13/11/2019

Streetlites Are Good?

Honestly, this was a title I was not expecting to type when it was announced that the 232 was going to be allocated Streetlites upon Go-Ahead taking the contract up on 3rd August 2019. Yes, this post is delayed by 3 months, but at least it's here.

London General WS143 on Route 232, Brent Cross
WS143 entering new territory for Go-Ahead at Brent Cross
© Aubrey

Route 232 has been with Metroline and its predecessors (London Northern, MTL London) since August 1994, based in Potters Bar (PB), Cricklewood (W), North Wembley (NW) and Perivale West (PV). It has been with no other operator, apart from certain school journeys operated by Leaside Travel/Arriva London for a time in the late 1990s and early 2000s.

Last Metroline 232
The last few years of Metroline operation was with an allocation of Enviro 200s, like this example performing the last Metroline operated journey.
© Aubrey

When the tender was announced that Go-Ahead London General were to win the 232, with Wrightbus Streetlites as the order, many enthusiasts were surprised, as well as skeptical about the performance of the buses on the route, especially as the route transverses the A406 North Circular Road. This road is fast, with multiple 50mph + sections. Dual carriageway. Nearly urban motorway standard roads, even.

London General WS131 on Route 232, Colney Hatch
WS131 enroute to St Raphael's Estate, at Colney Hatch on the North Circular Road.
© Aubrey

Surprisingly, these buses perform very well on the fast sections of the A406. The acceleration and performance of these buses are positive, and it can climb the hillier section in the western end of the route near Neasden pretty well. Considering that the reputation of the Streetlite is quite negative, to have one overtake cars between Colney Hatch Lane and Temple Fortune is a nice surprise.

London General WS133 on Route 232, Turnpike Lane Station
WS133 approaching the final stop at Turnpike Lane Station
© Aubrey

This is the first time that the route has been completely run from the eastern end, as the Metroline operations have been from the western end of the route, with changeovers at Brent Cross frequently used. It is run from Northumberland Park (NP), which is about 15-20 minutes dead run from the eastern end of the route at Turnpike Lane. Incorporated into the new timetable is the frequency increase to every 12 minutes for this popular route, from an every 15 minute service. Thus, there has been an increase of PVR, and thus more buses required for the route. WS131-148 are allocated (near-solidly) on the route, with a PVR of 16.

London General WS135 on Route 232, Brent Cross
WS135 departs Brent Cross enroute to St Raphael's.
© Aubrey

Inside, it is to the newest TfL specifications, which includes USB chargers behind seats, which work fairly well when new. Thus, one can be charging their phone whilst being whisked along fairly quickly (when traffic allows) across North London. Thus one can catch up on the latest Aus and Mini Podcast on the bus, or message their good friends. Or even annoy them by telling them how good the buses are, yet how far behind TfL are compared to the rest of the commercial networks even just outside of London. However, even in this era of heavy cost-cutting, London is finally catching up a little, albeit inexpensively.

London General WS141 on Route 232, Brent Cross
WS141 curtailed to Neasden Shopping Centre
© Aubrey

Hopefully, Go-Ahead London General will be able to maintain these buses to a level where the performance on the route can be maintained. Thus they will be able to run the route well. During the hiatus of this blog, the route has lost one of its allocated buses, thus WS66 was transferred from the 39 to run on the 232 as the sole non-USB charger equipped bus on the route.

This batch of Streetlites is the first that I've been impressed by, which is quite concerning as Wrightbus has been building the Streetlite since 2010. Performance of these buses on rides that I've experienced has been pretty good. Soon after the buses were delivered, Wrightbus did enter administration, and is now currently under the ownership of the Bamford family, whose holdings include JCB.

Post by Aubrey

All rights reserved © WLTMTB 2019

RIP Cameron.W

12/09/2019

Universal Serial (Metro)Bus

On 31st August 2019, Metrobus gained the 197 off Arriva London South, using new ADL E40H/Enviro 400MMC buses.

Metrobus EH335 on Route 197, Penge West
EH335 running downhill at Penge West, curtailed to East Croydon
© Aubrey Morandarte

These buses are based at Croydon (C), being the second type of hybrid double deckers to be allocated to this garage, after the Volvo B5LH/Wright Gemini 3 for the 119 and 202.

