| London Overground | |
|---|---|
 | |
 | |
| Overview | |
| Owner | Transport for London |
| Locale | Greater London andHertfordshire |
| Transit type | Suburban rail |
| Number of lines | 6 |
| Number of stations | 113 served (81 operated)[1] |
| Annual ridership | 189 million[2] |
| Website | tfl |
| Operation | |
| Began operation | 11 November 2007; 18 years ago (2007-11-11) |
| Operator(s) | Arriva Rail London (2016–2026) |
| Reporting marks | LO (National Rail) |
| Technical | |
| System length | 167 km (103.8 mi)[3] |
| Track gauge | 1,435 mm (4 ft 8+1⁄2 in)standard gauge |
| Electrification | |
London Overground (also known simply asthe Overground) is asuburban rail network servingLondon and its environs. Established in 2007 to take overSilverlink Metro routes, it now serves a large part ofGreater London as well asHertfordshire, with 113 stations on the six lines that make up the network.
The Overground forms part of the United Kingdom'sNational Rail network but it is under theconcession control and branding ofTransport for London (TfL). Operation has been contracted toArriva Rail London since 2016. TfL previously assigned orange as a mode-specific colour for the Overground in branding and publicity including theroundel, on theTube map, trains and stations.
In 2024, each of the six Overground lines was given a distinct colour and name:Lioness (yellow),Mildmay (blue),Windrush (red),Weaver (purple),Suffragette (green), andLiberty (grey). These are intended to reference London's diverse history and communities.
Rail services inGreat Britain are mostly run underfranchises operated by private train operating companies, marketed together as National Rail.[4]
The concept of developing a network of orbital services around London goes back to the independently produced Ringrail proposals in the early 1970s.[5] Some of these were evaluated in the London Rail Study of 1974[6] (the Barren Report) and Barren suggested consideration of a North London Network of orbital services, based on a later suggestion by the Ringrail Group, which involved using many existing rail routes, rather than the new construction suggested in earlier drafts of the Ringrail Plan.
The proposal from Barren was for several overlapping services mainly using theNorth London line, generally at 20-minute intervals.[5] The suggested routes followed the original North London line service fromBroad Street toRichmond, new services fromBarking toClapham Junction, and a third service fromEaling Broadway toNorth Woolwich. Nothing came of these proposals.
In 1979, theGreater London Council (GLC) decided to sponsor an improved service fromCamden Road, on the North London line, to North Woolwich, opening up a previously freight-only line betweenDalston andStratford and linking it to an improved Stratford – North Woolwich service. This was given the marketing nameCrosstown Linkline, and operated with basic two-car diesel multiple units.
The next initiative came from the GLC in 1984, when the government supported theBroadgate development that would entail the demolition of Broad Street station. The closure process was convoluted because of problems in making alternative arrangements for the North London line, and the remaining services operating fromWatford Junction to theCity. These eventually ran to and fromLiverpool Street via a new section of track, the Graham Road Curve.
British Rail replaced the existing three-carClass 501 electric trains (built 1957)[7] with slightly newer but shorter two-carClass 416 electric trains (built 1959[8]), leading to overcrowding[citation needed]. In 1988, by reorganising and reducing services on the Great Northern routes fromMoorgate, about 18 relatively modernClass 313 dual-voltage electric trains were transferred to operate the North London and Watford services, from bothEuston and Liverpool Street.
Several voluntary sector groups, the Railway Development Society (RDS, laterRailfuture), Transport 2000's then London groups, and the Capital Transport Campaign, launched a series of leaflets and briefings promoting a concept called Outer Circle. This name had once been used for asemi-circular service from Broad Street toMansion House, which ceased during World War I.
The pamphlets and briefings, first issued in 1997, initially suggested a route from Clapham Junction to theGreenwich Peninsula, intended to improve access from south London to theMillennium Dome. However, this was thwarted by architectRichard Rogers[citation needed] who considered that a railway route on a viaduct could cause "community severance",[citation needed] and so the Victorian brick viaduct was demolished. Nothing further happened to develop this network until after the newGreater London Authority (GLA) was launched in 2000. But the lobbying discreetly continued, with a series of short briefings published by one RDS member based in North London. Mayoral and GLA candidates were approached to discuss the viability of the Outer Circle concept. The principle was widely supported and was adopted into the first Mayor's Transport Plan, published in 2001.
Meanwhile, a pilot scheme was launched in 2003 to bring several National Rail local services, mainly in South London, operated byConnex South Eastern,Southern andSouth West Trains under theON – Overground Network brand. TfL introduced consistent information displays, station signage and maps on the selected routes in South London. Although this pilot was primarily an exercise in branding, some service improvements were introduced, and it was the first instance of the newly created TfL having a visible influence over National Rail services. The pilot scheme was later dropped.
