The London Volvo B7TL

Go-Ahead

AVL, PVL, EVL, WVL, VP, VWL and PVN classes

Even before Volvo had put what eventually resulted as the B7TL into production, London Central placed an order for forty-six in July 1998, against the tender awards for the 45 and 63, already operated by Titans from Camberwell and Peckham respectively.

Volvo’s need to rework the prototype came about due to the preference of British operators for transverse engines, following the appearance in London of a non-functional demonstrator carrying a Plaxton President body. Go-Ahead’s first order was firmed up by the beginning of 1999 as Alexander ALX400-bodied examples (the AVL class), but confidence in Plaxton was also expressed with a follow-on for 126 Presidents (PVLs) for the 89, 401 and 422 at Bexleyheath, the 37 and 77A at Stockwell and the 44, 77 and 270 at Merton.

The design rethink set Volvo back a year despite a solidly building order book, and Dennis’s Trident scooped up some of the orders that might otherwise have accrued to Volvo; indeed, one potential big customer, Stagecoach, never took a single B7TL for London. Go-Ahead hedged its bets towards the end of 1999 by adding to its B7TL orders an order for 13 Plaxton President-bodied Dennis Tridents for the 88. By year’s end the 89’s need for new buses was factored in and seventeen more PVLs were ordered.

Elegant and symmetrical-looking with its blacked-out central staircase, the AVL class of ALX400-bodied Volvo B7TLs brought this combination to London for the first time. London Central, however, was to take no more after the first batch of forty-six, and they lasted only ten years in service. Seen at the south side of Blackfriars Bridge on 7 July 2000 is Camberwell’s AVL 4 (V104 LGC). Author

Peckham’s AVL 26 (V126 LGC) is setting off from the old Crystal Palace Parade stand on 22 July 2000; it will make a U-turn at the roundabout a couple of hundred yards ahead and then return the way it came. Author

AVL 1, carrying a new livery of red with yellow-topped darker grey skirt and no cantrail band, was delivered on 5 December 1999, but further examples waited till January, when they were put to work training drivers pending service entry, which came on 28 January in the form of AVL 20 as PM126 on the 63. Camberwell followed on the 31st with its own route 45. This garage also introduced AVLs to the 12 on Sundays and N159 at night, while slipping them out on the 35, 40, 345 and 381. On Sundays the 36 was OPO with a Peckham allocation, which soon saw AVLs. All forty-six were in service by the end of February, but that was to be the one and only ALX400 order.

The AVLs made it into the West End proper on Sundays with their use on the 12, which was OPO on that day. In Oxford Street on 2 April 2000 is Camberwell’s AVL 12 (V112 LGC). Author

More aerodynamic than the comparable ALX400, Plaxton’s President body was an instant success and Go-Ahead London alone took 419 on Volvo B7TLs to produce the PVL class. On 2 June 2000 Bexleyheath’s PVL 53 (W453 WGH) is at the first stop outbound on the 422. Author

March saw the delivery and simultaneous entry into service of London Central’s first PVLs, with PVL 6 on the 422 taking the honours on 9 March. The 422 took priority, this recently-gained route having been taken over with Titans, and after that was done the 229 and 401 could then be tackled, with predictable wanderings to the 51, 321 and 492. The 89’s conversion was moved up so that PVLs 1-55 all went into Bexleyheath. Spanning the V to W half-year age letters, this they had done by the end of April, with the stragglers coming late from having trained Stockwell in advance of that garage’s own batch, delivery of which followed immediately afterwards.

Although the modern fashion was for single-pane upper-deck front windows that didn’t open, the unfortunate consequence was that vandals had a larger canvas on which to practise with their knives, as on Bexleyheath’s PVL 5 (V305 LGC) coming into Lewisham on 5 May 2001. Etching was an absolute epidemic London-wise for several years in the first decade of the 21st century. Author

Plaxton thankfully built the President’s upper-deck front handrails into the fascia rather than right across the sightline as on the ALX400. Go-Ahead’s moquette of the time was distinctly discordant, but enabled similarly random pieces to be sewn in to replace ripped sections. Author

The rear aspect of the PVL was famously offset, as on Bexleyheath’s PVL 49 (W449 WGH), seen on 2 June 2000 on the 229. Author

The 401 descended from a London Country service and was one of the routes Bexleyheath converted from T to PVL in the spring of 2000; here is PVL 14 (V314 LGC) on 2 June. Author

Not yet scheduled for vehicles newer than NVs was the 51, but on 14 April 2001 at Sidcup, Bexleyheath’s PVL 30 (V330 LGC) has strayed. Author

