Barking Riverside Extension Intermediate Station Feasibility Report December 2015

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Contents Section Description Page

1. Introduction 1

1.1 Purpose 1

1.2 Structure of this document 1

1.3 Selection of a London Overground extension 1 to serve Barking Riverside

1.4 Development of the Barking Riverside 2 Extension

2. Stakeholder responses to BRE 4 consultations

2.1 Stakeholder responses to the Autumn 2014 4 public consultation 2.2 Stakeholder responses to the Spring 2015 4 public consultation

3. Potential locations for an intermediate 7 station

3.1 Proposed BRE route alignment 7

3.2 Options for the provision of an intermediate Station 9

4. Assessment of options 11

4.1 Introduction 11

4.2 Renwick Road station (option 1) 11

4.3 Alfreds Way station (Option 2) 12

4.4 Conclusion 12

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5. Socio Economic and Transport 14 Assessment of Renwick Road station

5.1 Introduction 14

5.2 Existing local development context 14

5.3 Demand assessment 15

5.4 Planning policy 16

6. Conclusion 19

6.1 Summary of findings and TfL position 19

Figures Figure 1 Barking Riverside Extension: Alignment B 3

Figure 2 Potential locations for a second station and 8 Constraints guiding site selection

Figure 3 Indicative Renwick Road station layout 11

Figure 4 Indicative Alfreds Way station layout 12

Figure 5 Overview of land uses surrounding Renwick 14 Road

Figure 6 Proximity of Renwick Road station to 17 proposed local development sites

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1. Introduction

1.1. Purpose 1.1.1. This document presents an overview of the feasibility work undertaken by

Transport for London to assess the potential location and case for the provision of an intermediate station as part of the proposed London Overground Barking Riverside Extension (BRE) project.

1.2. Structure of this document

1.2.1. This document is structured as follows:

1.2.2. Section 1 provides a description of the option development and assessment

process that was adopted to select the preferred BRE route alignment to be taken forward to a Transport and Works Act Order (TWAO) application.

1.2.3. Section 2 summarises the stakeholder feedback received in relation to an intermediate station.

1.2.4. Section 3 presents the location options considered for a possible intermediate station.

1.2.5. Section 4 assesses the engineering and operational feasibility of the location options deemed possible for a potential station.

1.2.6. Section 5 presents a summary of the socio-economic, planning and transport considerations for an intermediate station.

1.2.7. Section 6 concludes by setting out TfL’s position in respect of the delivery of an intermediate station as part of the BRE project.

1.3. Selection of a London Overground extension to serve Barking Riverside

1.3.1. In identifying the transport mode required to serve Barking Riverside and unlock the full development potential of the site, Transport for London (TfL) has assessed the feasibility of a number of different modes of transport to serve Barking Riverside. The outcome of this work was reported in May 20151. These options included:

• A high frequency bus corridor to Royal Docks, • A new station at Renwick Road, • A DLR extension from Gallions Reach, and • A London Overground Extension from Barking.

1 For further information, see the Barking Riverside Extension Transport options summary report, Transport for London, May 2015. Available at: https://consultations.tfl.gov.uk/rail/barking-riverside-extension/user_uploads/barking-riverside-extension_-transport-options-summary-report_final-version.pdf-2

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1.3.2. This assessment concluded that an extension of the London Overground from Barking to a new station at Barking Riverside was the optimal scheme to enable the full development of Barking Riverside.

1.4. Development of the Barking Riverside Extension

1.4.1. In Autumn 2014, TfL undertook a public consultation on the principle of the BRE, comprising an extension of the London Overground Gospel Oak to Barking line, from Barking to Barking Riverside. The service was assumed to extend four trains per hour from Barking along the existing Essex Thameside (Tilbury Loop) line, before diverging to a new section of railway. This would then turn south towards Barking Riverside along an elevated Alignment After passing underneath the Renwick Road overbridge.

1.4.2. The Autumn 2014 consultation demonstrated a high level of support for the BRE, with 90 per cent of respondents supporting the scheme in principal. Many respondents, including several stakeholders also took the opportunity to provide additional comments. Through these comments, one of the key issues raised was the possibility and desirability of a possible intermediate station between Barking and Barking Riverside. As part of TfL’s response to key issues raised during the Autumn 2014 consultation, TfL committed to review the case and feasibility for a second station as part of the next stage of project development2.

