public transport, but with a meaningful level of people outside this group using the services.
Passenger Access
The first part of the survey sought to understand the origins of the journey that had been made by
the respondent. This involved asking questions to obtain origin postcode, origin purpose, and
mode of travel from origin.
Over 80% of the respondents had come to Barking station from their home. Again, considering
this survey was of the AM peak, and the largely residential nature of the area, this is to be
expected. A further 10% travelled from a place of work, with the remaining equally split from other
origins.
For almost every respondent, a full postcode was obtained providing the location of where their
journey began. These postcodes were given coordinates and have been plotted using GIS
software.
The origin postcode information has been combined with the description of the purpose of that
origin provided by the respondent. Figure 2.2 illustrates the distribution of the origins and origin
purpose of those using Barking Station on the survey day
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Figure 2.2 – Origin Purpose
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Barking Station Interchange
The plot clearly shows, as could be expected, that the majority of people who use Barking station
originate in the surrounding area. The map also shows us that the majority of people travel to the
station straight from their homes (red). People do travel from further afield, however, with the
sphere of influence stretching across London. The map shows us that people travel further from
Romford, Hornchurch and Wanstead to use Barking station, even though closer alternatives are
available. Other people originated their journeys in the City of London and around Tottenham and
Walthamstow.
The data was also split by each of the 8 platforms (graphs available in appendix 1). As expected
until about 1030 almost all the people are travelling from their homes. After 10:30 the survey
begins to pick up variation in the origin purpose and there are small proportions of those that have
come to Barking Station having been somewhere related to work, shopping or social / recreation /
sport.
The platforms with the widest variation in the origin were Platforms 1 and 7. Both these platforms
serve areas away from central London. One could assume, therefore, that there would be more
variety is the journey purposes.
Mode of Travel from Origin
In terms of mode used to reach the station, both walking and bus accounted for around a third
each of all responses. Those travelling by rail (both tube and heavy rail) make up most of the
remaining, although about 5% of people accessed the station by car (either as driver or
passenger). This tells us that during the master planning process, car users are not as important
as public transport and walking. Only one respondent cycled to the station.
Figure 2.3 illustrates the distribution of the origins and mode of travel for those accessing Barking
Station on the survey day
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Figure 2.3 – Mode of Travel from Origin
46

Barking Station Interchange
Again the plot shows us the concentration of people in the areas immediately surrounding the
station. It also highlights that most people use public transport to get to the station, with those
walking (as would be expected) being the closet. Bus (red) and walking (pink) clearly dominate,
with underground (blue) being significant further away. Most of those who travelled by car (yellow)
appear to come from northeast of the station. The national rail journeys are more widespread,
confirming the wider area served.
The majority of those accessing Barking Station to use Platform 1 do so via rail – both National
Rail and the underground. It is interesting to note the decline in those that walk to Barking Station
to use Platform 2 after 10:00. The main mode of transport for those using this platform is the
underground. There is no car use for access at all which could be expected as they serve areas
of low car ownership.
There is no dominant mode by which people travel to use Barking Station and use Platform 3,
likewise on Platform 7 the mode of access is fairly evenly distributed between those that walk, and
those that travel by bus or National Rail, and on Platform 6 access is predominantly by bus or on
foot.
The predominant mode of travel to Barking Station for those using Platform 4 is the underground
followed by bus.
There is a higher proportion of those that walk to the station using Platform 5 than any other
mode; however, the highest proportion of those that walk to the station is amongst those that use
Platform 8.
Bus Use
10 bus routes pass Barking station (5, 62, 169, 179, 238, 287, 366, 368, 369, 387). Figure 2.4
shows a map of these and Table 2.2 below summarises the information. 9
9 Both the map and summary table are copyright of TfL and sourced from their website – www.tfl.gov.uk
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Figure 2.4 – Local Bus services
The proportions of those reaching Barking Station by bus and on foot are very similar, and
combined account for 57% of trips made to the station.
For those that said they had accessed Barking Station by bus they were also asked to provide the
service number they had used and the bus stop at which they alighted. Analysis of these service
numbers suggests a broad range of bus services used to access the station. These are listed,
with the number of respondents using that service, in Table 2.2. Some respondents gave bus
service numbers that do not service Barking. These have not been included in Table 2.2.
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Barking Station Interchange
Table 2.2 – Bus Services used to access Barking Station and Related Information
Bus Service Towards Bus stops served No.
Respondents
5
62
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Canning Town C, F, N, WS, Z
Romford E, EB, K, P
Gascoigne Estate B, C, H, WB
Marks Gate A, E, EB, K, S, X, Y
169 Clayhall D, L, Q 7
179 Chingford D, L, Q 8
238 Stratford C, F, N, Z 4
287 Rainham B, C, H, U, V 2
366
368
369
387
Cyprus C, F, N, R, Z
Redbridge E, L, P, Q
Chadwell Heath B, C, H, U, V
Harts Lane Estate A, D, K, S, W, Y
Ilford A, D, L, Q, S, W, Y
Thames View Estate B, C, H, R, U, V
Barking Reach B, C, H, U, V, WB
Little Heath A, E, EB, K, S, W, Y
These figures clearly show that route 5 and 369 are the most utilised. If the Masterplan suggests
moving the bus stops, it is important to ensure that sufficient space is available for those people
waiting so that they do not impede with pedestrians.
Rail Use
Underground
Over 20% of respondents stated that they accessed the Barking Station via the underground. For
those that stated that this had been their mode of transport, they were also asked from which
underground station their journey began. These responses are tabulated in the appendix but
cover a variety of stations across the Underground network, including Beaconsfield, Heathrow,
Wimbledon and West Hampstead.
National Rail
15% of respondents stated that they accessed the station from another National Rail station.
Again these have been tabulated and are included in the appendix. The majority of stations were
within East London and Essex, however, they cover the whole of the southeast. One passenger
travelled from Wakefield in Yorkshire, which shows that Barking is a national destination.
Other Modes
Only 5% of the sample accessed the station by car, either as a driver or passenger. This could be
reflective of the difficulty in driving, especially during peak hours, in London, linked with the lack of
formal dropping waiting areas for cars. Although there are a number of Car Parks in the local area,
the tariffs are designed to dissuade long term parking. Another explanation is the good level of
public transport in London.
Only one person interviewed said they accessed Barking Station on their bike. Despite a formal
cycle route going past the station, due to the lack of facilities this is perhaps not surprising. There
is also a restriction on taking a bike on the Underground’s District and Hammersmith & City lines
during the peaks.
49
42
10
9
5
33
16