TheSilverlink franchise on theNorth London line was frequently regarded by travellers as having offered a poor service,[9] complaints centring around extremely congested trains and unreliable service.[10] The quality of theClass 313 trains used were also criticised; its interiors were of noticeably lower quality compared to that of newer trains and the trains themselves were viewed as unwelcoming to passengers, particularly during late hours.[11]
In January 2004 theDepartment for Transport (DfT) announced a review of the rail industry in Great Britain.[12] As part of that review, TfL proposed a "London Regional Rail Authority" to give TfL regulatory powers over rail services in and around Greater London.[13] A result of this consultation was agreement by theSecretary of State for Transport,Alistair Darling, to transfer theSilverlink Metro services from DfT to TfL control.[14]
Silverlink had two areas of operation: Silverlink County regional services fromEuston toNorthampton,St Albans Abbey,Bletchley andBedford; and Silverlink Metro within the London urban area. When the franchise was split up in 2007, County services were taken over by theLondon Midland franchise,[15] and the Metro services came under TfL control. TfL decided to let this franchise as a management contract, with TfL taking the revenue risk.
On 20 February 2006, the DfT announced that TfL would take over management of services then provided bySilverlink Metro.[16] Tenders were invited to operate the service under the provisional name of the North London Railway. Four bidders were shortlisted –Govia,MTR/Laing Rail,National Express andNedRail.[17][18] In August 2006, a contract worth £223 million was signed with rolling stock manufacturerBombardier for new trains, with an initial batch of 152 individual cars to be delivered from September 2008, as well as options to purchase additional cars.[19]
On 5 September 2006, TfL announced that the extendedEast London line would be included, and the operation would be branded as London Overground.[20][21] In June 2007, TfL announced thatLondon Overground Rail Operations (ajoint venture ofLaing Rail andMTR Corporation) had been awarded the contract, with TfL promising "more staff, new trains, a vastly upgraded service, and refurbished and new stations" when they took over in November 2007.[22] On 25 June 2007, astatutory instrument was laid before parliament to exclude the ex-Silverlink metro lines from the franchising process, which enabled them to be operated as a concession.[23][24]
On 11 November 2007, TfL took over suburban services previously operated by Silverlink Metro.[26] The following day there was an official launch ceremony atHampstead Heath station with theMayor of London,Ken Livingstone; there was also a later media event on the bay platform atWillesden Junction. The launch was accompanied by a marketing campaign entitled "London's new train set", with posters and leaflets carrying an image ofmodel railway packaging containing new Overground trains, tracks and staff.[27] TfL undertook to revamp the routes by improving service frequencies and station facilities, staffing all stations, introducing new rolling stock and allowingOyster pay as you go throughout the network from the outset.[28]
After the takeover, all stations were "deep-cleaned",[29] and Silverlink branding removed. Station signage was replaced with Overground-branded signs using TfL's corporateNew Johnston typeface.[28][29] In July 2009, the first of the newClass 378 trains entered service.[11]
On 15 April 2009, the North London line trains at Stratford moved to new high-level platforms 1 and 2 from low-level platforms 1 and 2, which were needed to allow the construction of an extension of theDocklands Light Railway toStratford International. The new platforms 1 and 2 are an island platform with step-free access to platform 12 and subway links to platforms 3–11.[30] On 27 September 2009,Imperial Wharf station opened on theWest London line, betweenWest Brompton andClapham Junction.[31]
On 27 April 2010, the East London line became part of the London Overground network when the Phase 1 extension was completed.[32] The formerLondon Underground line was extended northwards, mostly along the formerBroad Street viaduct of the North London line, to the re-openedDalston Junction, and southwards toCrystal Palace andWest Croydon.
Operations began with a limited preview service between Dalston Junction and New Cross/New Cross Gate,[33] with full operation between Dalston Junction and West Croydon/Crystal Palace on 23 May.[34] On 28 February 2011, the line between Dalston Junction and Highbury & Islington was opened. In attendance were theMayor of London andLondon Underground's Managing Director. TfL announced in November 2010 that ridership was ahead of forecast at 92,000 a day, and that patronage atSurrey Quays had "gone through the roof".[35]
The incorporation of the East London line into the Overground network has added substantial sections of line in tunnel, including the historicThames Tunnel, the oldest tunnel under a navigable river in the world. A peculiarity is that atWhitechapel the London Overground runs below the London Underground (though there are other parts of the network where this occurs, e.g. theWatford Junction to Euston route betweenKenton andSouth Kenton – shared with theBakerloo line – passes under theMetropolitan line betweenNorthwick Park andPreston Road).
