Route 129

Route 129
7 December 2007

It's unusual these days to get a completely new route starting, much less one that doesn't serve any new bus territory. The 129 however does just that, running just from Greenwich to North Greenwich. This partly duplicates route 188 which already links these points (and, it might be added, is very lightly used), but the 129 differs in operating via the Millennium Village. Currently all routes serving the Millennium Village head off in an easterly direction, towards Woolwich, so this provides a connection into Greenwich town centre. Nevertheless it does seem rather extravagent particularly when route 228 proposed for the same area, which would provide all sorts of useful new links, has virtually been abandoned.

The route is reasonably frequent at every 12 minutes Monday to Saturday daytimes, 20 evenings and Sundays, but still only needs 4 buses. All stand time is taken at the North Greenwich end. The contract was awarded to Travel London, starting 3 June 2006, and is operated from the reopened Walworth garage. One of the reasons the 228 failed is that it would have been a long way from any garages, pushing costs up, but the 129 is no different!

After a start with standard Dart/Pointers, the route has now gained new hybrid vehicles. These are the Wright Electrocity design – an earlier version of the model has been in service for a couple of years with London Central on route 360. A number of ideas are being tried to produce lower vehicle emissions, and to find a fuel that comes from a renewable source so that it is sustainable in the long term. Whilst trolleybuses would be the most efficient solution, not to mention being tried and tested technology, the powers that be apparently cannot stomach the high up-front cost of installing overhead wiring, so self-propelled traction is presently preferred.

In the author's opinion the diesel-electric system, as fitted to these vehicles, is the most effective idea tried so far. Biofuels have as many drawbacks as advantages, whilst hydrogen power is still very much in the early stages of development and is therefore very expensive – and in any case takes a considerable amount of energy to produce. With hybrids, the engine continually runs at its most efficient speed, charging a battery, and energy from braking is also saved. They are said to be about 40% more efficient than conventional engines, although I am not sure if this takes into account the extra vehicle weight. Mind you, the as the 129 seems rather superfluous, withdrawing it completely would reduce pollution even more!

Photo © John King.

Two views are offered here to get both front and rear views. 8804 (LJ57 YAW), above, nears the end of its journey in Greenwich, with blind already re-set for the return journey, whilst 8801 (LJ57 YAY) sets off towards North Greenwich, both on 27 November 2007. London buses have to be red, apart from the skirt area, except it seems when it suits TfL to add its own promotional material! The gigantic pod at the rear of the vehicle will also be noted – the photographer nearly mistook one for a dustcart as it approached from a distance!

There is an intention to extend the route, probably around the middle of next year, which will make it a bit more substantial. This will take in the Convoys Wharf redevelopment and some currently unserved roads in the South Bermondsey area. The Darts originally on the route are therefore being retained, and may appear from time to time to support the Electrocity fleet, and will re-appear en masse once the extension takes place. 8477 (LF06 YRN) was seen setting off from North Greenwich with a couple of passengers on board, in the first week of operation – at this time carrying former fleet number DP477, in the former Tellings-Golden Miller numeric sequence with the addition of Connex style class codes, prior to a Travel West Midlands-inspired fleet renumbering exercise earlier this year.

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Chronologically 24 471

Numerically 128 135
See also routes 188, 360

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