1.4.3. Following the Autumn 2014 public consultation, TfL further developed the scheme, including a consideration of possible options for a second station. This work informed a second public consultation in Spring 2015, which focussed on potential route options, and in particular on two shortlisted alignments. Of these, one of the two alignment options; Alignment B was determined to have the potential to provide a second station on the route between Barking and Barking Riverside3. The option for an intermediate station presented as part of Alignment B was for passive provision that would allow the station to be constructed at a later date.

1.4.4. The outcome of the Spring 2015 pubic consultation was a much higher level of support for Alignment B (55 per cent of respondents) than for Alignment A (9 per cent of respondents). There were also further stakeholder comments in support of an intermediate station. Following the Spring 2015 consultation,

2 For further information, see: Barking Riverside Extension: Transport for London’s response to key issues raised, Transport for London, January 2015. Available at: https://consultations.tfl.gov.uk/rail/barking-riverside-extension/user_uploads/response-to-issues-raised.pdf

3 For further information, see: Barking Riverside Extension Route Option Assessment Report, Transport for London, May 2015. Available at: https://consultations.tfl.gov.uk/rail/barking-riverside-extension/user_uploads/barking-riverside-extension_-route-option-assessment-report_final-version.pdf-2

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Alignments A and B were then taken forward to the single option selection assessment during Summer 20154.

1.4.5. The selection of a single alignment option was based on a multi-criteria assessment of Alignments A and B. The assessment framework considered responses to the Spring 2015 consultation, an operational feasibility assessment, and an environmental appraisal to identify the likely environmental effects of each alignment. The outcomes of these assessments informed an assessment of Alignments A and B against the BRE project objectives, enabling TfL to identify the option to be taken forward to a TWAO application.

1.4.6. As a result of the single option selection assessment, in September 2015 TfL selected Alignment B as the single preferred option for the London Overground BRE. The route is presented in Figure 1. Alignment B includes passive provision for an intermediate station at Renwick Road.

Figure 1: Barking Riverside Extension: Alignment B

1.4.7. TfL will submit a TWAO application to the Department for Transport (DfT), seeking powers to construct and operate Alignment B in early 2016. Should consent for the project be granted, it is anticipated that services to Barking Riverside would commence operations by 2021.

4 For further information, see: Barking Riverside Extension Single Option Selection Report, Transport for London, September 2015.

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2. Stakeholder responses to BRE consultations

2.1. Stakeholder responses to the Autumn 2014 public consultation

2.1.1. In Autumn 2014, TfL held a public consultation on the principle of extending the London Overground Gospel Oak to Barking line to Barking Riverside5. In response to this consultation, TfL received a number of stakeholder responses which expressed support for the provision of an intermediate station between Barking and Barking Riverside. A summary of these is set out below:

London Assembly Labour Group

2.1.2. ‘The route proposed will take the line through three existing neighbourhoods in Thames ward which have very low public transport accessibility levels and high deprivation levels. We believe there is a strong case for a station in this area. TfL need to investigate whether these deprived neighbourhoods would benefit from having a station built within them’.

London Borough of Barking and Dagenham (Barking and Dagenham Council)

2.1.3. ‘[The] London Borough of Barking and Dagenham in principle strongly supports the proposal, and also wishes to see a second rail station near Thames View East delivered as part of the project.’

Living Streets

2.1.4. ‘Living Streets supports the proposal as the improved transport provisions will benefit the planned neighbourhood in the Barking Riverside and connect it with the rest of London. There is a concern that its location will not adequately serve residents of Thames View and Choats Road. Living Streets suggests installing another station in the future (perhaps on Choats Road) which would provide better coverage to Thames View and Choats Road’.

Thames View Infant School

2.1.5. ‘A second station at the east end of Bastable Avenue would serve the Thames View Estate community. This estate is within the most deprived ward of the 10th most deprived local authority nationally’.

Barking - Gospel Oak Rail User Group (BGORUG)

2.1.6. ‘BGORUG has received representations, asking for a station for the Thames View Estate. The best site for this would appear to be on the Tilbury Line at the west end of Ripple Lane Yard, allowing c2c trains to call as well as service (London Overground or Hammersmith & City line) serving Barking Riverside’.

