Tied Up in Notts!

This time, I embark on an impromptu visit to Nottinghamshire, with a brief incursion into Derbyshire, to track down the few remaining Trident Alexanders left in service with Stagecoach East Midlands.

The object of the trip - Stagecoach Trident Alexander ALX400 18341 stands at the “middle of nowhere” terminus of Route 28B at Eakring in rural Nottinghamshire before returning to Mansfield.

At the time of my visit, this was one of just two of the type left in service at Mansfield. A third example remained at Worksop.

Arrival & Route 29 Newark to Mansfield

By LNER “Azuma” to Newark North Gate, from where it was a short walk into the town centre to locate the new Bus Station, a relatively small affair with a handful of stands, but under cover with an information office and toilets. The main operators were surprisingly familiar, with routes operated by Centrebus, Central Connect and Stagecoach. I had only been to the town once before by bus, many years ago, on a Leyland National from Grantham, so I was keen to explore an area of the country which was essentially virgin bus territory for me.

However, the main reason for the visit was to seek out the few remaining Trident Alexander ALX400s with Stagecoach East Midlands. This was, until recently, one of the remaining strongholds for the class, with examples still in service throughout Lincolnshire and Nottinghamshire. Unfortunately, withdrawals have gathered pace in the early months of 2025, mainly facilitated by Enviro400s being made spare from contract changes in Greater Manchester replacing the old soldiers. By the start of April, just three old Tridents remained in service in the area - two at Mansfield and one at Worksop - so it was a case of catching up with them before the final axe falls!

My first route was the 29 from Newark to Mansfield, mainly double deck operated with Enviro400s. Routes 28 and 29 operate between the two towns, via slightly different intermediate routes, on a combined hourly service during M-S daytimes. I had 19306, an example in the old Stagecoach livery, which in my opinion is better than the newer versions which have replaced it in recent times. A reasonable number boarded with me, as we set off through the town, passing the ruined Newark Castle and crossing the bridge over the River Trent, a pleasant spot. Soon, we were away from the built up area and bowling along through the gently rolling Nottinghamshire countryside. After serving the villages of Kelham, Averham and Upton, we arrived into the main intermediate town of Southwell (pronounced “Suth-all”), traversing the narrow streets and stopping beside the ancient cathedral church of Southwell Minster, where most alighted.

Just a handful of us on the double decker as we continued on along the country roads via Farnsfield to Blidworth, another small town where we did a circuit to serve an estate off the main road. From here, we gradually filled as we had another brief run through greenery until reaching Rainworth, essentially a suburb of Mansfield. The route became suburban from this point and we traversed estate roads, inter war ribbon development and commercial areas through to Mansfield Town Centre, terminating at the modern Bus Station after passing under an impressive stone railway viaduct adjacent to Mansfield Station. A nice 1h35m run.

Enviro400 19306 awaits departure time in Newark Bus Station on Route 29 to Mansfield at the start of my trip.

This vehicle was new to Cambus and previously operated in Hull & Lincoln.

Mansfield Bus Station

Mansfield has a large modern under cover Bus Station with multiple nose-in stands. Whilst Stagecoach is the largest operator, Trent Barton has a significant presence. Each stand has an electronic display showing the next few departures plus a screen showing the complete timetable which alternates with displays showing other travel related messages. There is an information desk and a rack of timetables and maps. Toilets and a retail outlet supplement the large waiting area with plenty of seating.

Stagecoach offer timetable leaflets for each group of out of town routes plus a “Mansfield Town Guide” with a full colour route map of all routes and schedules for the town services. Most of these are low numbered, with services sponsored by Nottinghamshire County Council in a separate “200” series.

Trent Barton have individual route timetable leaflets, their principal routes being the “threes” to Nottingham (the number only being shown on the signwriting, the bus front screens just showing the destination plus the variant being operated “A”, “B” or “C”), plus the “nines” to Derby (in this case, the variants are indicated somewhat oddly by the numbers “9.1” and “9.3”!).

Notts County Council provide their own leaflets for services they sponsor, including “Notts On Demand” which is a demand responsive minibus service, unusually also covering evening services between 7pm and Midnight to areas of the town which have no traditional bus service at that time.

The modern Bus Station in Mansfield is adjacent to the railway station and is seen to good effect in this view.

The line up of bus rear ends features various Stagecoach vehicles including from left Enviro400 MMCs in “pronto” purple livery to a Trident Alexander in old livery on the right. In the centre, a Trent Barton Enviro200 MMC on the “threes” service to Nottingham.

A sight to gladden the heart in any Bus Station - a rack of timetables and maps!

This display in Mansfield Bus Station includes Stagecoach leaflets on the left and Trent Barton on the right, the two main operators in the town. The green leaflets in the centre cover Nottinghamshire CC sponsored services.

Route 7: Mansfield - Oak Tree Estate (Circular)

Now to the Tridents! The two remaining examples at Mansfield seem to work different duties each day, but as there is a degree of interworking, it is possible to cover a variety of routes on them.

Next to depart was 18416 in faded traditional livery, which was operating a duty on Town Services 7 and 16. I boarded the bus with a reasonable number of other users for a trip on the 7, which runs to the east of town and describes a long one way loop via the Oak Tree Estate. After serving the inner suburbs with Victorian and pre-war housing, we entered the circuit which features post war developments plus some wooded sections where we were able to get up a decent speed. Quite well used, taking 40 mins for the round trip.

The 7 operates every 30 mins M-S daytimes and Hourly Sun daytimes.

I travelled aboard Trident 18416 on Route 7 (Mansfield - Oak Tree Estate Circular) but I have chosen Enviro400 19092 to illustrate the service, seen departing Mansfield Bus Station.

This is one of several of the type which have transferred from Stagecoach Manchester to replace Tridents.

Route 16: Mansfield - Clipstone (& back)

Back at the Bus Station, the next journey of 18416 was on another local service, the 16 to Clipstone which is to the south east of town. Unlike the 7, this is a straight out and back route. It runs every 30 mins M-S daytimes and Hourly Sun daytimes. However, the timetable is coordinated with out of town routes 14 & 15, which run to Clipstone and beyond but via different intermediate routeings. A joint 15 min headway is provided M-S daytimes, 30 mins Sun daytimes and Hourly evenings.

Departing the town centre, I noticed the statue of a coal miner beside the road, recalling that the area once had a large number of pits in the Nottinghamshire Coalfield. The basic main road route is followed with a couple of loops off and back to serve particular estates. At Clipstone, more evidence of the former coal mining in the area is encountered, where the winding house of Clipstone Colliery survives as a concert venue. Small industrial units have replaced some of the former pit territory, much of which has been landscaped, but the bus continues beyond the village to serve a new housing development at Cavendish Way, set amongst woods.

At the terminus, a chat with the driver elicited the fact that the remaining Tridents will be withdrawn when their MOTs expire. He also said that a fleet of 30 new electric buses is promised for the area by the end of the year. A 55 min round trip including a 5 min pause at the outer terminus. Again, reasonable usage.

Trident 18416 is the second of the duo left at Mansfield which I travelled on first. Here it is departing from the Bus Station on a Route 16 trip to Clipstone.

