Great West Abellio

On 6th April 2019, Routes 207 and N207 transferred from Metroline West to Abellio London West, giving Abellio a very large stronghold in West London. Both routes will eventually be based in the upcoming permanent Southall Bus Garage in the Great Western Industrial Park, but in the meantime, are based in the former Wings Buses base at Hayes.

2005, one of the few new buses ordered for the 207, starts the journey on the first day to Hayes By-Pass. Most of the allocation is compromised of existing classic and MMC Enviro 400s made spare by a reduction on Route 415, as well as the complete withdrawal of Route C2.
© Aubrey Morandarte

The gain of the 207/N207 offsets the loss of Route C2 to the Central London bus cuts, and along the 211 loss, offsets the 24 and 27 tender gains. The relatively small base of Hayes that Abellio has means that they had to shuffle a few routes to accommodate the 207/N207. Routes 195 and U5 moved to Fulwell (TF). Routes U7 and part of H28 moved to the temporary Southall (AB).

Abellio 9534 beside Westfield White City on Route 207 towards Hayes By-Pass.
 Abellio's 9534 was a Battersea (QB) C2 bus, transferred after the withdrawal of the route.

© Tommy Cooling

Other buses which were not affected by the C2 withdrawal also made their way to Hayes from their eastern counterparts, with some Enviro 400H MMCs from the 415, as LTs replaced part of the allocation for the route. Also, other non-C2 buses were also transferred to the route from QB, albeit temporarily.


2467 from the batch intended for the 49 was transferred over to Southall for a few days from the initial contract change. This bus is now back at QB for the 49.
© Aubrey Morandarte

Abellio 2532 in Ealing Common on Route 207 towards White City.
This is one of three different E400 MMC batches that can appear on the route, this batch having transferred from the 415.

© Tommy Cooling

Abellio's MMC batches from 2015, 2017 and 2019 all appear in this one view, and any of these vehicles can be allocated to the routes. Note how the rear of the body type has changed between the 2015 model and the latest 2019 version.

© Tommy Cooling

Although the 207 now shares the 427 allocation, it is infrequent for the 427 branded buses to stray onto the 207/N207, although this has happened in the past as the N207 mainly draws its allocation from the 427 due to the Central London Ultra Low Emission Zone (ULEZ) and that the 427 is the allocated hybrid route out of WS.

Two classic E400s pass close to Ealing Common Station.

© Tommy Cooling

2004 heads along Oxford Street close to the end of its journey to Holborn.
© Aubrey Morandarte

The N207 was also converted from diesel operation under Metroline West to full Euro VI hybrid operation under Abellio to comply with the Central London ULEZ. It was one convenient sweep to help one of the last few diesel night routes within Central London to convert to hybrid. Other routes that were also still diesel were converted to hybrid through re-allocation of garage.


2401 is an outlier to the rest of the decker fleet transferred for the 207, as it was not refurbished at all since introduction on the 188. It was transferred from WL to QB at some point, and since went to AB (Southall) for the E1 for a week prior to the 207 gain. It is seen on the N207, starting a journey to Uxbridge.
© Aubrey Morandarte


2532 on Oxford Street on the first night of Abellio on the N207
© Aubrey Morandarte

The N207 is the first Abellio London West night service, with the closest prior being the early morning airport journeys on the 350 and 490. As with usual with current TfL policy, the night route has had an element of reduction, with the last few journeys being cut back or withdrawn. The route retains its half and half approach to the western termini, with Hayes By-Pass alternating with Uxbridge between buses.

Unlike the rest of the Uxbridge Road corridor, the 607 retained its operator and new Volvo B5LH/MCV EvoSeti buses were ordered for the route, although due to circumstances regarding electric buses and the Central London ULEZ, not all of the new buses are currently on the route.

Metroline VW1820 beside Westfield White City on Route 607 towards Uxbridge.
A number of these former 427 then 207 VWs continue to ply their trade along the Uxbridge Road, now on the 607. Their time is limited like the route. The remainder of the 607s new VMH allocation can be found on the 43 and 134 because of the Central London ULEZ. They will all be united at Greenford on the route once Metroline's electric buses arrive during summer 2019.

© Tommy Cooling

The blinds in these former Hayes 427 VWs have not been altered since the introduction of these vehicles by First London in 2010, at a time before the 207 and 607 routes were extended to serve the Westfield White City bus station. When these VWs were reused on the 207 after Metroline lost the 427 in 2017, a dayglo "White City" was added for the 207.  These vehicles have been reused again on the Uxbridge Road for the 607 this time, and a clever bit of coding was to also reuse the 207s dayglo White City as a temporary measure until the remained of the 607s VMHs are released.

When the blinds were order for these former First London Hayes VNs for the 427, a conjoined Hayes-Greenford set was designed to give the engineers flexibility if they wished to swap buses. The 607 was not at either garage at the time and was never planned to be moved to either so its inclusion on this [still original First London] blind was a chance encounter as the blind order was hurried and the base for the blinds was taken from an older version from First's Acton Tram depot blinds.

