Open-top sightseeing work in London is demanding: Average speeds are low and the entire operating day is spent inside environmentally-sensitive areas. Zero-emission is the way forwards, it seems
Ayats UK Coach Sales continues its work to return the Spanish marque to the market here, and to complement the Eclipse double-decker coach it is now responsible for sales of the Daimler-powered open-top integral double-decker bus that already has a customer in London.
The Original Tour, now part of RATP after a period in Arriva ownership, has six examples supplied direct from the factory.
It does not rule out adding more, although maybe not in diesel-powered form, because Ayats’ development of a battery electric version is generating strong interest.
Ayats’ first electric open-topper is expected to be delivered to Barcelona within weeks, and a representative of The Original Tour is due to examine it at the Arbucies plant prior to dispatch.
But why Ayats for The Original Tour? The reason is simple, says Head of Safety and Engineering Paul Perry, who explains that Ayats’ approach to the open-top sector’s bespoke requirements is key.
“For a period, UK manufacturers moved away from open-toppers, but smaller companies like Ayats were happy to build to our specification when we took the first from it in 2005.
“From our point of view it is also useful to keep a continuity of appearance. The six new Ayats look little different to those delivered 12 years ago, which has not dated them as a result.”
The future is bright…
The older buses were built on Volvo B7TL chassis but the Swedish option was not available for the newer examples.
Instead, they are Ayats integrals, with Daimler OM 936 engines rated at 290bhp driving through Voith four-speed gearboxes.
Paul says that Ayats is likely to form part of future orders. Its development of an electric driveline is complete, meaning that a move towards zero emission for The Original Tour could begin as soon as next year.
“If zero-emission open-toppers are available in 2018 it’s likely that we will buy them. As it has shown in Paris, our parent RATP is very keen on electric buses, although if zero-emission is not viable next year then diesel buses will be purchased instead,” he adds.
“We have been looking at electric for some time. There is no deadline for a move to zero-emission, but as far as we are concerned, the sooner, the better.”
That’s for a reason. The Original Tour acknowledges that long term, a zero-emission capability is likely to be mandated of buses in sensitive areas. As its vehicles are bespoke, they serve a full life with the operator, meaning that the additional purchase costs of electric can be justified.
And it will definitely be full electric, rather than hybrid, says Paul. “Hybrids are not suited to our situation.
“In the future I expect a requirement for zero tailpipe emissions; hybrids with geofencing can do that in the central area and recharge their batteries when outside it, but in our application, that is no use.
“Our buses remain in the central area all day, so electric is the only option for us to achieve zero emissions. Our maximum daily mileage is around 95, and while a margin will be necessary, that’s not unduly taxing for an electric bus.”
Demanding circumstances
Further momentum for electric in London sightseeing work is given by the complexity of diesel at Euro 6.
The Original Tour’s duty cycle consists of almost entirely slow-speed running, and as a result, opportunities for passive exhaust regeneration are limited.
Additionally, being constantly within busy areas with high pedestrian traffic means that the heat created by active regeneration is highly undesirable.
“We are in the process of rolling out Euro 6 compliance on our older buses but blocked DPFs will be a fact of life,” says Paul.
“After-treatment systems are improving and the temperatures required for regeneration are reducing, but we have to plan DPF cleaning at Euro 6. It is unavoidable, but it’s further cost and complexity.”
Some of The Original Tour’s fleet is formed of buses that were converted to open-top part way through their lives. That practice is likely to cease under RATP ownership, and buses will be purchased new instead. That will open more opportunities for zero emission roll-out.
“The cost of converting older stock that requires mechanical upgrade to meet emissions regulations to open-top is not hugely more than purchasing new. That’s another reason to go with factory-fresh,,” says Paul.
The new boys
The six Euro 6 Ayats open-toppers have settled into The Original Tour’s fleet well, he continues.
Four are 11.9m examples and the others are 10.9m; upper deck capacity is a vital consideration, and the reason that two are shorter is access limitations on one route.
“While upper deck capacity is of paramount importance, we still have a requirement for shorter buses. That’s one of the positives of Ayats, because it builds exactly what we require,” says Paul.
routeone was able to drive one of the 11.9m examples last week on a short route from Wandsworth depot to Clapham Junction and Vauxhall and return.
It has 57 seats on the upper deck and 16 downstairs; the latter is lower than may be expected on a bus of this length, but it is a result of weight limitations. Were more fitted, a third axle would be required, and while The Original Tour has some tri-axles, it’s not something that it wishes to pursue in the future.
Because of the low capacity downstairs, the engine bay is enormous. The OM 936 is mounted in-line on the nearside and the exhaust is opposite.
There is easily enough room for an engineer to stand at various locations in the compartment, meaning that maintenance should be simple to undertake.
The Original Tour’s routes are registered as local services and thus its buses are subject to PSVAR. Space for one wheelchair user is provided, and to allow him or her to enjoy the same view as able-bodied passengers the chair faces forward when parked.
As a result, securement is via tracking and clamping devices. “One thing to consider is that our commentary tells customers to look to their right or to their left,” says Paul.
“If the wheelchair user was facing backwards, the commentary would make no sense to them. That is another reason why we arrange for them to face forwards.”
Performance of the bus is more than adequate for its application and the six-cylinder engine means that speed from stationary is gained rapidly.
What is most noticeable is the complete lack of any rattles or vibration, even on poor road surfaces. The bus feels solid, and the ride is excellent. The mirror arrangement is also good and it allows a fine view of both sides, which is important on city work.
Coat of many colours
Customers may not differentiate between the older Volvo-based Ayats double-deckers and the Euro 6 examples, but The Original Tour is currently rolling out a striking new Union Jack-based livery to continue brand development.
The outgoing scheme is 20 years old in 2017. It retains a taste of The Original Tour’s former owner, and with red as the dominant colour it can also be traced back to the business’ origins under London Transport.
“We have been looking at the livery ever since we entered RATP ownership,” says UK Commercial Manager Samantha Fuller.
“We wanted something modern and fresh that stands out, and the new scheme has been designed in consultation with an external agency.
“The existing red-based livery also blends in with buses on Transport for London work and we are confident that the new scheme will allow us to be noticed.”
Six buses have so far received the new livery, including one of the new Ayats, which was fresh from the paintshop at Mardens of Benfleet last week.
The new scheme will continue to be rolled out as 2017 progresses, although with the busy season now here, most of the fleet of 78 is needed in service; during the winter, a portion is parked out of use.
The new livery is perhaps the beginning of a period of change at The Original Tour. It stands on the brink of a fleet-wide move towards zero-emission buses, and the revitalised Ayats offering in the UK could form a central plank of that.
