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Post by enviroPB on Mar 8, 2024 1:31:05 GMT
Took a trip on the SL2 today from Ilford up to Walthamstow Central. Have to say, the journey times was pretty good, journey was at a pretty good pace and it was actually quite nice to skip past stops. Although the bus wasn't dawdling along, I do think the running time could be cut a little, particularly between Gants Hill and Waterworks Corner. Loadings were fairly light, but there were handfuls of people getting on and off at every stop. I do feel TfL have missed a trick by not having stops either side of Gants Hill Roundabout so more exits from the Central Line are served. It's also quite strange seeing buses to North Woolwich running through Gants Hill and Ilford. It's a shame the HAs are displaying 19 on the back, although the one I was on had 78 on the rear. Also, I think the lack of branding has somewhat diluted the impact of the introduction- the non-branded HAs look just like any other London bus in the area. I think the one thing that will contribute to any success the Superloop has is the vehicles do stand out from the crowd. Overall, it's a good attempt at a new route- with a few tweaks here and there I think the route could be quite popular. I have been monitoring the route daily but have held back on commentary due to only taking one Barking-Ilford trip on launch day. So far it's hard to judge the success of the SL2 now, due to some wraps missing off buses and timetables not yet up at bus stops. Fair play to DX, by Tuesday most if not all buses were blinded. Clearly buses displaying 19 at the back isn't ideal but would be offset if there is a Superloop livery. What's interesting is that it looks like the passenger base appears to be young people for a fair chunk, no doubt technology & apps aiding in the complete lack of information at bus stops currently. I am sure when the masses are tangibly informed through spider maps and timetables, the SL2 could actually be a revolutionary addition to east London's bus network.
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Post by enviroPB on Mar 6, 2024 21:55:01 GMT
A fire in Forest Gate has resulted in the closure of Romford Road between Green Street and Upton Lane/Woodgrange Road. The 86 was curtailed to Manor Park (though it could have terminated at Katherine Road), the crowds at Stratford were testament to that. GAL having an easy time with the 325 this evening bypassing Forest Gate altogether.
Today: 25 to Aldgate, x2 25 to Mile End (from Ilford) 425 to Hackney, Lauritson Road (from Ilford) 425 to Mile End (from Ilford) 425 to Bow Church (from Ilford) 12316- 425 to Manor Park. Given the diversion, the driver likely terminated at Woodgrange Road
Yesterday: Unidentified SL2 to Barking
Thursday evening: 365 to Elm Park (from Havering Park) 365 to South Hornchurch, South End Lane 165 to Romford Station, spotted at midnight in Elm Park
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Post by enviroPB on Mar 6, 2024 20:00:36 GMT
TfL clearly have a vendetta against route 205. I deliberately walked through the City to Aldgate East to get the choice of both the 25 and 205, only to find the 205's frequency has been stealthily slashed to every 10 mins. I'm genuinely trying to understand why a very popular bus route, where non enthusiasts enjoy using it due to its connections and speed, warrants these cuts. It doesn't make sense. But hey, let's make bunching more prevalent and drive passengers away through longer gaps in the service. Because every journey matters. I've been thinking of this quite a lot! It's ridiculous how a trunk route is every 10/12mins especially in the morning peak. Every 205 on the eastern end going westbound is very busy, sometimes packed. Noticed the odd reliability in recent times, you'd see 2 205s passing speeding through and often bunching. Long thought its service was questionable, this route should really regain it's every 8/9 min frequency in the rush hour time, but TFL sadly don't seem interested It's pretty clear how its that one route passing through many big interchanges and is the main route down the A501 corridor, I've seen plenty of busy buses, so surely be keeping a much better frequency Nagging question but why does the 25 retain the same frequency throughout the week? Or is it different on Sundays? The timetable tinkering that occurred during Covid has scuppered my recall, but after a quick check it's 8bph in the weekday peaks and 6bph on weekends. Absolutely abhorrent frequencies given the Crossrail consultations stated the 25 should be 6-7 mins for most of the week and 8 mins Sundays. This only amplifies the 205's reduction and for the first time since summer 2019, I saw three buses bunched together. Unlike 2019 which were return trips from Paddington, buses were bunching along Mile End Road from Bow! There was a time the 205 was every 7-8 mins in the peaks, but every contract renewal is like a carpenter's plane finely shaving off the 205's frequency. It's no wonder why there are plenty of critics of the Superloop receiving generous capital whilst the rest of the bus network is barely on the right side of functioning.
