Blue River

E169 at Keir Hardie Estate. (© Jacek)

Route 147 started operation in 1934 as a renumbering of then route 248 running between Ilford Station and Leytonstone. None of that routing remains served by the 147 in its present form (Canning Town - Ilford) - you'd have to catch a 145. During sectorisation the 147 went to London Buses' East London division, which passed to Stagecoach upon privatisation. Towards the end of the brief aberration of Australian ownership under ELBG the route passed to the newly built West Ham (WH) garage... which lately hasn't had a very good track record of retaining routes with the losses of the 488 and 69.

The old order on the route - Stagecoach 18277 at Canning Town. (© Jacek)

They then lost the route upon the next tender.

E181 at Royal Victoria. (© Aubrey)

The 7th of May this year saw Go-Ahead London's Blue Triangle subsidiary win it, running from a new garage on River Road near Barking coded RR. Quite an ironic win considering that due to Crossrail works when routes 147 and 241 were curtailed at Prince Regent, Blue Triangle ran the shuttle 541 from there to Keir Hardie Estate. Its first iteration was, again, run by Stagecoach from WH but GAL won that.

E174 at Keir Hardie Estate. (© Jacek)

The route now uses 61reg E400s ex-Camberwell, freed from the LT conversion of route 68. Most of these are refurbished, though it's hard to tell as they weren't looking bad in the first place. The ones still being refurbished are being covered by some older (09reg) examples freed from GAL's loss of the 345. As you'll have noticed by now, new style blinds are present on these buses - they don't look bad, although the 147 number is written in a very thin font.

Service on the 147's first day wasn't worth bothering with, due to a sinkhole on Barking Road that screwed up all of East London. Also closed was the A13 Lodge Avenue flyover, and half of Canning Town bus station. Yeah... quite a few gaps happened to say the least.

E167 stands at Canning Town. (© Aubrey)

The day I (Jacek) went to snap the route most of the issues had been fixed. Service then wasn't anything special, there was the odd gap and stand arrangements at Canning Town were complicated due to half the bus station still being closed. Gaps didn't go above 20 minutes at the Canning Town end.

E181 at Keir Hardie Estate. (© Jacek)

There were some minor blind issues. Not full-on Banditry like with the 541 in the past, but E181 here did have the wrong destination (it's going to Ilford).

Also with the 147, Blue Triangle won the 687. A small single journey (in each direction) school route.


Blue Triangle E166 "on Route 687", Barking Station (© Aubrey)

This route, running for Dagenham Park School, was won off Stagecoach London as well, and uses the same refurbished Enviro 400s as the 147 does. It is also based at the new River Road garage.

Overall there is room for improvement with RR and the 147, but it's not particularly bad and quite a handy win for GAL.

"Improving" West London: 481 Increase

Abellio London 8141 on Route 481, West Middlesex Hospital (© Aubrey)

The 481 increase is one of the many changes going to be implemented over the next few months to "improve" the bus services across West London. It involves route splits, extensions and changes. A subtle change, but much needed one is the increase of the 481 to every 35 minutes, and a new hourly Sunday service.


Abellio London 8140 on Route 481, Kingston Wood Street (© Aubrey)

Yes, we did just say every 35 minutes. Due to traffic around Teddington, Fulwell and Sixth Cross Road, the 481 does not get a uniform every 30 minute service throughout Monday-Friday peak hours to help with reliability.


Abellio London 8139 on Route 481, Kingston Wood Street (© Aubrey)

Route 481 evolved from Route RH2 operated by London Buslines. This was replaced in 1992 by a Route R62 which ran between West Middlesex Hospital and Teddington via slightly more lengthier route than the current 481. The southern bit via Sandy Lane to Kingston was the 465 section between Fulwell and Kingston introduced in 1997 when it was introduced into the LRT network.


