THe 64 Returns to TH

Upon sectorisation, the 64 started out as a South London (sector) route. That later became Cowie South London then Arriva London South. The route was later lost to Metrobus but however was recently re-gained by Arriva London from Thornton Heath.


Arriva London T15, T144 and T120 on Route 64, East Croydon Station (© Aubrey)

Triple, curtailed bunching. Yup. Due to roadworks in the Croydon area, there were large delays on through routes in Croydon. This meant that the 64 had large amounts of curtailments to East Croydon, as well as other routes being stopped short of their destination (the X26, for example, terminated at East Croydon).


Arriva London T165 on Route 64, East Croydon (© Aubrey)

The 64 is allocated Enviro 400s off the 341, where the replacement is VDL DB300s. These buses were refurbished (i.e. refreshed, as proper refurbishments do not happen in London anymore), and is one of the many new operator changes with existing buses.


Arriva London T156 and T151 on Route 64, New Addington Vulcan Way (© Jacek)

The 64 at Vulcan Way used to, under Metrobus, stand next to the stop. However, the new Arriva 64s stand at the stand ahead of the stop. Then they double back Vulcan Way and the turnaround to serve the first stop. Metrobus 64s used to just pick up where they stood, although this was away from the kerbside.


Metrobus 960 on Route 64, New Addington Vulcan Way (© Anthony)

Metrobus won the route from Arriva London South in August 1997 with Volvo Olympians. The route before passing to Metrobus was run from both Croydon and Thornton Heath garages. Afterwards, a 19 year period of Metrobus on the 64 appeared, including a last few years under Go-Ahead London control (as opposed to being separate from the rest of Go-Ahead London). Many types of buses could be found on the last day under Metrobus, including the shown Scania Omnicity.


Metrobus PVL377 on Route 64, East Croydon (© Aubrey)

A newer type for the 64 was the Volvo B7TL/Plaxton President, transferred to replace similar-aged Scania Omnicity buses (to standardise the fleet).


Metrobus WHV58 on Route 64, East Croydon (© Anthony)

Types allocated on other routes also found themselves on the 64, including this B5LH from Route 119.


Metrobus E216 on Route 64, New Addington Vulcan Way (© Aubrey)

And finally, some of the leftovers from LT conversions including these Enviro 400s were also on the route on the last day with Metrobus. Most drivers are not transferring to Arriva. Due to the rerouting of the 64 in New Addington to replace the T31/T32, drivers find the 64 pretty slow as opposed to before the Addington changes.

The 64 arrives back at Thornton Heath, having been based there between 1962 and 1997 (Sunday only 1992-1997).


Arriva London T164 and T153 on Route 64, East Croydon (© Jacek)

It hasn't been the smoothest start, with a lot of bunching on the 27th August (first day), and a fire on T154 just a few days later on the route. However, the 64 isn't the easiest to run as it goes through Croydon as opposed to terminates in Croydon.


Arriva London T151 on Route 64, New Addington Vulcan Way (© Aubrey)

However, it's not the hardest route to run in London by any margin, and with the various existing Enviro 400s, Arriva should be able to get a hold on running the route.

A New Delayed Thameslink Train

The Department of Transport caused job cuts within Derby as they awarded the contract for new Thameslink trains to Siemens. They produced the Class 700, a walkthrough train with many new features.


Thameslink 700107 on test at Crystal Palace (© Aubrey)

The trains are themselves fairly overdue, as contract difficulties meant that they weren't delivered until mid-2016. The delay meant that in order to cascade 319s to Northern, new 387s were built for Thameslink as a temporary measure to cover the nonexistent 700s, which were supposed to replace all stock through the Thameslink core. Thameslink were already borrowing 377/5s (for Thameslink Programme Key Output 0) and 377/2s from Southern.


Thameslink 700110, East Croydon (© Aubrey)

In order for them to be bought, 19 loans were needed just to fund these trains. After funding, contracts and other administrative stuff was dealt with, the 700s were built in Germany, and then tested at the Siemens test area before being tested on the Thameslink network in broad daylight, as well as after hours. UK testing began in December 2015, and the first train ran on 20th June 2016. Initial diagrams were on London Bridge-Brighton before being introduced through the Thameslink core.