5 For further information, see: London Overground extension to Barking Riverside, Autumn 2014 Public Consultation Report, Transport for London, January 2015. Available at: https://consultations.tfl.gov.uk/london-overground/gobe/user_uploads/barking-riverside-2014-consultation-report--v3-.pdf-1

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2.2. Stakeholder responses to the Spring 2015 public consultation

2.2.1. Having considered the responses to the Autumn 2014 public consultation, TfL held a further public consultation on route alignments in Spring 2015. One of the alignment options consulted upon; Alignment B, provided passive provision for a potential intermediate station. In response to this consultation, TfL again received a number of stakeholder responses which expressed support for the provision of an intermediate station between Barking and Barking Riverside6. A summary of these is set out below:

London Borough of Barking and Dagenham

2.2.2. The council preferred Alignment B. One of the reasons given was that it allowed for the provision of a second rail station. The council also said that the station should be located further west as close to Movers Lane as possible to provide maximum benefit to Thames View residents.

London Assembly Labour Group

2.2.3. ‘In principal, the London Assembly Labour Group supports an extension of the London Overground line from Barking to Barking Riverside. We support option B, as we believe we need to keep the option to have an intermediate station in the future. We are disappointed that the intermediate station will not be progressed as part of the current scheme. We are concerned that the current residents of the area will not see their own transport options expanded by the creation of an intermediate station’.

John Biggs AM, (City and East) and London Assembly Labour Group

2.2.4. ‘Mr Biggs supports the scheme in principle and prefers Alignment B, as it allows for passive provision for a second station’.

c2c Rail

2.2.5. ‘c2c's key concern with Option A is that it makes no provision for a future new station. Of the two routes proposed by TfL in this consultation, Option B is the preferred route. Option B makes passive provision for a future station, and many previous transport infrastructure schemes have demonstrated the importance of such foresight. Importantly, the location of this potential future station would be on the new extension, not the existing Tilbury line’.

Campaign for Better Transport

2.2.6. ‘We prefer option B, as it provides passive provision for a station at Renwick Road’.

6 For further information, see: London Overground extension to Barking Riverside, Spring 2015 public consultation report, Transport for London, September 2015. Available at: https://consultations.tfl.gov.uk/rail/barking-riverside-extension/user_uploads/barking-riverside-2015-consultation-report_12-11.pdf

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Living Streets

2.2.7. ‘Living Streets would be much more inclined to support Alignment B; since this option will have a reduced impact on Choats Road as a pedestrian and cyclist route, and would also allow for a new station to be potentially built in the future’.

Barking and Dagenham Chamber of Commerce

2.2.8. ‘We support an extension in principle and prefer Alignment option B. It would help to have a second station, as the passenger numbers will only increase in the area’.

Barking – Gospel Oak Rail User Group

2.2.9. ‘BGORUG supports Alignment option B, as it provides passive provision for a second station, which would serve residents at Thames View estate’.

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3. Potential locations for an intermediate station

3.1. Proposed BRE route alignment

3.1.1. Following the single option assessment carried out in Summer 2015, route Alignment B was chosen as the preferred alignment for the BRE7.

3.1.2. The proposed BRE alignment would run eastwards from Barking Station along the Essex Thameside (Tilbury Loop) Line, with the eastbound connection to Barking Riverside diverging directly from the Essex Thameside (Tilbury Loop) line, to the west of the Ripple Lane Marshalling Yard.

3.1.3. The westbound Barking Riverside line towards Barking would merge with the westbound Essex Thameside passenger line, east of Barking station.

3.1.4. Once running in parallel, the route to / from Barking Riverside would pass at grade under Renwick Road bridge and then ascend on a viaduct at a gradient of 2.5 per cent, curving southwards at a radius of 220m, to cross the DB Schenker Freight Terminal, westbound Essex Thameside lines and the Ship and Shovel Sewer.

3.1.5. The alignment would descend as it crosses Choats Road to pass under a high voltage power cable alignment. The alignment would then curve westwards towards Renwick Road, running immediately to the east of the high voltage power cables, then rising vertically, along a twin tracked viaduct at a height of towards Barking Riverside.

3.1.6. In response to feedback from the Autumn 2014 and Spring 2015 public consultations, TfL examined the options for an intermediate station along this route, and identified a number of design constraints that influenced the potential locations for the provision of an intermediate station.

3.1.7. A number of physical constraints influenced the design of the proposed route Alignment And subsequently the feasibility assessment of an intermediate station. The identified location options and constraints to an intermediate station are set out in Figure 2, and described below.

7 For further information, see: Barking Riverside Extension Single Option Selection Report, Transport for London, September 2015.