© Tommy Cooling

Metroline VMH2591 showcases the 607s official allocation in Ealing Common, sporting an appropriate yet traditional blue "limited stop" bus blind to distinguish the route from the slower 207 and 427 counterparts. This is still the only TfL route which has blue on white blinds.

© Tommy Cooling

Up to 13 VWs at Greenford can still be found on the 607; VW1818 is one of those seen nearby to Ealing Common Station.

© Tommy Cooling

This significant tender has notably shifted a lot of work to Abellio London West. The sector started out as Tellings Golden-Miller, with not a large amount changing under Travel London duress. Abellio has managed to grow this sector from a relatively medium-scale operation to a large scale operation including trunk routes which were the stronghold of Metroline West. With the new garage in Southall (GW) replacing both WS and AB, this is clearly a time of growth for the company. Adding the gains of Routes 24, 27, 267, E10 and E11 to the repertoire, as well as the retention of most of their work shows a period of growth for this operator.

Post by Aubrey Morandarte and Tommy Cooling

All rights reserved © WLTMTB 2019

Riding La Viva Loca

In April 2017, the last D78 ran in service on the District line. After two years, D78 Stock have been revived by Vivarail into a viable alternative to new rolling stock, especially for lower-utilisation routes like the Marston Vale line, and on 23rd April 2019, the resulting DEMU Class 230 entered passenger service with London Northwestern Railway (West Midlands Trains).

230004 on the second day of service at Bedford.
© Aubrey Morandarte

These "upcycled" trains have, instead of a pickup shoe to pick up electricity, there is a diesel motor which drives an electric source, which is used to power the motors which are pre-existing from the D78 Stock. The bodyshell, chassis, some parts of the seating, motors and bogies are all pre-existing from the D78, whilst the interior and other major things have been added or changed.


Spot the difference? Merely two years ago, the last D78 ran in passenger service on the Underground.
© Aubrey Morandarte

There had been some testing mishaps back in 2016, when it was mooted that they would be tested on the Coventry-Nuneaton line under former West Midlands franchise operator, London Midland (Govia). However, unfazed by the setbacks in 2016, the incoming new franchise operator, West Midlands Trains (Abellio-JR East-Mitsui) took three of the Vivarail units for the Bedford - Bletchley line. As the Vivarail prototype is 230001, and the battery EMU is 230002, these took the TOPS numbers of 230003-5.



This video shows a ride between Bow Brickhill and Woburn Sands. Clearly audible are the diesel engine undertones with the distinct pre-existing D Stock motors. The ride on the trains are the same as with the D Stock, as the bogies are the same as the ones fitted to the D78s since the late 1990s/early 2000s (fitted by Adtranz). Seating is fairly comfortable considering the type of seats chosen, although the opinion may be in part due to the author's frequency of using trains with the same type of seating. The door closing can be clearly heard, and closes with greater force than when under LU ownership.


230004 turns around at Bletchley for a trip to Bedford Midland
© Aubrey Morandarte

The front of the train has been slightly modified to meet modern crash worthiness standards. New LED lights replace the under-body lighting seen on the D Stock. The emergency door at the front has been plated up, and a fully modernised cab has been installed.


Interior of one coach of 230004, Bedford
© Aubrey Morandarte

One coach has been refurbished extensively, with the centre doors being boarded up. The seats between the boarded up centre doors are of the "ironing board" high backed seats, with the longitudinal being refreshed seats from the 2005-2008 refurbishment with London Underground. All seats have new moquette, and padding. Handrails have been repainted, the LED displays have been replaced internally (but the housing has not been replaced).


Interior of the other coach of 230004, Bletchley
© Aubrey Morandarte

The second coach has the corridor-side part with the existing layout. The centre part has a similar layout until the second boarded up door, where a new accessible toilet has been installed. Yes, for the first time, one can legally go to the toilet on a D Stock.


Toilet and wheelchair space within train.
© Aubrey Morandarte

An extended wheelchair area is located next to the toilet, which is all near to the front set of doors, where four original seats are retained between the door and the cab. A mixed layout of seats overall, with a clean look. As a personal opinion, the refurbishment seems to be very neat, to the extent that some can think it was a completely new train.


Table seating next to a boarded up door, note the shorter windows.
© Aubrey Morandarte

The trains are fitted with plug socket and USB charging points underneath the transverse seating, with USB chargers between seats embedded at the bottom of the arm rests next to the longitudinal seating.


Detail of the longitudinal seating, original from the mid-2000s LU refurbishment.
© Aubrey Morandarte

One thing also changed from the original D Stock is the installation of a inter-car corridor, operated by pressing a button which unlocks the first door, with the second door opening using a handle from the corridor. This introduction of the corridor has made walking between carriages safer. Also seen on the photograph on the left is the exhaust from the underfloor diesel engine.

