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Post by mark on Nov 3, 2024 13:16:48 GMT
Not sure where the closest B7TL’s are now in regular service but there should be some still going though I wouldn’t hang around as they’ll be on the chopping block for sure Arriva Kent & Surrey still has a few B7TLs (both Wrightbus and Alexander bodied) in service. One of the ex London Central / Go North East Wrightbus bodied buses is clinging on with Bluestar in Southampton too. |
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Post by busoccultation on Nov 3, 2024 13:46:22 GMT
Not sure where the closest B7TL’s are now in regular service but there should be some still going though I wouldn’t hang around as they’ll be on the chopping block for sure Arriva Kent & Surrey still has a few B7TLs (both Wrightbus and Alexander bodied) in service. One of the ex London Central / Go North East Wrightbus bodied buses is clinging on with Bluestar in Southampton too. Plus a handful still left in around Colchester area both with First and Hedingham. |
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Post by yunus on Nov 3, 2024 22:33:56 GMT
Where will the current buses on the Fast-track end up once Arriva end their operation next week?
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Post by vjaska on Nov 3, 2024 22:54:14 GMT
Where will the current buses on the Fast-track end up once Arriva end their operation next week? Someone on here mentioned that some of the Streetlites may be hired by Go-Ahead temporarily otherwise I imagine the rest will be integrated into the main fleet as what happened to the B7RLE's that used to run on Fast Track |
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Post by redexpress on Nov 4, 2024 12:05:31 GMT
In your opinion what are the best Volvo buses? There are a mixture of B5LH, B5TLs, B7s, B8 & B9TLs. My favourite is the B7s but we do not have anymore in London. Also a question, are the B9TLs remaining in London all "original" EUROV examples? Yes, all B9TL's in London were originally Euro V. The only Euro IV examples that run on the TfL network was B9, a 06 reg vehicle with London General and three ex Bristol examples that Sullivan Buses ran on TfL school routes. Whilst I like B7TL's & B9TL's a lot, the Volvo Olympian & Volvo Citybus are my favourites. I also like B10M's (especially those Stagecoach Alexander PS versions), B7RLE's, B6 & B10 single deckers as well I was never too keen on the Citybus (which was incidentally based on a B10M chassis) - I always preferred its competitor, the Scania N113. But late-model Volvo Olympians were fantastic buses. It took a very long time for the industry to come up with a low-floor bus that could match it from a passenger's perspective. |
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Post by yunus on Nov 4, 2024 18:33:09 GMT
What is likely to be the final route running 100% with B9TLs in TFL service? Would it be the 28/N28?
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Post by yunus on Nov 4, 2024 22:18:03 GMT
Can I just ask, what makes buses stray onto unallocated routes as been discussing before?
Does the possibility of strays increase when a garage has a higher pool of buses?
For example, when WJ & LI receive the incoming EVs are they likely to stray onto the routes not allocated with them? Is there chance to see EVs pop out on the 223/H17 (just an example)?
Certain Diesel SD routes have strictly only operated with them hence why I am curious.
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Post by lj61nwc on Nov 4, 2024 22:38:59 GMT
Can I just ask, what makes buses stray onto unallocated routes as been discussing before? Does the possibility of strays increase when a garage has a higher pool of buses? For example, when WJ & LI receive the incoming EVs are they likely to stray onto the routes not allocated with them? Is there chance to see EVs pop out on the 223/H17 (just an example)? Certain Diesel SD routes have strictly only operated with them hence why I am curious. There are a lot of factors such as garage layout, failures happening at any time, buses parked up awaiting parts etc, in some rare occasions, a cover driver not being type trained on the vehicle for one reason or another, some drivers have a preference and tend to switch out vehicles once the peak run in is completed if the garage allocater permits such as the 118 which usually has a few night hybrids or the 60 where a specific driver tries to take a HT or HV out, wonder if a HA may be on his cards now  |
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Post by yunus on Nov 4, 2024 22:42:08 GMT
Can I just ask, what makes buses stray onto unallocated routes as been discussing before? Does the possibility of strays increase when a garage has a higher pool of buses? For example, when WJ & LI receive the incoming EVs are they likely to stray onto the routes not allocated with them? Is there chance to see EVs pop out on the 223/H17 (just an example)? Certain Diesel SD routes have strictly only operated with them hence why I am curious. There are a lot of factors such as garage layout, failures happening at any time, buses parked up awaiting parts etc, in some rare occasions, a cover driver not being type trained on the vehicle for one reason or another, some drivers have a preference and tend to switch out vehicles once the peak run in is completed if the garage allocater permits such as the 118 which usually has a few might hybrids or the 60 where a specific driver tries to take a HT or HV out, wonder if a HA may be on his cards now Thanks. I used to think that bus garages would get questioned if strays happened but we have seen otherwise. Is it the same procedure with SD routes? As I mentioned some Diesel ones strictly operate with them (110, 117, 283 etc). I guess the more EVs come in they will stray, like a EV on the 223 & H17 from WJ will probably happen. |
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Post by gwiwer on Nov 5, 2024 15:27:19 GMT
Sometimes quite simply a shortage of the required type but there being a spare of another type. That has happened throughout the years - LT themselves were not totally averse to substituting types to keep a service running if it were similar for example an SM for and SMS. Notably RTs for RMs for a period of acute Routemaster parts shortage with some whole routes switched to RTs such as the 230.
