At around 1pm today a serious accident involving three buses and two cars occurred southbound on the Chelsea Bridge Road, between Ranelagh Gardens and the old Chelsea Barracks site. Early images posted on Twitter showed three seriously damaged vehicles, a car, a Wright Electrocity hybrid and a New Bus for London. Both buses had significant front end damage, the front left of the Electrocity (WHY4, I suspect) and the front right of the NB4L, which appeared to have damage to most of the front end including the nearside headlight and the glass on both decks. Damage to the other two vehicles, another car and an Enviro400 operating on the 452, was not visible. As of 8pm the road remains closed, which suggests a collision involving a serious injury at least.
The road is not on the 38, 24 or 11 routes although it is fairly close to Victoria which is served by all three, Sloane Square (on the 11) and Pimlico (on the 24) and bus routes in Westminster would have been seriously disrupted for the Tour of Britain cycle race.
However only the newly converted 11 route would normally be expected to see out of service buses heading south from the Westminster area as the garage is at Stockwell. London Vehicle Finder suggests that out of the seven NB4L vehicles in service over the first weekend (LT42/43/46/55/58/69/62) LT62 is currently not in service, having been last seen just before 1pm today in the Westminster area (curiously heading east at the time). It is thus feasible that a brand new bus was involved in the crash on its second day of service.
A possible eyewitness was a Twitter user called onTheRiverDave who set up an account this evening. If what he’s hinting at is true there are some serious questions to ask Go-Ahead and TfL’s press offices tomorrow morning.
UPDATE: The collision (which thankfully seems to have involved injuries rather than fatalities, the lengthy road closure being due to diesel spillage) is beginning to get attention now the working week has begun. Links:
MayorWatch reports the police as stating the bare facts of the collision as:
the driver of a Routemaster bus collided with a line of stationary traffic from the rear
We expect the BBC and Evening Standard to cover it today as eyewitness David Wortley (onTheRiverDave mentioned above) has been in touch with them. I’ve no doubt now he saw what he reported which is disturbing enough:
I witnessed this today. The Boris Bus ran a red light narrowly missing a yellow car, and sped passed, probably doing 30mph…
The bus then smashed into a stationary car and 2 buses, sounds like stuck throttle or no brakes!
1 car seriously damage, crushed, many people jumped from the buses. Emergency crews on scene very quickly
[Obviously the question of driver error or mechanical failure is not one we can settle either way at the moment until accident investigators have done their job.]
Finally there’s a bus fan’s review of the first day NB4L use on the 11 including a very slow trip on LT62 which appears not to have been well. Quote:
However, I do not think that phasing them in has helped with the service, Borismasters holding more passengers than that of the specified highest capacity number today (as people were forced to sit and stand on the staircases). If Borismasters are to operate on route 11, then the peak vehicle requirement needs to increase now – even if there are still a few WVLs operative on the route.
Second update – LT62 has suffered quite extensive front end damage according to this picture. I’d say the driver is fortunate only to be in hospital.
ORLY? From the Institute of Directors talk Boris gave this morning (tough audience, as usual):
It’s not just ‘not quite true’, it’s a lie – Crossrail’s own website shows why this is another example of the arrogant belief that Boris is entitled to his own facts, figures and historical record:
The 1974 London Rail Study is where Crossrail, at least as we know it today, was arguably born. A northern tunnel would join British Rail’s Western Region lines west of Paddington to the Eastern Region lines east of Bethnal Green. There would be new stations at Paddington, Marble Arch, Bond Street, Leicester Square, Holborn and Liverpool Street. A southern tunnel would connect the Southern Region’s Central Division services via stations at Victoria, Piccadilly, Leicester Square, Blackfriars, Monument and London Bridge.
That’s as old as me, basically. Boris was aged 10 or 11 at the time. It remained on the drawing board through most of the Thatcher government’s criminal neglect of London infrastructure until the turning point year of 1989 when they finally gave up on new road schemes in favour of rail:
The Government therefore commissioned and published the Central London Rail Study in 1989 – a report which took many of the schemes highlighted in the 1974 study and developed them into more concrete schemes: East-West Crossrail, a line from Wimbledon to Hackney via Chelsea (now safeguarded as Crossrail 2) and Thameslink. In addition to all this, the Jubilee line Extension was proposed in the East London Rail Study published a few months later.
