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London Overground

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Not to be confused with London Underground.
London Overground
Overview
OwnerRail for London Ltd; part of Transport for London (TfL)
LocaleGreater London; Three Rivers; Watford, UK
Transit typeCommuter rail
Suburban rail
Number of lines5
Number of stations78 (83 in May 2012)
Daily ridershipapprox 30,000
Operation
Began operation2007
Operator(s)London Overground Rail Operations
(until 2014 or 2016)
Reporting marksLO (National Rail)
Technical
System length86 km (53.4 Miles)
Track gaugeStandard
London Overground logo as it appears on the Tube map

London Overground (LO) is an urban rail service in London.[1] It has been operated by London Overground Rail Operations since 2007 as part of the National Rail network, under the franchise control and branding of Transport for London (TfL). It consists of five lines; the East London Line, the Gospel Oak to Barking Line, the North London Line, the West London Line and the Watford DC Line.[2]

History

London Overground
Overview
Franchise(s)Operated by LOROL under contract to TfL, 11 November 2007–2014 (optional extension to 2016)
Main region(s)Greater London
Other region(s)Hertfordshire
Fleet size32 (current)
Stations called at78 (83 by May 2012)
Parent companyTransport for London
Reporting markLO
Other
Websitewww.tfl.gov.uk/overground

Background

Rail services in Great Britain are mostly run on a system of rail franchises and operated by a number of private train operating companies, marketed together as National Rail. The London Underground, owned and run by TfL, is not part of this system.

A pilot scheme was launched in 2003 to bring National Rail services operated by multiple companies under one branding umbrella within London. Using the Overground Network brand, TfL introduced consistent information displays, station signage and maps on selected routes in South London. Although this pilot was purely an exercise in branding, it was the first instance of TfL having a visible influence over National Rail services in London. The Overground Network pilot has since been withdrawn.

In January 2004 the Department for Transport announced a review of the rail industry in the United Kingdom.[3] As part of that review, proposals were put forward by Transport for London for a "London Regional Rail Authority" to be established, which would give TfL regulatory powers over rail services in and around Greater London.[4]

A result of this consultation was the transfer of part of the Silverlink rail franchise to TfL control. This is to date the only agreed movement towards establishing a London-wide rail authority.[5]

The Silverlink franchise had two areas of operation: Silverlink County (regional services from Euston to Northampton, St Albans Abbey, Bletchley and Bedford); and Silverlink Metro (services mostly within the London urban area). When the franchise was split up in 2007, County services were taken over by the London Midland franchise,[6] and the Metro services came under TfL control.

Initial announcements

On 20 February 2006, the Department for Transport announced that TfL would take over management of services then provided by Silverlink Metro.[7] Tenders were invited from potential contractors to operate the service under the provisional name of the North London Railway. On 5 September 2006, London Overground branding was announced, and it was confirmed that the extended East London Line would be included.

Launch

Class 378 Capitalstar 378017 at Template:LUL stations on 26 September 2009.

On 11 November 2007, TfL took over the franchise for the operation of trains on North London Railway routes formerly of Silverlink Metro.

The official launch ceremony was on 12 November 2007 at Hampstead Heath station by the then Mayor of London Ken Livingstone, with a later media event on the disused bay platform at Template:LUL stations station.

The launch was accompanied by a marketing campaign entitled "London's new train set", with posters and leaflets carrying an image of a model railway retail package containing the new Overground trains, tracks and staff.[8]

At the launch, TfL undertook to revamp the routes by improving service frequencies, staffing all stations, improving station facilities, introducing new rolling stock and allowing Oyster card pay as you go to be used throughout the network from the outset.[9]

All stations were "deep-cleaned"[10] following the TfL takeover, and the Silverlink branding was removed. Station signage has been replaced with Overground-branded signs using TfL's corporate New Johnston typeface.[10][9]

On 15 April 2009 the North London Line platforms at Template:LUL stations moved to new high-level platforms 1 & 2 from the old low-level platforms 1 & 2, the latter being made available for the DLR's forthcoming Stratford International service (due to open in early 2011). Platforms 1 and 2 comprise an island platform with step-free access to platform 12 and the subway linking to platforms 3 to 11.