The 281 (a BCE route) includes scheduled trips using diesel hybrids off the 681 which would otherwise run at least half their duty out of service while passengers get left behind by the ever-busy 281. Some of those swap running numbers and come back out for the evening and night while the BCEs go on charge. I have not yet had a BCE on the night service though have seen one very occasionally. The reverse happens in the early morning when the hybrids run in, swap their running numbers with a freshly-charged BCE then some back out on the morning 681 runs.
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Post by mondraker275 on Nov 5, 2024 17:20:24 GMT
I clearly did not pay much attention to the SL4 consultation as I did not know that it will be 8 mins until I saw a recent post. Two questions, is that the highest frequency for a new route in say last 20 years?
Additionally, having gone back to the consultation I also seemed to have missed that it looks like it will be similar to SL6. Is that the case? i.e. stops at every stop and then has a non-stop section and then stops at some more stops. That would be a shame but would explain the frequency a bit more.
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Post by COBO on Nov 5, 2024 18:38:24 GMT
What drivers from what company are striking? BBC says that bus drivers are on strike but didn’t specify what company they are working from.
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Post by joefrombow on Nov 5, 2024 18:56:04 GMT
What drivers from what company are striking? BBC says that bus drivers are on strike but didn’t specify what company they are working from. Had a look on X doesn't look like a strike as such more a protest for change and a march but looking at what they want looks pretty reasonable to me , hopefully " son of a bus driver " looks into it and gets more traction , also hope they look into better rotas no one in ANY driving job should be doing 7 consecutive days of driving it's absolutely shocking that this still goes on in this day and age . x.com/BBCTomEdwards/status/1853783809092678017?t=iQxRGb-tHY7bMcKYaegeDQ&s=19 |
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Post by COBO on Nov 5, 2024 18:58:32 GMT
What drivers from what company are striking? BBC says that bus drivers are on strike but didn’t specify what company they are working from. Had a look on X doesn't look like a strike as such more a protest for change and a march but looking at what they want looks pretty reasonable to me , hopefully " son of a bus driver " looks into it and gets more traction , also hope they look into better rotas no one in ANY driving job should be doing 7 consecutive days of driving it's absolutely shocking that this still goes on in this day and age . x.com/BBCTomEdwards/status/1853783809092678017?t=iQxRGb-tHY7bMcKYaegeDQ&s=19I have noticed that crashes involving buses have increased lately I wonder if that is to do with fatigue. |
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Post by gwiwer on Nov 6, 2024 11:28:03 GMT
Yet it remains well within the letter of the law. www.gov.uk/guidance/drivers-hours-passenger-vehicles/2-great-britain-domestic-rulesI suspect a good many drivers would be happy to have the rules changed in their favour. Even EU hours which are slightly more restrictive allow for extended periods at the wheel and consecutive days of work. The operator would seek to maximise the driving time in pursuit of economy and profit. There is nothing to be gained in the long term from exhausting your driving force, accepting liability for their fatigue-related accidents and possibly paying out very considerable fines. Many drivers suffer from stress and take extended sick leave. That adds to the costs of running the business and providing the service. The question is where does one draw the line? As a professional (coach / bus) driver I would be happy to suggest a maximum period at the wheel of 4h 30m followed by a minimum of 30 minutes rest, then another period of no more than 4h 30m. That does not quite cover the full "working day" when rosters are based in some cases upon one-driver-one-bus working from first service until last between around 07.30 and 18.00. With two breaks or suitable non-driving intervals that falls within the 10-hour domestic limit currently. That is what we worked to some of the time; early morning and evening trips were on a two-shift system. Consecutive days is another thing. A five-day stint should be the most without one day of complete rest. Not 13 as is allowed currently. But again that impacts upon the ability to offer a one-drover-one-bus six-days-a-week minimum cost service which is what some contracts and possibly some commercial services require. The true cost of providing a bus service is far higher than many suppose. More drivers working fewer hours may well cost more in wages but may equally cost a lot less in down-time for accident-damaged vehicles and staff sickness. Swings and roundabouts. Let's get the industry off th efairgournd ride altogether and onto a safe and sound footing. |
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