Picture Archive Post 52

First London TNL32929 on Route 10, Hammersmith, 27/05/08 (© Aubrey)

TNL32929 started out as TNL929 at First Uxbridge Buses (UX) for Route 207, although it moved fairly early on to Westbourne Park (X) for routes, including the 7 and 23. Most of its batch mates stayed in Uxbridge through most of their career and then moved to various provincial areas. In about 2010-2011, this bus moved to First Berkshire for the 200 Legoland shuttle, amongst other general Berkshire routes. It never gained LEDs. It was later scrapped in 2014 at Ensignbus.

Route 10 is deemed to be the western half of the older 73 route. The route number became free because the original route 10 (Victoria-Wanstead-Abridge) was truncated and then withdrawn back in January 1988.
On 13th August 1988, the 10 was introduced between King's Cross and Hammersmith with Routemasters from Shepherd's Bush (S). Garage journeys ran to Shepherd's Bush Garage. April 1989 brought in a Holloway (HT) allocation with a Sunday Chalk Farm (CF) allocation. This changed part of the OPO Sunday side from Metrobuses to Titans. Garage journeys to Tufnell Park, as well as extended journeys to Archway Station were introduced.  March 1992 saw the Chalk Farm Sunday allocation move to Holloway. May 1993 saw the withdrawal of London United from the 10 as the Shepherd's Bush allocation moved to Holloway. This helped with the privatisation of LBSL units, as London Northern ran Holloway. This ended up being MTL London in 1994, before being bought by Metroline in 1998. Also in 1998, the whole 10 service was extended to Archway Station. TPs (Tridents) were introduced on Sundays in 1999.
On 1st February 2002, the 10 was split. The "old 10" contract was renumbered 390, and was truncated to Marble Arch. The "new 10" contract was awarded to First Centrewest, and ran between King's Cross and Hammersmith. New Volvo B7TLs were introduced into, erm... Wood Lane, as Westbourne Park was not ready to fully operate the 10, initially. It took until November 2003 before the whole route was allocated at Westbourne Park (X). Soon enough, the 10 ended up getting any double decker at X, including the working above.
The route returned to London United in January 2010. The N10 was replaced by the 390N, 10N and 33N, which meant that the 10 became a 24 hour service. New Scania Omnicity double deckers (SPs) were allocated to Stamford Brook (V). The route converted to LT in 2014 and those SPs went to the E3! After a re-routing to avoid Warren Street and instead go via Russell Square, this is the current state of the 10.

Hiatus update:
I'm (Aubrey) still on hiatus, however, I've decided to put out this Picture Archive post to ensure at least something gets out whilst certain personal issues are sorted out. I have no date on when I will fully return to blogging normally, as it depends on when this situation is dealt with. The quicker it is dealt with, the sooner I return, and the sooner everything gets back to normal.

Rowing to the MAX

The current allocation for the 800/850. 3010/BJ12YPV waits for the green light at High Wycombe bus station on route 800 to Reading via Shiplake. (© Omar)

The Reading - Wycombe corridor of routes is now defined primarily by routes 800 and 850, which are currently run by Arriva. However, routes 800 and 850 started out in life as 4 routes, 2 regular and 2 school services:

328: Reading - Sonning - Twyford - Henley-on-Thames - Marlow - High Wycombe

329: Reading - Caversham - Shiplake - Henley-on-Thames - Marlow - High Wycombe

School route 330: Reading - Caversham - Shiplake - Henley-on-Thames - Marlow - High Wycombe

School route 331: High Wycombe - Marlow - Henley-on-Thames - Wargrave - Twyford - Sonning - Reading

These routes were primarily run by Reading Buses with Optare Excels, whereas the 329 was run by the Wycombe Bus Company with the N-NRG batch of Plaxton Verde-bodied Volvo B10Bs. 

However, on the 14th of December 2000, the Wycombe Bus Company was taken over from the Go-Ahead group, by none other than Arriva. The Verdes were then repainted in the space of around a year after the takeover into Arriva's corporate livery. Around the same time, in November 2001, Reading Buses opted to hand their operations to Arriva, to help ease a severe driver shortage, and at that point the school variants were dropped.  The renumbering into what we know them as today didn't occur until the 2nd of September 2007, where the 328 became the 850 and the 329 became the 800. This was primarily due to the work by Buckinghamshire County Council to simplify their core network of routes.