The next addition opened on 9 December 2012, fromSurrey Quays toClapham Junction via the South London line, calling atQueens Road Peckham,Peckham Rye,Denmark Hill,Clapham High Street andWandsworth Road. The extension uses an alignment between Surrey Quays and just north ofQueen's Road Peckham that had been disused since 1911; new track was laid after some major civil engineering works. Passive provision has also been made for a new station atSurrey Canal, to be constructed when funding becomes fully available. This was put on hold in 2009, although a suitable station 'foundation structure' has been built to facilitate completion in the future.
Funding for the railway rebuilding project was secured in February 2009,[36] including £64 million from the DfT and £15 million from TfL, and construction began in May 2011.
The route passes over bothLoughborough Junction andBrixton stations without stopping, and this lack of interchange stations was criticised by local politicians during the planning phase of the project.[37][38] No stations are planned at these locations as the line is on high railway arches, making the cost of any station construction prohibitive.[39]
On 31 May 2015, theLiverpool Street toEnfield Town,Cheshunt (viaSeven Sisters) andChingford services, as well as theRomford toUpminster service, were transferred fromGreater Anglia to TfL to become part of the London Overground network.[40][41]
The initial network, service levels and timetables were a continuation of Silverlink Metro services, a set of routes primarily built and electrified by theNorth London andLondon & North Western railway companies in the 19th and early 20th centuries. As the Overground name implies, the majority of the network is above ground, and it mostly consists of railway lines that connect areas outsideCentral London, with a considerable portion of the network inLondon fare zone 2. The network also usesEuston in central London, the southernterminus of theWatford DC line.
The network interchanges with theBakerloo,Central,Circle,District,Hammersmith & City,Jubilee,Metropolitan,Northern andVictoria tube lines, and also with theDocklands Light Railway,Elizabeth line andTramlink networks. The Overground lines appear onTube maps issued by TfL,[42] and a separate map of the system is available.[43]
Much of London Overground passes through less affluent areas, and is seen as contributing to their regeneration.[44] The North London and Gospel Oak to Barking lines were previously considered by the Transport Committee of the London Assembly to be neglected and not developed to their full potential.[45]
London Overground | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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As of May 2025[update], the typical off-peak service pattern is:[46]
| Windrush line | ||
|---|---|---|
| Route | tph | Calling at |
| Dalston Junction toNew Cross | 4 | |
| Dalston Junction toClapham Junction | 4 |
|
| Highbury & Islington toCrystal Palace | 4 |
|
| Highbury & Islington toWest Croydon | 4 |
|
| Mildmay line | ||
| Route | tph | Calling at |
| Richmond toStratford | 4 |
|
| Clapham Junction to Stratford | 4 |
|
| Lioness line | ||
| Route | tph | Calling at |
| Watford Junction toLondon Euston | 4 | |
| Suffragette line | ||
| Route | tph | Calling at |
| Gospel Oak toBarking Riverside | 4 | |
| Weaver line | ||
| Route | tph | Calling at |
| London Liverpool Street toEnfield Town | 2 | |
| London Liverpool Street toCheshunt | 2 |
|
| London Liverpool Street toChingford | 4 |
|
| Liberty line | ||
| Route | tph | Calling at |
| Romford toUpminster | 2 | |
Battersea Park railway station is served by an infrequentparliamentary train service fromDalston Junction, which terminates at Battersea Park instead ofClapham Junction. Since the reorganisation of services into the London Overground network, this has been the only service to use the link from platform 2 at Battersea Park toWandsworth Road.
Windrush Line services are served byNew Cross Gate Depot. Mildmay, Lioness, and Suffragette Line services are served byWillesden Traction Maintenance Depot. Weaver and Liberty Line are served byIlford EMU Depot, Chingford Sidings andGidea Park Sidings.
London Overground's head office and control centre are atSwiss Cottage. Rolling stock is maintained atWillesden Junction andNew Cross Gate TMDs, the latter being newly built for the extended East London line. There are also sidings at Silwood Triangle (just north of New Cross depot), built in 2013–14. Satellite locations for stabling trains include Stratford, London Euston and sidings (mainly used byLondon Northwestern Railway), andc2c's East Ham Depot. Train crews are based at stations including Euston, Willesden Junction, Watford Junction, New Cross, Stratford and Gospel Oak. Up to the early 2010s, London Overground operated with aconductor or guard on its North London, West London and Gospel Oak services. With the other 60% of Overground services already operated by only a driver, it was decided in 2013 to convert these remaining two-person operated trains todriver only.[47]
The London Overground is currently operated byArriva Rail London under a contract with TfL which expires in 2026. Following a model similar to that used for theDocklands Light Railway, TfL invited tenders for operation of the Overground. Unlike otherNational Rail operators under the franchise control of the DfT, TfL sets fares, procures rolling stock and decides service levels. The operator takes only a small element of revenue risk, with TfL taking 90% and the operator 10%.