Thameslink 700102, Blackfriars (© James Panaligan)

New depots were built in Hornsey and Three Bridges for the 700s. The depot at Three Bridges is finished, whilst the Hornsey depot is still yet to be linked to the Thameslink network. The small Canal Tunnel connection between St Pancras International and the local lines of the ECML still needs to be completed before the full Thameslink services can be rolled out. This includes most of the local ECML services towards Peterborough and Cambridge being extended to the Southern Region.

The 700s are now well pressed into general service, and do several weekday and some weekend diagrams on the main Bedford-Brighton service.


Thameslink 700104, East Croydon (© Anthony)

Anthony and I rode 700104 between East Croydon and City Thameslink. There is a new passenger information system, with new announcements. These announcements can be heard in a short ride video between Blackfriars and City Thameslink:


(© Aubrey)

There are new passenger information displays that cycle between various boards showing the status of the train, including:


The status of the toilets (each possibility that's able to be shown is shown) (© Aubrey)


The train loading indicator (© Aubrey)
This shows how full the train is. So expect to see the whole train be red during peak hours. It also shows passengers where the emptier carriages are, and it means passengers are more likely to distribute themselves across the train more evenly.


The status of the TfL network so people can change their plans on the go as and when they need to due to disruptions. (© Aubrey)


The destination, calling pattern and next stop (obviously) (© Anthony)


The fact CCTV exists (© Anthony)


And when First Class isn't First Class (so the Thameslink ticket inspectors can't catch you out when other parties have declassified First on the train) (© Anthony)


Talking of First Class, this is what it looks like (© Aubrey)

The seats are not any more comfortable than standard, but they are wider. They also feature plug charging underneath the seat, and a swing door that does not completely cover the doorway. Armrests are also available.

Standard Class interior (© James Panaligan)

The Standard Class interior has no tables on the backs of seats, and features more standing space, more luggage space and perching areas. The seats are like the "ironing board" slightly hard type, as seen on newer 377s, and the 387s. However, there is a clear feeling of more space throughout the train. Air conditioning works, there is faster acceleration (for faster journey times and more frequent trains) and slightly oddly shaped side windows.


Thameslink 700104 and 319434, City Thameslink (© Aubrey)

Overall, these trains will definitely do the job of transporting commuters well. And as for the train alongside it? That'll go to Northern as part of a general EMU>DMU cascade. So side by sides of a 700 and a 319 are not very common as the number of 700s increase, the number of 319s decrease. 377s and 387s will initially replace the 319s on the Sevenoaks and Wimbledon Loop services before they too will be replaced by 700s.

Sorry about the lack of posts lately, we are very, very busy at the moment dealing with the latter parts of holidays. Thanks to James Panaligan for allowing us to use some photos for this post, all of his photos are copyright to him.

Return of the United (Again)

WLTMTB are seriously busy at the moment. This post covers two ex-London General bus routes, the 85 and 265.


The first 85N on the first night of the 85's return to London United
(© Anthony)

The 85(/85N) has returned to London United after a short 14 year spell with London General. This time, however, buses actually intended for the operator are used, instead of DB250s on loan from Arriva.


London United VH45167 on Route 131, Tooting Broadway (© Anthony)

Initially, the buses were used on the 131, 613 and 662 (the other notable double decker routes at Tolworth that were not the 57).


London United VH45167 on Route 613, Tolworth Tower (© Aubrey)

A driver told us on the 131 that the lithium batteries can be notably dangerous, if handled incorrectly. But, that's an issue with all hybrids in general. They still go on the 131 etc, even after the 85 now has joined, because there are also strays of SPs on the 85:


London United SP21 on Route 85, Kingston (© Aubrey)

The VHs themselves are quite smooth, but are just like any other VH that London United/Sovereign (Gemini 3) has. Decent city buses.


London United SP20 & VH45180 on Route 85, Putney Bridge (© Aubrey)

The 85 was at London & Country from 1990 (tendered from London United) and when Arriva purchased L&C, they found out that they didn't purchase the garages, so when the Leatherhead garage shut, the 85 had to move to Fulwell (eventually transferring to London United) where it stayed until 2002, when new B7TLs (at the time) took over.


Go-Ahead London General WVL25 on Route 85, Roehampton Vale Asda (© Anthony)

The 85 since returned back to London United (for the third spell now).


London United VH45182 on Route 85, Kingston (© Aubrey)

Overall, the 85, after the first few days of bunching and usual service trouble (including a broken down VH at the south side of Putney Bridge on the first night!), the 85 is doing alright.