Barking Station Interchange
Egress Analysis
The survey questioned by what mode people would leave Barking Station and to what purpose
they were travelling.
Just over half of those surveyed were travelling for work purposes; including to get to their main
place of work. Other major destination groups included home, education and sport and recreation.
Shopping was another important destination – on the day of the survey Barking market was taking
place.
Egress Mode
As would be expected 90% of respondent said they were leaving the station using rail based
forms of transport; with national rail taking 2/3 of these. 8% were leaving the station on foot and a
further 2% by bus. One respondent mentioned they’d use a taxi. These figures confirm the
importance of public transport, with the low results for bus probably due to the difficulties in
surveying people as they exit the station.
Destination Purpose
The final destination postcode information has been combined with the description provided for
the journey purpose being made from Barking Station. Figure 2.5 illustrates the distribution of
destinations and the destination purpose of those using the station on the survey day.
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Figure 2.5 – Destination Purpose
The map above clearly shows a concentration along the railway lines that serve Barking station,
and also that the majority of those people surveyed were travelling for work related purposes
(yellow). This is backed up by the concentrations in the large employment areas of the City and
West End of London. There is a wider spread of destinations compared to origins. A possible
explanation for this is that the surveys were carried out during the morning. If similar interviews
were undertaken during the evening peak, we would expect many people to be returning to their
homes that are located close to Barking station.
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Barking Station Interchange
One of the most widespread of journey purposes is for education. Some people travel as far as
Camberwell, Camden and Edmonton to attend school or college.
Mode of Travel to Destination
The destination postcode information has been combined with the description of the mode of
travel to the final destination provided by the respondent. Figure 2.8 illustrates the distribution of
destinations and mode of travel for those leaving Barking Station on the survey day.
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Figure 2.6 – Mode of Travel to Destination
The map above appears to show that National rail (green) is the more dominant mode from
Barking station. National Rail serves a much wider area compared to the Underground and this is
a potential explanation. It is clear to see that those passengers travelling by Underground (blue)
clearly do not travel as far as they more closely follow the underground network, with destination
largely concentrated with the centre of London. Bus travel (red) is fairly equally spread out from
the station, whereas those walking appear to be concentrated towards the north and northeast.
The data was analysed by platform (graphs in appendix). Platform 3 had the most variety,
however rail or underground dominated depending on the platform (see figure 1.1).
Bus Use
Of those surveyed, 10 people said they would be leaving Barking Station by bus. These people
were asked which bus service they would use for their onward journey and from which bus stop
they would be catching this service. The service numbers are listed, with the number of
respondents using that service, in Table 2.5. Route maps and summary bus stop information are
shown in figure 2.4 and table 2.2 above.
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Barking Station Interchange
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Table 2.3 – Bus Services used for onward journey from Barking Station
Bus Service No. Respondents
5 4
169 1
179 1
287 1
366 1
368 1
369 1
Once again, bus route 5 is the dominant, accounting for 40% of those surveyed.
Underground Use
29% of respondents stated that they would be leaving Barking Station via the underground. For
those that stated that this would be their mode of transport, they were also asked to which
underground station they were travelling to. The table is included in the appendix; however, they
represent the whole of the network including Heathrow, Tooting and South Kensington.
National Rail Use
61% of respondents stated that they would leave Barking station via National Rail. Again these
were all in the London and southeast area, and mainly along the C2C or Gospel Oak lines. The
furthest being St Albans and Norwood Junction.
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Barking Station Interchange
3. BODS Data
Introduction
Bus Origin and Destination Survey (BODS) is, as it says, data on bus journeys made within