The first operator,London Overground Rail Operations, a 50:50 joint venture betweenLaing Rail andMTR Corporation, was chosen by TfL on 19 June 2007.[48] Four bidders had been shortlisted to operate the concession –Govia,MTR/Laing Rail,National Express andNedRail.[17][18] The contract was signed on 2 July 2007 for seven years with the option of a two-year extension.[49] In preparation for the launch of the Overground, MTR Laing renamed itself London Overground Rail Operations. In February 2013, it was awarded a concession extension until 14 November 2016.
In April 2015, TfL placed a notice in theOfficial Journal of the European Union, inviting expressions of interest in operating the next concession.[50] In July 2015, TfL announced the shortlisted bidders for the next concession wereArriva UK Trains,ComfortDelGro, aKeolis/Go-Ahead joint venture andMTR Corporation.[51] In March 2016, TfL announced that Arriva Rail London had won the right to operate the London Overground concession, starting from 13 November 2016.[52][53] In June 2023, Arriva announced a contract extension had been secured with TfL, pushing the expiry date to May 2026.[54]
Ticketing is a mix of paper,Oyster cards, electronic smart cards andcontactless payment cards for "pay-as-you-go" travel. As with all National Rail and TfL services in London, passengers can use aTravelcard (daily, seven-day, monthly or annual); as on other National Rail services in London, paper single, return and cheap day return tickets priced under the zonal fare scheme are also available.
As part of an effort to improve safety and protect revenue, TfL has announced that it will introduceticket barriers at a number of stations. The stations that did not have barriers when TfL took over have been fitted with standalone Oyster card readers similar to those at ungated Underground and DLR stations. The validators atBlackhorse Road which were needed to enter/exit the Oyster card system when changing to and from theVictoria line were replaced with route validators, coloured pink: these are used to show that a traveller using Oyster PAYG changed lines at that station, showing which of the possible routes was used. Typically, this avoids paying for zone 1 when the passenger did not travel into it.
Ticket stock is 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" or on newer versions "National Rail" on a light green background. This ticket stock, coded "TFL" on the reverse, was introduced in November 2007.[55]
Oyster PAYG is charged on the samezone-based rules as for theUnderground and theDocklands Light Railway. Stations outside Greater London (except Watford Junction) are included in the newLondon fare zones 7-9. On 2 January 2008 Acton Central was moved from zone 2 to 3, Hampstead Heath from 3 to 2 and Willesden Junction from 3 to both 2 and 3.[56]
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 fare scale.[citation needed] Paper tickets are significantly more expensive than using Oyster PAYG.[citation needed]
 | This section needs to beupdated. The reason given is: Eight year old performance statistics no long relevant. Please help update this article to reflect recent events or newly available information.(February 2022) |
Although a TfL service, the Overground is part of the National Rail network, unlike theUnderground. The most recent figures released byNetwork Rail (NR), for period 7 (2013–2014), showed that it had achieved 96.6% of thePublic Performance Measure (PPM) target for punctuality and reliability set by the ORR – down 0.9 percentage points on the period last year. The moving annual average (MAA) of the PPM for the 12 months to 12 October 2013 was 96.5%.[57] TfL, in conjunction with theMassachusetts Institute of Technology, has investigated the use of data from theOyster smartcard ticketing system to measure the performance of the Overground explicitly from the passenger perspective.[58]
In the autumn 2011 National Passenger Survey, conducted byPassenger Focus, London Overground received an overall satisfaction rating of 92%, a 7% improvement on the previous survey.[59] However, a survey in February 2014 by the consumer groupWhich? found that customer satisfaction of London Overground was at sixth place (out of 20 train operators) with a satisfaction percentage of 58%.[60]
_south_entrance_April2010.jpg)
Public presentation is visually associated with TfL design standards, using similar graphic design elements to those used on the Underground. These design standards have been applied to London Overground stations, signage,rolling stock and publicity. London Overground also uses the TfL corporate typeface,New Johnston, on its signage, publicity, and stationery and on its fleet of trains. Overground signage is in a vivid orange shade (Pantone 158C). The orange colour was inherited from the former East London line prior to its transfer from Underground to Overground.[61][42][62]