After nine years of Metrobuses, Stockwell was ready to upgrade when the awards of the 37, 77A and 88 proved successful. On 22 July 2000 PVL 77 (W477 WGH) is setting off from Wandsworth, the modern western terminus of a route 77A that had seen much curtailment from its peak. Author

PVLs 56-96, with London General logos, began taking over Stockwell’s 37, 77A and 88 (plus the 11 on Saturdays and Sundays and unscheduled visits to the 133, 196 and 295) from 7 June, after two had been used on this year’s Chelsea Flower Show park and ride. Here it was Metrobuses that were replaced, though, as with Bexleyheath’s Ts, two more years would elapse before all the old buses moved on.

As Stockwell’s PVLs went into service, 52 more were ordered, which would take into account the requirements for routes 188 and 343, both won by London Central for takeover over the cusp of 2000/01, and the 280, retained by Merton and to add to its expected forty-seven PVLs, which began taking over the 44, 77 and 270 (plus the 22 on Sundays and school journeys on the 152 and 163 as well as visits to the 155, 164 and 219) from 28 July. Ahead of schedule, the 280 also began to see PVLs from this batch. Stockwell’s 88, already awaiting 13 Tridents (PDLs), was about to have the 135’s northern end added as an extension, whch would require a few more buses still. Where Routemasters failed and required doored buses with conductors, Camberwell’s AVLs stepped in on the 12 and Stockwell PVLs covered Waterloo workings on the 11.

Forty-one PVLs came to Stockwell during the summer of 2000, but not quite enough had been ordered to fulfil the 88 at the increased PVR it would be adopting when reconfigured to absorb the 135 on 2 September 2000, so thirteen Tridents were added as well. At the Oxford Circus stand of the time is PVL 71 (W471 WGH), seen on 27 August 2000; a week later the 88 would be projected north to Camden Town. Author

On 4 August 2000 the 37 is seen in the hands of PVL 65 (W465 WGH) at Peckham. This was the site of the former Peckham garage, now a bus station and car park for the large Tesco. In later years the replacement Peckham garage round the corner would come to operate the 37, but with AVLs rather than PVLs. Author

Coming and going at Tooting Broadway on 9 September 2000 as Merton’s conversion from M to PVL gets under way; on the left is M 947 (A947 SUL), passing PVL 109 (W509 WGH). The Metrobus would be sold during the following February. Author

Facing in the other direction on 20 October 2001, both buses on the 270 and 280 are now PVLs, with PVL 117 (W517 WGH) in front of PVL 102 (W502 WGH). The 280 was taken over with its own batch, but mixing of batches was inevitable and indeed preferable. Author

DVLA-enforced holes in the availability of matching registrations for these buses were plugged ingeniously with marks where the third number matched the ten, viz PVLs 80 and 90 were W408 and W409 WGH. PVL 70 did not take a new registration at all, instead receiving 170 CLT from a sold Routemaster.

In September, another order was placed for 29 PVLs for the 118 and 172, the former being a capture from Arriva London South and the latter fielding London Central’s last 100% allocation of Titans. October saw the PDLs arrive and join the PVL allocation at Stockwell, predominantly on their intended 88, while examples of the next PVL order began to arrive, going into service at Merton from the 25th. These differed by having forward staircases, increasing downstairs capacity by two seats. That was the 280 accounted for, followed in November by PVLs 156-160 for the 88’s increase at Stockwell. It had now been decided to put the 188 into Stockwell as a London General contract, and on 2 December this commenced with PVLs 160-178.

2001 began with the introduction of a Putney allocation on the 37 on 6 January, using PVLs borrowed from Stockwell. The month was also characterised by the delivery of the PVLs intended for the 343 and 118. A shock greeted them, however, as their blind boxes had been simplfied to virtual uselessness with just a number and a lower-case destination alongside. Protestations were made at the highest level, and on the next order for twenty-five PVLs, placed in February for the 171, compromised by reducing the via point blind to two lines so that a lower-case blind, by necessity taller, could be carried underneath. PVL 208 was held back to be included in this order.