The early 90s recession put paid to that one (although if there’d actually been a London government at the time I’m certain it would have gone ahead). As it was:
Behind the scenes, however, momentum was now building. A small team within London Underground continued to manage the safeguarding, and worked with developers to ensure the project could proceed if it was resurrected.
It was effort well spent, for in July 2000 the Labour Government’s ten year transport plan, Transport 2010, once again asserted that an east-west rail link should go ahead. The Mayor’s Transport Strategy also prioritised the relief of overcrowding on London Underground.
What a lot of drawing boards. The actual Crossrail legislation was prepared and pushed through Parliament during 2006-2008 under the joint stewardship of Mayor Ken Livingstone and New Labour, this being while Boris was an MP so he must have known, surely? Actually it seems he only voted once on it, so it’s quite possible he wasn’t paying attention at the time and thereby missed that the following people have had Crossrail on their drawing boards at some time in the last 40 years:
- British Rail
- The Thatcher Government
- The Major Government
- The Blair Government
- The Strategic Rail Authority
- London Underground
- Transport for London
- Mayor Ken Livingstone
As usual, then, Boris ignores facts in favour of a narcissistic alternative reality in which only he makes decisions. The outrageous thing is how many people want to believe this, although credit where credit’s due, Andrew Clark (deputy business editor of The Times, no less) gives every indication of understanding the often fictitious nature of Boris’s public statements.
UPDATE: Thanks to Andrew Clark for confirming from the official script that this is indeed what was written rather than either an off the cuff misspeak or second hand misinterpretation. What the script says is:
“Crossrail – barely on the drawing board when I was elected, now a massive and incotrovertible fact”
A massive and incontrovertible Great Boris Lie.
Remember the ‘neo-Victorian’ age of investment Great Boris Lie? Remember the ‘I’ll never order a new tube train with a cab’ and ‘driverless Tube trains within ten years’ pledges? Time for an update, based on the September 2013 issue of Modern Railways magazine, which I read for the non-league football results.
Page 10′s headline is ‘Piccadilly Line upgrade confirmed’ which is all jolly good, but the subheading is ‘But Bakerloo on hold’. What’s been going on? In 2008 the Bakerloo Line upgrade timetable was for completion in 2020 and last time we looked it was part of the Deep Tube Programme which would see it upgraded with the Piccadilly and Central to a standard design with standard automated trains by 2025. Now it’s disappeared completely.
What’s been happening is Boris’s old Stalingrad defence of London’s transport budget – as usual he’s more von Paulus than Zhukhov and Osborne’s Treasury, while swinging the axe at TfL’s subsidy has only given firm guarantees for one line out of three and the Piccadilly, being the one with the worst crowding problem and the second oldest trains as well as other life expired infrastructure is the only one funded. The DTP as a multi-line rolling upgrade is therefore effectively dead – in MR’s words:
However, as part of the agreement with the Treasury, LU will defer replacement of trains currently used on the Bakerloo and Central Lines, a decision that will see the Bakerloo’s 1972 stock remain in service until at least 2030
That’s 58 years at least. 1938 stock was withdrawn in 1988 after 50 years while A-Stock on the Metropolitan made it to 52 (1960-2012) so that’s extremely long-lived for Underground trains, and explains why LU is forced into planning a serious mid-life refurbishment. Obviously there’s no indication of replacement Bakerloo signalling either, so that line will presumably remain unautomated well into the middle of the century. As for the Central Line, equipped with 1992 vintage computer controlled signalling, I’d expect that will suffer parts obsolescence before long so there’s a big question mark about what to do there, although at least the trains are ‘only’ 21 years old.
Instead we have a purely Piccadilly Line upgrade programme being developed, involving new automated trains (I hesitate to say ‘driverless’ as they’ll have a crew member on board). These will be articulated, air cooled and lightweight for reduced energy use, hopefully without the input of Heatherwick this time – the reduced energy use and air cooling are linked, as less energy to move it means more for cooling it without increasing the net amount transmitted to the environment. They are, sadly, calling it the ‘New Tube for London’ on the erroneous basis that the supposed ‘iconic’ glamour of the Roastmaster will rub off on it rather than people wondering why they’re persisting with a stupid naming convention. First train 2021 with the full fleet in 2023 so just nicking in under the ten year mark, assuming no cockups. Quite how you handle the changeover with dual running with 1973 stock is one to keep an eye on, but if they’re truly cabless you’d have to have the signalling upgrade done before 2021, interfacing with the legacy stuff to allow a smooth handover.