London. It is held by TfL on a database, which when interrogated, produces spreadsheets for
each bus stop on the selected route. The bus stops we studied are shown in figure 3.1 below.
10 bus routes pass Barking station (5, 62, 169, 179, 238, 287, 366, 368, 369, 387). The BODS
data allow us to build up a picture of bus users and if they change onto other modes. A TfL map is
shown in figure 2.4 above.
Data for all boarding and alighting passengers who answered that they were travelling to or from
the Underground as well as for those who provided no answer on their previous or next mode of
travel were extracted from the BODS data base.
Two points should be noted about BODS:
• The survey is undertaken on each route once every 5 years. Given recent growth in bus
patronage, there is a time lag factor to the BODS data which may result in inaccuracy;
factoring BODS values to current year values using data from on-bus ticket machines
(BREMS) has therefore been carried out. In the case of the routes serving Barking, the dates
of the analysis vary from 2002 to 2007. We have identified the week and year of the BODS
survey and the equivalent week in 2007. We have then calculated a factor for each route to
gain 2007 values using an average value for the six week period around each week of the
survey.
• The total boarding and alighting figures in BODS are quite accurate. However, data for mode
of access and egress are derived from the self-completion element of the survey. Hence
these figures require ‘grossing up’, and should be regarded as estimates.
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Barking Station Interchange
BODS Analysis
Passenger Counts
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Figure 3.1 – Location of Bus Stops Analysed
Count data was obtained for the above stops. This was then split across the day into the following
time periods:
• 0700 – 1000
• 1000 – 1300
• 1300 – 1600
• 1600 – 1900
Table 3.1 – Passenger Count from BODS
Time Stop C Stop D Stop E Stop H Stop K Stop L Stop N
B A B A B A B A B A B A B A
0700 - 1000 374 266 221 347 528 324 99 416 494 511 338 437 379 1301
1000 - 1300 314 185 349 234 420 427 133 230 586 388 418 144 367 710
1300 - 1600 398 210 302 175 488 517 248 421 833 276 589 77 425 556
1600 - 1900 354 153 338 156 420 333 220 199 1014 293 1080 113 473 361
ALL DAY 1440 814 1210 912 1856 1601 700 1266 2927 1468 2425 771 1644 2928
B = Boarders, A = Alighters
The table above shows the numbers of passengers boarding and alighting at various bus stops in
the vicinity of the station for differing time periods. The busiest stop, N, is opposite the station
entrance and close to Vicarage Fields. There are almost 4500 people using this stop, closely
followed by stop K, which is on the other side of the road directly outside the station entrance. This
stop must be considered the most important In terms of interchange.
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Barking Station Interchange
The cells highlighted show where the counts are over 1000 people. It will be important to consider
this during the Masterplan design phase because if sufficient space must be available for waiting
passengers so that they do not effect other users or cause any delays to the bus services. This
will be especially true during the evening peak, as the figures show that over 2000 people are
boarding buses during this period. Stop K is currently located directly outside the station. Any
crowding here could cause congestion of the pavement and station concourse.
Next Mode Data
We have also obtained ‘next mode’ data from BODS. This data, as expected, reveals the next
mode of the passenger once they’ve alighted the bus. The table below summarises this
information.
Bus
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Table 3.2 – BODS Next Mode Data – Alighters from Bus
Stop C Stop D Stop E Stop H Stop K Stop L Stop N
Rail
Tube
Bus
Rail
Tube
Bus
Rail
Tube
55
Bus
AM 146 14 9 61 2 6 155 9 19 100 31 99 114 41 83 59 35 55 140 66 112
IP 142 2 15 161 7 4 153 4 25 128 21 113 130 54 200 99 44 140 248 32 101
PM 91 2 10 38 2 3 65 4 25 64 58 235 26 107 288 61 68 167 96 23 55
AM
IP
PM
Bus
Rail
Tube
Bus
Rail
Table 3.3 – BODS Next Mode Data – Boarders to Bus
Stop C Stop D Stop E Stop H Stop K Stop L Stop N
Rail
Tube
Bus
Rail
Tube
Bus
Rail
Tube
Bus
Rail
36 2 9 117 25 62 79 18 7 143 112 268 45 54 178 16 83 252 139 280 522
78 0 19 79 1 22 181 10 28 166 55 143 107 56 127 29 7 118 251 73 272
12 0 0 32 4 16 89 10 28 70 24 71 40 16 48 24 12 34 83 37 74
These figures show, as expected that there are high numbers of people travelling by bus to
access the station. Bus stop N is, again, the busiest with over 2600 people using it a day, followed
by H, K and L. All these stops are the closest to the station. The figures also imply there are high
levels of bus to bus transfer occurring at Barking station.
Tube
Bus
Rail
Tube
Tube
Bus
Bus
Rail
Rail
Tube
Tube
Bus
Bus
Rail
Rail
Tube
Tube