On 27 September 2009, Imperial Wharf station opened on the West London Line, between Template:LUL stations and Clapham Junction.

East London Line extension

The new Overground rail bridge is lowered into place over Shoreditch High Street

On 27 April 2010 the East London Line became part of the London Overground network when the Phase 1 extension to the line was completed.[11] The former London Underground line has been extended northwards (mostly along the former Broad Street viaduct) to the re-opened Dalston Junction, and southwards to new termini at Crystal Palace and West Croydon by using part of the existing Brighton Main Line.

The service began with a limited "preview" service between Dalston Junction and New Cross / New Cross Gate,[12] with the line coming into full operation between Dalston Junction and West Croydon/Crystal Palace on 23 May.[13]

The incorporation of the East London Line to the London Overground network has added substantial sections of line that are in tunnels, including the historic Thames Tunnel, the oldest tunnel under a navigable river in the world. A peculiarity of this part of the network is that at Template:LUL stations the deep-level London Overground line runs below the London Underground line.

Operator

The Overground is operated by a private company, LOROL. Following a model similar to that already used for the Docklands Light Railway, TfL invited tenders for operation of the Overground. Unlike National Rail franchisees, TfL would set fares, procure rolling stock and decide service levels. The operator would take an element of revenue risk: TfL take 90% of the revenue risk, 10% of revenue is retained by the operator, and the operator is responsible for revenue collection.

File:LOROL-logo-2010.jpg
London Overground Rail Operations Limited

The tenderers were MTR Laing (a 50:50 joint venture between MTR Corporation and Laing Rail), Govia, National Express Group (the operator of Silverlink), and NedRailways. In December 2006, this was narrowed to Govia and MTR Laing, who were selected to submit their 'best and final offers',[14] and on 19 June 2007 it was announced that MTR Laing had been selected.[15]

The contract was signed on 2 July 2007, for seven years with the option of a two-year extension.[16] In preparation for the launch of the Overground, MTR Laing renamed itself London Overground Rail Operations Ltd (LOROL).

In December 2007, Henderson Group, the parent company of John Laing plc, announced the sale of the Laing Rail division, which comprises half of LOROL, Chiltern Railways and a stake in the Wrexham & Shropshire open-access railway operator. In April 2008, Laing Rail was bought by the German Government's rail operator Deutsche Bahn, which now holds a 50% stake in LOROL.[17] The price was said to be around €170 million.[citation needed]

Current system

Initial London Overground network from November 2007 (orange) and the East London line in 2010 (light orange).[18]

Introduction

The initial network, service levels and timetables are a continuation of Silverlink Metro services. As the Overground name implies, the vast majority of the network is above ground, mostly consisting of railway lines connecting areas outside Central London, with a considerable portion of the network in Zone 2. The network also uses Euston in central London, the southern terminus of the Watford DC Line.[2][19]

Routes

The Overground consists of the following lines:

The network interchanges with the Bakerloo, Central, District, Hammersmith & City, Jubilee, Northern and Victoria tube lines and the Docklands Light Railway. The Overground lines appear with the Underground lines on the standard Tube maps issued by Transport for London,[21] and a separate map of the system is also available.[22]

The routes cover many areas of northern Greater London, and TfL may see direct control of the lines as attractive because:

  • There is some concentration in the north-east, including services to Template:LUL stations, to support the 2012 Summer Olympics;
  • They pass through less affluent areas, and are seen as contributing to the regeneration of these areas;[23] and
  • The North London and Gospel Oak to Barking lines have been considered by some to be neglected and not developed to their full potential.[24]

Service frequencies

The following are the general service frequencies on individual lines:

  • North London Line - 4 trains per hour Monday to Saturday (three per hour after about 20:00), and two per hour on Sunday.
  • West London Line - mainly 2 trains per hour, with extra trains at peak times.
  • Gospel Oak to Barking Line - mainly 2 trains per hour, but 4 trains per hour at peak times.
  • Watford DC Line - 3 trains per hour Monday to Saturday, 2 an hour on Sunday.
  • East London Line - 4 trains per hour serving each of the southern termini, providing 12 trains per hour through the central section from Surrey Quays to Dalston Junction.