One of the 280’s designated batch when new was PVL 145 (X745 EGK), sporting a forward staircase, and on 21 March 2002 it is working a route 77 duty past the south side of Lambeth Bridge. Author

After almost interminable wandering in the last decade, the 188 now settled at Stockwell and on 14 July 2001 PVL 156 (X556 EGK) is seen coming through Waterloo. Author

The look of the PVL class was alarmingly different once you effectively removed the blinds, which is more or less what was done with the batch delivered for the 118 and 343. They haven’t even been set correctly on New Cross’ PVL 183 (X583 EGK), coming up to the Elephant on 19 May 2001, compounding the unattractiveness. Author

The 343 duly bowed on 3 February, replacing the previous Stagecoach Selkent route P3 with new PVLs from New Cross. The 118 also passed from Arriva London South to London General, adding PVLs to Merton’s already large fleet and mixing the batches throughout the five routes operated. One to fall out early was PVL 200, whose upper deck was destroyed by arson on 29 April; repairs to this and PVL 205, deroofed on 11 May, were effected by Caetano at Waterlooville.

Merton’s PVL 197 (X597 EGK) has somehow been fitted with an NN blind in all-capitals, which is more authoritative as a destination but next to useless without the accompanying via points. It is seen at Brixton on 14 April 2001. Author

A rethink of blind policy produced this compromise on the PVLs ordered for the 171 and 172 in 2001, with one line off the via blinds to admit the taller letters of the destination. It looked reasonably modern and still helpful to the passenger. On 10 September 2001 New Cross’s PVL 210 (Y801 TGH) is at Catford. Author

Stockwell’s PVL loans to Putney ended in March, even before the removal of the latter’s route 37 allocation on 29 September. On 18 April the first of the PVL 208-249 batch began entering service at New Cross, displacing Ts from the 172 and NVs from the 171 by June and, as with the 343’s batch, wanderings to the 21 and 321 were soon evident. At this point, New Cross’s allocation on the 36 on Sundays found itself converted to PVL operation. Warranty work carried out by Volvo on the oil seals forced the to-ing and fro-ing of PVLs during the spring and summer.

Turning off Waterloo Road on a one-day diversion being taken by all southbound buses on 23 June 2001 is New Cross’s PVL 229 (Y729 TGH). Author

The 321 had been carved out of the 21’s outer end in 1997 with LDPs, these Dart SLFs being the only low-floor vehicles available at the time, but it was too busy for them and double-deckers substituted from time to time, first Ts and NVs and then PVLs when they arrived at New Cross. PVL 233 (Y733 TGH) works through Eltham on 7 July 2001. Author

The rest of 2001 was quiet, but in September further Volvo B7TL orders were placed for retained tenders. As well as 19 PVLs for the 51, a new venture came in the order for 36 East Lancs Vyking-bodied B7TLs for Sutton’s 93 and 154; all three routes were presently NV-operated and beginning new contracts on 1 December.

After Putney came off the 37 on 29 September, a new three-bus loan from Stockwell was instituted when three PVLs were outstationed at Waterloo for part of the 77A on Mondays to Fridays.

Straying from the 45 to the 35 and laying over at that route’s Shoreditch terminus on 24 November 2001 is Camberwell’s AVL 12 (V112 LGC). Author

Inevitably the 343’s batch of single-line blinded PVLs at New Cross would appear on the 171 and 172 and vice versa; at Waterloo on 23 June 2001 is PVL 187 (X587 EGK). Author

At the end of 2001 Go-Ahead continued to branch out from its established PVL; as well as four more to top up the 89 and sixteen more EVLs to take in the 213 at Sutton, there was an order for 27 with Wrightbus’s new Gemini body already entering service with Arriva as VLWs. These, to be known as WVLs at London General, would furnish the 345, soon to be concentrated at Stockwell in its entirety. Finally, the 35 and 40’s tender renewal would require replacement of their NVs, and forty more PVLs were ordered.

London Central operated several Christmas Day services at this time, and 2001’s 712, 725 and 729 featured eleven AVLs.

The transfer from New Cross to Bexleyheath of the 486 to accompany its extension there on 23 February 2002 saw PVLs appear and they remained as regular visitors thereafter.

The first day of the 486 at Bexleyheath, 23 February 2002, saw Titans and PVLs join the established MD-class DAFs, and PVL 11 (V311 LGC) at the Bexleyheath terminus has had a makeshift blind made up for the route. Author

The first transfers of PVLs encompassed PVLs 50-55, which moved from Bexleyheath to New Cross. Here at Victoria on a Boxing Day OPO working of the 36 on 26 December 2002 is PVL 52 (W452 WGH). Author

The angular but broadly attractive East Lancs Vyking body made its debut on the EVL class of 52 vehicles, all allocated to Sutton for the 93, 151, 154 and 213. Seen departing Putney Bridge Station on 28 June 2003 is EVL 1 (PL51 LGA). Author

The EVLs began arriving in February 2002 and were put into service at Sutton beginning on 13 March. PVLs 250-272 were delivered at the same time but only the first four and the last six went to Bexleyheath, removing the garage’s last Titans and cascading out some NVs to help do the same at Peckham; the rest were switched temporarily to Stockwell to double-deck the 345 prior to the WVLs’ delivery, which ensued late in March.