Abellio London 8141 on Route 481, West Middlesex Hospital (© Anthony)

The 481 was introduced to replace the R62 and the 465 between Fulwell and Kingston running as an hourly Monday-Saturday except evening service in May 2006. Since then, patronage has gone up to the point where some departures on the 481 were churning out full and standing buses, and a frequency increase was necessary.


Abellio London 8139 on Route 481, Teddington (© Aubrey)

For its third contract, Abellio London got new Enviro 200MMCs (8.8m) for the route. 8138-8141 are the fleetnumbers of the 4 which is part of a larger spate of recent orders by Abellio of new ADL single deckers, which includes the previously posted 367 and C10, and future orders for the E7 and E9 being gained on the 28th May 2016.


Rear of Abellio London 8139 on Route 481, Teddington (© Aubrey)

The much needed frequency increase of the 481 has spread loadings out, and will increase the attractiveness of the service. The route from the start has been run from Fulwell Garage (TF) by Travel London/Abellio London, and is decently run considering the traffic issues this route does have, including the small issue of Twickenham Stadium events.

Picture Archive Post 47

Metroline DP27 on Route E8, Brentford Station, 19/06/10 (© Aubrey)

This month's Picture Archive revisits the E8 (see Post 26), which will be changing on the 28th May 2016, with an extension to Hounslow Bell Corner and a full double decking. Nearly six years prior to that, Metroline were running the E8 with various Darts, including this example, which has a pretty interesting history.

W127 WGT, or DP27 started life as a Mitcham Belle bus new for their gain of routes 200 and 201. It donned the colours of red, white and blue for their role as part of the Dart/Pointer fleet that ran routes 127, 152, 200, 201 and 493. In 2002, it gained the fleet number of 032 as the coach turned bus company expanded with the gain of the 152 and 493 in 2002.

Unfortunately for Mitcham Belle, everything seemed to be in poor shape, and when Centra (Parking Services) took over in August 2004, they had the mammoth task of retrieving a service. Centra were then well known for pretty much hiring as many single deckers as they could, with poor presentation. This was due to the poor availability of the buses as most of them needed work. Also, poor performance, drivers and poor public relations did not help. This bus itself was put into Centra's books as its DP27 and was repainted into a similar colour scheme as seen in the photo, with a silver instead of white band. Centra pretty much lost everything, with the 127 and 152 handed to Metrobus and Travel London respectively, early. It tried its hardest, but it seemed the situation was doomed for the start. May 2006 saw the last routes (200, 201 and 493) go, thus leaving this Dart surplus as Centra London went bust.

This bus ironically did the same move as the 493 by joining Metroline just a few months later (in September 2006). However, it did not have the chance to run the 493, as it started at PA (Perivale West), before going to Potters Bar (PB) in March 2008, North Wembley (NW) in September 2008, Cricklewood (W) in May 2009 and finally to Brentford (AH) in October 2009. This explains how an ex-Mitcham Belle Dart somehow makes it onto a Metroline route. This bus was later scrapped in 2011.

Route E8 has a less hectic history than this bus. It started out as Route E1, which was a partial replacement for the trolleybus replacement 255 (and the 83) between Hanwell and Brentford in November 1968 as part of the new Ealing flat fare routes scheme. The E8 was itself born from the E1 in November 1990 to run between Ealing Broadway and Brentford (Half Acre) via Hanwell and Boston Manor, initially with Centrewest using breadvans (Renault vans with Wright bodies) from Hanwell (HL) garage. That closed to make the Lidl/Poundstretcher retail outlets, so the route moved to Greenford (G) garage.

The route was diverted to Commerce Road in Brentford as Armchair gained the route with new Dart SLFs in May 1997. Newer dual-door Dart SLFs came through for the E8 in 2002. Metroline bought Armchair in 2004, and removed the Armchair name by 2007. Enviro 200s were bought for the route in 2009, and these buses just got fuller and fuller, even with the extension of the 195 to help the E8. Inevitably, partial double decker workings could be found on the E8, and anything at AH proved to be the allocation for the E8!