All jolly good, automation is no problem for me for capacity reasons, it’s crewless operation that’s the worry. This does tend to suggest that Bombardier’s CityFlo650 signalling system will have to be adopted though, as this will be operational on the shared sections of Piccadilly with District (Acton Town – Ealing Common) and Metropolitan (Rayners Lane – Uxbridge) by then and it would be extremely difficult to overlay a new system intended for automatic operation over the top of it. Besides, the siting of the new Piccadilly control room at Hammersmith together with the SSL room is a bit of a giveaway here. It would be both sensible and efficient.
There’s a final point, though, which is that a lot of people’s scenarios about the Deep Tube Programme involved various cascades of Northern and Jubilee trains to meet increased demand, such as replacing Bakerloo stock with one of those fleets, which now seems off the cards. Also the Northern Line extension to Battersea will require more trains as, arguably, will the increased frequencies possible with the introduction of TBTC signalling, currently half done, judging by the way reliability has fallen off a cliff recently.
Modern Railways has the answer on page 11:
…the most likely option for new stock for the Northern’s Battersea extension now seems to be 1995 clone trains, with the retention of 1995 stock on the Northern Line
In other words they’ll go back and order a few more trains to the same design. With driving cabs. So that’s that pledge gone (it was always daft precisely because it excluded the possibility of perfectly sensible incremental builds of existing designs).
One of many reasons why ‘New Bus For London’ is a world-class exercise in stupid naming is that bus technology is in a rare state of flux at the moment, with fuel prices, hybrid and pure electric buses driving innovation at a high rate. The bus design is now basically three years old and it’s now clearly behind the times. TfL’s first two pure electrics have been delivered (from China) and are destined for the 507/521 routes ironically replacing bendy replacements while Volvo and Wrightbus are gearing up to replace their long-lasting and highly successful B9TL diesel model with a new version for Euro 6 which is due in London for tests soon. The Bus Forum has more including a picture of the back of the thing plus a link to two shots from the front, revealing that it’s not exactly a radical evolution. However, looking beneath the skin reveals a few interesting points:
- The rear is composite to save weight
- The windows are smaller and fewer of them are vented, to save weight
- The air cooling system is smaller, to save weight
Are you spotting the pattern here? If you want a lightweight bus, lose some glass. Funny how top designer Thomas Heatherwick was unaware of this when designing the Lardmaster, despite his studio trumpeting:
the team developed a hybrid vehicle, powered by both electricity and diesel, seeking to make it as lightweight as possible.
Well, putting great sheets of curved and angled glass in as a styling feature certainly helped that, Tommy.
Of course, this was Heatherwick’s first automotive design project, for which the contract has now been released under FoI. A few things stand out – the appointment was made by London Buses to ensure Wrightbus built an ‘iconic’ bus, whatever the hell that is. The official PR title for Heatherwick was ‘collaborative design partner’. There’s an awful lot of reference to press events and invitations and even a clause specifying that in the event of negative publicity (who would possibly be so beastly?) Heatherwick has to be kept informed. If TfL are daft enough to use any of the gloomy, cramped interior design on any other bus they pay Heatherwick £750 per vehicle up to £400k per year. It was signed for London Buses by Mike Weston, hopefully with his fingers crossed behind his back.
The actual contractural specification is all about look and feel – I stress there is a *legal document* which uses English law to propel the design away from considerations of comfort, usability and performance to a narrow focus on appearance. This is breathtaking, if not surprising – indeed Heatherwick is specifically limited to providing purely ‘styling proposals’ with no control over design, development, engineering or anything else fun, which are purely Wrightbus. Essentially he was contracted to put in his 2p on the look and feel and butt out of the rest – the phrase used in the contract is ‘influence where appropriate’, limited purely to interior and exterior appearance, including windows.
Specifically outside the scope of Heatherwick’s work are:
- Drive train
- Heating and cooling systems (so why did Hendy take him on the bus temperature ride, then?)