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Post by enviroPB on Mar 6, 2024 17:26:12 GMT
TfL clearly have a vendetta against route 205. I deliberately walked through the City to Aldgate East to get the choice of both the 25 and 205, only to find the 205's frequency has been stealthily slashed to every 10 mins. I'm genuinely trying to understand why a very popular bus route, where non enthusiasts enjoy using it due to its connections and speed, warrants these cuts. It doesn't make sense. But hey, let's make bunching more prevalent and drive passengers away through longer gaps in the service. Because every journey matters.
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Post by enviroPB on Mar 2, 2024 16:13:30 GMT
DT11 posted in the Superloop thread that the blinds were delayed due to production issues at McKenna, which to be fair isn’t really within Arriva’s control I do wonder how this even got allowed to happen. The 325s buses had their blinds on time as did the SL3 where Stagecoach had less tike with the buses than Arriva did. Not to mention the blinds do seem to have actually made it onto the buses, they're just not set accordingly. From tender announcement to today, GAL had 9 months to prepare for the 325 and Arriva had four and a half months for the SL2. Literally half the time. And you've already seen reports of ordering issues from the manufacturers blighting all London operators. I suspect GAL likely didn't order new sets. Judging from the allocation of the old 276 SEs, I reckon they only needed inserts for East Beckton and Forest Gate turns; maybe Plaistow Broadway at a push. Every other turn is covered by existing sets from the 300, so even easier for GAL to get ready in time.
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Post by enviroPB on Mar 2, 2024 12:14:07 GMT
Tonight I regrettably have to say goodbye to Arriva running the 325 for literally half of my existence. I have mentioned in the past that prior to 2010, the 325 was terrible and Stagecoach simply weren't up to scratch in terms of reliability. I wasn't in London on March 6th 2010 due to a confirmation retreat, much to my dismay, but I was melancholic when my mum called informing me of the change. ¨The new buses are clean and quick! I see it is more frequent now, that probably explains me getting a seat! I will do more errands in East Ham now.¨ Very bitter to hear my non-ehtusiast mum experiencing these things, but sweet to hear the new ushering of an era. For 14 years I have used the 325 for school, college, church and most of my local leisure activities. Most of my life at one time hinged on me relying on this specific bus and it was a torrid time before 2010. After Arriva the 325 was a joy to use almost to a point it was nondescript, a certified compliment when in contrast to the Stagecoach days. I'm not saying everything was perfect; the first 18 months or so saw controllers instruct buses to run light via Upton Park to make up time. Trouble was buses weren't serving the busiest part of its route (Upton Lane). That eventually stopped but beyond that, virtually no problems consigned to the route. Be it roadworks, accidents, West Ham matches at the old Boleyn group and most notorious of all, traffic from the A13; buses on the 325 were run surprisingly well. I'm struggling to remember bunched buses over 14 years, that's saying a lot for a high frequency route! And yes there was a period where cleaners at DX were sloppy with the mop, but the overall presentation was brilliant by Arriva. Tonight ENL61-74 will retire in the only garage they've ever worked out of, something rather unique in the industry. As they do, DX will usher in the SL2, the first hybrids at DX and more notably the first buses with power blinds at the garage. I will cast eyes over the 325 as I always do every weekend from the shop I volunteer at in Forest Gate. I will likely hop on a GAL bus tomorrow as well but likely won't do an end-to-end until the electrics are in service. Goodbye to fourteen years of fantastic service, goodbye to Arriva's presence in the heart of Newham. Goodbye to Arriva running the 325. The 325 still to me is Stagecoach with Dennis Dart SLF's with on the side. You do realise there was still a few drivers from who was at [DX] driving the 325 and are now going to [RR] I thought the SEe's would have been delivered or some others would be on the route. But it is 100% SE at the moment. There was one cleaner at [DX] she was one of the best I saw, when she finished with a bus you would think WTF, she used to shampoo wet the floors, very foamy, thoroughly clean grabrails, damp wipe the seats etc. Sadly she did not stay in the cleaning game long and left to work outside of the bus industry. I am aware that some are making the small pilgrimage to RR. A few drivers at the bike shop I volunteer at have come by in recent weeks asking for two wheels, due to the limited parking space for staff at River Road. I hope you don't mind if I respectfully disagree, the high standards etched into the 325 by Arriva is something I will envisage for a while yet. If you'll excuse me, I'm off to see if I can spot any of the 325's drivers on the SL2!