Arriva London DW113 on Route 197, Peckham
DW113 on the last day of Arriva operation on Route 197
© Aubrey Morandarte

This operator change has allowed further older buses to be removed from Arriva London's portfolio, with these DAF DB250LFs with Wright Gemini 1 bodies being the prior main allocation on the route. Having been operated by South London (now Arriva) between 1989 and 2019, this change ends 30 years of the latest spell of operation at South Croydon (TC) depot. Prior to 1989, the route was one of the first bus routes to be tendered, when it went to London Country (later LC South West) in 1986.

Metrobus EH333 on Route 197, Norwood Junction
EH333 about to serve Norwood Junction Station
© Aubrey Morandarte

Although these are one of many Go-Ahead hybrid buses, these are the first hybrid buses in London to have USB charging ports. As part of a newer Transport for London specification, new buses are receiving USB charging ports, which work.

Metrobus EH335 on Route 197, Croydon Fairfield Halls
EH335 starting its journey to Peckham at Fairfield Halls
© Aubrey Morandarte

Are TfL improving services? Partially in some areas, but cutting in so many others. At least in this case, the route will experience some sort of passenger experience improvement, even though in so many places outside London, this has been a normal feature for many bus routes. Not all, but certainly from the bigger companies and premium services.

Metrobus EH336 on Route 197, Norwood Junction
EH336 at Norwood Junction, towards Croydon
© Aubrey Morandarte

The route is usually operated by its allocation, but there have been strays of 119/202 B5LHs on the route already. The first day had some irregular gaps, as per usual of a first day of a new operator on a route. Since then, the operator should be able to improve to run a normal service.

Post by Aubrey Morandarte

All rights reserved © WLTMTB 2019

26/08/2019

MetroBromley Road

From 27th July 2019, Metrobus operate all of the main day components of the Bromley Road corridor (208 and 320), with the 208 now passing into the hands of Go-Ahead London from Orpington (MB). New ADL E40H/Enviro 400MMC buses were ordered, and delivered for the route.

Metrobus EH313 on Route 208, Petts Wood
EH313 passing Petts Wood Morrisons
© Aubrey Morandarte

Between 1997 and 2019, the 208 has had an uninterrupted association with Bromley (TB), and along with Catford (TL), the route had been only operated by these two garages throughout the route's history. It was spawned from the 94 in 1982, and since then has linked Orpington with Lewisham via Bromley and Petts Wood.

Stagecoach London 10143 on Route 208, Lewisham Station
10143 showing the old allocation from when it was fairly new in 2013.
© Aubrey Morandarte

Thus throughout its history, the route had been under Selkent and later Stagecoach London control post-privatisation. It was one of the last routes to have a split service, with a through service running through between Lewisham and Orpington only running full time from 2010 as the 320 was extended from Bromley to Catford to relieve the 208. Thus for the route to move to Metrobus would reunite the route with the other main day route on the Bromley Road corridor.

Metrobus EH321 on Route 208, Orpington Pond
EH321 running a short service to Downham
© Aubrey Morandarte

The Enviro 400Hs are with capacitors, and are one of the last newer buses to be specified without USB charging points. A fleet of 17 EHs (EH311-327) were ordered for the route, as per usual hybrid double decker orders for Go-Ahead London. The buses have strayed onto other routes, including the 320 already, but the 208 usually keeps its allocated buses so far.

London Central E245 on Route 51, Orpington Pond
A Bexleyheath allocated E245 allocated for the 89 on the 51
© Aubrey Morandarte

The gain of Route 208 has moved the 51 to Bexleyheath (BX) in order to make room for the 208. This has led to strays of GAL buses which could feasibly have ran on the 51 prior to the route being lost by London Central in 2008 to Stagecoach, e.g. 56 reg Es. It has also led to strays of the ex-Abellio and ex-Tower Transit Enviro 400s allocated for the 51 on other Bexleyheath routes.