Before 2024, London Overground linestube map did not use colours to distinguish between the different Overground lines. Like theDocklands Light Railway and theElizabeth line, the Overground is represented by a double line rather than a solid single line, to distinguish it from the colour-coded Underground lines. The London Overground also uses a variant of theTfL roundel. TfL denotes its different transport modes such as London Underground and London Buses with variants of the roundel device using a range of colours, and the London Overground version consists of an orange ring with a blue bar. The roundel has its origins in a 1933 design by theLondon Passenger Transport Board and has spawned many variations.[42][63][64]
Unlike otherNational Rail stations, London Overground stations which are not served by another National Rail operator now omit the red National Rail "double arrow" logo from signage outside the stations, using only the Overground roundel instead.[65] A few refurbished or new stations on the reopened East London line display the station name in large orange three-dimensional uppercase letters.[citation needed]
Before 2024 the Overground lines were also not officially distinguished by individual names, unlike the Underground. To provide more clarity to the London Overground network, making it easier for passengers to navigate their way around the system, it was decided to give each route its own name and colour on maps, signage and in digital information.[66]Mayor of LondonSadiq Khan pledged in April 2022 that he would invite Londoners to suggest new Overground lines individual names to reflect their "diverse history".[67] In August 2023, an initial consultation was announced to invite public suggestions for names,[66]so that a shortlist could be established.
In February 2024, TfL announced names for each of London Overground's routes, intended to celebrate events from London's history,[68] and these new names took effect in November 2024.[69]
| Name | Indicated by | Route | Reason for name |
|---|---|---|---|
| Lioness line | (yellow parallel lines) | Euston to Watford, including Wembley Central | Intended to honour theEngland women's football team, including their win inUEFA Women's Euro 2022 atWembley Stadium[70] |
| Mildmay line | (blue parallel lines) | Stratford to Richmond/Clapham Junction | Intended to honour the work of theMildmay Mission Hospital, a charitable HIV hospital located inShoreditch |
| Windrush line | (red parallel lines) | Highbury & Islington to Clapham Junction/New Cross/Crystal Palace/West Croydon | Intended to honour theCaribbean communities (particularly the "Windrush generation" of 1940s and 1950s arrivals, named after the shipHMTEmpire Windrush) that the route runs through |
| Weaver line | (maroon parallel lines) | Liverpool Street to Cheshunt/Enfield Town/Chingford | Runs through parts of London known for the textile trade, especially the historic area of theHuguenot weavers |
| Suffragette line | (green parallel lines) | Gospel Oak to Barking Riverside | Barking was the home of the longest-livedwomen's suffragette, Annie Huggett |
| Liberty line | (grey parallel lines) | Romford to Upminster | Referencing theRoyal Liberty of Havering, and the wider freedom that is a "defining feature of London". |
Khan officially named the lines in a ceremony atDalston Junction Station in November 2024.[71][72] The names of the lines are intended to reference London's diverse history and communities.[73][74]
Passenger numbers have grown very quickly since the start of London Overground in 2007. There were big increases in 2010/11 and 2011/12 owing to the opening of the extensions of theEast London line andSouth London line. The transfer of some suburban services from Liverpool Street in May 2015 from theGreater Anglia franchise to London Overground also distorted numbers, contributing to a very large growth between 2014/15 and 2015/16.[41]
| Year | Passengers (millions) | % Change |
|---|---|---|
| 2007–08 | 28.8 | N/A |
| 2008–09 | 33.2 |  15.3 |
| 2009–10 | 34.3 | 3.3 |
| 2010–11 | 57.2 | 66.8 |
| 2011–12 | 102.6 | 79.4 |
| 2012–13 | 124.6 | 21.4 |
| 2013–14 | 135.7 | 8.9 |
| 2014–15 | 139.8 | 3.0 |
| 2015–16 | 184.4 | 31.9 |
| 2016–17 | 188.8 | 2.4 |
| 2017–18 | 189.8 | 0.9 |
| 2018–19 | 188.1 |  0.8 |
| 2019–20 | 186.0 | 1.1 |
| 2020–21 | 59.2 | 68.2 |
| 2021–22 | 126.9 | 114.3 |
| 2022–23 | 157.1 | 23.7 |
| 2023–24 | 181.4 | 15.5 |
| 2024–25 | 180.4 | 0.6 |
Since the London Overground took over from Silverlink, TfL has pursued a programme of rolling-stock replacement in order to remove from service the ageingsecond-generation EMUs andClass 150 DMUs it inherited from Silverlink. In 2009,Class 378 Capitalstars built byBombardier'sDerby Litchurch Lane Works were introduced on the electrified lines to replace theClass 313 andClass 508 units used previously, while the Class 150s were replaced by newClass 172 Turbostar units on the non-electrifiedGospel Oak to Barking line. By October 2010, the new rolling stock had completely replaced the units previously operated by Silverlink.[80][81][82] The Class 313 and 150s were cascaded to other train operating companiesSouthern,First Capital Connect andFirst Great Western. The Class 508 units were stored atEastleigh Works but were subsequently scrapped in 2013 after being deemed unfit.