The 265 did the reverse of the 85 in 2002, where the route moved from London General to London United. It too now has new buses. They are Enviro 200MMCs.


London United DE20132 on Route 265, Putney Bridge (© Aubrey)

An interesting feature (that drivers mostly do not like) is the stop-start system of the engine, where the engine shuts down when the bus is stopped e.g. at a stop, like certain brands of cars that already have this technology. This means the engine does not run unnecessarily when stationary, saves fuel and reduces emissions.


London United DE20134 on Route 265, Putney Bridge (© Anthony)
However, when the bus is moving, these buses are fairly fast on the A3 section that the 265 has, and are a decent ride (even with the usual hard-ish seats) and a decent looking interior.


London United DE20131 on Route 265, Barnes (© Aubrey)

Overall, the buses will serve well for the foreseeable future on the routes that serve Roehampton and Putney.

Return to Merton

A pile of existing Enviro 400s caused by the 345 have somehow found their way to Merton Garage where it awaited the return of the 57 on 2nd July 2016.


London General E114 on Route 57N, Kingston Fairfield (© Aubrey)
First 57N from Kingston with London General.

Route 57 was originally a route from Victoria to Tooting Broadway as part of the tram replacement program in 1951, operated from Brixton Garage. When it was extended to Kingston, the allocation moved to Merton (AL), where it stayed there until 1989, when it moved to Norbiton. During that time, it was reduced to Kingston-Streatham Hill (Atkins Road). It moved to Fulwell, London & Country (Leatherhead), Kingston and Tolworth Garages. The latter two were under London United:


London United TA312 on Route 57, Kingston Cromwell Road (© Aubrey)

The route toiled with Tridents and Volvo B7TL/East Lancs Millennium Vykings (since the 9 was converted to LT) under London United. These weren't bad buses, but under a new contract, different buses to these would be needed for this route.


London United VLE8 on Route 57, Merton Bus Garage (© Anthony)

Under tender, the 85 was regained, at the expense of Merton regaining the 57. This meant that existing 09 reg Enviro 400s from Camberwell Garage were put onto the 57.


London General E111 on Route 57, Kingston (© Aubrey)

The 57 now has these buses, and it doesn't suit up compared to the new buses for the 85. However, a refurbishment and a lick of paint has done the trick to put them up for a few more years.


London General E147 on Route 57, Kingston (© Aubrey)

However, whilst other buses are under refurbishment, the usual float of some buses transferred from the 147, like this example, bringing the skirt to these routes.


London General WVL442 blinded for Route 57, Putney Bridge (© Aubrey)

There are also Volvo B9TL/Wright Gemini 2s blinded for the 57, and these do occasionally stray onto the route. This is not an example of that said stray, as it is a blinded example at Putney Bridge actually on the 270, but this shows what it does look like.


London General E113 on Route 57, Wimbledon (© Anthony)

Certain curtailments are coming back, like this one showing Coombe Lane. However, this is expected due to the usual settling period these routes have to do before the route settles with the operator.
Overall, it's a greater loss for London United than Go-Ahead London, but it (and the 114 loss) does allow RATP to get rid of older vehicles quicker.

Tower 69 Plus 26 (inc NBAD 11)

Tower Transit gain the 69, at the expense of the 26. This means that the 388 and 26 are with the same operator (which is a similar corridor), and the 69 moves away from Stagecoach to a garage called HO (also LI, Lea Interchange). The 69 via Hoe Street, run by Tower Transit, from HO. Yeah...

CT Plus 2501 on Route 26, St Paul's Cathedral (© Aubrey)

However, this post will start with the transfer of the 26/N26 to CT Plus. This has brought about interesting blind displays, but here is the first E400H City in service on the 26 on June 10th 2016. No logos or fleet numbers yet.


CT Plus DN33644 on Route 26, Waterloo Bridge (© Aubrey)

Initially, the 26 started its life at CT Plus with hired Tower Transit Enviro 400s intended for the 69, transferring early on 27th February 2016. Yes, it was pretty long ago, but other than "on hire to CT Plus" paper legals on these buses, not too much difference otherwise.


CT Plus DN33635 on Route N26, Charing Cross Station (© Aubrey)

A similar circumstance befell on the N26, which led to the odd Tower Transit vehicle being operated by CT Plus on a CT Plus route. Initially, some Scania vehicles did stray onto the 26, which meant for the first time, company vehicles were used on the 26.