Metrobus EH312 on Route 208, Bromley Court Hotel
EH312 descending the hill at Bromley Court Hotel
© Aubrey Morandarte

The EHs do enter hillier parts of London, including Bromley Hill. The performance of these buses on hills can be fairly good due to the torque of the electric part of the hybrid system. Otherwise, they are the usual, run of the mill, Enviro 400MMC bodied E40H buses as per seen with other places in London with GAL.

London Central WVL416 on Route 51, Metrobus EH321 on Route 208, Orpington Perry Hall Road
Recent gains by Go-Ahead from Stagecoach: WVL416 on the 51 passing EH321 on the 208
© Aubrey Morandarte

This is one of quite a few recent gains from Stagecoach that include the 51, 227 and R5/R10, showing strong performances by the former Metrobus division of the Go-Ahead London in recent tenders. The base at Green Street Green is not far off from Orpington, which has been a Metrobus stronghold for many years, only strengthening with this gain from Stagecoach.

Post by Aubrey Morandarte

All rights reserved © WLTMTB 2019

22/08/2019

Downgrade Max

On the 22nd of June (yep, we're on time as ever!) Go-Ahead London took the 227 from Stagecoach, running it from Orpington using new Wright Streetlites. It is the second time that the WLTM Transport Blog has covered the 227, with a prior post back in 2012 for the Citaros. There's a lot to write about these vehicles - but we'll leave that for later.

*NEW* Go-Ahead London Metrobus: WS121 | SK19FBJ || 227: Crystal Palace - Bromley North
WS121 departing Crystal Palace
© Alisha Juszczyk

The takeover itself went much more smoothly than I (and I think most people) expected. Sure, the first day got off to the usual rocky start, with curtailments (Penge was a popular one) and all but it honestly wasn't that bad. Especially if you compare it to the last day under Stagecoach.

Two Generations of Citaro
Both the 227 and 358 had Citaros of different generations, as seen here in Crystal Palace
© Aubrey Morandarte

Oh, the last day was an experience. It was going fine until the afternoon, then things started to go a bit pear-shaped. It wasn't even their fault - between temporary traffic lights in Penge, a bus breaking down (with me on it), then the journey behind it not running because a driver got assaulted, the 227 briefly had no westbound service over the entire route. Fortunately, this happened off-peak, so loads weren't that bad on the next bus that actually ran.

Regular passengers were taking notice of the change - I overheard a few people chatting with the drivers about it. And, of course, the enthusiasts... Lots of them made the trip to Bromley for the last bus - I think most of the load on that journey was comprised of enthusiasts!

Stagecoach London 23103 on Route 227, Beckenham
23103 at Beckenham back in 2015
© Aubrey Morandarte

Coming back to GAL - one of the more minor (and amusing) hitches that happened in the first weeks was the iBus messing up. Someone must have typed something wrong, as the screens were proudly displaying "227 to Crystal Parade" on all of them. It's close... Crystal Palace Parade is where it terminates, after all. The actual announcement refused to acknowledge that the bus goes anywhere at all, as it just said "227 to..."

Metrobus WS123 on Route 227, Shortlands Rail Station
WS123 passing under the reason why the route has single deckers at Shortlands
© Aubrey Morandarte

Now that it's been a bit more than a month, it's possible to compare how the route itself operates. It was pretty bad during the first week, but GAL seem to have gotten used to it pretty quickly. The 227's always been a difficult route to operate, as despite being so short it's very busy and prone to traffic. Large bunchings of buses are the norm, with either operator. There's slightly more of them happening under GAL, but then they have their work cut out as the new buses can't carry as many people as the old ones.

It's not just been Streetlites on the route either - Mercedes Citaro K demonstrator MBK1 has been on the route, as have several of Orpington's 13 plate long E200s. The irony, when your Citaro replacement is... a Citaro. One that's been on the 227 before, when Stagecoach had it:

Demonstrator - Stagecoach Selkent 80030, BU13ZVE in Bromley on route 227 to Crystal Palace
The 2016 version of MBK1 (80030 under Stagecoach) on Route 227
© Jacek Herominski

Go-Ahead London: MBK1 | BU13ZVE || 227: Bromley North - Crystal Palace
The 2019 version of MBK1 on Route 227 under Metrobus
© Alisha Juszczyk

The WSs have started to stray as well, making a few brief appearances on route 358. They don't seem to stay on it for very long, though.