This vehicle is another which originated with Stagecoach East.

Route 12: Mansfield - Shirebrook (& back)

After lunch, I caught up with the other Trident, 18341, which was operating a duty on the 11 / 12 routes to the Shirebrook area, north of Mansfield. A trainee driver took over at the Bus Station, with a “Driver Mentor” showing him the ropes. A gentle run through the suburb of Woodhouse before a long fast stretch on the A60 through farming countryside to the Warsops, calling at Church Warsop, Market Warsop and Warsop Moor. Then another twisting country road section to the town of Shirebrook, site of another former colliery which is now long gone. After calling at the Market Square, a good test for our trainee driver, as the route became a town service and served two loops of different estates, involving narrow roads with parked cars and some up and down hill sections.

Back to Shirebrook Market Square, where the Driver Mentor took over for the return run. We were nearly 10 mins late by this stage, but some positive driving and fewer passengers in this direction meant we arrived back in Mansfield virtually on time. 1h35m in total for the rounder.

The 12 operates every 30 mins M-S daytimes, however this is coordinated with the 11 which is essentially a short-working 12 to Warsop which then diverts to Meden Vale, a mile or so off the main route. A joint 15 min service operates on the common section M-S daytimes, with an Hourly M-S evening service on the 11 only. On Sundays, a 12B variant combines the 11 and 12 sections on an Hourly frequency.

The other Mansfield Trident, 18341, seen framed in spring blossom at the Bus Station after a trip on Route 12 to Shirebrook and back.

The rear advert for Mansfield’s No 1 Estate Agent could equally apply to the bus!

Route 6: Mansfield Bus Station - Ladybrook - Bull Farm - Bus Station

To end the first day, I turned my attention to the single deck routes operated by Stagecoach in Mansfield, which are mostly run with Enviro200s, although there are a couple of electric versions financed by Notts County Council which appear on their supported services.

I took a trip aboard 36454 on route 6, which oddly does two separate loops from the Bus Station through estates to the west of town. Different numbers would help to avoid confusion between the two! We set off with a small number of passengers on the first loop to the Ladybrook area, dropping off and picking up throughout an area of council housing. Back to the Bus Station, where most alighted and we took on a large crowd for the second loop to Bull Farm, with larger dwellings on this section. About 50 mins in total to traverse the whole route.

Two buses operate on a 30 min frequency M-S daytimes, with a 5 min “hesitation” built into the schedule at the Bus Station each time the bus returns. Notices on the Bus Stops advise passengers to use the demand responsive service in these areas during the evening.

The single deck allocation at Stagecoach Mansfield comprises mainly Enviro200s. 36454 departs on Town Service 6 (Bull Farm - Ladybrook via Bus Station).

This is the vehicle I rode on the route. It originated with Stagecoach Oxford.

Route 28B: Mansfield - Eakring (& back)

Day Two began back at Mansfield Bus Station, where the two Tridents were out to play again, but on different workings from the day before. 18416 was on School duties, but 18341 was on “normal” routes, working on the 28B. I boarded for the run out to Eakring and back. This is a variant of the 28 / 29 Newark routes I had arrived on, but diverging from the main road at White Post Farm (after Blidworth) to run through the countryside. A 60 min frequency operates on the 28B M-S daytimes, providing a joint 30 min service withe the 28 / 29 on the common section. On Sundays, the 28 runs alone on an hourly headway during the daytime between Mansfield & Blidworth only.

A few passengers on board for the outward run, although all had departed by Blidworth and it was just me and the driver for the rest of the trip! A great thrash around the country lanes, before arriving into the village of Bilsthorpe, where we looped around an estate with no takers. The final section was a delight, along narrow lanes through rolling green vistas, eventually arriving at Eakring after a 50 min run.

After reversing at the entrance to the National Grid works on the edge of the village, we paused in a country lane amid woods before embarking on the return run. Busier in this direction - we picked up two at Eakring Post Office and then a few in Bilsthorpe, mostly bound for Mansfield. More joined on the suburban section and we arrived back at the Bus Station 55 mins after the start. A great trip, giving the chance for our superannuated bus the chance to show its mettle!

Not a bus I travelled on, but illustrating one of the pair of Enviro200EVs with Stagecoach Mansfield is 64017, departing the Bus Station on Town Service 240 to Berry Hill.

The Nottsbus ECOnnect livery indicates the sponsorship by Nottinghamshire County Council.

pronto: Mansfield - Chesterfield - Mansfield - Nottingham

To end my saga with Stagecoach East Midlands, a ride on the unusually named “Pronto” route, which links Nottingham & Chesterfield via Mansfield. This is operated by a fleet of Enviro400 MMCs, many of which are in a special purple livery with prominent signwriting extolling the virtues of the service. A 30 min service operates throughout, 60 mins eves & Suns, but additional shorts run between Nottingham and Mansfield to provide a 10 min frequency M-S daytimes, 30 mins eves & Suns, over the busiest section.

I began by travelling north from Mansfield to Chesterfield, my bus being 10978, an example with special signwriting to celebrate the Coronation of King Charles in 2023. This is a well used service and I travelled with a large number as we progressed out of Mansfield through ribbon development up to Pleasley. From here on, we crossed the border from Nottinghamshire into Derbyshire for the remainder of the run, with a combination of country sections and villages along or just off the main road, including Glapwell, Doe Lea, Heath and Temple Normanton. At Hasland, we entered the Chesterfield suburban area for the last section, reaching the terminus at the Coach Station after a 50 min journey. The town is famous for its Parish Church with twisted spire, which was very visible as we descended the hill into the centre.

A good collection of mainly Stagecoach buses in the town centre, including a number of brand new electric single and double deckers on routes to Sheffield and other local destinations.

After the 20 min break, I reboarded 10978 for the return run, another 50 min trip back to Mansfield, where I broke the journey for a short comfort stop. I then joined the following bus for the continuation to Nottingham, which was operating a short originating at this point. This time, I had one of the examples in purple “Pronto” livery, 10979, which left almost full despite being only 10 mins behind the previous bus - clearly a popular service.

We made our way south along the Nottingham Road, through suburbia until reaching the edge of town, where we entered the country section through Sherwood Forest, a mixture of woodland and farmland. However, no sign of Robin Hood, Maid Marion, Friar Tuck or Little John! After a pleasant interlude of 15 or 20 mins, we entered the Nottingham suburbs and encountered some busy traffic due to roadworks, although we kept moving. Arrival at Nottingham Victoria Bus Station, one of two in the city centre, was after a 50 min trip from Mansfield.

This was my first bus ride in Nottingham, as although I have been here before, on that occasion it was to ride the Tram network rather than buses. The main operators are Stagecoach, Trent Barton and Nottingham City Transport, the latter being one of the few remaining municipal owned bus companies in the UK. Most noticeable that NCT buses have colour coded liveries for each group of routes, with many new Enviro City CBG double deckers in evidence, with a smaller number of older Enviro400s and Scania Omnideckers.

However, that is for a future adventure and I walked through the city centre to Nottingham Station for the train home at the conclusion of an interesting trip.

