150 Years & London's Still On Track

For the majority of bus enthusiasts, trains play a very important role in transporting us over long distances to the rare workings, new buses and uncompleted routes on the other side of London. Usually, they're pretty fast too. It's natural, therefore, for our knowledge of the railways to become greater than the general public and, certainly in my case, passively take interest in them. Even though this post has (almost) nothing to do with buses, hopefully it should appeal to most and if you still aren't convinced, we'll back on the road, not the tracks, for the next post.

Bagged this in the middle of exams ; good job it was only walking distance.

Over the past few months, some tours have taken place using a classic 1938 stock unit (these can still be found in service, somehow, on the Isle of Wight), mainly along the District, Piccadilly and Circle Lines. They usually started at Northfields and riding one would've cost you a fortune, but I'm sure it must have been a very fun experience. The few that I was made aware of happened on a Sunday, but I'm not sure if any more are scheduled for the future. Either way, it was great to capture one of these lovely trains in action, rather than as a static display, and I really look forward to riding the Island Line soon.

Blackhorse Road is probably the worst station to snap trains on the Gospel Oak to Barking line as they're scheduled to pass each other. This shot is a mess, but still got lucky.

Users of the London Overground Gospel Oak to Barking line (Goblin) haven't had it easy. When TfL seized control from Silverlink, eventually the frequency was increased to an attractive every 15 minutes and the popularity of the service surged, which eventually led to dangerous overcrowding as the fairly new two car Class 172 units became completely inappropriate for rush hour loadings. I did really like travelling on them, with their sufficient air conditioning and their reminiscence to a bus journey (if you ride one you'll get what I mean), but we were all eagerly awaiting their replacements to make the commute slightly more pleasant. Although new and longer diesel multiple units were considered, electrification was insisted upon by the government and works commenced in 2016, which resulted in buses replacing train services, full-time or at weekends, until 2018. The new Class 710 Bombardier Aventra units also arrived hopelessly late, being ordered in 2015 but not actually turning up until December 2018. They were also plagued with software issues and repeatedly failed to achieve the set amount of fault-free mileage - as the Class 172 units were destined for West Midlands Trains, eventually they were forced to (one-by-one) depart the London Overground fleet as an extensive refurbishment was required before they could be used on services from the May 2019 timetable change. At first it simply resulted in decreased reliability as the spares left, along with the removal of a morning peak extra journey, but unless the 710s could be introduced immediately the line would, once again, be faced with no service at all.

The bridge at Upper Holloway is quite convenient for taking photos at a different angle.

As a temporary arrangement, at the last minute TfL decided that it'd be most appropriate to chop off one carriage of three 5-car electric Class 378 units and deploy these on the Gospel Oak to Barking line ; this was necessary as otherwise new marking points along the platforms would be needed for the 378s and there simply wasn't enough time for the resultant training to take place. As a result, the refurbishment programme for these units has been paused, but this was seen to be sustainable on the basis that the Goblin could have some sort of service, and the reliability of the other Overground services wouldn't be compromised. With more than double the capacity of the 172s (two more carriages plus loads of standing space from the longitudinal seating), TfL could just about get away with reducing the PVR of the Goblin to 3 and run a half hourly service with the 378s, instead of the usual 15-minute headway. This meant that despite the premature capacity upgrade, services still felt pretty crowded, but it certainly was better than nothing. Some supplementary rail replacement buses ran along the Gospel Oak to Barking route, but I didn't see anyone using them. As of today, the 378s are still running on the line, but alongside something a little newer...

Conveniently, on my trip both 710 units were running after one another, so riding then snapping was quite easy.

Finally, on Thursday 23rd May 2019, two Class 710s made their debut on the Gospel Oak to Barking line, after months of faults and general unorganisation, including Arriva Rail London not receiving the paperwork to sign off these units for the earlier intended start date. Many enthusiasts turned up in anticipation to sample the first journey, but unfortunately I was sitting an exam at the very moment
they entered service, so I took my ride last week. In general they are very respectable units, sharing many similarities with the also problematic Class 345 trains on TfL Rail services, but there are some improvements too. The button for opening the doors inside the train is thoughtfully right in the middle instead of tucked away on the side, whilst USB charging points are also present in certain places. Some splashes of green have been added to the original London Overground moquette, whilst the walk-through carriages with air conditioning give a very spacious environment, which is essential for such an intensive service. Some LCD screens are present throughout the train, which are currently being used to promote the wonderful features on board the train, but I fear in the future they may simply be an advertising tool. The passenger information system is also completely revamped, with minimalistic announcements only conveying the essential information. These are arguably more effective, since passengers are more likely to zone out with relentless prosaic sentences. Eventually, the Class 710 units will be used on the Watford to Euston service, as well as on the lines out of Liverpool Street, but for now I think their appearance on the Goblin, after so much trouble, is commendable enough. With the 378s, a 15-minute headway has finally been restored, whilst the month of September will involve free travel for all Gospel Oak to Barking line users, in an attempt to apologise for how shambolic this whole project has been. Hopefully though, now that the 710s are actually here, the Goblin can become reliable again and attract even more passengers.