Stations

The Overground serves the following stations:

North London Line West London Line Watford DC Line Gospel Oak to Barking Line East London Line

* Step-free access on eastbound platform only

  • * Step-free access on a London platform only
  • ~ Step-free access on Southbound platform only
  • ^ Step-free access on London Overground platform and Southbound platform for National Rail services only

Ticketing

File:LO ticket.png
London Overground ticket based on same design as National Rail tickets but with a Transport for London roundel in the background/relief

Ticketing on the Overground uses a mix of paper and the Oyster Card electronic smart card. As with all National Rail and TfL services in London, passengers may use a Travelcard (daily, seven-day, monthly or annual), and as on other National Rail Services in London, paper single, return and cheap day return tickets priced under the zonal fare scheme are available. In addition, TfL permits the use of Oyster "pay-as-you-go" (PAYG).

As part of an effort to improve safety and protect revenue, TfL has announced that it will introduce ticket barriers at a number of stations. The stations that did not have barriers when TfL took over the line have been fitted with standalone Oyster Card readers similar to those at ungated Underground and DLR stations. The validator at Template:LUL stations which previously was needed to enter/exit the Oyster card system when using the line is now disused.

The ticket stock for the Overground continues to be common National Rail stock, as Overground services remain part of the National Rail network, but sometimes with a large TfL roundel in the centre and the repeated legend "Rail Settlement Plan" in a light green background.

Ticket pricing

Oyster PAYG is charged on the same zone-based rules as for the Underground and the Docklands Light Railway. Stations outside Greater London, except for Watford Junction, are included in the newly created Travelcard Zones 7-9, while Acton Central, Hampstead Heath and Willesden Junction were re-zoned on 2 January 2008 (from 2 to 3, 3 to 2 and 3 to 2/3 respectively), which had the effect of reducing some zone-based fares.[25]

Paper tickets are charged on the same zone based rules as for Underground and DLR paper tickets, which were expanded to take in the extra zones covered. Watford Junction has its own specific price scale. In all cases, paper tickets are significantly more expensive than using Oyster PAYG.

Performance

Although branded as a TfL service, the Overground remains as, and is monitored for performance as, part of the National Rail network (unlike the Underground). The most recent figures released by the Office of Rail Regulation (ORR), for January to March 2010, showed that it had achieved 92.7% of the Public Performance Measure (PPM) target for punctuality and reliability set by the ORR. This was very similar to the average PPM for all London and the South East railway companies. The MAA of the PPM for the 12 months to 31 March 2010 was 93.1%.[26] TfL, in conjunction with the Massachusetts Institute of Technology, has investigated the use of data from the Oyster smartcard ticketing system to measure the performance of the Overground explicitly from the passenger perspective.[27]

In the Spring 2010 National Passenger Survey, conducted by Passenger Focus, London Overground received the lowest overall satisfaction rating of any UK train operating company, at 72%.[28]

Rolling stock

A London Overground Class 378 Capitalstar in August 2009
The interior of a Class 378, showing the longitudinal "tube-style" seating
Former Silverlink Class 313s has now been withdrawn from London Overground services

Since London Overground took over operations from Silverlink, Transport for London has been pursuing a programme of rolling stock replacement over three to five years. From 2009, brand-new Class 378 Capitalstars built by Bombardier Transportation have been introduced on the electrified lines. The North London Line has 24 three-car units,[1] and after platform extensions the North London Railway fleet will be extended to four cars in 2011. The East London Line is being initially operated with 20 four-car units, with three extra trains due to be introduced.[29]