Watton

Enviro400 MMC 10978 is at the oddly named Chesterfield Coach Station (really the Bus Station) on the “pronto” trunk route to Nottingham via Mansfield.

This vehicle is in a special livery to celebrate the Coronation of King Charles III.

Most of the Enviro400 MMCs on the “pronto” route are in a version of this purple livery. 10979 is at Nottingham Victoria Bus Station at the end of my trip.

The frequent service, main points served, free wifi and contactless payment facility are all advertised on the side of the vehicle.

Heritage Bus Running Day - Route 19

The last Saturday in March saw one of the periodic Running Days organised by the London Bus Museum at Brooklands, featuring preserved buses on a particular TfL route, the subject on this occasion being the 19 between Finsbury Park & Battersea Bridge. Watton’s Wanderings was there to review operations and ride the vehicles.

The flyer issued by the London Bus Museum to advertise the event.

Around 30 vehicles attended, mainly of the RT and RM families, from the London Bus Museum and other private owners.

The Route & Timetable

The Running Day featured preserved buses in service over current TfL Route 19 between Finsbury Park Station and Battersea Bridge South Side. Buses operated about every 10 mins or more frequently over the whole route between about 0900 & 1800, with a few buses running into the evening.

There were a number of short working journeys from each end, with destinations seen including Highbury Barn, Rosebery Avenue, Tottenham Court Road Station, Hyde Park Corner and Sloane Square. Some of these were scheduled, others unscheduled due to late running.

Unfortunately, traffic congestion exacerbated by various sets of roadworks contributed to delays, meaning end to end journey times were averaging around 90 mins, whilst the schedule indicated nearer 70-75, at least earlier in the day. Nonetheless, the crews did well to cope with the conditions and it failed to spoil the enjoyment of the day for most passengers.

There was an RTL allocation from Battersea (B) Garage on the 19 from 1950 to 1967. RTL1105 recalls the Leyland era at Finsbury Park Interchange on a short working to Hyde Park Corner.

The different radiator design was one of the main distinguishing features between the RTLs and their AEC cousins the standard RT.

The Vehicles

Around 30 buses were in service on the day, mainly RT and RM family vehicles from the 1940s/50s/60s.

The RT types included prototype RT1 from 1939, a handful of RTLs and a plethora of standard RTs. One RTW was seen, although this variant was never officially allocated to the 19.

The RM types included prototypes RM1 and RML3 (Leyland), with a couple of longer RMLs amid the standard versions.

STL441 provided a reminder of an earlier era, as the class had operated on the 19 until 1950, although this bus was not running in service.

In addition, Ipswich Buses Open Top Leyland Atlantean MRT9P was non-authentic but operated a few trips during the day.

Standard RTs ran on the 19 from 1950 to 1972, reprised here by RT1790 crossing Battersea Bridge having just started its journey to Finsbury Park. I had travelled on this bus on its previous southbound trip.

RTs ran initially from the old Holloway (J) Garage until operations moved to the new Holloway (HT) Garage in 1971. Battersea (B) Garage operated the class from 1967 after the RTLs were replaced.

Morning Rides

Arriving at Finsbury Park Station by rail shortly before 9AM, I emerged onto the adjacent Interchange, where a fairly large crowd was already awaiting the first departure of the Running Day at the 19 Pick Up Stop.

After observing proceedings for a while and allowing the masses to disperse on the first few vehicles, I boarded a later arrival, RT714 owned by The London Bus Company and secured the nearside front seat downstairs. This is an interesting vehicle, being one of those that went to Prince Edward Island, Canada, for sightseeing work many years ago after London service and was repatriated more recently by Roger Wright, together with several other buses from the same source. Despite remaining generally in the same condition as it was in LT days with period adverts still in place, evidence of alterations made whilst in Canada are evident, with signwriting for “Abegweit Sightseeing Tours” on the outside together with additional lights on the roof corners to comply with North American legislation. Inside, speakers are still fitted to the front bulkhead although no longer in use.

Despite the relatively early hour, we were busy in terms of passengers, picking up not just enthusiasts, but many “normal” members of the travelling public who mostly seemed pleasantly surprised to find a vintage bus turning up instead of a modern one. Indeed, it appeared that many of the usual LTs on the 19 were running around almost empty, whilst the RTs and RMs were often full and standing! We made good progress until Highbury Corner, where the new road layout replacing the former roundabout seems to cause perpetual delays on all approaches. However, once past this point, we made better time through Islington and The Angel to Rosebery Avenue, where temporary lights caused a hiatus. On through Bloomsbury, where we overtook another RT in front, before reaching the West End at Tottenham Court Road. A bit of a slog along Shaftesbury Avenue and across Piccadilly Circus towards Green Park, before reaching Hyde Park Corner. On through Knightsbridge and down Sloane Street to Sloane Square, where we picked up more local shoppers through Chelsea.

At this point, we were following RT3933, which instead of turning left into Beaufort Street, continued straight on with us in hot pursuit! Having inadvertently morphed from a 19 into a 22, our driver realised the error and we circumnavigated Parsons Green to return. Eventually, we regained the correct route and crossed Battersea Bridge to terminate on the south side after a run of 1h45m - some 35 mins more than scheduled, of which around 20 mins was due to general congestion and the balance from going off-piste!

A reasonable number were awaiting return buses at this point, so I let a couple of departures go before boarding RTL1076 for the return run to Finsbury Park, thus giving me a ride on the type which operated together with standard RTs on the 19 for many years in the 50s and 60s. This is another London Bus Company vehicle, which also enjoyed a stint in Canada from 1964 to 2010 until repatriated to the UK.

The return run was quicker than the outward trip at 1h30m, although traffic was again busy through Chelsea and we were delayed on approach to Hyde Park Corner due to closure of the Piccadilly Underpass. Reasonable progress through the West End up to Bloomsbury and Islington, with another protracted passing through Highbury Corner, before arriving back at Finsbury Park. Good numbers of excited passengers carried again on this trip.

Interior of RTL1076 crossing Battersea Bridge on my first return trip of the day to Finsbury Park.

The period adverts, individual light bulbs and cord bell pull evoke memories of a previous era.

The “No Smoking” sign is a reminder that although this was banned on the lower deck, it was acceptable upstairs and busy journeys could be accompanied by a heavy and smelly fog of smoke!

Afternoon Rides

After lunch, it was time for a second rounder, commencing with RT1790. This vehicle was one of the last of its type in service with London Transport, running on Route 62 at Barking until April 1979. Now also owned by The London Bus Company. Traffic seemed to have improved a bit since earlier in the day and we made good time on the first part of the trip through to Central London. At Sloane Square, a lady boarded with shopping and, sitting next to me, started reminiscing about the “good old days” on the buses. After politely correcting her that this was not a Routemaster(!), she was interested to hear about the history of the bus, the type and the route, thanking me when she alighted for making her journey so interesting! Arrival at Battersea Bridge was after another 1h30m, some delay on the last section beyond Sloane Square prolonging the trip.