Barking Station Interchange
4. RODS Data
Introduction
The Rolling Origin Destination Survey data (RODS) is the rail equivalent of BODS, and is held by
London Underground. RODS data is supplied as a spreadsheet and provides information and
numbers on the split of passengers passing from the ticket hall to each of the platforms, and from
each of the platforms to the exit.
The data is also able to provide an indication on interchange as it provides platform to platform
figures.
Analysis
Figure 4.1 shows the total numbers of people entering and exiting Barking station, split into 15
minute segments throughout the day, together with the totals. The AM and PM peaks are clear
and confirms that Barking is an important commuting station. As is normal the evening peak lasts
longer than that in the morning.
The RODS data shows that, in total 50, 325 people use Barking station every day. This is broken
down by 19,800 entering the station, 16981 leaving and 13,544 interchanging.
The evening peak figures also provide an indication of the size requirements for Barking. Between
1700 and 1715 the peak PM entries are reached, together with a large number of Exits. The peak
exit time is between 1815 and 1830.
In any situation two way flows are more complicated to manage, and sufficient space must be
allowed in the concourse and walkways to allow for these volumes. Whilst this is also an issue
during the AM peaks, the levels of two way flows are much further apart.
1600
1400
1200
1000
800
600
400
200
0
0500-0515
0600-0615
0700-0715
0800-0815
0900-0915
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Figure 4.1 – Entry and Exits throughout the Day
1000-1015
1100-1115
1200-1215
1300-1315
1400-1415
56
1500-1515
1600-1615
1700-1715
1800-1815
1900-1915
2000-2015
2100-2115
2200-2215
ENTRY TOTAL
EXITS TOTAL
TOTAL
2300-2315
0000-0015
0100-0115