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Post by enviroPB on Mar 2, 2024 1:53:14 GMT
Tonight I regrettably have to say goodbye to Arriva running the 325 for literally half of my existence. I have mentioned in the past that prior to 2010, the 325 was terrible and Stagecoach simply weren't up to scratch in terms of reliability. I wasn't in London on March 6th 2010 due to a confirmation retreat, much to my dismay, but I was melancholic when my mum called informing me of the change. ¨The new buses are clean and quick! I see it is more frequent now, that probably explains me getting a seat! I will do more errands in East Ham now.¨ Very bitter to hear my non-ehtusiast mum experiencing these things, but sweet to hear the new ushering of an era. For 14 years I have used the 325 for school, college, church and most of my local leisure activities. Most of my life at one time hinged on me relying on this specific bus and it was a torrid time before 2010. After Arriva the 325 was a joy to use almost to a point it was nondescript, a certified compliment when in contrast to the Stagecoach days. I'm not saying everything was perfect; the first 18 months or so saw controllers instruct buses to run light via Upton Park to make up time. Trouble was buses weren't serving the busiest part of its route (Upton Lane). That eventually stopped but beyond that, virtually no problems consigned to the route. Be it roadworks, accidents, West Ham matches at the old Boleyn ground and most notorious of all, traffic from the A13; buses on the 325 were run surprisingly well. I'm struggling to remember bunched buses over 14 years, that's saying a lot for a high frequency route! And yes there was a period where cleaners at DX were sloppy with the mop, but the overall presentation was brilliant by Arriva. Tonight ENL61-74 will retire in the only garage they've ever worked out of, something rather unique in the industry. As they do, DX will usher in the SL2, the first hybrids at DX and more notably the first buses with power blinds at the garage. I will cast eyes over the 325 as I always do every weekend from the shop I volunteer at in Forest Gate. I will likely hop on a GAL bus tomorrow as well but likely won't do an end-to-end until the electrics are in service. Goodbye to fourteen years of fantastic service, goodbye to Arriva's presence in the heart of Newham. Goodbye to Arriva running the 325.
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Post by enviroPB on Feb 1, 2024 0:37:50 GMT
I agree more could have been done with the southern end of the 134. Though in my opinion I think the best option would have been to reroute the 134 at Camden Town to replace the C2 via Albany Street to Oxford Circus. Then divert the 88 back via Warren Street again. The 88 was a useful local link here, being faster to Oxford Circus than the 73/390. Plus since both the 14 and 88 were rerouted, there is no longer a link from the Euston area into the West End around Piccadilly Circus. However, looking back at that set of changes, the C2 provided some useful unique links which are now broken. Perhaps something like the following could work, incorporating the 311 proposal? 22 - Withdrawn between Oxford Circus and Sloane Square, instead extended to Waterloo via the 11. 11 - Revised to operate as the proposed 311 from Fulham Broadway to Oxford Circus, then continuing via Great Portland Street to terminate at Euston or Kings Cross. Your set of changes are good but 2 things: 1. I would have the 11 terminate in Euston because there is free stand space there as nothing has replaced the 59 since it got rerouted. 2. LT’s would not be suitable on this version of the 11 due to fairly tight roads/turns around Berkeley Square. You could move the 11 to AF & the 14 to SW & have them swap vehicles as far as I’m aware I don’t think there is anything stopping the 14 using LT’s. Berkeley Square itself is wide enough for LTs and Green Park is a turn for route 9. However Mayfair is notorious for horrible parking and even conventional buses on the 22 can't get past those vehicles with ease, so I understand your caution for not sending LTs through that area.
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Post by enviroPB on Jan 31, 2024 21:42:40 GMT
There was a FB post before Christmas stating that the transfer of the N89 back to BX had been 'abandoned'; whether this is temporary or (more) permanent wasn't noted. From today's Go Ahead London Enthusiasts FB post: 'unfortunately theres no forward plan for the N89 to return to BX.' Isn't the N89 still crosslinked with the N21? Clearly it's a cheaper option for GAL to leave the N89 at NX, otherwise they would have implemented the N89 being housed with its day counterpart at BX.