For my final ride, I opted for my third vehicle of the same class, RT3933, yet another now with The London Bus Company. As we began our trip back across the Thames over Battersea Bridge, the smartly dressed conductor issued suitable tickets from his Gibson machine. It was good to see that most of the crews wore traditional LT uniforms for the occasion to complete the effect. In Sloane Street, we passed a broken down WHV which was being hitched up to a tow truck which drew a few ironic remarks about the old buses keeping going whilst the new ones don’t! Through the West End for the final time and back up to Finsbury Park, with the good loads seen all day continuing, largely at the expense of the “normal” 19s. Arriving at Finsbury Park Rock Street, the journey terminated after 90 mins or so, with a fresh crew taking over for the next trip.

“Roof Box” RT1705 is on stand at Battersea Bridge South Side and rests before setting off on a short journey to Hyde Park Corner.

Roof Box RTs had earlier bodies and were withdrawn before the standard ones. The adverts are typical of the early 60s.

Now to the History: The RT Era

In RT days, the basic 19 route ran between Finsbury Park and Tooting Bec, although there was an extension to Streatham Common (later Streatham Garage) at various times from the 1950s to the early 70s on Sundays.

RT family vehicles were scheduled from 1950 to 1972. Interestingly, the route allocation was split between the old Holloway (J) Garage (which operated standard RTs) and Battersea (B) Garage (which operated RTLs). When the RTLs were withdrawn in 1967, the B Garage allocation switched over to RTs in line with J Garage. When the latter closed in 1971, the northern share of the route moved to the new Holloway (HT) Garage.

RT714 leads two others at Finsbury Park Rock Street after completing a trip across Central London. A crew changeover is taking place in the background.

This is one of a number of vehicles exported to Canada after London service and later repatriated to the UK. Note the “Abegweit Sightseeing Tours” legend on the side from its Canadian days and the additional lights on the top corners which were required to meet local legislation.

History: The 19A

Unlike many low numbered routes, the 19 didn’t have any well known or long-lived suffixed variants, although the number 19A was used briefly twice.

Firstly, from 1969-71, short-working 19s from Finsbury Park to Clapham Junction on Sundays only were extended off the main route to Hammersmith via Wandsworth & Putney as 19A, to replace the withdrawn 255 on that day. RT operated from B Garage.

Secondly, from 1972-74, the southern section of the 19 between Battersea Parkgate Road and Tooting Bec Station was converted to OMO on Sundays and renumbered 19A using DMS types. This was to provide some Sunday work for drivers at B Garage on Route 39 which didn’t run on that day. Eventually the 39 was made daily and the main 19 was re-extended to Tooting Bec on Sunday.

The conductor issues a ticket from his Gibson machine in time-honoured fashion aboard RT3933.

Most of the drivers and conductors on the Running Day wore traditional LT uniform and were smartly presented.

History: The Routemaster Era

Conversion from RT to RM at both B and HT Garages took place in 1972. In the 70s & 80s, some HT garage journeys were extended in service to/from Tufnell Park Monnery Road or Archway Station via Route 4 at different times. When B Garage closed in 1985, its allocation moved to Victoria (GM) Garage.

This was followed by mixed RM/RML operation from 1987 onwards, the same year seeing a cut-back of the route at the southern end to Clapham Junction (except on Suns) when new route 219 replaced the withdrawn section. This coincided with the OPO conversion of the Sunday service on the 19 using Ms, although some DMSs from Merton (AL) later joined in.

By 1991, GM Garage was the sole operator of the route, with the HT and AL allocations withdrawn and the route cut back further to operate Finsbury Park - Battersea Bridge as today.

Under tendering, the route transferred to Kentish Bus in 1993 with maroon and cream RMLs, displaying prominent signwriting for the 19, although on Sundays the route remained OPO with Olympians.

In 1998, red RMLs returned when Arriva took over the contract from Battersea (BA) Garage, with Brixton (BN) or Tottenham (AR) providing the Sunday OPO vehicles until 2001 when the Sunday service reverted to crew operation.

Routemasters operated on the 19 from 1972 to 2005, although standard RMs were replaced by the longer RMLs in the 1990s. RM1962 illustrates on stand at Battersea Bridge South Side.

This vehicle is in original condition with cream band and full depth front ventilator grille, together with suitable adverts from the 1960s.

OPO Conversion & After

2005 saw the 19 finally converted to OPO using Arriva DW class double deckers from BA, BN and N garages at first, although the allocation was eventually consolidated at Brixton (BN).

In the 2012, the contract passed to Go Ahead / London General using a mix of WVL / WHV types. Initially operated from Stockwell (SW), later a share was added from Northumberland Park (NP), restoring the old north / south joint allocation that had existed back in previous decades.

2017 saw the route revert to Arriva, this time operated from Tottenham (AR) Garage using New Routemasters (LT class), although this later shifted to Stamford Hill (SF) when that shed reopened. This brings the story up to date and reflects the current situation on the 19.

At the other end of the route, an offside view of RM1400 at Finsbury Park Station. This bus is in the later white band and solid roundel livery adopted in the 1970s/80s.

By now, the relief band continued across the bottom of the front ventilator, unlike on the earlier version.

Conclusion

After enjoying two round trips on RT family vehicles and observing the comings and goings at each terminus, I felt well satisfied with my day out on the 19 and prepared to take the train home from Finsbury Park Station.

Many Thanks to the London Bus Museum, The London Bus Company, the volunteer crews and all those who made the Running Day a success!

As evening falls, a final view of RT3933 with exterior and interior lights ablaze at Finsbury Park Station after my last journey of the day on it back from Battersea.

Another good load awaits the next southbound trip.

Heritage Railways: The Nene Valley

This time, something a bit different. My travels include occasional visits to Heritage Railways, as here with a recent day out on the Nene Valley Railway in Cambridgeshire, based at Wansford near Peterborough.

On the day of my trip, BR Standard Class 7 No 70000 “Britannia” built in 1951 was operating services whilst visiting the NVR as part of the “200 Years of Railways” celebrations in 2025. Seen here arriving at Wansford Station with a service from Peterborough comprising Mark I coaches.

The new station building is on the right, opened in 1995, which neatly blends in with the traditional signal box and gantry on the left.

The Line

The Nene Valley Railway (NVR) is a 7.5 mile preserved line in Cambridgeshire, running between Peterborough Nene Valley and Yarwell Junction. In addition to the two terminals, there are intermediate stations at Orton Mere, Overton and Wansford. The main centre of operations is at Wansford, where the workshops and sheds are located. A pictorial map of the route is included at the end of this article.

The original station building at Wansford is on the opposite side of the line from the modern one and is currently awaiting restoration.

This was built in 1844/5 in Jacobean style for the opening of the railway.

History of the Line

Today’s NVR lies on part of the former Northampton & Peterborough Railway, a 47 mile line which was opened in 1845 by the London & Birmingham Railway, later becoming part of the London & North Western Railway (LNWR). It largely followed the course of the River Nene through mainly agricultural country. Despite being regarded as a secondary main line, traffic never really built up and It closed to passenger services in 1964 and to freight traffic in 1972.

In addition, there were branch lines from Wansford to Stamford and from Yarwell to Rugby, which both closed earlier than the main route.

