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Post by Deleted on Sept 24, 2021 16:00:28 GMT
Why does the 31 go via Wood Lane now?
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Post by towertransit70 on Sept 24, 2021 21:57:38 GMT
Why does the 31 go via Wood Lane now? Not just the 31 but every bus route terminating at White City goes through Wood Lane due to Shepherds Bush Station stop closed. For the other direction out of White City, they all go the normal way
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Post by Busboy105 on Oct 1, 2021 6:26:54 GMT
2 questions I want to ask here: 1. How long can you be on the Underground before it charges you a maximum fare? 2. When Stations are closed (like South Kensington) why does trains slow down then speed back up? Wouldn't it be much better if they just sped through?
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Post by richard on Oct 1, 2021 10:04:50 GMT
2 questions I want to ask here: 1. How long can you be on the Underground before it charges you a maximum fare? 2. When Stations are closed (like South Kensington) why does trains slow down then speed back up? Wouldn't it be much better if they just sped through? 1) it should be 2 hours unless it's changed 2) they have to slow down because the signal is probably red and the speed limit is 5mph through a closed station.
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Post by Trafalgax on Oct 1, 2021 10:50:53 GMT
1. What happens to drivers when the route they drive gets a frequnecy reduction, do the spare drivers get let go or do they find some other work?
2. Is there some sort of penalty if a company puts buses on a route and it goes over the pvr limit of it?
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Post by capitalomnibus on Oct 1, 2021 11:48:27 GMT
1. What happens to drivers when the route they drive gets a frequnecy reduction, do the spare drivers get let go or do they find some other work? 2. Is there some sort of penalty if a company puts buses on a route and it goes over the pvr limit of it? If the route rota is full then it would be last in first out (or on disciplinary records). As it is known by a few months, this then gives the garages the choice to not put anyone on the rota or if someone wanted to come off to go onto another route, transfer them before. Drivers would then be given the choice of another route at the same garage, if there is no space, then they may be posted to another garage. This has been happening a lot recently and it has in some ways helped with driver shortages. For a company to put buses over the pvr limit, there would not be a gain. As all journeys are down by trip numbers. If say they threw 5 buses on. the additional mileage, would only be paid back as fuel. It would not really serve that much purpose, only to the passenger.
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Post by paulsw2 on Oct 1, 2021 15:16:26 GMT
2 questions I want to ask here: 1. How long can you be on the Underground before it charges you a maximum fare? 2. When Stations are closed (like South Kensington) why does trains slow down then speed back up? Wouldn't it be much better if they just sped through? for No2 it is down to signal overlaps on conventional signalling trains had to pass the station starter signal at 5mph in auto sections it is faster but it also depends on the line ahead being clear for a higher target speed to be offered.With South Ken trains have to slow on the Westbound because of the speed restrictions
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Post by Catford94 on Oct 1, 2021 19:47:57 GMT
1. What happens to drivers when the route they drive gets a frequnecy reduction, do the spare drivers get let go or do they find some other work? 2. Is there some sort of penalty if a company puts buses on a route and it goes over the pvr limit of it?
1 - Yes, broadly what capitalomnibus said. there's usually enough turnover of drivers and vacancies, so this sort of situation can usually be managed by slowing recruitment a bit (and either relying on more rest day working, or agency drivers, or shuffling holidays / CPC training) in the weeks leading up to the service change. Operators tend to know before it's public knowledge. I think it's been fairly rare in recent years for bus drivers to get made redundant.
2 - I'm assuming we're talking London here. I am a bit out of touch with it now, but believe that operators would occasionally put an extra bus or two out on a route when it was in a week of TFL assessing performance to decide whether a 2 year contract extension would be granted (I can't now remember what the technical term for this is / was) so as to do better on hitting excess waiting time targets and so on. I assume this must have been allowed in the contracts (at one time at least) but I got the impression that TFL thought it was 'not quite cricket'.
Where there are long term roadworks that are likely to louse a route up, TFL will often agree 'mitigation' - which at one time might mean a temporary increase in PVR, although in recent years it's more usually a revised timetable with more running time / lower frequencies with the same number of buses. I'm not sure what the position would be if there was some incident that caused delays on a particular route and an operator sent a spare bus and driver or two out to fill in gaps. This would be in the interest of passengers, but not quite sure how it works contractually.
If we're talking outside London, if operators start running journeys that aren't in the registration, the traffic commissioners would have something to say. If the route is registered as 'frequent service' - this has to be at least every 10 minutes, but not sure what the position would be if an operator ran 5 minute headway one day and 10 minute headway another depending on bus / driver availability. In theory, operators are supposed to tell the traffic commissioners the maximum number of vehicles they intend to run on any service like this, but I can't remember questions being asked about this sort of thing. The early years of deregulation did involve some operators putting out 'duplicate' buses which basically ran when they (or the supervisors) felt so inclined, to get in front of the opposition...