CT Plus SD4 on Route 26, St Paul's Cathedral (© Aubrey)

However, after the first one on the 10th, more and more E400H City buses entered service, until where nearly the whole 26 (and most of the N26) has the new buses, with logos.


CT Plus logo on 2504 (© Aubrey)

The usual, coloured "this bus is operated by CT Plus" logos are applied. Most drivers wear Tower Transit uniform still. This brings an odd mix of uniform and bus into each other. CT Plus are not new to the Enviro 400 hybrid, having experience with HEA1. The service is not too bad, decently run like it was before. And Shoreditch is still Shoreditch for night life.


CT Plus 2504 runs ahead of 2501 on Route 26, Waterloo Bridge (© Aubrey)

Apart from bunching that was captured under my lens, the E400H City buses are quite decent. Rides like a typical E400H City, and is a decent bus overall. Presentation for the day service is immaculate once logos have been applied. The buses are in a good condition.


CT Plus 2509 on Route N26, Strand (© Aubrey)

But at night, standards slip. Heavily. The only way you can say it is on the N26 is the little paper handwritten note on the dashboard. The destination piece of paper says:

"TRAFALGAR
WALTHAMSTOW
SQUARE
CENTRAL"

A lot of confusion in my books, definitely, hence not as many people that should have gotten on, did get on. Overall, other than the N26 incident, presentation and performance seems decent for both the 26 and the N26.

Now, to do 69. No, not that.


Tower Transit DH38502 on Route 69, Canning Town (© Aubrey)

The first part to hand over to Tower Transit was the additional, trial, battery-hybrid electric buses on the 69 in November 2015. DH38501-503 initially was supposed to be handed over to Stagecoach but as the 69 was gained by Tower Transit, it made sense to give this errant allocation to Tower Transit to allow the route to be learnt, as well as letting these buses be tested out. They are hybrid buses that rely mainly on electric power from batteries, charged by induction pads at each terminus. Unfortunately, the one at Canning Town has been fitted, and worked on for quite a while, so the buses have been running on more of a hybrid bus system.


Tower Transit DH38503 on Route 69, Stratford (© Aubrey)

These buses are supposed to be in electric mode in more polluted areas, such as where the bus is shown above, in Stratford. However, due to a lack of charging facilities and the traffic on the 69, the buses mainly run as hybrids, rather than in electric mode. Once Canning Town works have been sorted, these buses should be even less polluting than what they currently are.


Tower Transit DH38501 on Route 69, Canning Town (© Jacek)

They are a decent ride with high backed seating all around, and an interesting generic interior of blue seats and yellow poles. The buses have now been integrated into the main schedule of the 69, and after an initial spell of not being out after Tower Transit took over, they are now commonly seen on the route.


Tower Transit 18239 on Route 69, Canning Town (© Jacek)

The rest of the 69 was handed over to Tower Transit early in February 2016. This meant Stagecoach had to loan its Tridents over for a bit, but Tower Transit also needed to loan some buses to CT Plus for the 26. In a very confusing series of fleet movements, the 69 had the Tridents for a bit, while the 26 soon after had some of its DNs loaned to CT Plus. To allow the Tridents to return early, and cover a few DNs going on loan, some VNs ex-295 went to LI and could be found usually on the 25 or 30. Some weeks later, new VHs arrived at AS allowing their VNWs to be replaced. These VNWs went to the 23, freeing some DNs to go to LI allowing the loaned Tridents to return to Stagecoach. By the start of June the new E40H City for the 26 started to enter service freeing the loaned DNs to return to Tower Transit.


Tower Transit 18243 on Route 69, Canning Town (© Aubrey)

The logos of the Tridents were painted over during the loan. When they returned to Stagecoach, most of them did not return into service, and went to dealerships instead. Enviro 400s were taken to replace these buses.


Tower Transit DN33639 on Route 69, Canning Town (© Anthony)

This is now the allocation on the 69. Well, technically, the DNs from the 26 are allocated to the 69, after refurbishment.


Tower Transit VN36292 on Route 69, Plaistow Station (© Aubrey)

This was one of the Volvo B9TLs that were transferred to LI to cover for loaned Tridents, but it has now returned back to its home on the 266.
Overall, this set of changes was one of the longest to do, and one of the most complicated set of loans but as things settle as the dates get closer to the actual contract change date (as opposed to the earlier handover). All seems well on these changes, so far.