A nearside view of “Britannia” at the head of its train at Yarwell Junction Station, the western limit of the line.

This location was the former junction between lines to Northampton and Rugby. Note the small station building on the right.

Preservation

In 1974, Peterborough Development Corporation bought the Nene Valley line between Longville and Yarwell Junctions, leasing it to the then Peterborough Railway Society, which morphed into the Nene Valley Railway. Passenger trains began running in 1977, unusually using mostly foreign steam engines and rolling stock at first. At this time the eastern terminus was Orton Mere, but the extension to Peterborough Nene Valley adjacent to the East Coast Main Line opened in 1986.

Here is “Britannia” again, this time beside the water tower at Peterborough Nene Valley Station, the eastern terminus of the line, as it prepares to run round its train.

The bridges in the background are just south of Peterborough National Rail Station and take the East Coast Main Line above the NVR trackbed.

The Ride

My trip over the NVR began at Wansford, where I boarded the first departure of the day at 10.00, settling into a comfortable well padded seat on a BR Mark I open carriage. This was a real treat compared with the day-to-day experience of travelling on so-called ergonomically designed modern rolling stock which seems to be anything but! I was surprised to see a good crowd on the train at that time of day, but despite a chill in the air, there was a blue sky with sunshine which no doubt prompted many to attend.

Services were being operated by visiting steam locomotive No 70000 “Britannia”, a preserved Standard Class 7 built by British Railways in 1951. This was the first of 55 similar engines intended for express passenger work and famously hauled the funeral train of King George VI from Kings’s Lynn to London following his death in 1952. Sadly, these modern steam locos were destined for a short working life, being obsolete almost as soon as they entered service, with diesel and electric replacements being already on the horizon. “Britannia” was withdrawn by BR in 1966 and so has been in preservation around 4 times longer than in main line use. Over the years, it has been based at the Severn Valley Railway, the Nene Valley Railway and Crewe. Owners have included The Britannia Locomotive Co Ltd, Pete Waterman, Jeremy Hosking and the Royal Scot Locomotive & General Trust.

The ride began with a 1 mile or so trip west from Wansford Station to Yarwell Junction, passing under the A1 road in a short cutting before entering Yarwell Tunnel. At the other end, we emerged into sunlight and drew into Yarwell Junction Station, set amid trees and lakes. Originally, trains simply reversed here, but in 2007 a platform was built with a small station building, which is linked by footpaths to nearby villages. There is no vehicular access.

After a 15 min or so break, during which Britannia ran around the train and attached to the other end, we returned back through Yarwell Tunnel to Wansford. After a short pause, we continued across the level crossing over the old Great North Road past the impressive signalbox built by the LNWR in 1907, originally with 60 operational levers. Then followed a pleasant section through open countryside following the course of the River Nene, which the railway crosses twice on bridges.

The line also passes through the disused station at Castor, before arriving into the next stop at Overton (for Ferry Meadows). This is located near the site of Orton Waterville station and provides access to the nearby country park, which was busy with visitors. Many on and off at this stop.

Continuing through woodland, we arrived at Orton Mere station, a more simple affair situated partly beneath a dual carriageway concrete viaduct, providing access to the eastern end of Nene Park. A few alighted here. Just beyond the station is Longville Junction, which links to the nearby East Coast Main Line.

However, we continued on the NVR past housing on our right and a footpath on our left on the last mile or so to the eastern terminus at Peterborough Nene Valley station. This was built in a new location as the original Peterborough East station site could not be accessed, but is just short of the ECML which passes over the NVR trackbed at right angles on a girder viaduct just beyond the buffer stops. The station includes a ticket office, small shop and toilets. Railword Wildlife Haven is situated beside the NVR station, which is around a 10 min walk from Peterborough National Rail Station and the city centre.

After watching “Brittania” run around the train once more, we departed back the way we had come after another break of around 15 min. A busier trip than the earlier one, with most seats taken and many standing for all or part of the journey. Arrival back at Wansford was around 11.30, end to end travelling time for the entire line being in the order of 30 mins each way.

A quiet scene at Wansford Station between services, with the level crossing gates open for road traffic.

Also a close up view of the signal gantry with its traditional semaphores and large manual signalbox.

Wansford Station

Wansford is the headquarters of the NVR where most of the facilities are based. The current station building was opened in 1995 and contains a ticket office, shop, cafe and toilets. There is a period style waiting room together with staff rooms on the same platform. The original station building built in 1845 is located on the opposite platform and after being in private ownership was purchased by the railway in 2015, although it is currently awaiting restoration.

The locomotive sheds and workshops are located at the end of the yard beside the station and have a visitors viewing gallery above. The yard includes a turntable and a model railway, with a small museum adjacent covering the history of the line with appropriate artifacts.

Wansford Station has been the location setting for various films and TV series - famously featuring in the 1983 James Bond film “Octopussy” starring Roger Moore when it posed as somewhere in East Germany, then in the later Bond film “Golden Eye” in 1995 when a Class 20 loco was disguised as a Russian engine pulling an armoured train. Various scenes were filmed here in the 1970s for the wartime drama “Secret Army” doubling for stations in Belgium.

The Waiting Room at Wansford Station is well appointed and in traditional style. It is of LNWR wooden construction and was moved from the former Barnwell Station to Wansford in 1977.

Originally built for use by members of the royal family when visiting nearby Barnwell Manor, the only thing missing is a nice fire in the grate!

Locomotives & Rolling Stock

The NVR has a collection of resident steam locos, the main ones currently operational being:

• Polish 0-8-0T Class Slask/TKp No 5485 built in 1959

• Hudswell Clarke 0-6-0T No 1800 “Thomas” built in 1947 for industrial use, converted in preservation to “Thomas The Tank Engine”

• Danish 0-6-0T Class F “Tinkerbell” built in 1949

Visiting steam locos at the time of my visit were “Britannia” and “Flying Scotsman”, as mentioned elsewhere in the article and photo captions.

Operational diesel locos comprise a BR Class 14, a Class 45 and two small Sentinels.

There are also two Class 43 HST Power Cars, a BR Class 143 “Pacer” undergoing driver training and a Swedish Y7 diesel railcar.

Various other locos are undergoing restoration or stored awaiting restoration.

Coaching stock comprises the usual BR Mk I and II carriages often seen on preserved UK railways, together with prewar stock from France, Belgium, Italy, Norway and Denmark.

Danish 0-6-0T Class F No 656 “Tinkerbell” is one of the NVR’s resident locos and is seen in Wansford Yard.

This engine was built in 1949 and returned to service in 2024 after overhaul. Note the “Pacer” diesel unit to the left sticking out of the shed.

The NVR has a full scale replica of Thomas the Tank Engine, seen here on the turntable in Wansford Yard. This is a Hudswell Clarke 0-6-0T former industrial loco from 1947.

After conversion, the engine was named by Thomas’ creator Rev W Awdry in 1971 and runs at certain special events.

We end with another famous visitor to the NVR, LNER Class A3 no 60103 “Flying Scotsman”. Unfortunately not in service on the day of my visit, it is seen being moved in Wansford Yard by a diesel shunter.