- Door controls
- Information systems
- Drivers controls and instruments
That doesn’t leave a lot of bus really.
The contract also puts a cap on how much the design could be dicked around with including, amusingly, something called ‘affordability criteria’. So they were watching the cost and still managed to produce a bus about 25% more expensive than it should have been. There’s even a bit that puts the onus on him to use existing components and materials.
There is a project milestone chart indicating when Heatherwick needs to deliver various things – the contract covers the first five production vehicles which was scheduled for June 2012 with final payment in October. The payments scheduled were:
- £50k for ‘design principles’
- £85k for ‘exterior styling’
- £150k for ‘interior styling’
- £15k for ‘workshop fees’
- £15k/month for six months up to delivery of the proving vehicle (January 2011, although the contract amusingly says ’2010′).
- £4687/month for eight months for ’monitoring’ up to delivery of the prototype in December 2011
- £15k for ‘prototyping’, subject to London Buses agreement
Helen has totted up the actual spend based on invoice data and it comes to £428k which seems a lot for basically design advice from someone with no experience. That also seems suspiciously over the OJEU thresholds applicable back then, as documented here. Trying to work out which threshold applied when is frustrating, but the current level for a regional authority issuing a public services contract is €200,000 – assuming inflation has pushed it up a bit, back in 2010 there was a threshold at €193,000 which equated to £156,000. That’s nearly exceeded by the interior styling fee alone. There is no record of the Heatherwick contract (unlike the Wrightbus one) ever being advertised in the OJEU and some of us are wondering why.
The third route to see NB4L deployment is the 11, scheduled for 25 vehicles from this month with conversion over several days, presumably because of lessons learned from the botched mass introduction on the 24.
So, have they fixed the weight issue, then? Our usual long lens technique is applied again. This is LT57, delivered back in July for driver training:
It’s a bit blurred, but I reckon that’s fairly clearly 12460kg, so still overweight which means it’s still only going to carry 80 passengers. The current Route 11 PVR also being 25 this means the usual cut in capacity.
Cast your minds back to 3 July, when TfL claimed that:
heat problems on top deck of New Bus on route 24 are fixed
Then to 19 July when Grayson Thermal Systems announced that they had been commissioned by WrightBus to fix the air cooling problems on the New Bus For London.
Surely the New Bus For London production models on route 24 are now positively frosty and swarming with happy, gambolling polar bears and penguins thanks to their amazing new air conditioning?
Like to take a guess?
First, a round-up of comments from recent users of the New Bus For London on Route 24:
i'd advise you not to use the new routemaster. it's prone to problems with engines as well as looking like.. well the back end of a bus..
— y pili-pala (@pilipala19) September 6, 2013
I'm on a new routemaster Boris bus & it's hotter than the sun on here. Ridiculous!!
— Sarah Palmer (@Palmaggio) September 5, 2013
Being reminded again that the new bus for London is a #TfL design catastrophe.
— Stefan Czerniawski (@pubstrat) September 5, 2013
— Mel (@mel_lean) September 5, 2013
@BorisWatch Finally rode the Boris Bus yesterday. Conductor v chatty, but the bus is just shit. Airless, hot, and the seats are horrible.
— Pete Riches (@Pete_Riches) September 5, 2013
Boris bus, hot, cramped and generally shite. http://t.co/0Ceb6ejilV
— sinister dexter (@sinisterpics) September 4, 2013
Broken down Boris Bus at Trafalgar Square #NB4L
— Sam (@mrdrummerman) September 4, 2013
— Jon Barker (@jonny_b69) September 4, 2013
— Robin La Roca (@RobinLaRoca) September 4, 2013
— Annabel Jones (@Annabel410) September 3, 2013
New Bus For London on route 38:
— charlie beety (@oatsnbarley) September 5, 2013
I have a brand new thermometer/hygrometer so I thought I’d put it to good use.
The lights were on but the bus was still gloomy and the air cooling was noisy and ineffectual. A very bumpy ride, as usual. By the time I alighted at Trocadero at 09:55, the temperature upstairs had reached 27.3°C
Rather cooler than the prototype on the 38 but still very stuffy upstairs. I noticed black dirt had been blown from underneath the panelling all over the ceiling area of the upper deck. What is it? Is it filth which has been drawn inside the bus by the air cooling system? The fact that it has been blown out of all areas of the panelling and not just out of the air cooling ducts would indicate that the air cooling is “leaking” instead of being directed solely through the air cooling vents.