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Post by enviroPB on Jan 30, 2024 0:55:07 GMT
DW530 on the 349 OME2264 on the 317 VWH2243 has chargers installed, quite the surprise Ran for E80 on the 217, the driver went past the stop but graciously stopped for me. I thanked him as I boarded and he said 'What, no thanks?'. I said I did indeed thank him and he apologised. He must've had one of those days And the 349 is doing a 141 in the evenings by not standing at the garage. Instead buses run to Dearsley Road to stand.
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Post by enviroPB on Jan 29, 2024 17:46:42 GMT
To your first point, it doesn't really matter if it is the 113 or the 137 as both their round-the-corner links were very much utilised by passengers. With the old 13 gone, I assume that loss of a Finchley Road link is more acutely felt on Oxford Street. Also it kinda goes without saying that the 18's frequency will reduce slightly to fund this new route; potentially 9bph in the peaks which could shave about ten off the 18's PVR. I don't have the data TfL has or intricate knowledge of the 18, so there's more research to be done on it. However if this new route were to be implemented, something like making sure there's sufficient capacity Sudbury- Craven Park would be suffice as there'd be other routes to relieve the 18 in other areas. To your second point, simply call out the contractors with their spades and yellow paint to construct a stand. No other investment is needed for infrastructure as there are already existing bus stops in place. P.S. There is no appetite for culling the 205 at Euston. It is a great cross-city bus route with some unique links- even at Euston there isn't a direct bus to Paddington Station without the 30 reroute. I get that empty buses don't exactly spell profit but the 205 is well used throughout its routing & is pretty reliable given its length. The 205 isn't broken so there's no need to fix it. Just one other suggestion when Old Oak Common opens perhaps your proposed route could terminate there instead I think there will be more demand for that station than Brent Park superstores, if demand is needed for Brent Park Superstores I would just fully deck the 206. Because your route is being shortened on one end perhaps it could now run to Oxford Circus so that nothing in Marble Arch would be required to move. The route would still provide assistance on the 18 between Edgware Road & Harlesden. Before I make my personal comments, I would just like to reiterate the proposal I put forward was literally a carbon copy of what TfL suggested some years ago with regards to Harrow Road's (at the time) future capacity demands. The only addition I made was to plump for a 24 hour service. I see nothing wrong with your amendments. Oxford Circus would be a good eastern terminus for this new route. Seeing as Old Oak Common is nowhere near completion, the new route can operate now between Oxford Circus and Willesden Junction until the train station is ready. Seeing as you haven't commented on the proposed frequencies, I assume a 10 minute frequency Mon-Sat and a 15 minute frequency evenings & Sundays is a sensible suggestion.
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Post by enviroPB on Jan 28, 2024 18:44:20 GMT
Note the word - "trial". Friday passenger numbers on the Underground are still only at 73% of pre-covid levels, and the trial will have to either increase passenger journeys to make up for the shortfall in reduced fares, or provide tangible benefits to the wider economy (notably the hospitality sector). Abolishing peak fares can work. Avanti West Coast removed the Friday afternoon peak without losing revenue, which also spread demand more evenly throughout the afternoon and evening to match capacity more closely. The 19.00 London Euston - Manchester Piccadilly on a Friday used to be notorious for severe overcrowding as the first off-peak evening train, now it is no busier than any other departure. What are you talking about? Everyone loves to pay over the odds for standing up for 45 mins before the train served Milton Keynes, roasting alive due to the sheer numbers onboard the carriages and paying for a reserved seat you can't access. And if you were lucky enough to do so before the journey began and there's someone in your seat, having to avoid a verbal battle from others saying "I paid for a seat but someone's in mine." I mean no insult but that's probably the quickest I've ever gotten PTSD from reading a comment! Thank heavens I travel earlier now and mostly LNER it up to Leeds to head to Manchester. I still refuse to pay Avanti's premium fares for its less than premium service after the Virgin contract ended.