Go-Ahead London Metrobus: WS118 | SK19FBO || 358: Orpington Station - Crystal Palace
Stray WS118 lumbering on the 358
© Alisha Juszczyk

The 227's buses seem to be the last new single deckers in London without USB charging ports. From the 232's contract onwards, all new buses will have them fitted.

Metrobus WS118 on Route 227, Bromley Town Centre
WS118 heading out of Bromley Town Centre
© Aubrey Morandarte

Speaking of which, we have to compare the old and new types on the 227. Normally this would be done in a paragraph or two, but we're going really in depth here:

Space - The WSs aren't exactly spacious. I feel cramped at the back and I'm not particularly tall at 5'5". More importantly, they can't carry nearly as many people, despite only being half a metre shorter. The Citaros were allowed to squeeze over 100 people on, with ample legroom, cavernous standing areas and a double-sized wheelchair/buggy space. This worked very well - sometimes you even actually got 100 real human beings on!

The Streetlites can carry about 70 people. The wheelchair space is half the size, and has seats intruding into it. This is a problem - the 227 gets lots of parents with prams on it. I've personally seen 4 at once on the same bus. On a Citaro this is fine - on the WSs you can't get two in without blocking the aisle. It honestly feels like they've just taken a bus, stretched it, and crammed as many seats as possible into it.

That capacity reduction is a problem, too. Okay, it's not that bad off-peak, but the 227 gets very busy in the peaks. The WSs are crammed full where the Citaros had just a bit more space left. MBK1, despite being a full metre shorter than a WS, and already being very busy, was still able to fit people on at Shortlands thanks to its interior layout - people who had been left behind by the WS in front.

Full Sized Differences
The clear size difference between the Citaro and the Streetlite Max is clearly shown. The Citaro on the 358 is the full sized bus, whilst the Streetlite on the 227 is the stretched midibus, which clearly shows.
© Aubrey Morandarte

Reliability - we don't know yet, it's too early. Streetlites don't have a reputation for being the most reliable of buses. Personally, I've already heard the 227's ones making unhealthy noises - stuff like cooling fans, vibrations and such. Plus, MB have had to put other buses on the route in the first week of service. But all that could be down to a multitude of things, and doesn't say anything about the reliability of the WSs. None of MB's ones have spent weeks off the road yet... which, admittedly, is more than can be said for the similar ones on the 286 at MG. At any rate it's too early to tell, they've not been in service long enough.

This is the Achilles heel of the old Citaros - they weren't always available. As previously mentioned, one broke down on me on the last day. Some of them (like 23103) spent months at a time off the road, being covered for by E200s. It was rare for the 227 to go through an entire day without an E200 appearing on it. When they worked, they worked great, but after 7 years the Citaros weren't always working.

Metrobus WS120 on Route 227, Shortlands
WS120 passing under the bridge at Shortlands
© Aubrey Morandarte

That turning circle - The 11.5m long Streetlites can't go round corners as fast as the 12m long Citaros could. I don't mean like an F1 racer, going round corners at 100mph. I mean, crawling around the corner at 3mph trying not to hit street furniture. Their turning circle is terrible - the most recent one I rode hit the kerb twice (with a massive jolt) in Beckenham despite swinging round the corner as wide as possible... and at a snail's pace.

In fact, the turning circle is so bad that they have trouble navigating the stand at Bromley North! The Citaros could steer round it in one go. So could the old Super Darts... despite them effectively being stretched from a smaller bus like a WS. But the WSs have to do things differently. They have to do a three point turn... or plod round it at 1mph.


A comparison between buses turning at the Bromley North turnaround.
© Aubrey Morandarte

Performance - Despite the Streetlite's reputation, the new WSs don't feel too slow on a normal, flat, 30mph road. They get up to speed fine... sort of. As long as you don't want to go faster than 25mph they're okay. It might be time for a video or two:


First journey on the first day, on WS124
© Jacek Herominski

There's a problem though - the 227 has hills. Steep hills. Whether the bus is nearly empty or fully loaded doesn't seem to make much difference in how it climbs hills - badly. The nearly empty WS124 on the first trip (linked above) was losing speed up Crystal Palace Park Road. And as for what they're like fully loaded, here's a clip of WS121 going up the hill into Bromley:


© Jacek Herominski

Honestly, it starts off quite well. It puts power down, and gains speed. Unfortunately, that is short lived, as it seems to lose all the speed it has very quickly. The Voith gearbox won't downshift, so before you know it, the bus is almost stationary before it decides to shift into first gear and set off again.