Barking Station Interchange
5000
4500
4000
3500
3000
2500
2000
1500
1000
500
0
Entries
Figure 4.2 summarises this information by time period for station entries. The dominance of the
District line is clear in this figure, especially westbound during the AM peak period, and eastbound
in the PM peak. The westbound platform accounting for over 4,500 people during the AM peak. In
total, according to the RODS data, the London bound District line accounts for 58% of all entries
into Barking station
Platform 5 (C2C to London) also shows considerable numbers during the AM peak and midday
period, but these fall off towards the end of the day.
Barking station is clearly ‘London focussed’ in direction, which is important for platform space
requirements. The westbound platforms will require more space because there is a greater ‘dwell’
on the platform as passengers wait to board a train. Whilst passenger flows from the eastbound
platform in the PM peak are almost as high, fewer passengers are dwelling on the platform. It
should be noted, however, that platform space is not considered to be a particular issue.
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Figure 4.2 – Destination of Station Entries
Early AM peak Midday PM Peak Evening Late
57
PLATFORM 7 AND 8
PLATFORM 5
PLATFORM 4
GOSPEL OAK
HAMMERSMITH & CITY
DISTRICT Eastbound
DISTRICT Westbound

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Exits
300
250
200
150
100
50
0
0500-0515
0545-0600
0630-0645
0715-0730
0800-0815
0845-0900
0930-0945
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Figure 4.3 – Exits by Time
58
PLATFORM 7 AND 8
PLATFORM 5
PLATFORM 4
GOSPEL OAK
HAM M ERSM ITH & CITY
DISTRICT Eastbound
DISTRICT Westbound
1015-1030
1100-1115
1145-1200
1230-1245
1315-1330
1400-1415
1445-1500
1530-1545
1615-1630
1700-1715
1745-1800
1830-1845
1915-1930
2000-2015
2045-2100
2130-2145
2215-2230
2300-2315
2345-0000
0030-0045
0115-0130
Figure 4.2 shows us that exits from Barking station are mainly in evening peak period; with the
District line, again, being dominant. The peak time appears to be between 1800 and 1900, after
which the number of passengers begin to tail off. The diagram also shows us that Barking is an
important regional employment centre, as there is another, albeit much smaller, peak during the
am peak period.
Modal Interchange
Barking station is an important interchange between National Rail and London Underground. It is
the terminus of the Gospel Oak London Overground Line and the Hammersmith & City Tube line,
and is also an important stop for the C2C national rail services to Fenchurch Street and Southend,
and the District Line.
These graphs reinforce the importance of London as a destination, together with an indication as
to how people make their journeys. It appears that Barking is one of the main transfer points
between tube and heavy rail. The highest number of people transferring is from the C2C service
from London to the eastbound District line during the PM peak. Reasons for this could be the
quicker journey times between London and Barking together with the lack of rail stations served
by C2C between Barking and Upminster despite it being a relatively large housing area.
Given the level of service compared to other routes, there are significant numbers of people who
transfer from the District Eastbound onto the Gospel Oak service. After Fenchurch Street, the
Gospel Oak services account for the vast majority, including almost all during the evening. There
are also relatively high numbers transferring off C2C London-bound services onto this line during
the PM peak.
Graphs for interchange at each platform are included in the appendix.

Barking Station Interchange
5. Conclusions
Following the analysis of all the data available to us the following conclusions can be reached.
It is clear that Barking is a London Focussed station. It has relatively widespread access to central
and northeast London and south Essex. Related to this the figures show that the District line is, by
far, the dominant service in Barking.
Figure 4.1 shows that during the am peak, according to the RODS data provided, that
approximately 4500 people use the westbound District line from Barking. The figures for the
national rail platforms for London account for approximately 1100 during the same period. There is
a similar ratio throughout the day, and for eastbound journeys during the evening peak.
It was also noticeable that the evening peak appears to be more widely spread in Barking than the
morning one. This is shown in figure 4.5 above.
There are also high levels of interchange to and from the other services to the District line. The
RODS data shows there are significant numbers of people who travel to Barking using the District
line and then transfer to National Rail and vice versa, providing us with an indication of the
important role barking plays in the local transport network.
The survey participants showed an even spread. There were slightly more males (55%) who
responded to the survey, but in terms of ages it was more even, with almost equal numbers of
people aged between 15 and 60.
Bus access to the station is also important. Our survey and the RODS next mode data shows that
this is one of the main modes of accessing the station. Bus stops H, K, L and N are the busiest, as
these are located closest to the station. It is important to ensure that sufficient space is made
available for these bus stops.
During the undertaking of the survey it was noted that when passengers leave the bus stops on
the opposite side of the road to the station, the majority do not use the official crossing points. This
results in localised congestion to both traffic and pedestrians. Efforts to reduce delays caused by
pedestrian should, therefore, be considered in this study.
Efforts could also be made to improve facilities for cyclists. Although Sheffield stands exist outside
the Wetherspoon pub next to the station, they are currently not utilised. This is borne out through
our survey which showed only one person cycling.
The data indicates which bus stops and station have the highest volumes of people. During the
design phase of this project this will help us define space requirements and prioritise modes.
Inside the station this will be key for the concourse and footbridge areas, especially if lifts are
installed to make the station DDA compliant.
In order to achieve this, the data within this report must be studied in conjunction with the
pedestrian report published by Atkins Intelligent Space.
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59

Barking Station Interchange
Appendix A - Survey Results in Graphical
Format
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60

Barking Station Interchange
Survey Demographic
Age of Respondent by Gender
Female Respondents
Male Respondents
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61
Age 15-20
Age 21-30
Age 31-40
Age 41-50
Age 51-60
Age 61-70
Age Older than 70
Age Younger than 15
Age 15-20
Age 21-30
Age 31-40
Age 41-50
Age 51-60
Age 61-70
Age Older than 70
Age Younger than 15

Barking Station Interchange
Accessing Station
Journey Origin
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62
Hotel or guest house
Attending school or college
Home
Main place of work
Other place visited for work
Other
Pick up / drop off someone else
Shopping or personal business (eg bank)
Social / recreation / sport
Vacation
Mode by which respondents accessed Barking Station
Bus
Car driver
Car dropped off/ picked up
Cycle
National Rail
Tram
Underground
Walk

Barking Station Interchange
No. Interviews
No. Interviews
No. Interviews
12
10
8
7
6
5
4
3
2
1
0
6
5
4
3
2
1
0
8
6
4
2
0
Origin Purpose by Platform
5062859/_04 Barking Interchange Stage 1 Report TP.doc
Platform 1
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 2
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 3
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
63
Shopping or personal business (eg bank)
Other
Other place v isited for w ork
Main place of w ork
Home
Vacation
Pick up / drop off someone else
Other
Other place v isited for w ork
Main place of w ork
Home
Hotel or guest house
Shopping or personal business (eg bank)
Other place v isited for w ork
Home
Attending school or college
Hotel or guest house