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Figure 2: Potential locations for a second station and constraints guiding site selection

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Barking Station – Alfreds Way

3.1.8. Construction of an intermediate station along this section of the route would not be feasible due to a lack of space between the railway track and adjacent residential properties. The railway is enclosed by residential development which lies in close proximity to both the northern and southern boundaries of the rail corridor.

Alfreds Way - Ripple Lane West Marshalling Yard

3.1.9. East of Alfreds Way, the westbound line of the proposed BRE alignment would run parallel to the Eastbound Essex Thameside (Tilbury Loop) line, which would be used by BRE services. Along this section of the route, there is sufficient space surrounding the rail corridor to provide an intermediate station and associated surface access. A station in this location would be feasible from an engineering perspective.

Ripple Lane West Marshalling Yard

3.1.10. At this point of the route, the railway is less enclosed by adjacent residential development than to the west of Alfreds Way. However, the sidings located in this area cater for freight services and the provision of a station in this location would reduce the capacity of the sidings. In addition, the width of the rail corridor in this location would likely impede surface access to the station.

Ripple Lane West Marshalling Yard- Renwick Road

3.1.11. East of the Ripple Lane West Marshalling Yard, the eastbound and Barking Riverside lines would run in parallel prior to the start of the new viaduct. Along this section of the route, there is sufficient space surrounding the rail corridor to provide an intermediate station and associated surface access.

East of Renwick Road

3.1.12. The route between Renwick Road and Barking Riverside would be approximately 1.7km in length. Given the relatively short distance to proposed BRE terminus at Barking Riverside, any intermediate station on this section of the route would need to be located towards the northern part of this section. At this point of the route, the alignment is both on a viaduct and would comprise of low radii curves (200m to 400m radius) which would not be suitable for station platforms.

3.2. Options for the provision of an intermediate station

3.2.1. The assessment identified two suitable locations for the provision of an

intermediate station. These were locations immediately to the east of Alfreds Way (described as Alfreds Way) and immediately to the west of Renwick Road (described as Renwick Road). These locations are indicated in Figure 2.

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Renwick Road

3.2.2. This location lies immediately to the west of the Renwick Road overbridge between the Barking Riverside development area and the A13, located in proximity to the Castle Green and Thames Ward areas.

Alfreds Way

3.2.3. This location lies to the west of the proposed Barking Riverside lines, to the east of Barking station, and to the east of the Alfreds Way (A13) overbridge.

Other locations

3.2.4. Based on the conclusions of the assessment, all other locations considered were discounted.

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4. Assessment of options

4.1. Introduction

4.1.1. This section presents further technical information relating to the potential intermediate station locations at Alfreds Way and Renwick Road. This section considers the operational feasibility of the two options and the likely impacts on rail infrastructure. This assessment takes account of the proposed new station at Beam Park, located between Dagenham Dock and Rainham, 3.5km to the east of Renwick Road which is intended to enable the development of new homes in this area. This station would serve the Essex Thameside (Tilbury Loop) Line with c2c services calling at the station.

4.2. Renwick Road station (Option 1)

4.2.1. The section of track located west of Renwick Road would be operated by

eastbound and westbound London Overground services to / from Barking Riverside, and would lie east of the proposed merge / diverge points with the Essex Thameside (Tilbury Loop) line along which c2c services operate. This would enable the provision of a station which could be served by London Overground services only.

4.2.2. The provision of a station at this location would enable London Overground services to call at the station without impacting operations on the Essex Thameside (Tilbury Loop) Line thus avoiding delay to c2c or freight services. In this location the tracks of the BRE would be slewed to allow the provision of an island platform. A diagram illustrating a possible station layout and station access is set out in Figure 3.

Figure 3: Indicative Renwick Road station layout

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4.3. Alfreds Way station (Option 2)

4.3.1. This option would be served by the newly created BRE westbound line along which London Overground service would operate. However, the eastbound platform would be located on the eastbound Essex Thameside (Tilbury Loop) line which at this point would be shared by BRE, c2c and freight services. As such, the eastbound platform would be served by both c2c and London Overground services. Figure 4 illustrates a potential station layout for this option.

4.3.2. Eastbound London Overground services calling at the station would have an adverse impact on the capacity of the Essex Thameside route and the timetabling of c2c freight services, as a result of the dwell time associated with services calling at the station.

4.3.3. In addition to the provision of a new station at Beam Park, served by c2c services, a future station at Alfreds Way would require significant additional timetable changes and would reduce the number of train paths available for services to operate along the Essex Thameside (Tilbury Loop) line.