The Citaros, on the other hand, have the exact opposite reputation of what the Streetlites have. After a brief lag on pull away, they go flying into the distance - regardless of what sort of incline the bus happens to be on at the time. Which means that enthusiasts (such as me) liked them. The average passenger won't be bothered about all that, but for those enthusiasts who have suffered through all the videos of Streetlites, here's a bit of relief for you:


© Jacek Herominski

Smoothness - oh dear. This is another department where the Streetlite doesn't have a good reputation, and the 227's ones live up to that. They're not great on acceleration, as the gearbox is seemingly incapable of delivering smooth shifts regardless of driving style. Drive like a granny, drive like Lewis Hamilton, or anything in between, they will not deliver a smooth ride.

These WSs also have a habit of having massive panic attacks, where the gearbox will clunk, change down, and rev the hell out of the engine, at low speeds and seemingly at random. This is not a very smooth experience, although it is extremely entertaining!

The ride and suspension aren't too bad for a Streetlite. It's not nearly as bad as one I once rode in Essex, which launched me out of my seat as the bus went over a bump in the road at 40mph. The WSs aren't very comfortable over large bumps, but they're tolerable on a normal road.

Metrobus WS122 on Route 227, Bromley
WS122 lumbering up the hill from Shortlands to Bromley
© Aubrey Morandarte

And then the brakes. We've saved the worst for last - the brakes are actually dreadful. Under a full load, going down a hill, it takes ages to stop the bus, and it spends the entire time shuddering and jerking, much to the dissatisfaction of my spine. To pull into a bus stop takes about 15 seconds of slowly, carefully bleeding off speed so that the bus doesn't just decide to break your neck. You'd have to ride one to see what I mean - but trust me, the brakes on the WSs are the only thing about them that I'd say I actively hate.

In contrast with all that, the Citaros. Yes, they give you a big kick up the backside when the power comes in. But apart from that, they were fine - the ride, braking, cornering, all that was perfectly smooth. Which is important when dealing with a route that has so many standing passengers.

Stagecoach London 23103 on Route 227, Bromley North
The old, preferred allocation of Citaros on the 227
(Also, compare 23103 from the prior photograph of it in 2015 earlier in the post!)
© Aubrey Morandarte

But my conclusion? Yeah, you guessed it, I'd take the Citaro over the Streetlite any day - it was never going to be any other way. The Streetlite will take people from A to B like any other bus (well, assuming they can get on it), it just won't do a very good job of it. So, if you'll excuse me, I need to get from Bromley to Crystal Palace - I'll get on a 358. Bye now.

Oh, and 232 users - stay calm. Your post about your (better) Streetlites is coming soon.

Post written by Jacek Herominski
Photos and videos by Jacek Herominski, Aubrey Morandarte, Alisha Juszczyk

All rights reserved © WLTMTB 2019

15/08/2019

New Route, New Road(s)

It's pretty rare that we get to introduce a new route to the fold, but here is Route 301. Introduced on 13th July 2019, it links Bexleyheath more directly to the Elizabeth Line at Abbey Wood, and said project isn't open yet. Yet another bus related Elizabeth Line/Crossrail change introduced prior to the actual introduction of the rail line.

Arriva London DW482 on Route 301, Bexleyheath
DW482 on the convoluted stand working at Bexleyheath
© Aubrey Morandarte

Operated by Arriva London from Dartford (DT) using used VDL DB300/Wright Gemini 2s from Wood Green, after the hybrid conversion of some routes there. These buses join a plethora of similar buses from various batches at Dartford, with many of the routes being won by Dartford with these buses displaced from inner London routes.