New to Bexleyheath in March 2002, PVL 250 (PL51 LDJ) works a 422 through Woolwich on 20 April of that year. Author

In spite of its London Central fleetnames, PVL 254 (PL51 LDU) was one of a number put into Stockwell to help the first thirteen WVLs restore the upper deck to the extremely heavily pressed 345, and on 28 March 2002 it is seen coming onto the stand at Peckham. Author

PVL 257 (PL51 LDY) was wrapped in gold for the Queen’s Golden Jubilee during 2002, and on 7 October of that year is seen at Camberwell Green. Author

The other low-floor double-decker liveried in gold for Londons General and Central was AVL 13 (V113 LGC), which on 7 October 2002 is seen on the 35 at Clapham Common. Author

The handsomely curved Wrightbus Gemini body was an instant hit and propelled the bodybuilder to the forefront of the industry. The code specified by London General, WVL, gave rise to the ‘Weevil’ nickname hung on the Gemini ever after, and well it might, as the roofline was more than suggestive of a beetle’s carapace. Here at the South Kensington stand of the 345 on 23 June 2002 is Stockwell’s WVL 10 (LG02 KHH). Author

An AVL and a PVL each helped celebrate the Queen’s Golden Jubilee during 2002, with gold vinyls, paint over the tricky bits and a sponsor over the rear. Camberwell’s AVL 13 was sponsored by Mars Celebrations chocolates and PVL 257, just into traffic at Stockwell, plugged Felix cat food. Both liveries lasted until January 2003.

On 27 April the 345 saw its first WVLs, but the tally there would only reach thirteen as the rest were diverted to Putney to assume the 85 on 29 June in lieu of the PDLs ordered for it; these Tridents joined forces with existing examples at Stockwell and a few more PVLs left for their proper home at Bexleyheath. The WVLs already at Stockwell started wandering to the 37, 77A, 88, 133 and 188, while those being readied for the 85 at Putney were broken in on the 170 in considerable numbers.Then came the 213’s batch of EVLs and the PVLs for the 35 and 40. Three still at Stockwell were loaned to Commercial Services to perform the Wimbledon tennis service. Squadron entry of the new PVLs at Camberwell was from 8 July.

The 85 had a second batch of PDLs pencilled in for its takeover by London General, but it was decided to concentrate Tridents at Stockwell instead and further WVLs took it over instead. Coming out of Putney Bridge Station on 1 July 2002 is Putney’s WVL 24 (LG02 KHZ). Author

The follow-on batch of EVLs were meant for the 213 at Sutton, but the first contingent had already made themselves familiar, so it wasn’t unusual by any means for the rest to visit the 154, as EVL 48 (PJ02 PZF) is doing when seen at West Croydon on 19 June 2003. Author

The ‘Weevil’ had taken; in July forty-four more WVLs were ordered to take over the 74 and its new offshoot 430. Putney’s existing fleet had already started appearing on the 74 and the evening OPO arm of the 14 (and consequent N14). Then came an even bigger glut of Volvo B7TL orders as expansion plans were drawn up for routes to be funded by the introduction of a Congestion Charge into central London; there would be forty-nine more WVLs for the 133 and its planned new offshoot 333 and forty-three PVLs for the 21 and 321, the latter being double-decked.

Having replaced Ts on the 35 and 40 in 1997, it was now time for the NVs to move on and in 2002 PVLs replaced them. On 15 March 2003 Camberwell’s PVL 303 (PJ02 RFY) is seen at the Elephant & Castle. Author

Camberwell’s brand new PVL 291 (PJ02 RDV) is shiny as it arrives at Notting Hill Gate during Carnival on 25 August 2002. Author

London Central’s neighbour, London Easylink, collapsed in ignominious circumstances on the afternoon of 21 August and some of the PVLs rounding out Camberwell’s latest fleet were requisitioned to help out on the 185, which had once been a Camberwell route anyway (and would be again, eventually!).

On 24 August 2002 at Lewisham, Camberwell’s PVL 306 (PJ02 RGU) is assisting on the 185, which, following the collapse of London Easylink, would field an extraordinary variety of buses over the next year until a stable contractor was identified for it. Author