The new Class 378 electric trains were officially unveiled at Template:LUL stations station on 13 July 2009. They include a number of "Tube-style" features, including longitudinal seating (upholstery in Misha Black's District-line-style moquette) and increased standing room to provide a high-capacity metro service. The trains have walk-through open carriage interiors and air conditioning. The new fleet is undergoing testing on the network and is gradually being brought into service.[30][31] The first Capitalstars began passenger operation in July 2009.[32]

The new trains are leased from a newly-formed Rolling Stock Operating Company (ROSCO) named QW Rail Leasing, the lease running until 2027. TfL had planned to buy the new Class 378 EMU fleet outright, but in February 2008 it announced that it would lease the trains instead in order to free up the £250 million capital cost of purchase, combined with reducing the risk of making a loss through any future sell-on of the fleet.[33]

As of October 2010, the new rolling stock has completely replaced the older Class 313 EMU, Class 508 EMU and Class 150 DMU units previously operated by Silverlink, and apart from the three Class 508 units which were withdrawn in late 2008. All the older rolling stock have been cascaded to other train operating companies, such as First Capital Connect, First Great Western and Merseyrail.

The East London line, previously operated with London Underground A60 and A62 Stock, was temporarily closed for rebuilding and is now operated with the new Class 378 Capitalstar units.

Old Class 150 diesel units continue in service on the Gospel Oak to Barking Line (GOBLIN) as this line is not electrified. Eight two-car Class 172/0 units were ordered by Angel Trains on behalf of TfL in November 2007,[34] and London Overground will lease the units from a ROSCO.[35] Electrification of the GOBLIN line is advocated by TfL, local boroughs and passenger groups, but has not been included as part of Network Rail's Route Utilisation Strategy for the Cross London Route.[24] From 2010, TfL has started using new two-car Class 172 Turbostar diesel trains.[36]

Three of the 172/0 units (numbers 172004/005/006) have entered service for London Overground.[37]

If the plan to replace the Watford DC Line with a Bakerloo line service to Watford Junction goes ahead, the 1972 Stock fleet on the Bakerloo line could be augmented by newly-retired Victoria line 1967 Stock trains, although these would need modification.[38]

Current fleet

 Class  Image Type  Top speed   Number   Cars per set   Seat layout   Routes operated   Built 
 mph   km/h 
Class 172/0 Turbostar diesel multiple unit 75 120 8 2 2+2 Gospel Oak-Barking 2010
Class 378/0 Capitalstar electric multiple unit 75 120 24 3 Longitudinal North London
Watford DC
West London 		2008–2010
Class 378/1 Capitalstar electric multiple unit 75 120 20 4 Longitudinal East London 2009–2010
Class 378/2 Capitalstar* electric multiple unit 75 120 10 4 Longitudinal East London**
North London
Watford DC
West London 		2010-

*Class 378/0 will become 378/2 when a fourth car is added.
**Class 378/2 runs on the East London uncommonly.

Past fleet

 Class   Image   Type   Top speed   Number   Cars per set   Routes operated   Built   Notes 
 mph   km/h 
Class 313/1 electric multiple unit 75 120 8 3 Watford DC 1976-1977
(Refurbishment 1997-2001) 		Last train withdrawn September 2010, 20 units handed over to Southern for use on the South Coast, the remaining three cascaded to First Capital Connect, for Great Northern suburban services
Class 508/3 electric multiple unit 75 120 2 3 Watford DC Line 1979-1980
(Refurbished 2003) 		Withdrawn by March 2008, in storage.
Class 150/1 Sprinter diesel multiple unit 75 120 6 2 Gospel Oak-Barking 1984-1987 Last train withdrawn from service 28 October 2010. Due to be transferred to First Great Western.

Branding

A London Overground roundel on a station sign at Sydenham
3D lettering at Shadwell station

The public presentation of the Overground is visually associated with existing TfL design standards, using similar graphic design elements to those used on Underground publicity, signage and other elements, drawing on the design heritage of Frank Pick. These design standards will be applied to the new fleet of trains.