Arriva London DW455 on Route 301, Bexleyheath
DW455 having done the stand turnaround is about to start a journey to Woolwich
© Aubrey Morandarte

The route uses the formerly emergency stand at Bexleyheath Shopping Centre that is usually designed for about one bus, so squeezing two buses can be tight. Due to the 301 bus stand also being directly opposite the rest of the bus stands, the bus has to travel to the next roundabout enroute to starting its journey.

Arriva London DW486 on Route 301, Abbey Wood New Road
DW486 climbing up the hill at New Road
© Aubrey Morandarte

The route goes through a number of new roads, which are all not fitted with bus stops. Therefore, a lot of the route between Abbey Wood and Woolwich is hail and ride. However, another new road was not implemented, in favour of New Road with an existing bus route. Some TfL documents and the original consultation had the 301 going up Knee Hill, but due to local authority reasons not modifying the top of Knee Hill to be suitable for buses, the 301 ended up going via the existing B11 route. Said same consultation will also route 469 through New Road, giving an increased service to a road which might not even need more than the singular bus route in the first place!

Arriva London DW442 on Route 301, New Road
DW442 meanwhile is descending towards Abbey Wood and Thamesmead
© Aubrey Morandarte

One immediate benefit for the 301 is that it manages to clear the crowds that used to take an hour to clear at Bexleyheath post-school hours in about 20-30 minutes, as there is a significant increase of bus routes on the corridor that follows the 401 out of Bexleyheath. It also should boost capacity between Woolwich and Thamesmead immediately, as the current routes tend to get fairly busy. Currently, the 301 and 472 follow each other up Nathan Road, but after all the Crossrail changes are implemented, the 472 will go via Western Way, leaving the industrial area to the 301 solely.

Arriva London DW478 on Route 301, Abbey Wood
DW478 approaching Abbey Wood Station
© Aubrey Morandarte

One of the posters for the route at Bexleyheath


The service was poorly publicised by Transport for London, with posters being made and put up by an enterprising citizen wanting to inform a whole local area with A4 posters. A better effort than what TfL ever made for the route. It is slightly stupid to introduce a new route, without any notable prior publicity.

It showed, with light loadings being experienced. This has led to buses being slightly faster, and including how Dartford control their routes, it led to multiple stops for regulating the service. However, coming out of the termini, if there has not been a parallel service for a while (401/472), the bus does fill up at times.

They can be found here: https://twitter.com/LDNBusUpdates



A video of DW442 climbing up New Road hill
© Aubrey Morandarte

The performance of the buses on these routes can vary, depending on when Dartford have managed to derestrict the buses, as well as fixing the faults from their previous service in other parts of London, so the buses can be used at full strength for the hillier parts of South East London. DB300s are good buses, but they have been fairly restricted in the more inner parts of London.

Arriva London DW532 on Route 301, Bexleyheath
A nearly empty DW532 leaving Bexleyheath heading towards Woolwich
© Aubrey Morandarte

Initial signs show that the bus route is not living to its full potential, but once the Elizabeth Line changes occur, the route will live to its full potential. The changes would mean there would be less parallel to the 472 and the B11. The main increase of patronage will be when the Elizabeth Line opens. If the damned thing actually opens somewhere in my lifetime!

Post by Aubrey Morandarte

© All right reserved WLTMTB 2019

06/08/2019

Metroline Further West

On 27th July 2019, Route 81 moved down Kingsley Road from London United to Metroline at their new base on Spring Grove Road in Lampton. Used Volvo B9TLs were passed onto the route.

Metroline VW1386 on Route 81, Colnbrook
VW1386 running through Colnbrook Village on the first day of Metroline service on Route 81
© Aubrey Morandarte

Yet another Metroline win on the western front from RATP. It increases the Metroline presence in Hounslow to an extent that it has most of the routes on the Bath Road corridor

Westbus/Metroline Lampton Garage (SG) (Spring Grove Road)
A view from Spring Grove Road of the new Metroline base in Lampton
© Aubrey Morandarte

The buses are based in the old Westbus depot as the Westbus moved to Hayes Garage, allowing the 81 to be based in Lampton. However, Metroline are not the only tenant in the site, with a light industrial site squeezed within the site as well.