Barking Station Interchange
No. Interviews
No. Interviews
No. Interviews
12
10
8
6
4
2
0
14
12
10
8
6
4
2
0
16
14
12
10
8
6
4
2
0
5062859/_04 Barking Interchange Stage 1 Report TP.doc
Platform 4
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 5
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 6
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
64
Vacation
Shopping or personal business (eg bank)
Other
Other place v isited for w ork
Main place of w ork
Home
Shopping or personal business (eg bank)
Other
Other place v isited for w ork
Main place of w ork
Home
Social / recreation / sport
Shopping or personal business (eg bank)
Pick up / drop off someone else
Other place v isited for w ork
Home
Hotel or guest house

Barking Station Interchange
No. Interviews
No. Interviews
12
10
8
6
4
2
0
12
10
8
6
4
2
0
5062859/_04 Barking Interchange Stage 1 Report TP.doc
Platform 7
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 8
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
65
Social / recreation / sport
Shopping or personal business (eg bank)
Other
Other place v isited for w ork
Main place of w ork
Home
Attending school or college
Social / recreation / sport
Shopping or personal business (eg bank)
Other place v isited for w ork
Main place of w ork
Home

Barking Station Interchange
No. Interviews
No. Interviews
No. Interviews
12
10
8
7
6
5
4
3
2
1
0
6
5
4
3
2
1
0
8
6
4
2
0
Mode of Travel from Origin by Platform
5062859/_04 Barking Interchange Stage 1 Report TP.doc
Platform 1
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 2
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 3
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
66
Walk
Underground
National Rail
Car dropped off/ picked up
Bus
Walk
Walk
Underground
National Rail
Bus
Underground
National Rail
Car dropped off/ picked up
Bus

Barking Station Interchange
No. Interviews
No. Interviews
No. Interviews
12
10
8
6
4
2
0
14
12
10
8
6
4
2
0
16
14
12
10
8
6
4
2
0
5062859/_04 Barking Interchange Stage 1 Report TP.doc
Platform 4
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 5
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 6
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
67
Walk
Underground
National Rail
Car dropped off/ picked up
Bus
Walk
Underground
National Rail
Cy cle
Car dropped off/ picked up
Car driv er
Bus
Walk
Underground
National Rail
Car dropped off/ picked up
Car driv er
Bus

Barking Station Interchange
No. Interviews
No. Interviews
12
10
8
6
4
2
0
12
10
8
6
4
2
0
5062859/_04 Barking Interchange Stage 1 Report TP.doc
Platform 7
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 8
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
68
Walk
Underground
Tram
National Rail
Car dropped off/ picked up
Car driv er
Bus
Walk
Underground
National Rail
Car dropped off/ picked up
Car driv er
Bus

Barking Station Interchange
Underground Stations used to access Barking Station
Underground
Station
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No. Respondents Underground
Station
69
No. Respondents
Beacon Tree 8 Leyton 1
Beaconsfield 1 Mile End 2
Beckton 1 Moorgate 1
Bethnal Green 1 Morden 2
Bow 2 Neasden 1
Bow Road 1 Newbury Park 1
Brixton 1 Oval 1
Canary Wharf 1 Paddington 1
Canning Town 1 Plaistow 5
Dagenham 1 Rainham 1
Dagenham East 7 South Ealing 1
Dagenham Heathway 6 St Pauls 1
Earls Court 1 Tilbury Town 1
East Ham 16 Upminster 3
Edgware Road 1 Upminster Bridge 1
Elm Park 5 Upney 7
Epping 2 Upton Park 10
Euston Square 1 Uxbridge 1
Fulham Broadway 1 Wanstead 1
Greenwich 1 West Ham 4
Heathrow 1 West Hampstead 1
Heathway 4 Westminster 1
Hornchurch 7 Whitechapel 2
Kentish Town 1 Wimbledon 1

Barking Station Interchange
National Rail Stations used to access Barking Station
National Rail
Station
No.
Respondents
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70
National Rail Station No.
Respondents
Aylesbury 1 Ockendon 1
Basildon 3 Orpington 1
Becontree 2 Pitsea 2
Benfleet 4 Purfleet 5
Blackhorse Road 2 Rainham 1
Chafford Hundred 5 South Woodford 1
Chalkwell 2 Stepney Green 1
Crouch Hill 3 Stratford 1
Croydon 1 Thorpe Bay 1
East Tilbury 2 Tilbury 1
Emerson 1 Tottenham 1
Fenchurch Street 5 Upminster 2
Forest Gate 1 Upper Holloway 1
Grays 6 Victoria 1
Harringay Green Lanes 1 Wakefield Westgate 1
Hayes and Harlington 1 Walthamstow Queens Road 1
Holborn 1 Walthamstow 2
Homerton 1 Walthamstow Central 1
Isleworth 1 Wanstead Park 1
Laindon 2 West Ham 2
Leyton Midland 2 West Horndon 1
Leytonstone 1 West Horndon 1
Limehouse 1 Woodrange Park 1
Morden 1