Next, back onto LT14 towards Pimlico. This time I decided to sit on the seat by the back door on the lower deck. It was really hot and unpleasant, despite being right next to the open back door.
Really uncomfortable not just due to the high temperature and humidity but also a really rough ride – jolted and thrown all over the place. I moved to the seat across the aisle so I could put the thermometer on the empty seat next to me. The temperature just continued to rise, even though I was in the shade. I could feel the heat rising from the engine behind the rear stairs. By the time the bus reached Torrington Place the temperature downstairs had reached 32.5°C
12:25, I alighted in Trafalgar Square. It was a relief to get away from the heat, humidty and nauseating smell of the New Bus For London. By this time, the outside temperature was 24°C.
The temperature continued to rise very slowly but all the windows were open, creating a cooling breeze, and there was no horrible smell or stuffiness. By the time I alighted at Exhibition Road, the temperature was 29.6°C and relative humidity still 53%:
Yes, the ride was equally as bumpy as the New Bus For London, but the Routemaster was built over 50 years ago. Again, the ancient Routemaster was cooler than the expensive, bespoke New Bus For London.
We’ve been repeatedly assured that the air cooling on the New Bus For London was “fixed” – all the evidence disproves this.
Meanwhile, WrightBus continues to churn out these overweight, under-capacity, prone-to-breakdown, shoddily-finished, roasting-hot-in-summer buses ready for the conversion of route 11 on 21 September, route 9 on 26 October and route 390 in December.
Better get the breakdown trucks ready…
The vicious bollard which jumps out when drivers are least expecting it at the Hampstead terminus of route 24:
Oops new Borismaster bus crashed at Hampstead Heath this morning.
— Ken Carr (@visionsint) July 30, 2013
Is this the first fancy new routemaster bus to have been driven into a bollard? Join us after the break pic.twitter.com/MhxdKdDJUt
— Andy Donaldson (@BarcelonaNil) July 30, 2013
Still too hot:
On a Routemaster for first time.Excitement has turned into stickiness -there is indeed no aircon or so much as a humble window to smash open — Sarah D (@londonette) July 29, 2013
— SIR lankymusmaximus (@benwelsh1) July 29, 2013
— Tom Bigwood (@thetombigwood) July 29, 2013
Who was the moron who designed the new Routemaster bus with windows that don’t open? — Stuart O’Connor (@Screenjabber) July 28, 2013
Routemaster buses = ovens — Kirsty (@ykirsty) July 28, 2013
Who the hell decided that the new route master buses should have sealed windows you can’t open in the height of summer?? — Fatima Ayub (@thecynicist) July 28, 2013
Still breaking down:
@MayorofLondon Thanks for introducing those swanky new bus to London. Shame it broke down
— Tommy burns (@BurnsTom5) July 29, 2013
@TfLOfficial guys. Went on ya new route master on the 24 route and guess what? That’s right it broke down!
— Tommy burns (@BurnsTom5) July 29, 2013
We’ve just passed a Borisbus that’s broken down. — Gus (@augustine_ryan) July 29, 2013
Passengers beginning to twig that Boris Johnson’s vanity project is an expensive disaster:
First ride on Heatherwick bus, did not break down, fun jumping on and off at lights but at ridiculous cost of doubling wage bill. So Boris. — Jones the planner (@jonestheplanner) July 29, 2013
A regular user of route 24 told me this week that the moquette is already beginning to wear out – watch this space.
— andonehybrid (@andonehybrid) July 27, 2013
Just missed two 38s one of which was the new routemaster only to not have the back doors open. What a redundant vanity project they were.
— Meowtin (@finnbarm) July 27, 2013
@MayorofLondon decision to remove ‘bendy buses’ on high frequency routes totally flawed. Journeys now take twice as long.