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Post by enviroPB on Jan 28, 2024 18:09:43 GMT
After the publicity of capacity issues on the 18 this week and a recent theme of resurrecting old TfL ideas, I thought I'd put forward one of their better ones: NEW ROUTE: Marble Arch to Brent Park, Superstores via Edgware Road, Paddington Green, Royal Oak Station, Harrow Road (for Elgin Avenue and Ladbroke Grove), Kensal Green Station, Willesden Junction Station, Harlesden High Street for Harlesden, Jubilee Clock (return via Manor Park Road); Craven Park and Brentfield Road to Brent Park, Superstores. Journey time before all these 20 zones sprang up: 54 mins, swelling up to 60 mins in the peak PVR: 14 Frequency: every 10 mins Mon-Sat, every 15 mins evenings & Sundays, every 30 mins at night Garage: WJ or RP This is the exact routing TfL proposed some years ago and I quite liked it as a reliever to the 18. The only thing I'd add onto that is a 24 hour service. This would add extra capacity onto Harrow Road (something the proposed N518 won't do during weeknights) and gives Brentfield Road, Brent Park and some parts of St Raphael estate a night bus. Apart from constructing a stand at Brent Park, there is no other capital needed for infrastructure. That does mean something needs to be kicked out of the Marble Arch stand, the obvious nominee being the 137 with maybe the 414 taking its stand once vacated. If TfL still have that magic money tree, that'd be a great addition to London's bus network. I like this route idea I do agree that the 18 needs some more assistance, though there are a couple things I would like to address: 1. I would just send the 113 back to Oxford Circus it is pointless it having it terminate in Marble Arch, makes some more use of the unused stand space in Oxford Circus. Alternatively if tfl would be required to make savings in order to create this new route, there is the controversial option to cut the 205 to only run between Bow & Euston, with the 30 diverted to Paddington to replace the 205, with the 30 maintaining 205’s links as far as Angel. N205 would remain unchanged. The 30 diversion does lose a round corner link but there are a lot of buses running Baker St-Marble Arch & it does free up stand space in Marble Arch too. 2. How would the route stand in Brent Park unfortunately the 16 & 92 both take up all the stand space available there, neither route can really be extended either since they both already run through too many traffic hotspots. To your first point, it doesn't really matter if it is the 113 or the 137 as both their round-the-corner links were very much utilised by passengers. With the old 13 gone, I assume that loss of a Finchley Road link is more acutely felt on Oxford Street. Also it kinda goes without saying that the 18's frequency will reduce slightly to fund this new route; potentially 9bph in the peaks which could shave about ten off the 18's PVR. I don't have the data TfL has or intricate knowledge of the 18, so there's more research to be done on it. However if this new route were to be implemented, something like making sure there's sufficient capacity Sudbury- Craven Park would be suffice as there'd be other routes to relieve the 18 in other areas. To your second point, simply call out the contractors with their spades and yellow paint to construct a stand. No other investment is needed for infrastructure as there are already existing bus stops in place. P.S. There is no appetite for culling the 205 at Euston. It is a great cross-city bus route with some unique links- even at Euston there isn't a direct bus to Paddington Station without the 30 reroute. I get that empty buses don't exactly spell profit but the 205 is well used throughout its routing & is pretty reliable given its length. The 205 isn't broken so there's no need to fix it.
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Post by enviroPB on Jan 28, 2024 15:43:19 GMT
Friday evening: 135 to Limehouse, Burdett Road (from Crossharbour). Spotted on stand at 00:25
Yesterday: LT405 broken down at the traffic light crossing on London Road just before the town centre bus stops in Barking
474 to Canning Town with a bus to Hermit Road directly behind it in Beckton at 23:15 12331- N277 to Limehouse, Burdett Road (from Angel)
After a 12 minute wait in Limehouse for the N15, had to make a dash for EH151 after LT877 showed up full. I enjoyed the bus only having 20 or so passengers on, until we hit Canning Town where my bus picked up 30 people and LT877 served the alighting stop and headed out the bus station. I'm oh so happy the N15 went to an 8 minute frequency on weekends, it really needs it.
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Post by enviroPB on Jan 27, 2024 13:09:09 GMT
A lot of people take advantage of Stratford being in zone 2. After roughly 9pm buses on the 97 aren't leaving Stratford City 70+ passengers deep, so I wanted to highlight the point that the new frequency increase isn't due to buses leaving Stratford City packed in the late evenings. It's needed for the High Road Leyton corridor where people pack out the 97 there in the evenings. Ah ok, what drives the late evening demand on High Road Leyton? People leaving Leyton tube station from Central London? Yep.
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