I don't think I've ever managed to snap one of these in the sun. Sympathetic background?

 At a similar time to the deployment of Class 378s on the Goblin, Great Northern started to introduce their brand new Class 717 units on the suburban services running out of Moorgate, along the Northern City Line and to destinations such as Stevenage, Hertford North and Welwyn Garden City. This means that the ancient Class 313s are finally being phased out, which seems fair enough as they really aren't appropriate for these services anymore. They do not have a passenger information system, which must make getting off in the dark slightly awkward, especially with the evening rush hour timetable where services randomly skip certain stations,which I had to learn the hard way. Some 313s are incredibly dirty, both internally and externally, since some of the paint has been scrubbed off from relentless graffiti removal. The seating layout isn't particularly capacious and even the stations along the line are becoming quite filthy and grim (Old Street and Essex Road are particularly unnerving), to the point where staff have been forced to wear dust masks over health and safety concerns! Some are still in their dilapidated state, with signage from the 1980s still present or covered up in masking tape, whilst all sorts of grime covers the walls. This might change in the future, so I'd recommend ticking off the Northern City Line quickly, for experiencing some of the most depressing stations on the network, or to witness the juxtaposition of shiny new trains elegantly using disgustingly outdated and unreliable infrastructure (the signalling is particularly bad, whilst fires frequently occur at Moorgate), as well as stations in dire need of extensive cosmetic works. Nonetheless, any form of upgrade will be greatly appreciated by regular commuters along the Northern City Line - whilst the step back in time is amusing at first, I certainly didn't feel like walking on sunshine after a 45 minute wait at Highbury & Islington one Sunday.

I'll try not to cover new trains in rush hour next time ; too crowded for interior pics. Sorry!

As usual, the Class 717s entered service much later than expected, but their delay was nowhere near as disastrous as that of the 710s. A few trial runs occurred in February and a couple of months after regular service began ; at present I believe 9 or 10 units are out and about. They are manufactured by Siemens and are part of the Desiro City family, sharing many similarities with the Class 700 units that are now the face of Thameslink, who are also owned by Govia and run in similar areas to Great Northern. The 717s are a world apart from the 313s, which are in the process of being withdrawn from service, starting with those that have cabs which simply can't be driven from... In addition to the significantly improved cleanliness and overhauled livery, the 717s are a fixed six carriages in length and are completely walkthrough. The three car 313s were usually coupled together (with the dead cabs in the middle), but often this resulted in overcrowded short formations due to deteriorating reliability levels. Transverse seating has been kept for the 717s, but it's in a higher density 2x2 arrangement which allows more standing space in the vestibule and gangway. An interesting feature is that the front cab acts as an emergency exit for the trains, with stairs opening up after the push of a button. Plug sockets are provided and interestingly the door alarm for opening is the same one found on the Hitachi Class 800s, rather than that of the 700s. The real question, though, is how well liked are these trains? There are, of course, so many immediate improvements but the travelling experience honestly isn't that much better than for a Class 313. The seating on the old stock is much more comfortable, for starters, whilst the improved capacity on the 717s is somewhat insignificant as ultimately the length of the trains can't physically be increased, so during my two evening rush hour trips I was still crammed in. They were also uncomfortably warm on both occasions and it's quite worrying for the air conditioning to be ineffective for almost brand new trains. Therefore, the first stage of the Northern City Line's modernisation is under way, but whether the commuters genuinely feel satisfied with their enhancements is another matter.

Despite turning up at the last minute I still managed to grab an (almost) clear shot of the last four.

With all the brand new Hitachi Intercity Express Trains in service before the May timetable change, on Saturday 18th it was time to bid farewell to the Class 43 HSTs running in service along the Great Western Main Line, with only short sets now in use with the company in Cornwall. This was a very emotional and significant event for many rail enthusiasts, who have described these locomotives as iconic workhorses, being the backbone of long distance Great Western services out of Paddington for forty years. I haven't been around long enough to experience the HSTs from the beginning, but I did thoroughly enjoy my regular trips to Swansea on them, in particular regards to the buffet car which the new IETs lack. It's really quite hard to imagine not hearing them roaring past Ealing Broadway ever again ; towards the end their appearances were less frequent and reliability did start to become an issue, but I seriously doubt the Hitachi units will last for anywhere near as long, or indeed receive such a heartfelt sendoff. The HSTs transformed British rail travel and I'll be astonished if any other locomotive or unit can build up such a reputation.

The two celebrity power cars, side by side for one last time.