Barking Station Interchange
Egressing Station
Purpose for Journey from Barking Station
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71
Hotel or guest house
Attending school or college
Home
Main place of work
Other place visited for work
Other
Pick up / drop off someone else
Shopping or personal business (eg bank)
Social / recreation / sport
Vacation
Mode by which respondents were leaving Barking Station
Bus
Car dropped off/ picked up
National Rail
Taxi
Underground
Walk

Barking Station Interchange
No. Interviews
No. Interviews
No. Interviews
12
10
8
6
4
2
0
8
7
6
5
4
3
2
1
0
6
5
4
3
2
1
0
Mode of Travel to Destination by Platform
5062859/_04 Barking Interchange Stage 1 Report TP.doc
Platform 1
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 2
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 3
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
72
Walk
Walk
Underground
National Rail
Bus
Underground
Tax i
National Rail
Walk
Underground
National Rail
Bus
Car dropped off/ picked up
Bus

Barking Station Interchange
No. Interviews
No. Interviews
No. Interviews
12
10
8
6
4
2
0
14
12
10
8
6
4
2
0
16
14
12
10
8
6
4
2
0
5062859/_04 Barking Interchange Stage 1 Report TP.doc
Platform 4
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 5
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 6
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
73
Walk
Underground
National Rail
Bus
Walk
Underground
National Rail
Bus
Walk
Underground
National Rail

Barking Station Interchange
No. Interviews
No. Interviews
12
10
8
6
4
2
0
12
10
8
6
4
2
0
5062859/_04 Barking Interchange Stage 1 Report TP.doc
Platform 7
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
Platform 8
07:00 07:30 08:00 08:30 09:00 09:30 10:00 10:30 11:00 11:30 12:00 12:30
Time
74
Walk
Underground
National Rail
Bus
Walk
Underground
National Rail
Bus

Barking Station Interchange
Underground Station to which people travel to from Barking Station
Underground Station No.
Respondents
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75
Underground Station No.
Respondents
Bank 1 Hounslow West 1
Barbican 1 Kings Cross 4
Beacon Tree 7 Limehouse 1
Bermondsey 1 Liverpool Street 5
Bethnal Green 2 Mondon Bridge 1
Blackfriars 2 Mansion House 1
Blackhorse Road 1 Mile End 7
Bow 2 Moorgate 1
Bow Road 2 Northwick Park 1
Brixton 1 Oxford Circus 2
Bromley By Bow 3 Paddington 1
Camden Bridge 1 Plaistow 3
Canada Water 3 Richmond 1
Chancery Lane 2 Shepherds Bush 1
Dagenham 1 South Kensington 1
Dagenham East 5 South Woodford 1
Dagenham Heathway 11 St Pauls 1
Denmark Hill 1 Stanmore 1
Ealing Broadway 2 Stepney Green 2
East Ham 7 Stratford 2
Elephant & Castle 2 Temple 1
Embankment 4 Tooting High Road 1
Euston 1 Tottenham Court Road 2
Euston Square 1 Tower Hill 1
Farringdon 2 Twickenham 1
Fenchurch Street 3 Upminster 2
Greenwich 2 Upminster Bridge 3
Heathrow Terminal 4 1 Upney 6
Heathway 1 Upton Park 6
Holborn 3 Victoria 5
Holland Park 1 West Ham 2
Holloway Road 1 Westminster 1
Hornchurch 4 Whitechapel 3

Barking Station Interchange
National Rail Station to which people travel from Barking Station
National Rail Station No.
Respondents
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76
National Rail
Station
No.
Respondents
Basildon 13 Limehouse 9
Benfleet 9 Mile End 1
Bethnal Green 1 Norwood 1
Blackfriars 1 Pitsea 3
Blackhorse Road 15 Purfleet 14
Bruce Grove 1 Queens Road 10
Camden Road 1 Rainham 19
Canada Water 1 Romford 2
Canary Wharf 2 Seven Sisters 1
Chafford Hundred 21 South Tottenham 4
Chalkwell 3 Southend Central 3
Crouch Hill 4 Southend East 1
Dagenham Dock 4 Southend on Sea 1
Dalston 1 St Albans 1
East Tilbury 1 St James Park 1
Embankment 1 Stanford Le hope 1
Farringdon 1 Tilbury 2
Fenchurch 3 Tottenham Hale 1
Fenchurch Street 67 Tower Hill 1
Gospel Oak 5 Upminster 10
Grays 21 Upper Holloway 10
Hampstead Heath 3 Victoria 1
Harringay 4 Walthamstow 3
Harringay Green Lanes 1 Wanstead Park 3
Holloway Road 1 West Ferry 1
Kings Cross 1 West Ham 17
Knightsbridge 1 West Horndon 3
Laindon 4 West Kensington 1
Leyton Midland 7 Westminster 1
Leytonstone 1 Woodgrange Park 5

