Note: I work for an Arriva train operating company and travelled for free today on Arriva Rail London under reciprocal leisure travel arrangements. This has not influenced this post in any way, and the views shared are entirely my own, not those of my employer.
Today I spent some time exploring the London Overground, and what Transport for London has created here is impressive on multiple levels, and it’s easy to see why there are ambitions to create something similar in Greater Manchester.
Let’s start with the frequency. On certain stretches, particularly where the North London Line branches converge near Camden, services run every 5 minutes or so. That’s a turn-up-and-go frequency you’d expect from a metro, not a heavy rail operation. And what’s even more impressive is that, despite such frequent service, every train I saw or boarded was full and standing. That’s a really encouraging sign – it shows how much latent demand there was for this sort of cross-city connectivity and how well-used the network is today.
A bit of background for those unfamiliar: the London Overground was born in 2007 when TfL took over several underused and unloved suburban rail lines and upgraded them through new stations and rolling stock as well as a major electrification project. Since then, it’s grown significantly – both in reach and in reputation – with serious additional investment in infrastructure, rolling stock, and station facilities. It’s now a key part of London’s transport network, integrating suburban rail with a consistent brand that customers trust.
That said, the new line names – part of TfL’s rebranding attempt to help make the network clearer – haven’t quite landed for me, or for many others. I travelled today on the Lioness, Mildmay, and Windrush lines, though I’d be hard pressed to tell you which was which without checking a map. The sentiment and names are lovely – reflective of communities and culture – but I’m not sure they’ve become embedded in the public consciousness, at least not yet.
One of the the best bits of today was having the flexibility to hop on and off to when a station looked cool! Rotherhithe stood out as particularly unique – a narrow island platform hemmed in by large tunnels, giving it a quirky feel. I also stopped off at Crystal Palace. The station itself was grand and welcoming, and the area surrounding it seemed charming – a mix of greenery, characterful streets, and community feel. Definitely one I’d like to come back to explore further.
In terms of rolling stock, I rode both the older Class 378 units and the newer trains, the Class 710 Aventras. The difference is noticeable. The 378s are solid and do the job well, but the new trains feel like a step up – smoother ride, better acceleration, and far clearer announcements and door tones. I did find the beeps and announcements on the 378s inaudible at times, especially when the train was crowded. The 710s by contrast were far better in that regard, and they’ve stood up really well so far.
All in all, I left today genuinely impressed. The Overground is a great example of what can happen when you invest in urban rail and treat it like a public service, not just a franchise. It’s popular, reliable, and – crucially – feels joined-up. For other cities looking to transform their railways into something people actually want to use, there’s a lot to learn from London.