Operation with London United started with Westlink winning the route in 1995 from Hounslow Heath. London United bought Westlink, and moved the route to Hounslow (AV) completely in 2000. Prior to tendering in 1985 as the first LT route to be tendered to a private operator (London Bus Lines), it was based in Hounslow as well.

London United ADE40421/ADE21 on Route 81, Longford
ADE21 passing through the village of Longford, which will be demolished when Heathrow Airport gains its third runway.
© Aubrey Morandarte

The route is now based out of the former Westbus depot at Lampton (SG). Existing Volvo B9TLs displaced from Harrow Weald and spares from Brentford were drafted for the route.

Metroline VW1833 on Route 81, Hounslow
One of the various buses, VW1833, is a former First bus that was allocated to the 427. It ended up at Alperton and Brentford, before moving over to Lampton for the 81.
© Aubrey Morandarte

81 is unique in that it sticks out into Berkshire (technically Slough Borough Council) as the only TfL route to go there. Thanks to the cuts caused by First Berkshire scaling down their operations in Berkshire, the 81 is the most frequent and the main route out of Slough. First (9) and Reading Buses (703) both operate parallel stopping services down the Bath Road, although they do not get nearly as much custom as the 81.

One in, one out
VW1255 heads out for another journey to Hounslow, whilst VW1382 waits to use the stop at Slough Bus Station.
© Aubrey Morandarte

VW1255 was a Holloway bus to start, but ended up at Brentford for the E8 extension, prior to a temporary move to Lampton for the 81. It is now (as of August 2019) back at Brentford. VW1382 meanwhile started at Holloway too, but went via Perivale to Lampton. However, apart from said VW1833, the allocation has settled to the 62 reg buses mostly ex-Harrow Weald.

Metroline VW1385 on Route 81, Heathrow North
VW1385 passes Mondial Way on the Bath Road, north of Heathrow Airport.
© Aubrey Morandarte

Driver changes are handled similar to when it was under London United, with buses running to the garage. However, as the garage has now changed, buses go along the short bit of Kingsley Road and Spring Grove Road to the garage, where changeovers occur on the forecourt.

Metroline VW1255, Hounslow Kingsley Road
VW1255 heads out of service on Kingsley Road enroute to Lampton for a driver change.
© Aubrey Morandarte

Metroline VW1379 on Route 81, Hounslow Treaty Centre
The arrival of Metroline on the route has led to a more descriptive qualifier for the Slough destination, stating it will terminate at the bus station. VW1379 exhibits this display heading out of Hounslow.
© Aubrey Morandarte

As these buses are approximately the same age as the ADEs that were on the route under RATP, the route will receive newer buses upon the next contract. Meanwhile, these diesel buses will continue to ply the route until either the end of the contract, or when the route is affected heavily by the Heathrow Airport third runway construction, which may begin during this contract.

Post and photographs by Aubrey Morandarte

All rights reserved © WLTMTB 2019

12/07/2019

Strike Three for Stagecoach

On 30th March 2019, Stagecoach lost a large amount of work, with the 262, 396 and 473 all going to different operators, all using used buses, with the ULEZ playing its part in allocating buses. Yes, it's a tad tardy, but oh well.

Stagecoach London 25113 on Route 396, Ilford
Route 396 is a short shuttle between Ilford and King George Hospital, serving Little Heath, thus it can get fairly busy at times. It also was one of the few areas in London where Optare Versas still operated.
© Aubrey Morandarte

Route 396 had been operated by Stagecoach London at Barking (BK) since 2002, when they won it from First Capital, and thus has lasted 17 years with the operator (three contracts, one with extension). The second contract led to the 396 gaining Versas, and as the 2009 Versas aged for two contracts, Stagecoach would either have to find newer existing buses, or order new buses for the route in order to bid for the route.

Stagecoach London 10326 on Route 396, King George Hospital
On occasion, the 396 saw double deckers, an example being 10326 as seen at King George Hospital.
© Aubrey Morandarte

Go-Ahead Blue Triangle instead had existing buses of their own, being existing Enviro 200s from the loss of Route D6 to CT Plus. The route was allocated to River Road (RR) as part of the operator change.