Built in 1923, the loco is restored in British Railways brunswick green with German style smoke deflectors.

Getting There

For those travelling by road, car parking is available at Wansford Station, just off the A1. For those arriving by rail, Peterborough Nene Valley Station can be accessed by a short walk from Peterborough National Rail Station. Alternatively, local buses connect Peterborough Bus Station with Orton Mere and Overton Stations. Yarwell Station has only footpath access.

Watton

Hounding in Hounslow

For my latest adventure, I tackle some TfL routes on the western fringes of London and over the border into Surrey & Berkshire, centered on Hounslow.

How it used to be……

London United Mercedes Benz Citaro MCL30304 of Hounslow (AV) Garage on the 203 at Hatton Cross Bus Station back in January 2023, some months before the route was converted to double deck.

Citaros have long been a reliable and favoured bus of choice in many European cities but sadly have only ever played a small part in TfL operations.

Route 203: Staines to Hounslow

The day began at Staines Bus Station across the border in Surrey, as I awaited the arrival of the next 203, which LVF showed was Volvo Hybrid VH45165 from Hounslow (AV) Garage. My previous journey on the route had been in the opposite direction aboard one of the rare (for London) Mercedes Benz Citaros, which had been replaced by double deckers well over a year before, but which I had yet to sample since conversion.

The bus arrived only a couple of minutes before the scheduled departure time, so we duly filed on almost immediately and left promptly. A steady run out of Staines, passing the site of the long gone London Country Staines (ST) Garage. A gentle amble along the dual carriageway beside the reservoirs to Ashford Hospital, where we exchanged a few passengers, before traversing the suburban housing in Stanwell, another good source of custom for us. The route then continued around the outskirts of Heathrow Airport, passing near but oddly ignoring the Cargo Area and Terminal 4, preferring instead the industrial area of Stanwell Road and Hatton Road. A double run at Hatton Cross to serve the Bus Station, with a number of those on board deserting us for the Underground. Then paralleling the Piccadilly Line to Hounslow West, before the final stretch into Hounslow Town Centre. Temporary lights with one way working between Hounslow West Station and Wellington Road North caused only a couple of minutes delay. Our final destination, Hounslow Bus Station, was reached after a 50 min trip.

The 203 dates back to 1951 when it started in a small way as a Hounslow to Hanworth local. Pushing east to Twickenham & Richmond at different times, it also extended west to Hatton Cross, Bedfont and eventually Staines, with a 203A variant deviating from the main route to Ashford. Crew operation with RT was replaced by OPO SMS on the 203/A in 1972, by which time the operation was between Hounslow & Staines / Ashford. 1976 saw the end of the 203A number on conversion to LS Leyland Nationals. An extension to Brentford at the eastern end began in 1978 but later shrank back to Hounslow once again.

1991 saw the route pass to London Buslines, first with midis but later with Darts. Ten years later and TGM (who later became part of Travel London) took over with their Darts. London United assumed responsibility in 2006, firstly with DP Darts but later with MCL Citaros. The odd double decker had appeared for some time but this was regularised with the latest contract renewal, relying mainly on VHs but with the odd ADE and ADH turning out.

Back to the present……

Current fare on the 203 comprises mainly Volvo Hybrid double deckers, exemplified by VH45167 seen at its home garage of Hounslow between trips. I rode sibling vehicle VH45165 from Staines to this point.

RATP DEV has recently been taken over by First Bus London but many buses have yet to receive the new names.

Route 81: Hounslow to Slough (and back)

My last trip on the 81 had been on the occasion of the Vintage Bus Running Day in 2022 organised by the London Bus Museum, which recreated not just the parent route, but also its variants the 81A (Hounslow - Langley Fords, M-F Peaks) which ran from 1943 to 1968; the 81B (Hounslow - Heathrow Central) from 1954 to 1970; and the 81C (Slough - Heathrow Central) from 1968 to 1970. I enjoyed reprising these suffix routes which I hadn’t done back in the day aboard preserved RT types!

Anyway, back to the present and the offering on the standard 81 is now more prosaic, mainly comprising VW class Volvo B9TLs out of Metroline’s Lampton (SG) Garage, although 2 or 3 VWH Volvo Hybrids from the 120 allocation are frequently out in support, with often as not a similar number of VWs appearing on the 120. I had VW1384 for my trip and was one of only a small number boarding at School Road, the first pick-up stop opposite Hounslow Bus Station, which seems very under-used these days with only a couple of routes picking up within it.

A reasonable run on the outward trip, back through Hounslow Town Centre via Bell Corner, then through the roadworks to Hounslow West. After this, we attained the fast dual carriageway section out through Cranford and Harlington Corner, missing out many stops as no one wanted to get on or off. A few airport workers alighted at Heathrow North and the Compass Centre, before we turned off to serve the airport hotel area, followed by the settlements of Poyle and Colnbrook, where the village centre is surprisingly quaint with old inns and other buildings on either side of the narrow main street.

Just before Langley, we regained the main road and passed under the M4 roundabout, before continuing along London Road through the outskirts of Langley and the greenery of Kedermister Park. On the approach to Slough, traffic slowed a bit, but we arrived at the Queensmere Centre after a good trip of 55 mins. The short section from here across the road to the Bus Station is still unserved following a fire at that location well over a year ago - the usual bureaucracy seemingly causing a huge delay in reconstructing and reopening the interchange.

I had hoped to step up a working here and catch the bus in front on the return trip, but by the time I walked through the shopping centre to the first pick up stop on the other side, it had left, so I awaited the same vehicle as I had arrived on after its layover. A busier run on the return and although I alighted at Bell Corner rather than staying on to the Bus Station, it took us an hour, compared with 5 mins less for the whole route on the outbound run. It didn’t help that we arrived at Heathrow North after a gap in the 222s and at Harlington Corner after a hiatus in the H98s, so we copped the lot at most stops on the common section of these 3 routes where the crowd wanted Hounslow!

The 81 has ploughed a furrow between Hounslow and Slough for decades, but once had an extension at weekends to Windsor, which lasted until 1963. RT operated back then, RMs appeared from the mid 60s, at weekends only at first then daily. One man conversion to SM single deck came in 1970, although these were replaced later in the decade by SMS and then LS types. The route was one of the early batches to be offered to tender in 1985, with London Buslines winning this using yellow and brown livered ex-London Transport DMS, although these were later replaced with Leyland Lynxes. 1995 saw another operator change, to Westlink / London United, with various single deck types performing including DA, LS, LX and DP. Double deckers returned again in the late noughties, with TA, VA, VP, SP and ADE all appearing at different times. Current operator Metroline have been in control since 2019.

Metroline Volvo B9TL VW1384 of Lampton (SG) Garage at Slough Queensmere Centre after my trip on it from Hounslow.

The destination “Slough BUS STATION” is not correct as this has been closed for well over a year following a fire. The temporary terminus meanwhile is at the previous stop across the road from the Bus Station.