Before its closure to become part of the London Overground, services on the East London line were operated withLondon Underground A60 and A62 Stock.
The Class 378 trains were officially unveiled atWillesden Junction on 13 July 2009. They include a number of tube-style features, including longitudinal seating and increased standing room to provide a high-capacity metro service. They also benefit from walk-through carriage interiors andair conditioning.[83][84] The North London line has a base fleet of 24 four-car units, Class 378/2. However, these were delivered as three-car units (378/0), with the extended trains being introduced from September 2010, following platform extension works and delivery of the first 20 four-car units (378/1) for the East London line.[85] A further 13 dual-voltage units were delivered to expand services, taking the total fleet to 57 four-car units. These trains are to be extended to five-car sets towards the end of 2014, starting with the East London line sets.
The trains are leased from newly formedrolling stock company (ROSCO)QW Rail Leasing until 2027. TfL planned initially to buy the new fleet outright, but in February 2008 announced that it would lease the trains 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.[86]
Eight two-car Class 172/0 units, leased fromAngel Trains, entered service in 2010.[87] At first their speed was restricted to 40 mph (64 km/h) but the restriction was lifted when a test was found to be flawed.[88]
TfL invited expressions of interest for a total of 39 four-car EMUs in April 2014, with 30 required for the Lea Valley lines, eight for the Gospel Oak to Barking line, and one for the Romford–Upminster line – all to replace older Class 172, Class 315 and Class 317 trains.[89] Since then the planned procurement was increased to 45 four-car EMUs, with the additional six units intended for theWatford DC line. In July 2015, TfL announced that it had placed a £260M order for 45 four-car BombardierAventra EMUs, with an option for 24 more, for use on the Lea Valley lines and the Watford DC line, Gospel Oak to Barking line and Romford–Upminster line from 2018. The type will be known as theClass 710 and will be similar to theClass 345 used byCrossrail.[90] Nine further units were ordered in February 2018, split between an additional three Class 710/2 units for use on the extended Gospel Oak to Barking line, and six 5-car units to allow Class 378 units to be cascaded to strengthened East London line services.[91]
On 22 May 2019, TfL announced that approval had been gained for the Class 710s to enter passenger service. The first two units entered service on theGospel Oak to Barking line on Thursday 23 May 2019 and the remaining six were in service by August 2019, with the first unit entering service on the Watford DC line on 9 September 2019. The first units on theLea Valley lines entered service on 3 March 2020 after a first attempt on 24 February 2020.[92] Their use onRomford–Upminster line services began in October 2020.[93]
| Family | Class | Image | Type | Top speed | Number | Coaches | Years built | |
|---|---|---|---|---|---|---|---|---|
| mph | km/h | |||||||
| Bombardier Electrostar | 378Capitalstar |  | EMU | 75 | 120 | 57 | 5 | 2008–2011 |
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| Bombardier Aventra | 710Aventra |  | 48 | 4 | 2017–2020 | |||
| 6 | 5 | 2020 | ||||||
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Former train types operated by London Overground include:
| Family | Class | Image | Type | Top speed | Number | Coaches | Routes operated | Years built | Years operated | |
|---|---|---|---|---|---|---|---|---|---|---|
| mph | km/h | |||||||||
| Sprinter | 150/1 |  | DMU | 75 | 120 | 6 | 2 | Gospel Oak to Barking line | 1984–1987 | 2007–2010 |
| Bombardier Turbostar | 172/0 |  | 100 | 160 | 8 | 2010 | 2010–2019 | |||
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| BREL 1972 | 313/1 |  | EMU | 75 | 120 | 23 | 3 | 1976–1977 | 2007–2010 | |
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| 315 |  | 17 | 4 | 1980–1981 | 2015–2020 | |||||
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| BR Second Generation (Mark 3) | 317/7 |  | 100 | 161 | 8 | 4 | Lea Valley lines | 1981–1982 | 2015–2020 | |
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| 317/8 |  | 6 | 4 | Lea Valley lines | 1981–1982 | 2015–2020 | ||||
| 321/4 |  | 2 | Romford–Upminster line | 1988–1990 | 2015–2016 | |||||
| BREL 1972 | 508/3 |  | 75 | 120 | 3 | 3 | Watford DC line | 1979–1980 | 2007–2010 | |
 | ||||||||||
All Capitalstar and Aventra stock in service now carries Overground livery. It is similar toUnderground livery, and consists of white and black coaches, a longitudinal thick blue stripe and a thin orange stripe along the bottom, London Overground roundels at midpoints along the coaches, black window-surrounds and orange doors. The ends of each Class 378 unit are painted yellow to comply with the National Rail standards that existed when the first wave of new trains began to enter service in 2009. However, Class 710 units do not have this as they were introduced into service after new standards released by the RSSB since most trains now have European-styled headlights allowing for better visibility from afar, unlike before when they needed the yellow fronts for visibility.[94] The seat upholstery features amoquette by fabric designers Wallace Sewell.[95]