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Post by snowman on Oct 1, 2021 20:26:05 GMT
1. What happens to drivers when the route they drive gets a frequnecy reduction, do the spare drivers get let go or do they find some other work? 2. Is there some sort of penalty if a company puts buses on a route and it goes over the pvr limit of it? 1 - Yes, broadly what capitalomnibus said. there's usually enough turnover of drivers and vacancies, so this sort of situation can usually be managed by slowing recruitment a bit (and either relying on more rest day working, or agency drivers, or shuffling holidays / CPC training) in the weeks leading up to the service change. Operators tend to know before it's public knowledge. I think it's been fairly rare in recent years for bus drivers to get made redundant. 2 - I'm assuming we're talking London here. I am a bit out of touch with it now, but believe that operators would occasionally put an extra bus or two out on a route when it was in a week of TFL assessing performance to decide whether a 2 year contract extension would be granted (I can't now remember what the technical term for this is / was) so as to do better on hitting excess waiting time targets and so on. I assume this must have been allowed in the contracts (at one time at least) but I got the impression that TFL thought it was 'not quite cricket'. Where there are long term roadworks that are likely to louse a route up, TFL will often agree 'mitigation' - which at one time might mean a temporary increase in PVR, although in recent years it's more usually a revised timetable with more running time / lower frequencies with the same number of buses. I'm not sure what the position would be if there was some incident that caused delays on a particular route and an operator sent a spare bus and driver or two out to fill in gaps. This would be in the interest of passengers, but not quite sure how it works contractually. If we're talking outside London, if operators start running journeys that aren't in the registration, the traffic commissioners would have something to say. If the route is registered as 'frequent service' - this has to be at least every 10 minutes, but not sure what the position would be if an operator ran 5 minute headway one day and 10 minute headway another depending on bus / driver availability. In theory, operators are supposed to tell the traffic commissioners the maximum number of vehicles they intend to run on any service like this, but I can't remember questions being asked about this sort of thing. The early years of deregulation did involve some operators putting out 'duplicate' buses which basically ran when they (or the supervisors) felt so inclined, to get in front of the opposition...
I think point 2 has been superseded by the automatic collection of I-Bus data. The assessment is much longer now, something like 3-6 months, so fiddling the figures by boosting service for a few days whilst someone ticks off buses on a clipboard is not really possible these days.
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Post by BE37054 (quoll662) on Oct 3, 2021 9:26:37 GMT
What are the ages of the different batches of LT's?
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Post by snowman on Oct 3, 2021 9:49:03 GMT
What are the ages of the different batches of LT's? The 8 prototype ones are 9 years old, production ones were generally built 2013-2017 although took a while for production line to ramp up, at peak were about 7-8 built a week, also rather a tail off as production wound down.
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Post by BE37054 (quoll662) on Oct 3, 2021 11:33:08 GMT
What are the ages of the different batches of LT's? The 8 prototype ones are 9 years old, production ones were generally built 2013-2017 although took a while for production line to ramp up, at peak were about 7-8 built a week, also rather a tail off as production wound down. Would the 9 and 11's ones be eligible for use on their new contract?
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Post by cl54 on Oct 3, 2021 11:45:44 GMT
The 8 prototype ones are 9 years old, production ones were generally built 2013-2017 although took a while for production line to ramp up, at peak were about 7-8 built a week, also rather a tail off as production wound down. Would the 9 and 11's ones be eligible for use on their new contract? They are owned by TfL who make the rules. There is supposed to be a refurbishment programme. Details yet to be confirmed. Depending on the scope it may mean they are acceptable for new contracts.
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Post by BE37054 (quoll662) on Oct 3, 2021 11:49:57 GMT
Would the 9 and 11's ones be eligible for use on their new contract? They are owned by TfL who make the rules. There is supposed to be a refurbishment programme. Details yet to be confirmed. Depending on the scope it may mean they are acceptable for new contracts. Looking on the DVLA site, it states that the 9's vehicles were made in late 2013. This would make them ineligible for a new contractual term by normal standards. But, as you said, TfL can just change the rules for their buses.
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Post by SILENCED on Oct 3, 2021 12:07:45 GMT
They are owned by TfL who make the rules. There is supposed to be a refurbishment programme. Details yet to be confirmed. Depending on the scope it may mean they are acceptable for new contracts. Looking on the DVLA site, it states that the 9's vehicles were made in late 2013. This would make them ineligible for a new contractual term by normal standards. But, as you said, TfL can just change the rules for their buses. TfL need to get a minimum of 14 years out of each LT as that is how long they are depreciated over so TfL will not record a loss on their sale.l, which is another reason why I do not think the 2030 aim will be hit ... 14 years on the last LTs takes you to 2031
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