Even though I've had my fair share of problems with Great Western Railway, I commend their truly incredible efforts in making Saturday 18th May 2019 a fantastic event, even for those just watching like myself. They could've easily just operated the last HST service without any fanfare, which would've been quite sombre, but they went above and beyond to make it an evening to remember. Lots of enthusiasts decided to take several HST rides earlier in the day, but just before 6pm at London Paddington I'd say there were thousands spread over the concourse bidding their farewell ; it really was an amazing sight. Due to meticulous planning, GWR managed to timetable the last four HST-operated services out of Paddington to all leave within half an hour, all on platforms 1 to 4. The celebrity power cars were proudly showcased at the London end, emphasising the many different liveries that the HSTs have worn over the years and even though 43002, Sir Kenneth Grange, experienced some troubles earlier in the day, it was still able to operate the very last one. Inevitably, this 1830 service to Taunton (Exeter) sold out very quickly with eager enthusiasts booking in advance, but the other services were still popular and there was a very strong crowd simply filming the last one leaving the concourse.

The atmosphere at Paddington was pretty exhilarating, so I can't begin to imagine how fun the last service to Exeter St David's was (it normally only runs to Taunton, but was extended as a free-for-all), complete with most of the passengers and staff signing the calling point card usually displayed on the side of the train. In addition to the last 'official' run, a railtour was organised by Great Western Railway on Saturday 1st June, involving a mammoth 17 hour journey covering almost every significant service previously operated by the HSTs. Called the flying banana and using celebrity power car 43002, as well as the newest loco 43198, it served London Paddington twice and I decided to see the service off since it was so local, with this really being the last time an HST would appear on my local main line. It was a much quieter affair, but still very pleasant to watch and I'm sure everyone who paid hundreds of pounds to have a ride enjoyed themselves. For me though, it was May 18th that was truly special and even though my experience only lasted for 30 minutes, it'll be one that stays for a very long time. Let's hope LNER can do something similar for their last Class 43 service - speaking of them...

Typically a torrential downpour showed up as I was snapping the Azuma along the Parkland Walk, which failed anyway. Here's King's Cross instead.

London North Eastern Railway introduced their first Class 800 Hitachi Intercity Express Train just days before the last HST on the Great Western Main Line, so the Azuma's first weekend was much quieter than expected. Nonetheless, the launch seemed to be successful and since then a fair few diagrams have started to operate between London King's Cross and Leeds, although the first service to convert was actually the Hull Executive train, which is coincidentally the one I snapped above. With an eclectic mix of 5 and 9 car units, along with bi-modes and pure electrics, the variations in the fleet are quite similar to those found with GWR. On the contrary, the LNER units seem superior to me, simply because they haven't implemented a trolley service, or certainly not on some services, which is fantastic as my favourite element of long distance train travel is physically getting up and walking down to the buffet car ; the trolley rarely shows up anyway! The Azuma identity is unique to the East Coast services and the livery does suit the IETs quite nicely, especially with the welcoming bright red interior, although LNER can take no credit for this as I believe it was designed by Virgin Trains before the franchise was returned to the government. At the moment, the IETs can be found on a handful of shorter distance services (diagrams on post 53 here), but eventually they will venture as far North as Scotland and start to replace the Class 43 HSTs and Class 91 electric locomotives. It should be well over a year before this happens though and at the moment we're still at the stage where the new ones are the oddballs, rather than it being the other way around.

Steam at Ealing Broadway, complete with live music from the Victorian era. Love it!

 The last two railway shenanigans didn't really have much to do with London, so our final topic is much more heavily based on the capital. On Saturday 22nd/Sunday 23rd June, the London Transport Museum operated six round trips between Ealing Broadway and High Street Kensington, using a steam engine and electric locomotive (Sarah Siddons) dating back years from the Metropolitan Railway. Sadly, due to the forthcoming signalling upgrades, it won't be viable to run steam services on the underground in the future, so that weekend really was the last chance to witness the rather magical event of one passing by. Taking a ride required paying an extortionate fare, but for the majority of enthusiasts enough pleasure could be found in simply admiring the beautiful locomotive as it travelled up and down the District line, or indeed being watered at High Street Kensington. Many members of the public were astounded by the arrival of the steam engine and proceeded to take photos and videos themselves ; it was so lovely to see literally everyone involved with this superb event. LTM did a sterling job.

Sarah Siddons didn't attract as much attention, but I had to take advantage of the opportunity to snap it.

Even though the event was a success, it certainly didn't go to plan. On the Saturday, Sarah Siddons managed to damage the track when leaving the Ruislip sidings which meant it was stuck there for a considerable period of time and the first rounder left around 1.5 hours late. All the rail enthusiasts were incredibly anxious that their investment and time would be for nothing, but clearly a lot of effort was made into making the day possible despite the earlier hiccups and I applaud everyone involved in turning what could've been a disaster into a really lovely day. I wasn't there for most of it, but seeing the steam engine glide past West Kensington for one final time on the Sunday was a really lovely sight, even though it won't happen again.

Hopefully some hardcore train buffs are reading this and if so, please do let me know in the comments if my rail grammar is a bit off - I am still a newbie! For now though, thanks for reading and I assure you, we'll be back to the buses next time.