Monday 28th January 2019
You’ve got to feel sorry for the growing number of passengers who rely on the GOspel Oak to Barking orbital railway line in north east London, known affectionately as GOBLIN for short.
The former down-at-heel and unloved Silverlink Metro line transferred to TfL back in 2006 when the future was bright, the future was orange, as it became born again as part of TfL’s Overground network. This higher profile, together with greatly improved service quality, released huge latent pent up demand as passengers soon discovered the extensive travel opportunities this Cinderella of commuter lines offered. Boarding a train just a stone’s throw from Hampstead Heath in north London and arriving in central Barking in East London in little over half an hour is impressive. Many passengers also transfer at Gospel Oak to and from the West London line from Clapham Junction/Richmond via Willesden Junction continuing into the North London line via Highbury & Islington to Stratford and the East London line south of the Thames offering a fantastic number of convenient interchange possibilities.
It’s undeniably one of the most successful rail line turnarounds in a decade with 10,000 passenger journeys now being carried a day. Plans to electrify the line and introduce a brand new fleet of 4-carriage trains to replace the 2-carriage diesel units were therefore hugely welcomed when first announced. What a shame things haven’t quite worked out as planned.
The eastern end of the line closed in June 2016, with the western end following a few months later in September to allow Network Rail to install overhead electrification. This extensive work included rebuilding ten bridges as well as lowering the line in four places to allow for the necessary clearances. Weekday services were reinstated in February 2017 while weekend services resumed in June 2017 but passengers didn’t get to benefit from electric trains as the grossly over crowded 2-carriage diesel operated Class 172 trains carried on running with a promise of brand new Bombardier built 4-carriage Class 710 electric trains to be introduced with a new timetable from May 2018.
As well as an absence of electric trains, it wasn’t long before it became evident the electrification works hadn’t been properly completed either and a further eight week full line closure became necessary between November 2017 and January 2018 to finish things off.
Never mind, at least the new electric trains were due to appear in May 2018; except they didn’t despite the first train being delivered to Network Rail’s test facility in Leicestershire at the end of 2017. To make matters worse the May 2018 timetable initially removed five vital peak hour extra journeys (known as ‘PIXC-busters’ – ‘passengers in excess of capacity’) designed to cope with the crush loads. These were subsequently reinstated by TfL, except within a matter of weeks, they were withdrawn again. The problem being Class 172 diesel train availability – all eight trains were due to come off lease and transfer to the West Midlands by December 2018 and to meet this deadline one train, effectively the spare used on peak hour extras, was withdrawn so it could be overhauled and refurbished for its new owners.
As is the way with these things, for reasons best known to PR and media people, despite no chance of the new trains being imminently introduced, TfL held a high profile launch of the brand new Class 710 trains in June 2018 (just as the ‘PIXC busters’ were withdrawn again) reassuring passengers understandably frustrated and annoyed at having a new train dangled in front of them only to be swept away again back to the test track with the rather limp commitment that “the new fleet will be in service by November”.
The only thing that happened in November 2018 was the announcement of a reduced timetable at weekends to allow for engineers to service the fleet of hard pressed Class 172s as another was withdrawn for its new life in the West Midlands.
As 2019 began and still no sign of the much promised (and publicly launched) new trains and all the Class 172s having to be withdrawn at the latest by mid March, TfL’s been forced to come up with a Plan B, the first part of which was rolled out this morning as a modified spare Class 378 5-carriage electric train set reduced to just 4-carriages (so it will fit into the platforms along the line) took to the tracks as another Class 172 train has been withdrawn. Two more spare Class 378s are being similarly modified to hit the tracks as two more Class 172s are withdrawn in mid February.
The final three Class 172s leave in mid March when Plan C comes into play. This entails the timetable being halved to run every 30 minutes instead of every 15 minutes. TfL say in such an event “there should be adequate capacity for anyone wishing to travel along this route” pointing out four-carriage trains running every half an hour equals two-carriage trains running every fifteen minutes. Except the less frequent service will be more than twice less attractive (you really have to adjust personal travel schedules for a half hourly service in a way you don’t for a fifteen minute one) and the longer trains have much reduced (longitudinal) seating meaning more standing passengers, albeit “standing in greater comfort”.
I gave the new slimmed down Class 378 train a ride this morning. Obviously the interior and ride quality are well known from travels in these trains on other parts of the Overground orbital lines, but it was a novelty to ride the line from a longitudinal seat which is not welcome as you have to sit askew to look out of the window behind you to enjoy the fascinating suburban scenery the train passes or you have to spend the journey avoiding eye contact with the passenger opposite.
Today’s train was well able to cope with the numbers of passengers travelling who are used to squeezing on to a two-carriage diesel. Passengers were noticeably pleasantly surprised at the extra available room, all the more so as they must have initially been disappointed thinking our train was not operating as it failed to appear on departure screens, nor, mysteriously, is it recorded in Real Time Trains records.
It was noticeable how acceleration between stations was much better than with the Class 172s and we easily reached the termini ahead of schedule, even with the padding at the Gospel Oak end. I reckon passengers really will welcome the new Class 710 trains and hopefully this hiatus will be forgotten once they’re introduced just like the summer 2016 closure for bodged electrification works is now a distant memory.
Of course, Bombardier don’t come out of all this at all well. TfL’s latest public statement claims the manufacturer “has still not been able to fix the software problems that are causing the delays”. There’s not even a date for “when the new trains will be ready for driver training to start”. No doubt TfL are hammering them with compensation claims for extra costs and loss of revenue – they’ve already extracted a promised of a months free travel on the line when the trains are finally introduced.
Meantime, it look’s like another Spring (and probably Summer) with crowded trains and longer waits for the hard pressed GOBLIN passengers.
Interesting piece if somewhat depressing!
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Thanks Norman 👍
In a “sensible” world, class 319s or 365s displaced from Thameslink would be used in the interim until the 710s are ready.
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Last time I went on the GOBLIN was around 2003, on an old BR DMU that was very lightly loaded! Interesting to hear about the growth that’s occurred since then.
Would have liked to have ridden a 172 over the line but I never got around to it and look forward to sampling the line when electric, only I’ll wait until the problems are solved!
It seems that all the rail improvements planned for 2018 have ended in disaster! Could a reason for this be that there are now too many organisations singing off slightly different hymn sheets?
Network Rail, the TOCs, TfL (in this case) and countless other stakeholders desiring that their agendas are met! There definatlly needs to be some form of simplicity bought back to the Railways, though I’m sure trying to do this will, ironically, be quite complicated!
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Well made points; many thanks.
TfL Overground has, at great expense, massively improved both services on the network and station quality.
However, I am also a firm believer in what I call the “Tube Map” effect – i.e. when a line appears on the map it gains additional patronage just be more visible to potential users who navigate round using the tube map. I always find it frustrating that the London Rail and Tube Map is not the default publication – were London a German city, the latter map would be the only (or main) one published.
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