Finally, the route is to get its ex-Holloway VWs and turn into a fully double deck route with an extension to Hounslow Bell Corner, on 28th May 2016. Without the indirect routing via West Middlesex Hospital. Yay.

Barking Deckers

Routes 62 and 368 have converted to double deckers, mainly due to capacity concerns. Arriva London gained Route 368 with existing Enviro 400s, whilst new Enviro 400MMCs ply the retained Route 62 with Stagecoach London.


Stagecoach London 10315 on Route 62, Becontree (© Aubrey)

These are part of a batch intended to cover part of the 145, part of the 294 and the double decker conversion of the 62. In the case of the 62, which was the last RT route, it is returning to double deckers for the first time since 1993 (albeit there has been odd workings and an allocated single double decker working since 2011).


Stagecoach London 10331 on Route 62, Becontree (© Aubrey)

Route 62, a route running between Barking and Marks Gate, is a route that fell victim to the "frequent single decker route" concept in the 1990s, which proved to be a problem as this route ended up being very well patronised to the point a double decker reconversion was required (like most of the single decker conversions).


Stagecoach London 10329 on Route 62, Chadwell Heath (© Anthony)

And even then, it took new development and TfL Rail (well, Crossrail 1 in two years) to force a double decker conversion of the 62 and 368. The buses themselves are fairly similar to the Enviro 400MMCs with NS for Route 498. Seats are comfortable, a ride seemed all good on it.


Stagecoach London 10315 on Route 62, Becontree (© Anthony)

If service was to be judged on the first day of the new contract, just don't bother. Road closures along the route caused traffic hell across both the 62 and 368, specifically Ripple Road. However, as it was retained by Stagecoach, a very competent operator in East London, the 62 continues to be in safe hands well into 2021.


Arriva London T184 on Route 368, Chadwell Heath (© Anthony)

Route 368, transferred to Arriva from Barking (DX) Garage from Blue Triangle has just left its second stint with Blue Triangle. This route is a first time conversion to double deck, being done so for similar reasons as the 62.


Arriva London T171 on Route 368, Chadwell Heath (© Aubrey)

Existing buses from the pool of Enviro 400s at Barking, including buses transferred from the 168 are running on the 368. The 368 is one of two routes that are to benefit from the 168, the other being the E8 (supposedly). As it was awarded on the basis of existing vehicles (a trend that is increasing in the TfL contracts), it is pretty much more refurbished vehicles. And not to the extent as Reading Buses did on an ex-Arriva London DW!


Arriva London T184 on Route 368, Chadwell Heath (© Aubrey)

Other than beating fellow enthusiasts by using the tube, walking and the 62 between Barking and Chadwell Heath, the route seems to be in better hands now than under Blue Triangle (Go-Ahead) as back then, it was deemed notorious by some people to be unreliable, possibly to the extent of Metroline West on the E3.


Arriva London T74 on Route 368, Barking (© Aubrey)

This route has gone through 5 operator changes between Docklands Transit (1993-1997), Stagecoach London (1997-2001), Blue Triangle (2001-2011), First Capital (2011-2013), Blue Triangle Go-Ahead (2013-2016) and Arriva (2016-). However, 4 of the changes can be considered to be currently the same operator (Go-Ahead London), after Go-Ahead London bought Docklands Buses, Blue Triangle and First Capital East, which is fairly interesting. Interestingly as well, the double decking also came with a PVR increase. Overall, things should go well and the route will have some excess capacity which will be filled.


Stagecoach London 10330 on Route 145, Leytonstone (© Anthony)

Finally, the 145 and 294 have also gained similar E400MMCs to the 62 due to contract renewals, of which one is shown on the 145. The Enviro 400MMCs can be found on various routes in Barking (BK) Garage anyway, including the N15. Great for NBAD.