Arriva Midlands & Shires 3007 on Route 800, Reading Friar Street (© Aubrey)

They ran with step entry buses galore such as the same Verdes that started it all, Wright Handybuses, step-entry Darts and many more. This trend, however, was broken in August of 2009, when the W-XKX batch of ALX300-bodied Volvo B10BLEs was transferred from Stevenage, which allowed them to stray onto the route. They were then branded into the rather simplistic "Thames Valley Line" branding, and with the V-HBH batch of Renowns, replaced step-entry buses on the routes.

Arriva the Shires 3454/W454XKX on route 800 at Reading rail station (CC Aubrey)

In around 2014, the KE05-plated Eclipses off the 31(High Wycombe - Penn) have been de-branded and replaced the older buses on the routes, with some 07-reg Eclipses transferring from Stevenage to cover the rest of the PVR. This deregulated the ALX300s to town work and sent the Renowns away to Aylesbury. 

3867/KE05FMM, one of the ex-31 Eclipses on route 800 in Reading. (© Aubrey)

On the 1st of August 2016, however, Carousel made their move into the corridor by introducing the X80.

Carousel's own 405/SM65LNG in Henley-on-Thames working the X80. (© Lewis)

Now, Arriva had to respond to the rather sudden "intrusion", if you will, by Carousel Buses. And what better way to do that than to utilise the recent merger between Arriva Midlands and Shires, and get some 12-reg Citaros off Tamworth depot to convert the routes to MAX operation? And that's what they did! 

One of the transfers from Tamworth: 3009/BJ12YPU in Henley-on-Thames serving the 850 to High Wycombe. (© Omar)

The transfers are as follows:

3007 - BJ12YPR

3008 - BJ12YPT

3009- BJ12YPU

3010 - BJ12YPV

3011 - BJ12YPW

3012 - BJ12YPX

3014 - BJ12YPZ

3016 - BJ12DHY

3018 - BJ12DHE


Arriva Midlands & Shires 3008 on Route 850, Reading College (© Aubrey)

Upon riding one of the Citaros, I have noticed a rather significant upgrade in comfort over the badly-padded Eclipses. The Citaros provide something the B7RLEs couldn't and that's a smooth and comfortable journey worthy of being a MAX route. My one did sound rather odd in idle with odd scraping noises, but I think we can all blame Wycombe's maintenance for that. I believe that Arriva's move was rather excellent at responding to Carousel's entrance to the corridor(though I'd rather travel on Carousel). Overall, I think that MAX'ing the Thames Valley Line has provided a significant improvement to not just the buses on the route, but to the overall comfort and quality of a long-distance bus journey through Buckinghamshire and Oxfordshire. 

Take your pick! Arriva's 3012/BJ12YPX works the 800 to Reading while Carousel's 404/SM65LNF boards passengers for an X80 to High Wycombe in Henley-on-Thames. (© Omar)

And now, to actually introduce myself!



"I'm always out of the big city for the country life. And also for Olympians!" (© Omar)

I may as well start off by introducing who on earth I am, so let's get right down to it! I'm Omar(call me that, please, it'll only make your life and mine a whole lot easier) and I'm quite obviously a transport enthusiast from North West London... that's rarely in London because I prefer non-London stuff! I'm here, there and everywhere getting photos for my Flickr (lilnetworker) and my Youtube channel (LilNetworker Productions) but now, I'm also a blogger with many thanks to Au for putting me on the team!

My future coverage should hopefully cover a wide range of areas both in and out of London, and I'm very excited to contribute to the blog even more!

"Improving" West London: Split a Trunk

Transport for London continue their review of the West London bus network with a notable change yet again involving Metroline B9TLs.
On 10th September 2016, long standing Route 83 was split into two during the day, and the N83 was reborn.


Metroline West VW1778 on Route 483, Ealing Broadway (© Aubrey)

When it comes to firsts, it doesn't get as much as this. This is an ex-First bus, on the second half of a split ex-First route, on the first service of new Route 483. In other words, the first bus on new Route 483.