© Aubrey Morandarte

There are posters detailing both the train's history as well as notable connections and notable information of each place on the line.
© Aubrey Morandarte


A line diagram using the former advertising panels. Further detailing of each panel can be seen:
Bletchley-Bow Brickhill
Woburn Sands-Ridgemount
Lidlington-Stewartby
Kempston Hardwick-Bedford Midland


© Aubrey Morandarte

The Marston Vale trains have special branding, with a whiter version of the LNR livery. This photo also shows the side external displays for the destination, as well as the treatment for the former doors.


230004 leaving Bedford for the Marston Vale line.
© Aubrey Morandarte

Overall, these trains are a fair, refreshing low cost upgrade to the Class 150/153s that are usually on the route. Although the trains themselves are OLDER than the Sprinters that they replace, they are notably more efficient due to the electric motor driving the wheels, rather than the diesel transmission. This leads to an mpg which is lower than Pacer trains.

Vivarail have done an excellent job with the interior refurbishment, and the quietness of the engine does mean that the loudest sound is usually the motor noises, or the train announcements. The interior is more airy than their predecessors, with brighter lighting thanks to the LED interior lighting.

The main issue would possibly be the toilet sinks having too powerful water pressure at the taps, but otherwise are very good units. These are set to be the only DEMUs from Vivarail so far ordered, as the 230s for Transport for Wales will be diesel-electric hybrid trains.

Post, photos and video by Aubrey Morandarte

All rights reserved © WLTMTB 2019

Go-Ahead, CT Plus

On 23rd March 2019, Route 20 was gained from Go-Ahead London by CT Plus from Walthamstow Avenue (AW). It had been with London General for just under 6 years, and under the Go-Ahead Group for a full 5 year + 2 year extension.

Go-Ahead won the route from Arriva in 2012, with the change covered by this blog. Initially, it was with the Blue Triangle subsidiary before moving on the 22nd June 2013 to London General at NP (Northumberland Park). WVL462 approaches Walthamstow Central on the first day of London General operation back in 2013.
(© Aubrey Morandarte)


The latter part of the days of operation were with older buses than the allocated ones, including E55 which started out at Bexleyheath with London Central, and WVL189 which started out at Putney replacing Routemasters on Routes 14 and 22.
(© Aubrey Morandarte)

On 23rd March, the route changed hands, this time to the growing Walthamstow Avenue operation at CT Plus. It is the second route gained from Go-Ahead London, having gained D6 earlier in 2018.


2539 navigating the new layout at Whipps Cross on the first day of CT Plus operation.
(© Aubrey Morandarte)

New Enviro 400H (E40H) City buses were ordered for the route, in continuation with the previous buses ordered for Routes 26 and 388. It seems to be the standard CT Plus double decker body, as there are similar bodies on Scania gas chassis in Bristol for their operation on the Metrobus "BRT" there.


2547 with a faulty destination display at the Debden stand.
(© Aubrey Morandarte)

These new buses have longer wheelchair bays (as noted in the recent Central London consultation notes repeatedly), and are the first double deckers operated from their Walthamstow Avenue base. Having been delivered very soon prior to the contract start, some rumoured that the first day would be littered with loaned buses from the previous operator (even though the allocated buses were due to be put at Bexleyheath for the 486 the very next day).


However, the only buses on loan from other operators were from Stagecoach London. 10113 is seen at Whipps Cross on a short journey to Leyton, Bakers Arms. It will terminate at Leyton Green, ironically in front of the garage it was loaned from.
(© Aubrey Morandarte)

Stagecoach London have loaned out two Enviro 400s to cover the two buses intended from the 388, but was not received because of the PVR cut being delayed. The 388 will be shortened (then extended again) under the Central London bus cuts, with the southern terminal revised to Liverpool Street, then London Bridge by the end of 2019, which would free the buses for both the 20, and the 26 frequency increase.


The other bus loaned from Leyton Garage is 10114, seen on a journey towards Debden.
(© Aubrey Morandarte)

However, as CT Plus is a small operation in comparison to other operators in the area, especially with the very few decker routes, yet their high utilisation rate meant that until ULEZ operation began in April 2019, 26 and 388 were prone to single decker operations. Walthamstow Avenue only has the 20 as a double decker route, meaning that if multiple buses are out of service, this can lead to single decker operation.


A week after CT Plus started operation on Route 20, a bus from the W19 is seen on the route. As the single deckers do not have Route 20 blinds, paper displays are forced to suffice.
(© Aubrey Morandarte)

CT Plus is notably the sole TfL bus operator in Debden, having gained 397 in late 2017, and 167 being withdrawn from the area due to Essex County Council subsidy cuts. The operator is gaining in small, but sustainable chunks, which can only be positive for competition in TfL tendering.

Post by Aubrey Morandarte

All rights reserved © WLTMTB 2019