Barking Station Interchange
400
300
200
100
0
500
400
300
200
100
0
Interchange
Transfers from each Platform
5062859/_04 Barking Interchange Stage 1 Report TP.doc
Transfers from District Eastbound
Early AM peak Midday PM Peak Evening Late
Transfer from District Line Eastbound
77
PLATFORM 7 AND 8
PLATFORM 5
PLATFORM 4
GOSPEL OAK
PLATFORM 7 AND 8
PLATFORM 5
PLATFORM 4
GOSPEL OAK
HAMMERSMITH & CITY
Early AM peak Midday PM Peak Evening Late

Barking Station Interchange
300
250
200
150
100
50
0
400
350
300
250
200
150
100
50
0
800
700
600
500
400
300
200
100
0
5062859/_04 Barking Interchange Stage 1 Report TP.doc
Transfers from Hammersmith & City
Early AM peak Midday PM Peak Evening Late
Transfers from Platform 1
78
PLATFORM 7 AND 8
PLATFORM 4
DISTRICT Eastbound
Early AM peak Midday PM Peak Evening Late
Transfers from Platform 4
PLATFORM 7 AND 8
PLATFORM 5
HAMMERSMITH & CITY
DISTRICT Eastbound
DISTRICT Westbound
Early AM peak Midday PM Peak Evening Late
PLATFORM 7 AND 8
PLATFORM 5
PLATFORM 4
GOSPEL OAK
DISTRICT Eastbound
DISTRICT Westbound

Barking Station Interchange
400
350
300
250
200
150
100
350
300
250
200
150
100
50
0
50
0
5062859/_04 Barking Interchange Stage 1 Report TP.doc
Interchange from Platform 5
Early AM peak Midday PM Peak Evening Late
Transfers from Platforms 7 & 8
79
PLATFORM 7 AND 8
PLATFORM 4
GOSPEL OAK
HAMMERSMITH & CITY
DISTRICT Eastbound
DISTRICT Westbound
PLATFORM 5
PLATFORM 4
GOSPEL OAK
HAMMERSMITH & CITY
DISTRICT Eastbound
DISTRICT Westbound
Early AM peak Midday PM Peak Evening Late

Barking Station Interchange
Appendix B - Survey Proforma
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80

Barking Station Interchange
Surveyor name:
Platform: Time:
Excuse Me. I am undertaking an interview about passengers travel patterns at Barking Station on
behalf of London Thames Gateway Development Corporation in connection with future redevelopment
of the station. Could you help by answering a few quick questions? The interview will
only take two minutes.
Q1 Where did you start your journey
Provide address, full postcode (please try to give a FULL postcode if you can - this makes it easier to map journey
origins during the analysis stage)
Q3 What was the main reason for being at your journey destination?
□ Home □ Main place of work
□ Shopping or personal business (eg bank) □ Other place visited for work
□ Social / recreation / sport □ Attending school or college
□ Pick up /drop off someone □ Vacation
□ A hotel or guest house □ Other: …………………………………
Q2 How did you get to the Station
□ Bus – route number ............bus stop:.. □ Car driver
□ Underground □ Walk
□ National Rail □ Car dropped off
□ Cycle □ Taxi
If Underground or National rail, what’s your origin station?
Q3 What mode of transport will you use to leave the Station
□ Bus – route number .................. □ Car driver
□ Underground □ Walk
□ National Rail □ Car dropped off
□ Cycle □ Taxi
If Underground or National rail, what’s your destination station?
Q4 What is the final destination for this journey
Provide address, full postcode (please try to give a FULL postcode if you can - this makes it easier to map journey
destination during the analysis stage)
Q5 What is your main reason for going there?
□ At home □ Main place of work
□ Shopping or personal business (eg bank) □ Other place visited for work
□ Social / recreation / sport □ Attending school or college
□ Pick up /drop off someone □ Vacation
□ A hotel or guest house □ Other: …………………………………
Q6 Have you made or will you make an identical journey in the opposite direction
today? If so, what time?
□ Yes, time: □ No
Age □ Younger than 15 □ 41-50 Gender □ Male □ Female
□ 15-20 □ 51-60
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81

Barking Station Interchange
□ 21-30 □ 61-70
□ 31-40 □ Older than 70
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82