Metroline West VW1264 on Route 483, Harrow Bus Station (© Aubrey)

Running between Ealing Hospital and Harrow, the 483 gives a roundabout-ish new link between Ealing and Harrow, as well as directly linking many other places. The new route has come at a cost:


Metroline West VW1247 on Route 83, Ealing Hospital (© Aubrey)

Route 83 has been truncated to Alperton, thus running between Golders Green and Alperton only. This allows it to have less traffic delays, as the already long trunk route does not need to deal with North Circular and Ealing traffic, in addition to the current traffic problems the route still has, especially around Wembley.

The consultation showed that there was only a 47% agreement to the 83 being truncated to Alperton, with missing links between Ealing and places north of Wembley. It is, notably, a shortening of an orbital North-West London trunk route into two trunk routes.


"Metroline West VW1780 on Route 83, Alperton (© Aubrey)

However, the 83 was a 24 hour service, so there must be a night replacement for the 83 truncated section. Enter the reintroduced N83:


Metroline West VW1245 on Route N83, Ealing Broadway (© Aubrey)

Every 30 minutes, the same times every night (except Christmas & Boxing Day, of course).

The consultation brought up suggestions like the increase of frequency to every 20 minutes. Although the pictures do not show it, the 83N (now N83) is becoming a notable orbital night bus route. There was a concern about the likely early end time of the N83, so the route now finishes at about 5am (leaving both termini), which is reasonable for most of the route. The first 483 runs before the last N83 northbound.


Metroline West VW1268 on Route N83, Ealing Broadway (© Aubrey)

Other than one rogue N83 displaying "83" (even on iBus), all buses were kept well with blinds. The first night of the N83 was pretty smooth, with buses keeping to time fairly well.

New Route 483 was created by many factors. A notable one is to link hospitals - more services are now being handled by Northwick Park Hospital, thus a direct link between Ealing and Northwick Park Hospital allows less able customers to travel direct instead of changing at Wembley. Redevelopment is also being planned and built around Wembley Park, and to cope, the 83 needs to be shortened in order for it to be more reliable.


Metroline West VW1752 on Route 483, Northwick Park Hospital (© Aubrey)

To connect the southern and northern part of the old 83, there is a common section between Wembley Stadium Station and Alperton Station. The new TfL Bus "Hopper" ticket allows a change of buses within an hour free of charge, thus no extra fare is dealt with when someone is trying to do the old 83 route, so as long as the second bus is touched in within one hour of the first.


Metroline West VW1264, VW1246 on Route 483, Harrow Bus Station (© Aubrey)

There was strong support for the 483, with 69% of all correspondents wanting the new route, notably commenting on the new links the 483 would create. There was some traffic concerns (like any route through Wembley, a large traffic hotspot). Although the first day did not bring up large loads, the intervening days has seen the expected increase of patronage.


Metroline West VW1248 on Route 483 leads a long line of buses at St George's Centre, Harrow (© Aubrey)

The route does bring some issues to Harrow Bus Station. It cannot stand in the bus station, so it stands next to St George's Centre. That, coincidentally, is an alighting stop. There is a bus stand for only one extra bus nearby, as that is used for the 395.

The new route also introduces a bus service to a 400 metre section of Wembley Hill Road between Empire Way and Wembley Park Drive for the first time. TfL say they are planning with Brent Council for a bus stop on the road. In the meantime, a very informal situation is happening. Buses northbound are allowing people off at Wembley Park Drive where there is no bus stop.


Metroline West VW1276 on Route 483, Wembley Hill Road (© Aubrey)

I (Aubrey) had gotten off the bus at that point, and took the photo of the bus as it left. Yes, the driver dropped me off there. It is currently an informal alighting point. It is a uni-directional hail and ride section (passengers have boarded the 483 along this section of road before) towards Harrow. Unofficial, but certainly an odd proposition.


Metroline West VW1765 on Route 483, Wembley Hill Road (© Aubrey)

The 483 only stops towards Harrow. Towards Ealing Hospital, there is a bus stop at the bottom of the hill (behind the bus) shared with the 79 and 204.


Metroline West VW1275 on Route 483, Wembley Hill Road (© Aubrey)

The B9TLs struggle up the hill at Wembley Hill Road, as evidently shown. The B9TLs are not exactly in the best condition right now, so this is expected.

Great idea TfL, once again. The route providing new links and allowing the existing 83 to gain a better service can only be good news. The broken links are notable, but otherwise it is a good decision by Transport for London.