45A to Abellio

This blog has now gone through two Mayors of London, as our new Mayor of London is Sadiq Khan, Labour MP of Tooting.

The 345 started out as the 45^A, a split of the 45 western section (South Kensington-Brixton). Now it's moved from longtime operator London Central/London General (Go-Ahead London) to Abellio London.


Abellio London 2532 on Route 345, Stockwell (© Aubrey)

Route 345 is the expense of London Central losing the 35/40. The 345 itself is a busy route from South Kensington through to Peckham. The route was gained with existing buses from the 35/40, so a pretty large pool of buses. And yet still, the second day yielded an Enviro 400MMC (see above).


Abellio London 2433 on Route 345, Clapham Common (© Aubrey)

Existing hybrid and diesel Enviro 400s ply the 345. Supposedly, the Enviro 400s that were allocated to the 35 and 40 would be cascaded onto the 345 (09 reg Enviro 400 diesels). Some did enter service refurbished already.


Abellio London 9442 on Route 345, Stockwell (© Aubrey)

Route 345 was initially Route 45^A, running between Elephant & Castle and South Kensington in November 1990. It was rerouted from Camberwell to run to Peckham in March 1994 (and lost its New Cross allocation). In September 1995, the route was renumbered 345 as part of LRT (later TfL) trying to eliminate suffix letters.
However, the route's most notable achievement was that over the course of 1999-2001, the route gained various allocations from Camberwell, New Cross, Stockwell (London General) and Peckham garages! That's four garages from two bus operators.


The last night of Route 345 under London Central - the ironic London General logos on E67 (© Aubrey)

The route became a London General route in 2002 when it became a wholly Stockwell operation, until the contract was novated to another sector of Go-Ahead London in March 2012, returning the route to Camberwell with London Central. During this time, the 345 has become quite an important orbital corridor linking South West and South East London around Zone 2. The route just so happens to enter Zone 1 at South Kensington.


London Central WVL136 on Route 345, Clapham Common (© Anthony)

The 345 was also one of the many routes which were downgraded from double deckers to single deckers during the 1990s (1997). It was converted back to double deck with similar Volvo B7TL/Wright Eclipse Gemini 1s as shown above.


Abellio London 9432 on Route 345, South Kensington (© Aubrey)

Some of the route's new buses have not been refurbished yet, like this example. With the hybrid Enviro 400s covering and having blinds for the 345 anyway, this route could turn out to just end up having any type of double decker from Walworth Garage that isn't an LT, pretty much like the run out at Camberwell - any double decker that wasn't an LT that was blinded for the 345.


Abellio London 9447 on Route 345, Clapham Common (© Aubrey)

Overall, it seems that there was not too many issues with the handover. The buses are existing, so they will go like they were before. Abellio did cost two routes to gain this one route, so the 345 gain made the double 35/40 loss a softer blow. Oh, and the sides of the manually blinded buses still do use the via place blind, so that's a thing that hasn't changed with the new specifications (of displays) for this contract.

Go-Egyptian (+ E400MMCs)

London Central MHV12 on Route 35, Clapham Junction (© Aubrey)

Routes 35 and 40 have returned to London Central after 7 years of Abellio/Travel London operation, bringing it back to Camberwell Garage. The expense is Route 345, moving to Abellio London in the other direction on the same day.


London Central MHV8 on Route 40, Camberwell (© Anthony)

This also brings up a new body for the Volvo B5LH, the MCV Evoseti. Built in Egypt, these are the first full batch of MCV double decker buses in squadron service, and thus this will be a test for these new buses and the Evoseti as a type.


Upper deck interior of MHV13 (© Anthony)

The seats are fairly hard, the panels are fairly thin and there was one bit of this bus on the lower deck where the window pillar was cracking already.


Lower deck interior of MHV13 (© Anthony)

The most comfortable seats on the MHV are the rear seats, and mainly the seats which are not separate structures but embedded into the body. Some of the seat backs are slightly slanted, and the "normal" seats have very hard backs, and slightly softer (but still hard) bottoms. This makes the seats fairly uncomfortable.