Figure 4: Indicative Alfreds Way station layout

4.4. Conclusion

4.4.1. The assessment concluded that a station could be delivered at a location immediately to the west of Renwick Road (option 1) and that this would not impact upon the existing capacity of the Essex Thameside (Tilbury Loop) line as the station would be located wholly on the proposed Barking Riverside lines.

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4.4.2. The assessment also concluded that the provision of a station to the east of Alfreds Way, although feasible would not be deliverable, given the adverse impacts this would have on the capacity of the Essex Thameside line and the operation of c2c services.

4.4.3. Option 2 was therefore discounted with option 1 considered to be the only realistic option for an intermediate station. This location was then considered further in light of the socio-economic context of the area.

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5. Socio Economic and Transport Assessment of Renwick Road station

5.1. Introduction

5.1.1. This section of the document presents an overview of the information considered by TfL in determining a position on the provision of an intermediate station as part of the BRE. Firstly, an overview is provided of the local socio-economic and future planning policy context of the area surrounding the station location. The remainder of this section reports the results of the demand assessment and concludes with an assessment of local planning policy.

5.2. Existing local development context

5.2.1. As noted in section 3, an intermediate station at Renwick Road would be

located between the A13 to the north and the Barking Riverside development area to the south. The area surrounding the site considered feasible for an intermediate station predominantly comprises of industrial and residential land uses. A detailed overview of the existing land uses within 1km of the potential station site is presented in Figure 5.

Figure 5: Overview of land uses surrounding Renwick Road

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5.2.2. To the south of the site lies an area of established low density residential development which is concentrated around Renwick Road, Choats Road and Bastable Avenue. This area is amongst the 20% most deprived parts of the country according to the Government’s Index of Deprivation8.

5.2.3. To the north of the site, lies the Rippleside Industrial Area, much of which is

designated as a Strategic Industrial Location (SIL), within the London Plan9 and the A13, the major strategic highway link between central London and the Essex ports. Beyond the A13 lies a further area of low density residential development and public open space, the road also forms a barrier to movement, limiting the catchment of any station at Renwick Road.

5.2.4. Road access to the area surrounding the station site is provided via Renwick

Road which connects to the A13 via a left in / left out access north of the station site. Renwick Road also provides access to the Barking Riverside Development Area and connects with a number of east-west routes, linking to the A13 / Movers Lane junction via River Road.

5.2.5. The area surrounding the station site is served by the EL1 and EL2 bus routes

which provide connections between Barking Town Centre, Barking Riverside and Dagenham Dock Station. The nearest bus stops are located on Bastable Avenue, approximately 350m south of the station site.

5.3. Demand assessment

5.3.1. TfL assessed the likely demand associated with the provision of a station at

Renwick Road using Strategic Public Transport (Railplan) modelling. To gauge the likely demand generated with a station, the scenario modelled the existing land uses surrounding the site.

5.3.2. The area surrounding the station location is characterised by low density residential development and industrial land uses. As a result, the level of anticipated demand associated with the station was considered low, with fewer than 100 passengers predicted to use the station in the AM Peak Period (0700-1000).

5.3.3. Furthermore, the provision of a station at Renwick Road would increase

journey times between Barking Riverside and Barking, which would disadvantage passengers travelling to / from Barking Riverside and may require additional rolling stock to maintain a frequency of 4 trains per hour.

8 For further information, see Indices of Multiple Derivation 2015 Explorer, Department for Communities and Local Government. Available at: http://dclgapps.communities.gov.uk/imd/idmap.html 9 For further information, see: London Plan 2015, Greater London Authority. Available at: https://www.london.gov.uk/what-we-do/planning/london-plan/current-london-plan/london-plan-chapter-2-londons-places/policy-217

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5.4. Planning policy

5.4.1. Sections 5.2 and 5.3 have set out that the low level of development surrounding the potential station site at Renwick Road would lead to a low number of station users accessing London Overground services. However, alongside the delivery of the BRE and the realisation of the full development potential of the Barking Riverside development area, Barking and Dagenham Council is exploring additional development opportunities in the local area.

5.4.2. In particular, Barking and Dagenham Council is currently reviewing its Local Plan10. It published an ‘Issues and Options report’ in Summer 2015 which represented the first stage in reviewing the existing Local Plan11.

5.4.3. The report identifies proposals to seek the release of industrial sites at Creekmouth, Castle Green and Thames Road, to enable the delivery of 11,000 new homes on these sites by 2030.