The routes are branded with a new version of the roundel, the iconic bar-and-circle symbol associated with transport services in London. The Overground version consists of an orange ring with a blue bar.[39] The roundel was adopted from an earlier design by the London Passenger Transport Board in 1933 and which has spawned many variations applied to succeeding operations.[40] The current TfL versions use a hollow circle or ring rather than the original solid circle.

In common with other TfL services, the Overground is denoted by a designated sector colour, a vivid orange (Pantone 158C).[39] Similarly to the presentation of the DLR, the Overground is shown on Tube maps as a double stripe rather than a solid line, to denote its status as a service that is not an Underground line.[21]

Corporate signage, stationery and literature use the New Johnston typeface in common with other TfL services.[39] A small number of refurbished stations on the reopened East London line now display the station name in large orange three-dimensional upper-case letters.

Livery

New rolling stock has been painted with new London Overground livery. The design is similar to Underground standard livery, with light grey coaches, a longtitudinal thick blue stripe and a thin orange stripe along the bottom, London Overground roundels at mid-points along the coaches and orange doors. The fronts and backs are painted yellow to comply with National Rail standards.[39]

Older rolling stock inherited from Silverlink retains Silverlink's purple and lime green livery with yellow doors. Silverlink logos have been removed and Overground banners have been added to most units. It is not expected that any more cosmetic changes will be made to the livery and interiors until the delivery of the new rolling stock.

an old unit in purple and green design with a London Overground sticker
Overground branding on a Class 313 coach in Silverlink livery
new unit with white paintwork, blue stripe and yellow ends
A new 378007 at Richmond, displaying the new livery

Future developments

The possible future shape of the London Overground system

The expansion of the Overground network has been widely publicised by TfL as part of its transport strategy, and involves the addition of two new lines to the network which will eventually link to form a ring around London. To date, the East London Railway is almost complete, and funding for the conversion of the South London Line was secured in 2009.[41] Prospective 2010 Tube maps were released in 2008 to the press illustrating the potential full extent of the planned network.[42]

North London Line

Passenger services running on the North London Line are currently operated with three-car trains. TfL is running a project to introduce four-car trains on the network. To enable this, the North London Line has been closed between Gospel Oak and Template:LUL stations to allow the extension of 30 platforms and the installation of a new signalling system. Track renewal work and refurbishment of some stations is also being undertaken. The engineering work is running from 20 February until 31 May 2010. On the rest of the North London Line, reduced services are operating and Sunday services are suspended.[43]

East London Line

Main article: East London line extension
Future northbound through lines at Dalston Junction

Since its 2010 reopening, northbound East London Line services only run as far as Dalston Junction. The original East London Line extension plans only made provision for extending the line as far north as Dalston Junction, terminating just south of the North London Line. In September 2006, the then Mayor, Ken Livingstone, committed to extending the line as far as Template:LUL stations via Canonbury.[1]

The Highbury extension is now scheduled to open in May 2011. Service frequencies are advertised as running every seven or eight minutes, with a six-minute journey time from Dalston Junction to Highbury and Islington. This will provide a new interchange between the East London Line and the North London Line, the Victoria Line and First Capital Connect Northern City Line services.[44]

Watford DC Line

The London Overground terminus at Watford Junction

TfL has proposed re-extending the Bakerloo Line to Watford Junction.[45] It has been suggested that most or all of the line from Template:LUL stations to Watford Junction would be used exclusively by the London Underground, and London Overground services would be withdrawn.

As part of this change, Overground services would be diverted at Primrose Hill Junction via the currently freight-only route through Primrose Hill (closed since 1992) to Camden Road, providing a new service running between Queen's Park and Stratford.[citation needed] As a result of this service change, Kilburn High Road and South Hampstead would no longer have direct services to central London and the Overground would lose its only presence at a London Terminus.

