But First ...
The block of flats, Pear Tree House, looks innocuous enough, but if you peered over the hedge you might espy an unusual base to the block.
It was planned as a nuclear war control room. By the time the building was finished, Government Policy had changed several times and the secret nuclear war control room was never used. It became a Local Authority store and is now disused.
Presumably Gipsy Hill is no longer considered a worthwhile target by Mr Putin and his chums.
And Second ...
Another example of the identity crisis of the step-free access to part of the station. What's wrong with Salisbury Road, fbb wonders. People with reduced mobility will surely enjoy the extra and unnecessary few yards taken to avoid the direct route.
And So To The 322 ...
... which replaced route 2 with some extra wiggles. The N2 still follows the direct route from West Norwood to Gipsy Hill.
The 2A variant served a bit of Rosendale (via Robson Road) usually on the 172 route.
It now forms part of the 322 wiggles.
Once upon a time the Mayor of Manchester, one Andy Burnham, (whatever happened to him?) was proud to announce that he wanted his buses to be "just like in London". They turned out yellow instead or red!
Whilst the route of the 322 around Gipsy Hill has been stable since it arrived in 1992, there have been many changes of operator.
Here they are, listed courtesy if the superb Ian Armstrong London Buses web site.
1992 - Arriva
Branded Connexions.
2000 - Connex - as ill-fated in bus as in rail!
2005 - London Central
2010 - Abellio (Dutch State Railways)
2015 - GoAhead
2022 - Abellio, playing swapsies!
2023 - Transport UK, Management buy out of Abellio!
2026 - GoAhead - more swapsies!
That is SEVEN changes of operator during the relatively short life of this service.
How much has that cost the operators concerned?
Who pays, ultimately?
Surely the cost ultimately falls in the Council Tax payers of London.
Is that extra operator change cost a good use of Municipal Money?
Is that how the former Mayor of Manchester wanted to serve his voters?
The predecessor of the 322, namely route 2, was run by an organisation called "London Transport" for all of its life (most of its life) from 1934 to 1992.
That is getting on for sixty years of stability ...
... with sone impressive innovation mixed in.
Which system is best for the passengers?
For the record, and courtesy of Robert Munster, here us a sample from the 322 timetable.
The Monday to Saturday daytime frequency is every 15 minutes.
Next Bargain Basement blog : Friday 24th July
1. What's wrong with *Sainsbury* Road? A quick look at Google Streetview reveals it has no pavement.
ReplyDelete2. An odd classification by Ian Armstrong of the 322. For the majority of the 1992-2000 period, the operator was Cowie South London. Arriva did not come about until 1997.
3. Tendering brought the cost of providing London bus services down considerably. The existence of competition between prospective operators helps to keep costs in check.
The 2 still runs as a Marylebone Station - West Norwood (Norwood Garage) route; this operates via Tulse Hill and was formerly the 2b (renumbered 2 in June 1993).
ReplyDeleteI'm surprised that after all these years you still don't understand how the London tendering system works. Operators bid every 5-7 years depending on the length of a contract and price accordingly. The incumbent may retain a route, or it may go elsewhere. If elsewhere then the buses are redeployed and often used for competitive bids on other routes, or cascaded elsewhere outside London. It's basic stuff!
ReplyDelete