Route E8: Hounslow to Ealing Broadway

After alighting from the 81 at Hounslow Bell Corner, I remained at the same stop for my next bus on the E8. This route has recently been retained by Metroline on retender with new electrics intended in due course but with the possibility of a temporary conversion to hybrids pending the installation of charging equipment at the operational garage - Brentford (AH). Therefore, a chance to sample the existing diesels before they go.

First to pull up was VW1071, an elderly Volvo B9TL but still in fine fettle as to be expected from this generally reliable class. The E8 is a busy route, running in parallel with the 237 between Hounslow and Brentford via Isleworth, over which we were mainly full with many on and off at almost every stop. After Brentford, the route is less crammed but still well used as it runs in tandem with the 195 via Brentford Station across the Great West Road then through suburbia to Boston Manor Station and up to Hanwell. The final section of route is another trunk section from Hanwell via West Ealing to Ealing Town Centre running together with the busy 207 and other services. Oddly, the destination on i-bus is still shown as “Ealing Town Hall”, which was the temporary terminus during Crossrail works, although the route has since been restored to Ealing Broadway, Haven Green.

Just days prior to my visit, due to roadworks, the E8 had been turning short at Hanwell Broadway and there were a few queries to the driver from passengers as to whether normal service had indeed been resumed! Interestingly, the route passes two former Trolleybus depots - Isleworth (IW) and Hanwell (HL), both now long closed with the sites converted to other uses. My trip was around 55 mins end to end.

The E8 dates from 1990, when the E1 was split in two at Ealing Broadway, the southern section to Brentford receiving the new number. Initially operating with RW midibuses, Armchair Transport took the contract in 1997 with Darts and extended the route a short distance to their garage in Commerce Road. Armchair was taken over by Metroline in 2004, who continued with Darts until these were replaced by DE class Enviro200s. The extension to Hounslow Bell Corner came in 2016, along with the double decking to VW types.

Another Metroline Volvo B9TL, this time VW1071 of Brentford (AH) Garage on the E8 at Ealing Broadway Haven Green after my trip from Hounslow The Bell.

Note that this bus still sports yellow “dayglo” blinds, which were once standard but are now quite rare in London.

Part Route 65: Ealing Broadway to North Brentford Quarter

At Ealing Broadway Station, I changed to the 65 for a short positioning trip down to North Brentford, just south of the Great West Road. The 20 min journey was aboard First Bus London VH45135 of Fulwell (FW) Garage, one of a couple of hybrids which were supporting the majority BCE class electrics on the route.

Despite the RATP Group decals, this is now First Bus London BE37083 of Hounslow Heath (WK) Garage on the 235 at Sunbury Village after my extended run from Brentford.

The very small “I am an electric bus” legend on the side of this Enviro200 MMC EV is almost unreadable!

Route 235: North Brentford Quarter to Sunbury Village

Next on the list, a ride on the 235, which since my last ride on it in the opposite direction, had passed from Metroline to RATP Group (now First Bus London) with new BYD ADL Enviro200 EV single deckers. Operated from Hounslow Heath (WK) Garage, the service appeared to be some disarray when I arrived at the North Brentford Quarter terminus, as the next bus was not due for 15 mins on a 8-9 min frequency. Eventually, BE37083 arrived and after some discussion with the controller, the driver changed the destination display to Sunbury Village and let me and the other passenger waiting aboard.

Due to the gap in service, we picked up a number on the “round the corner” link towards Brentford Town Centre and soon became busy, with a good load as we made our way through Isleworth to Hounslow. Whilst traffic was quite heavy, it was free-flowing, with no obvious causes of delay, but I noted 235s coming the other way bunched together with several of them short-working to Busch Corner. A massive crowd boarded at Bell Corner and although some alighted as we progressed through Hounslow Heath, we were busy all the way to Feltham. Traffic was sticky through the town centre and we were still almost full until Lower Feltham, when we finally emptied out. A quieter run on the final stretch down to Sunbury Cross and on to Sunbury Village, but it seems that the route really could do with double deckers, as used to operate when the service first started when it took over the western section of trunk route 237. Arrival at the “Three Fishes” terminus was after a 1h 15m run, some 10 mins more than scheduled.

The 235 began in 1996 when the 237 was split, operating between Brentford and Sunbury Village with London United Metrobuses. However, since 1998, single deckers have been the norm, as the route passed through TGM, Travel London / Abellio, Metroline and London United, initially mainly Darts but then with Enviro200 MMCs until the current BEs. The short extension from Brentford to North Brentford Quarter was added in 2013.

Another Enviro200 MMC electric now with First Bus London despite the RATP Group fleet names, BE37050 of Fulwell (FW) Garage, on the 290 at Staines Bus Station at the end of my rides for the day.

Whilst most Bus Stops in Staines served by TfL routes are of the standard London type, those in the Bus Station are of Surrey County Council design.

Part Route 216: Sunbury Village to Sunbury Cross

Part Route 290: Sunbury Cross to Staines

I had originally intended to finish the day with a trip on the 216 from Sunbury Village to Kingston and back to my start point at Staines, but cut this short due to severe delays on the route, caused by a weekend closure on the M25, with diverted traffic causing chaos in the Hampton Court area. The 216 has a nominal 20 min frequency, but there was nothing scheduled towards Kingston at the time I arrived for almost an hour!

Therefore, I decided to return back to Staines direct, as a westbound 216 was due within 10 mins, formed of Enviro200 DLE30001 of Fulwell (FW) Garage. However, when this arrived, it was short-working to Ashford Hospital, despite several passengers waiting (including me) wanting Staines. The driver apologised profusely and said that due to the traffic caused by the M25 closure, buses were taking over 2 hours to get from Kingston to Staines and vice versa, hence lots of short turns due to late running. He advised anyone wanting Staines to alight at Sunbury Cross, just a few stops up the road, and take a 290, which was unaffected by delays.

This I and several others did, with a 10 min wait at Sunbury Cross for BE37050, another FW Garage bus, on the 290 to Staines. A 25 min straight run via Ashford to Staines, where I arrived back at the Bus Station about an hour earlier than planned, but at least avoiding sitting in interminable traffic jams for much of the afternoon!

Watton

In the “And Finally” slot, a delightful retro view of preserved RT1705 on the 81B at Hounslow Garage back in June 2022 during a London Bus Museum Vintage Bus Running Day on Route 81.

The 81 once had three suffixed variants, the 81A (Hounslow - Langley Fords); 81B (Hounslow - Heathrow Airport Central); 81C (Slough - Heathrow Airport Central), all of which were reprised on the Running Day.

Get Your Kicks on Route 66!

The line from the famous song in the title provides a clue that we are off to East London this time, catching up with disappearing diesels on routes from Grays, Romford North Street and Rainham Garages.

A foggy morning in Leytonstone…

Arriva London VDL DB300 Wright Gemini DW211 on stand at the station before my first journey of the day aboard on route 66 to Romford.

The vehicle looks grubby and careworn, perhaps a reflection that the batch of DWs in the 2** series at Grays (GY) Garage are in process of withdrawal.