Blue Triangle SE115 on Route 396, King George Hospital
SE115 standing at King George Hospital
© Aubrey Morandarte

The route itself can get very busy, with an Enviro 200 just about fitting the crowd from Newbury Park Underground towards Little Heath. These buses are only 3 years younger than the replaced Optare Versas, and are likely to be used for this contract only.

Blue Triangle E207 on Route 396, King George Hospital
The double decker presence on the 396 shown by E207
© Aubrey Morandarte

Akin to the previous operator, Go-Ahead also occasionally use double deckers on the route, but otherwise the age profiles aren't too dissimilar from the previous vehicles (by 3 years, thus within one contract cycle).

Two more losses by Stagecoach were the 262 and 473, both to Tower Transit.

Stagecoach London 18211 on Route 262, Gallions Reach
262 was one of the final stays for the Stagecoach Trident, with 18211 seen on the latter days of Stagecoach operation.
© Aubrey Morandarte

262 has been with East London (later Stagecoach) since privatisation, whilst 473 has been with Stagecoach since the first contract change in 1996. Although they were juggled over the past few years, with the garage situation in East London changing due to events like the Olympics demolishing the garages causing a chain reaction that did end up with Upton Park (U) closing, moving both said routes to the very large West Ham (WH) garage in September 2011.

Stagecoach London 15090 on Route 473, Stratford Bus Station
473 had been the mainstay of these Scania Omnicity double deckers from West Ham (WH)
© Aubrey Morandarte

Both routes join up with Tower Transit at Lea Interchange (LI/HO). Although these contracts did end up having new buses ordered for the routes, they did not end up on the route. Instead, existing buses from a singular other route have been nabbed for these routes.

Tower Transit VN36118 on Route 262, Stratford
VN36118 shows the temporary assignment of buses for Route 262
© Aubrey Morandarte

VNs from the 25/N25 have been taken, and their well worn bodies are now turning out for East and West London's suburban routes. The 25's buses have been spread to as far as the 262, 452, 473 and D8. All allocated from one formerly very well patronised bus route.

Tower Transit VN36134 on Route 473, Stratford
473 is also subject to the use of Volvo B9TLs from the 25, with VN36134 entering Stratford
© Aubrey Morandarte

These buses, fairly recently refurbished and converted to Euro VI under the 25 contract, have since been forced to move from the route they were allocated to because of the London Ultra Low Emissions Zone (ULEZ), which covers the Central London congestion charging zone. As Routes 25/N25 do penetrate the zone, they are required to have Euro VI hybrid buses. Transport for London, however, has not said the proportion of the propulsion which has to be electric, so hybrid Streetdecks with flywheels and regenerative braking are now the use for Route 25.

Tower Transit WH31105 on Route 25, Stratford
The reductions on Route 25 have allowed a large amount of buses cascade for use on other routes. The ULEZ allowed the last few B9TLs move away. This bus enters Stratford Bus Station towards City Thameslink, a situation only created by both the Stratford two way system and the TfL budget spending priorities.
© Aubrey Morandarte

These, admittedly under-powered buses now ply the truncated, reduced use 25/N25 from City Thameslink (Oxford Circus at night) to Ilford. As part of Crossrail changes, the 25 would have been truncated to City Thameslink, as there would be enlarged capacity towards Ilford on Crossrail. However, due to the delays, most of the cuts caused by Crossrail...still went ahead due to the TfL funding crisis caused by multiple factors, not including the cut from central government under Boris, and the cut of fares caused by cheap votes for Sadiq Khan. These funding cuts show. The cut to the 25 is an implied TfL forced transport mode shift towards the tube. Which is already overcrowded in the central area, especially for the Central Line. But that's another post for another time.

Tower Transit WH31122 on Route N25, Oxford Circus
WH31122 on the N25, a route born by the Central London bus cuts, caused by a need for saving a large amount of money.
© Aubrey Morandarte

Overall, these are good gains for the company Tower Transit, and Go-Ahead. However, Tower Transit only have these existing buses on the 262/473 as a stop-gap, and some are expecting the buses to return to their contracted routes from when the 25/N25 gets re-tendered at some point in the future.

Post and photographs by Aubrey Morandarte

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