However, the Watford line is still shown as part of the Overground on prospective Tube maps issued by TfL, so this proposal appears uncertain.[42][46]

South London Line

1912 diagram of Clapham junction
1908 diagram of junctions near Surrey Quays
One of the high rail bridges which pass over Brixton
Main article: Inner South London Line

The Phase 2 plans of the East London Line extension incorporate an extension from Surrey Quays along the South London Line to Clapham Junction.[42] This would then create an orbital network around Central London, fulfilling the Orbirail concept. The extension is scheduled to open in May 2012.[47]

The South London route will branch off from the East London Line south of Surrey Quays and will involve the re-opening of a stretch of disused East London Railway Company line. The line will be conveyed via a bridge over Surrey Canal Road to Old Kent Road Junction where it will join the South London line at Queens Road Peckham.[48] The line will then follow the existing National Rail route via Denmark Hill as far as Wandsworth Road, then branch off at Factory Junction, passing through Battersea towards Clapham Junction, where it will connect with the existing West London Line Overground services. The West London services arrive and depart from platform 2 on the north side of the station, but no information has yet been published about platform provision for the South London Line services.

Funding for the South London extension project was secured in February 2009,[41] including £64 million, which was received from the DfT, and £15 million from TfL.

TfL had previously suggested that the South London line project should be funded as part of the Thameslink Programme,[49] due to capacity constraints at Template:LUL stations station once the Thameslink upgrade has taken place. Network Rail's South London Route Utilisation Strategy has also very strongly emphasised the need for this extension to the ELL, particularly in respect of the even more restricted capacity during the reconstruction of London Bridge.

The planned South London route passes over both Loughborough Junction and Brixton stations,[42] without stopping. The proposals have been criticised for not including new interchange stations with Thameslink and the London Underground Victoria lines.[50][51] Under current proposals, no stations are planned at these locations as the line is on high railway arches, making the cost of any station construction prohibitive.[52]

In the March 2008 edition of The Londoner newspaper TfL announced an intention to take over more routes in South London when Southern's franchise runs out in 2009.[53] However, this plan was not included in the franchise tender documents, nor in the 2008 ten-year plan.[54]

Old Oak Common interchange

Map of the proposed Old Oak Common station

A long-term plan exists to create interchange facilities with future High Speed 2 railway services at the proposed Old Oak Common station. Planning documents issued by the Department for Transport suggest that the new station, to be located on a site just south of Template:LUL stations, could open by 2025 and offer connections with London Overground on both the North London and West London Lines.

The station would also be served by the forthcoming Crossrail line, Great Western Main Line services and Heathrow Express, and the proposals additionally indicate the possibility of including interchange facilities with the Bakerloo and Central lines.[55] The Old Oak Common plans are supported by the London Borough of Hammersmith and Fulham.[56]

See also

Wikimedia Commons has media related to London Overground.

References

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  47. ^ Rail Express issue 154, March 2009
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  49. ^ "Transport for London Board Meeting" (PDF). 2007-12-06. Retrieved 2007-12-18.
  50. ^ "Junction joy South". South London Press (archived). 2004-04-24. Archived from the original on 2004-05-09. Retrieved 2009-11-03.
  51. ^ Martin Linton MP (2006-08-04). "Parliamentary Debate: London Orbital Rail Network". Hansard. Retrieved 2007-11-03.
  52. ^ "East London Line Extensions - Loughborough Junction". AlwaysTouchOut. 2006-11-09. Retrieved 2007-11-03.
  53. ^ "Next stop south London". The Londoner. March 2008.
  54. ^ "Mayor outlines 10-year plan for massive transport expansion". TfL. Retrieved 2008-11-24. [dead link‍]
  55. ^ "High Speed Rail" (PDF). Department for Transport. p. 107. Retrieved 28 May 2010. [dead link‍]
  56. ^ "Old Oak Common: The Transport and Regeneration Case for a HS2 Interchange" (PDF). London Borough of Hammersmith & Fulham. December 2009. Retrieved 28 May 2010.
Preceded by Operator of London Overground
2007 - present
(East London Line from 2010) 		Incumbent
Preceded by
Silverlink
North London Railways franchise
before 2007
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