— Paula Hirst (@paula_hirst) July 28, 2013
Arriva Trains Wales can do it, why not Boris Johnson, Transport for London and WrightBus :
24 July 2013
We are aware of defects with the air conditioning system fitted to our class 158 fleet and apologise for any discomfort experienced recently as a result. We are currently delivering a £0.5m investment in upgrading the air conditioning system fitted to this fleet to make it more reliable. We are aware of some technical issues highlighted with the upgraded system in the current hot weather and are working closely with the vehicle owners and manufacturer of the air conditioning system to resolve these problems.
We would also like to take this opportunity to convey our apologies to all customers who may have experienced discomfort whilst travelling on our services during the recent hot weather.
Maybe because Boris Johnson, Transport for London and WrightBus know that the New Bus For London is a massively expensive embarrassment which is ill-conceived, badly made and not fit for purpose?
Said the Mayor of London at the London Assembly Plenary on 24 July in response to Assembly Member Val Shawcross’s reference to his “fantastically hot and expensive” new bus:
The air conditioning, the air cooling problems, I should say, have been completely resolved, I’m told by TfL
Except, as users of the New Bus For London continue to testify after repeated claims that the air cooling is “fixed”:
@MayorofLondon Why on earth would you make a bus with windows that don’t open & no apparent air con?? The number 24 is stifling!
— Alexandra Jeffries (@alexjeffries) July 26, 2013
— shootfoot (@shootfoot) July 26, 2013
This new boris bus is awful, a sweat box with no windows and no air con @MayorofLondon
— David Atkins (@Atkinsdave) July 26, 2013
On a new routemaster. Uncomfortable seats, claustrophobic, non-working air cooling and non-opening windows upstairs. Dreadful contraptions.
— evilmoo (@billgoats) July 25, 2013
The Boris Buses are hiedous on the inside and they smell are where are the windows?!
— Becci (@eyenobody) July 25, 2013
Another hot & uncomfortable journey on the no 24. Who’s idea was it to build a bus with no windows and rock hard seats? @TfLOfficial
— Robin La Roca (@RobinLaRoca) July 25, 2013
— Fran Payne (@FranPayne) July 24, 2013
— Fran Payne (@FranPayne) July 24, 2013
— Fran Payne (@FranPayne) July 24, 2013
I absolutely hate this bus.
— Fran Payne (@FranPayne) July 24, 2013
Why no windows?!??!
— Fran Payne (@FranPayne) July 24, 2013
Just got on a New Bus For London for the first time. First thoughts: it reeks! Rear door also closed, wasn't that the whole point of these?
— Jonathan Bufton (@jonabuft) July 24, 2013
— Kiwa Iyobe (@suite2046) July 24, 2013
Srsly, @MayorofLondon it is not even that hot today and I am suffocating and melting on the 24 bus. FIX THIS.
— Kiwa Iyobe (@suite2046) July 24, 2013
Again, the nonsensical claim from TfL about a vehicle which operates with its back door wide open:
— Transport for London (@TfLOfficial) July 23, 2013
It’s still breaking down, too.
At least one today:
Another 24 bus breakdown. Oh Boris, what hath you wrought. The old ones had windows and didn't break down. #tfl
— Vernon Hunte (@Vernski) July 26, 2013
At least two yesterday:
— Huw Treasure (@huwtreasure) July 25, 2013
— Jim Nilsson (@JimNilsson) July 25, 2013
Will Boris Johnson, TfL and WrightBus admit that their brand new, very expensive bespoke bus is a costly failure and stop pretending that they have “fixed” the air cooling?
No. They’re going to brazen it out. Their Orwellian PR machine believes that if you repeat a lie often enough it becomes true.
Prompted by Mayorwatch pointing out that the cable car’s first year usage data are being consigned to the memory hole, I’m here to help out. I have the full data set on hand, enabling the following plots:
1) Weekly data since the start:
2) Week-on-week comparison to the equivalent week in the same period the following year:
All of which suggests that, as yet, there is no summertime boost from the warm weather, with numbers staying rather stubbornly at around 140-150k per period since April. Next week, being the first week of school holidays, may see an upsurge but it’ll have to be a pretty beefy one to get anywhere near the early Olympic period figures. This week a year ago 103,000 trips were taken on it, which is a lot of school kids.
This all explains why Boris is reduced to claiming that it’s the only form of transport to cover its costs (in six years, presumably using ‘special’ TfL maths), as if this can’t also be achieved in zero years by not actually building the thing in the first place.
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