As railway lines have been transferred to London Overground operation, services are sometimes operated using rolling stock inherited from the previous train operating company, and for a temporary period these trains have been branded with transitional livery until they are replaced with newer rolling stock. When the first London Overground services began, they were operated using Silverlink rolling stock which retained Silverlink's purple and lime green livery with yellow doors. The Silverlink logos were removed and Overground banners were added. This rolling stock was eventually completely replaced with new, Overground-branded trains.
Similarly, since the takeover of the Lea Valley lines, Overground services are being run with trains inherited from Abellio Greater Anglia which are mostly in a plain white livery with red doors. Prior to replacement of this rolling stock, the trains were repainted with full Overground livery and the interiors refurbished with Wallace Sewell upholstery and TfL standard signage and route maps.[citation needed]
In June 2018, London Overground unveiled its first complete Class 710 unit, complete with a newly designed livery and moquette.[96] In October, it then began a programme to refresh the Class 378 fleet, giving them a livery designed to appear similar to the one designed for the Class 710.[97]
It was announced in June 2013 that £115 million of funding for electrification was being made available as part of upgrades to rail infrastructure included in the government's 2013 spending round.[98] At the same time Transport for London announced that they had obtained a £90 million commitment from theChancellor of the Exchequer and theSecretary of State for Transport.[99]
In September 2015, Network Rail awarded the £56.9m contract to electrify the line toJ. Murphy & Sons.[100] Part closures (on weekends and from South Tottenham to Barking) were planned from June to late September 2016, followed by a full closure from October to February 2017,[101] and further evening and weekend works until late June 2017, and finally around four months of further work to add the wires so that electricClass 710 trains can run from early 2018.[102] The line was to be electrified using the NR Series 2 OLE range.[103]
It was announced as part of the2014 United Kingdom budget that the Gospel Oak to Barking line would be extended toBarking Riverside station.[104] £263 million was to be spent to extend the line to thebrownfield 10,800-homeBarking Riverside housing development, whichBarking and Dagenham Council did not believe to be viable without improved transport connections. The developers of the site, Barking Riverside Limited, would provide £172 million towards the project, with the remainder coming from Transport for London.[105] Construction started in 2017 and was planned to be completed by 2021.[105] London Overground services started running to Barking Riverside on 18 July 2022.
London Overground began running 24-hour trains on Friday and Saturday nights, similar to theNight Tube ofLondon Underground, between Dalston Junction and New Cross Gate from 15 December 2017.[106] In February 2018 the service was extended to Highbury & Islington, which interchanges with overnight services of theVictoria line.[107][108]
In 2007, TfL proposed re-extending the Bakerloo line toWatford Junction.[109] It was suggested that most or all of the line fromQueen's Park to Watford Junction would be used exclusively by theLondon Underground; London Overground services would be withdrawn.
As part of this change, Overground services would have been diverted at Primrose Hill Junction viaPrimrose Hill (closed to passengers since 1992) toCamden Road, providing a new service between Queen's Park and Stratford.[110] Had this change taken place,Kilburn High Road andSouth Hampstead would no longer have had direct services to Euston station, hindering access to central London.
The official Croxley Rail document states, "Bakerloo Line extension to Watford Unlikely" and "TfL’s plans to extend the Bakerloo Line to Watford Junction are on hold indefinitely due to funding and business case constraints".[111]
Plans were approved in 2011 for theCroxley Rail Link, diverting the Watford branch of London Underground'sMetropolitan line to Watford Junction viaWatford High Street, where it would share tracks with the Overground.[112] However, in early 2017 this scheme was paused due to funding issues.[113]
A long-term plan exists to create an interchange withHigh Speed 2 at the proposedOld Oak Common station. Planning documents issued by the DfT suggest that the new station, on a site just south ofWillesden Junction, could open by 2025 and offer connections with the Overground on both the North London and West London lines.
