please empty your brain below

Crossrail may not give a boost to Liverpool Street, Stratford and Paddington. On the contrary, many people who have hitherto changed there to/from thge Underground will now be passing straight through, and therefore will be lost to those stations' counts.
It will probaby depend on whether people changing there between Crossrail and other National Rail services are counted - as they would be if they were changing between the Tube and NR.
"Reedham, Coulsdon Town and Woodmasterne are new entries thanks to the withdrawal of direct trains to Victoria for most of the survey period."

I can't recall there ever being trains to Victoria from these stations but I may be wrong.

The Tattenham Corner branch has been hit hard by the pandemic. Trains are now half-hourly all day (hourly on Sunday) as peak traffic disappeared. The 2tph supplemental trains via Tulse Hill that terminated at Coulsdon Town have disappeared. This explains the inclusion of Coulsdon Town - unthinkable pre-pandemic. I suspect some people now choose Coulsdon South which now has a much better service even though it is slightly out of town. The alternative explains why, incredulously, Coulsdon Town appears less used than Woodmansterne which is the next station down the line.

I think Coulsdon Town must now be the least used station that has a ticket office regularly open. I think it is still open seven days a week.
A clear indicator that people like direct services and will desert a service that requires a change.

TfL Bus planners please note.
How is the number calculated? We use Highbury & Islington frequently to transfer between the Victoria Line and National Rail, as our journeys are within the oyster zone there is no touching in or out. See also Seven Sisters (a lot) and Finsbury Park (sometimes).

If it's based on assumptions drawn from touch-in and touch-out, how do they know if change was at (e.g.) Highbury & Islington or Finsbury Park? Or are these interchanges simply missing from the figures?

dg writes: see methodology report.
Tattenham Corner definitely had peak direct services to Victoria in the past, though I can't remember if there was a small delay to hook up to a Caterham train or not. I don't commute enough these days to know the current status, but I do know that Southern has tried to kill off splitting services where they can so it's maybe suffered from that.
Next year's figures will have all the disruption from strikes, we will get a 'normal' year at some point.

Time to see if my prediction that Acton Main Line will be 'discovered' by passengers now it has a train every 15 minutes into the centre of London comes true.

I'm always surprised that Kings Cross isn't in the top 3 busiest NR stations.
I can't see what the orange in the listings indicates. Can you specify please?
Orange means the station has a juice bar inside the gateline.
To support the Coulsdon Town to Victoria services they’ve existed, peak direction only for ages, perhaps even since Coulsdon North closed in 1983. Sir Robert Reid (the first), then chairman of BR was a user of a Smitham starter in 1989; ensconced in a compartment in a Class 421 which was not first class as the whole service was 2nd class only, despite the signs on the compartment windows.
I'm far too excited to be able to say that I have finally visited one of the top 10 least used stations - the delightfully pointless Coombe Junction Halt.
Digger50- orange means stations served by Overground.
My Tattenham Corner evidence was here (but I've reworded the post anyway, thanks).
I don't totally agree with Petra409. Buses, especially urban ones, are much more frequent than trains, which often are down to 1 or 2tph. Changing is not the end of the world if TOCs time the connections -- which, dreadfully, I don't believe they do.
I’ll be interested to see where places like Woolwich and Abbey Wood end up next year.

Many of the least used stations only have a single train a week. At this low a frequency why not just stop the service all together? Is there something I’m missing?
What you're missing is that stopping a service altogether requires a legal process and a public enquiry, which costs more than running a skeleton service.

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