5.4.4. Of particular note is the Castle Green site which occupies the existing SIL immediately to the north of the proposed station location and has been identified as being able to provide up to 5,000 new homes. Also of note is the Thames Road site located approximately 600m south west of the possible station site also has capacity for 2,000 new homes.

5.4.5. Figure 6 indicates the proximity of these development sites to the potential station site at Renwick Road.

10 For further information, see the Core Strategy, adopted July 2010, London Borough of Barking & Dagenham. Available at: https://www.lbbd.gov.uk/wp-content/uploads/2014/10/Adopted-Core-Strategy.pdf 11 For further information, see the Issues and Options Report, July 2015, London Borough of Barking & Dagenham. Available at: https://consultations.tfl.gov.uk/rail/barking-rivers ide-extension/user_uploads/barking-riverside-extension_-transport-options-summary-report_final-version.pdf-2

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Figure 6: Proximity of Renwick Road station to proposed local development sites

5.4.6. Barking and Dagenham Council’s Issues and Options report also identifies the importance of additional transport infrastructure to support development within the borough, and specifically cites the potential provision of a station at Renwick Road as important in stimulating the development of the areas identified for the delivery of additional housing.

5.4.7. It is important to note that the planning policy aspirations set out by Barking and Dagenham Council within the Issues and Options report have yet to be adopted. The process for the review and adoption of a revised Local Plan is due to be completed in 2017 but remains subject to stakeholder consultation. Furthermore, much of the land identified for housing is designated as the Rippleside Strategic Industrial Location, which is defined as a main reservoir of industrial land and would need to be formally released through the planning system12.

5.4.8. The aspirations of Barking and Dagenham Council for the area, in seeking to maximise the regeneration benefits associated with the BRE are clear. It is also recognised that the delivery of additional development in the areas

12 For further information, see: London Plan 2015, Greater London Authority. Available at: https://www.london.gov.uk/what-we-do/planning/london-plan/current-london-plan/london-plan-chapter-2-londons-places/policy-217

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beyond the Barking Riverside Development Area currently has a strong strategic fit with the aims of the BRE and that the provision of a station at Renwick Road could have the effect of directly enabling the delivery of new homes. However, this can only represent a longer term aspiration given the limited status of the local plan and the industrial designation of much of the land surrounding the potential station site. Until the revised local plan is adopted and the land designated as SIL is formally released, the provision of such a station would be unable to deliver significant benefits.

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6. Conclusion

6.1. Summary of findings and TfL position

6.1.1. In May 2015, TfL’s assessment of the possible provision of an intermediate station as part of the proposed BRE alignment concluded that the delivery of a station at Renwick Road would be feasible from an engineering and operational perspective.

6.1.2. The principle of the Barking Riverside Extension is to unlock the full development potential of the Barking Riverside Development Area. The provision of a station at Renwick Road would increase the cost of the project, but would not deliver any additional housing within the Barking Riverside Development Area.

6.1.3. A demand assessment was undertaken to understand the likely demand for a station at Renwick Road. This took into account the existing socio-economic and residential context of the likely station catchment. Based on this, TfL concluded that there would not be sufficient demand for the provision of an intermediate station as part of the BRE project.

6.1.4. In Summer 2015, Barking and Dagenham Council presented an aspiration to deliver 11,000 new homes at a number of locations within the catchment of a station at Renwick Road. TfL recognises the role a station would play in stimulating development. However development plans are at an early stage with a number of barriers which need to be addressed.

6.1.5. Therefore TfL will continue to provide passive provision for a station at Renwick Road as part of the BRE project. This would minimise the extent of works and disruption to the existing rail network should proposals for an intermediate station come forward in future.

6.1.6. TfL will seek powers for the construction and operation of the BRE through a TWAO application in 2016.

6.1.7. Planning consent for the delivery of an intermediate station will not be sought as part of the TWAO application for the extension between Barking and Barking Riverside. The proposed track alignments at this location will allow for the construction of an island platform at a later stage without the need for any further changes to tracks, electrification or signalling.

6.1.8. The development of detailed proposals for an intermediate station would be subject to a future assessment of demand and wider benefits as well as an agreed funding package. TfL also recognises that the provision of an intermediate station would be subject to a separate planning consent process, should development proposals for a station come forward in future.

6.1.9. TfL will continue to work with Barking and Dagenham Council to review the case for the delivery of a station at Renwick Road as planning policy changes and additional development proposals come forward.

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