The station would also be served byCrossrail,Great Western Main Line services and the proposals indicate the possibility of interchange with theBakerloo andCentral lines.[114] The plans are supported by theLondon Borough of Hammersmith and Fulham.[115]
In June 2013, the Mayor of London and the London Boroughs of Brent, Ealing and Hammersmith & Fulham released 'vision' consultation documents[116] about theOld Oak Common area. These documents mention various connections to the London Overground system, linking Old Oak to the North London line, West London line, and to two new London Overground branches, to Hounslow, and – via theDudding Hill line – toThameslink stations on theMidland Main Line.
In October 2017, TfL began a public consultation on the construction of two new Overground stations,Hythe Road on the West London line andOld Oak Common Lane on the North London line. If built, these stations would provide interchange between London Overground and Old Oak Common station.[117][118]
In addition to the plan to extend the Gospel Oak to Barking line to Barking Riverside, there are also proposals to extend it further under theRiver Thames to a station inThamesmead, and then onAbbey Wood to connect with the Elizabeth line.[119]
Transport for London has confirmed that the Mayor has asked them to look at both the Overground extension from Barking Riverside and a DLR extension, for connecting to Thamesmead.[120]
In February 2024, a public consultation began on a DLR extension to Thamesmead fromGallions Reach, which had been favoured over the previous London Overground proposal due to cost and service frequency.[121]
Following the completion of the first phase of the London Overground network in December 2012, TfL has expressed its intention to take over the operation of other suburban lines in the London area. As with the original London Overground system, this would involve devolving National Rail services fromthe DfT's franchising system to a TfL-managed concession.
On 21 January 2016, it was announced consideration was being given to the possibility of gradually transferring the suburban services operated bySoutheastern,South West Trains andGovia Thameslink Railway (Great Northern and Southern) to TfL to create a London Suburban Metro.[122]
In 2012–2013, TfL and the Greater London Authority publicised a proposal for further expansion, identifying a number of services in North-East and South-East London as suitable candidates.[123][124][125] Part of this proposal was fulfilled in May 2015 with the transfer of the Lea Valley and Romford-Upminster Lines out ofLiverpool Street to the London Overground network, but TfL's aim of acquiringSoutheastern metro services currently remains at the proposal stage. Under this scheme, TfL would take over rail services out ofLondon Victoria,Charing Cross andCannon Street toDartford,Sevenoaks,Orpington andHayes, but this was rejected following spending cuts imposed by the2013 United Kingdom budget.[126] The possibility of TfL acquiring routes out ofLondon Bridge has also been discussed.[125]
In October 2015, the prospect of London Overground expansion was raised again when theLondon Assembly Transport Committee published a report which advocated the devolution of a number of commuter rail services and the creation of a "South London Metro". In particular, the report identified four rail franchises due for renewal which could be taken over by TfL:[127][128]
Kent County Council had initially expressed opposition to the Dartford route plans on account of limited capacity for Kent express trains being lost to expanded TfL services.[129] However, after negotiations with the London Assembly, the council reached an agreement to support the proposals.[130]
The DfT has proposed that TfL should take over theGreenford to West Ealing line in West London. This would bringGreenford,South Greenford,Castle Bar Park,Drayton Green andWest Ealing into the Overground network. Trains on this branch used to run directly to Paddington, but were curtailed at West Ealing in order to free up line capacity for the forthcoming Crossrail services, with West Ealing reconstructed to allow Greenford branch trains to terminate there. If this proposal were to go ahead, it would happen when theGreater Western franchise ends in 2023.[131]
Proposals to reopen theDudding Hill line to passenger services as part of the London Overground have been mooted for several years. In June 2019, TfL published a report examining the possibility of opening the line as a London Overground branch line connecting Hounslow with Cricklewood and Hendon, with stations atHarlesden, Lionel Road,Hythe Road,Neasden andBrent Cross West.[132]
In 2017 it was reported that a system is being trialled atShoreditch High Street station that indicates the crowding in each train carriage. The technology, already in use onThameslink trains, helps passengers find the least crowded carriage when boarding a train and should reduce dwell times at stations. If the trial is successful, it will be rolled out across the London Overground network.[133]
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| Preceded by | Operator of London Overground 2007 – present (East London line from 2010) | Incumbent |
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