London Central MHV4 on Route 35, Brixton (© Aubrey)

The MCV Evoseti, after an initial critical response from my first ride on one between Clapham Common and Brixton, seems to be alright overall. Not excessively impressive, but not terrible. It may feel cheap at places, but it could've obviously been worse. The window openings are quite small, which was fine for the first days because of the weather not being too warm, but it could be worse.


London Central MHV5 on Route 35, Clapham Common (© Aubrey)

The B5LH chassis and power provided an overall decent ride for the hills on Route 40 south of Camberwell. The styling of the bus may not look the best (it does look like a box on wheels at certain angles) for the modern era of curves and angles, but it does seem good for the image of MCV. It also does break the monotonous ADL/Wright monopoly for double deck bodies recently.


Rear of London Central MHV13 on Route 40, Dulwich Library (© Anthony)

There is a trend for more liberal applications of black around the rear, with the MCV Evoseti following suit with most of the rear being black. It is fairly similar to the DD103 rear found on the two VM1s that was in London:


Rear of London United VM1 on Route H32, Southall (© Aubrey)

Sure, the rear is adapted for the type of bus, but there are striking rear comparisons that can be made with the DD103 and the Evoseti, especially with the upper part of the rear. The rear lower deck window on the Evoseti is larger than the one on the DD103, and the upper deck rear window is distinctly rectangular shaped.



London Central EH49 on Route 40, Camberwell (© Aubrey)

There are also Enviro 400MMC bodied Enviro 400Hs allocated to the 35 technically, but intermixed with the 40's batch of Volvo B5LH/MCV Evosetis. They feel more stable in riding compared to the MCV Evoseti (in my opinion). Then again, they are pretty much like most E40H/E400MMCs in London.


London Central EH47 on Route 35, Clapham Common (© Aubrey)

The running of the route of the first day was fairly good, including to the point where a driver of the 40 told us that the running was up to rota times. That's pretty good for the first day.


London Central EH48 on Route 35, London Bridge (© Anthony)

Route 35 has also, with these changes, been given a night service. This means that the N35 has been withdrawn, unfortunately. This reduces the links there were between Tottenham Court Road and Shoreditch amongst other places. The N253 does do it, but that to replace a fairly frequent N35? Not good enough. Also, this does mean direct night links are lost - where direct links are probably needed more!


The N35, now withdrawn. Another night link lost. (© Aubrey)

Route 35 in itself has been with London Central before, between sectorisation in 1989 to 2009, with various Titans, Olympians and Volvo B7TLs. It moved to Travel London with at that time, new Enviro 400s, before going back to London Central on the 30th April 2016.


London Central EH59 on Route 40, London Bridge (© Aubrey)

Route 40, was also with London Central before, between sectorisation in 1989 to 2009. It was well known for being the last TfL route to ever have the Leyland Titan in service. Thursday 19th June 2003 with T1018 on Q98 was the last Titan in service, long after they were replaced by PVLs. It also got the Olympians and Volvo B7TLs. It also moved to Travel London with at that time, new Enviro 400s, before going back to London Central on the 30th April 2016.


London Central MHV11 on Route 40, Camberwell Green (© Aubrey)

Overall, it seems that the first day went decently, and the 35/40 are in safe hands with London Central. The B5LH/MCV Evosetis aren't too bad, but they just don't seem as good as the E40H/Enviro 400MMC in some aspects, especially body wise. A very good first attempt for a double decker production body that isn't the DD103.

A further note:


MHV13 Blinded for Route X68 (© Aubrey)

If the buses do stray onto the X68 (either the MMCs or the Evosetis), these are the new blinds. Interesting layout, with the return of inverted colours, with the words "FIRST STOP WEST NORWOOD/WATERLOO". That is interesting for the new regulations.