Route 66: Leytonstone to Romford

By Central Line to Leytonstone, where I emerged from the station on a foggy Saturday morning, my first target being TfL Route 66, operated by Arriva London. This and other double deck services from Grays (GY) Garage have recently been retained on retender using hybrid buses made spare from elsewhere within the Arriva London empire by the arrival of new electrics. However, pending the release of the hybrids, T class Enviro400s from Edmonton (EC) and Enfield (E) Garages, many being freed up from the electrification of the 279, are being temporarily cascaded to GY Garage to replace even older DW class vehicles in the 200 series. LVF was showing a roughly 50:50 split between T and DW class vehicles on the double deck routes from Grays at the time of my trip, but my focus was on the latter as the outgoing type.

A grubby DW211 was simmering in the murk on the Leytonstone Station stand when I arrived and I boarded with a couple of others when it departed. Being reasonably early in the day, the roads were quiet and we were treated to an usually easy departure from Leytonstone, up to the Green Man Roundabout and on to Wanstead. After serving the High Street, we turned left onto the long straight Eastern Avenue dual carriageway stretch, which allows some fast running when traffic allows, as on this occasion. A few on and off at Redbridge Station, where we stopped in the lay-by just beyond, rather than circling through the forecourt as used to be the case. Then on to Gants Hill, where the often busy roundabout was strangely almost deserted. A good lick of speed on our superannuated bus to Newbury Park, serving the slightly grandiose Bus Station with its curved concrete canopy, which I think is unique in London.

Leaving here, we continued at pace with only a few stops to retard our progress through to Whalebone Lane with its short countrified sections either side, the fog providing a slightly “Lord of The Rings” atmosphere! All too soon, we entered the right hand filter to turn towards Romford, passing Stagecoach North Street (NS) Garage and dropping off most of our load at Romford Market and Western Road. Just a few us left to the final drop off stop at Romford Station, after a ripping run of just 40 mins end to end.

The 66 once ran between Leytonstone & Hornchurch, but route changes in 1970 saw it diverted to Harold Wood at the eastern end on M-S, with a 66B variant continuing to serve Hornchurch on Suns. Conversion from crew RT to one man SMS occurred in 1972, with upgrade to DMS double deck in 1976, replaced at the end of the decade with T type Titans. In 1982, the service was cut back to Romford, apart from some journeys to Gidea Park which lasted a short while longer, with the 296 taking on the Harold Wood leg, later replaced by today’s 496.

Tendering saw the 66 pass to County Bus with Leyland Lynx types in 1990, although operation later passed to successor companies Grey Green then Arriva. In 2003, Blue Triangle assumed the contract with Darts, although Arriva came back in 2010 with Enviro200s. Double deckers returned to the route in 2014 with the current DWs, although VLAs sometimes appeared in the early days.

Stagecoach London Enviro400 10152 of Romford North St (NS) Garage on the 247 at Barkingside Station, pausing between my trips on it.

The route has recently been retained by Stagecoach on retender on the basis of new Wright StreetDeck Electroliners, of which two were out on the day I travelled.

Route 247: Romford to Barkingside (& back to Collier Row)

Next on the list, the 247, another route retained by the incumbent operator, Stagecoach, on retender this year, but in this instance with new Wright StreetDeck Electroliners specified. A number have been operating on the service for a while now, ahead of time, making use of an earlier batch whilst their intended allocation to Ash Grove (AG) for the 242 awaits the installation of charging equipment.

However, on the day of my visit, only a couple of electrics were out, together with a pair of Enviro400 MMCs, the majority of the run-out being “classic” Enviro400s. Luckily, I only had a minute or two to wait at Romford Station before one of the latter, 10152 of Romford North Street (NS) Garage, emerged from the stand and halted at the first pick-up stop, where I got on with a reasonable crowd. Back around the town, past the Market and up North Street again, before crossing the Eastern Avenue through the inter-war suburban housing to Collier Row. Most alighted at various stops here and by the time we left White Hart Lane, we were almost empty as we traversed the central countrified section of the route past the farms and fields to Hainault Golf Club. An easy sprint up the fairly steep hill through Hainault Forest and then down the other side, before rejoining suburbia at New North Road, where we started to fill up again, picking up at most stops through to Hainault Station. The final section to Fulwell Cross and into Barkingside High Street was in tandem with a 150, which helped spread the load. We then traversed the one way loop to the terminus at Barkingside Station, arriving after a run of just over 40 mins from the start.

After a break of just 5 or 6 mins, I rejoined the same vehicle for the return run as far as Collier Row, with passengers gradually building as we progressed towards Romford. About 25 mins later, I alighted at White Hart Lane.

Today’s 247 is the old 247A renumbered back in 1982 after the suffix had become orphaned following withdrawal of the original 247 (Epping - Brentwood). Back then, it ran between Ilford & Noak Hill (with a M-F peaks and Sat shopping hours extension to Gidea Park which didn’t last) using Titans. From 1986 to 1988, it had an extraordinary bifurcation to Collier Row under the same number in replacement for the 150, although the latter number was restored at the end of this period.

1993 saw conversion to single deck DW / DRL Darts and the cut back of the route from Ilford to Barkingside as operates today. Following replacement by low floor SLD types at the end of the 90s, a top deck was restored in 2004 when Tridents became the preferred type. The current Enviro400s took over from 2018. Throughout its life, the route has been a Romford (NS) Garage operation, although with with a part allocation from the old Seven Kings (AP) Garage for a short while in the 80s.

Stagecoach Enviro400 MMC 10334, also of NS Garage, stands in the sunshine at the Havering Park terminus of the 294 after my short trip on it from Collier Row.

This is a refurbished example with grey vinyl on the seats in place of Stagecoach moquette and a fresh coat of paint on the exterior.

Route 294: Collier Row to Havering Park; Havering Park to Noak Hill

My next route was the 294, beginning with a short 5 min run from Collier Row, White Hart Lane, up to the terminus at Havering Park. For this brief ride, I had 10334, one of the habitual Enviro400 MMCs which are the mainstay of the route, another operated by Stagecoach London out of Romford (NS) Garage. By now, the early morning fog had gone and it had become a bright, sunny, blue sky day.

The 294 often sees one or two “classic” Enviro400s in addition to the MMCs and a check on LVF showed 3 out on the day I travelled, with 10197 a couple of workings behind the MMC I arrived at Havering Park on, so I duly awaited its arrival and joined it on departure. By now late morning, in contrast with the earlier trips which had been quite speedy, this run turned into a bit of a slog, as traffic built up towards the Saturday Midday “Peak” and we picked up greater numbers of passengers. Not too bad at first, as we made our way back through Collier Row and into Romford, discharging many at the Market and at the other Town Centre stops. Beyond this, although we were less busy in terms of usage, traffic was increasingly hindering our progress, with a queue on approach to The Drill Roundabout and slow moving through the Gidea Park area. Ardleigh Green was a nightmare and we took about 10 mins to inch up to the lights where we crossed the A127 Southend Arterial Road.

After serving Harold Wood Station, a slightly shorter queue to the next major set of lights to cross the A12. However, once beyond this and into the Harold Hill Estate, we were finally able to make better speed up to the Gooshays Drive Roundabout, before the final stretch to the one way terminal loop at Noak Hill, Tees Drive. I alighted at the terminus after an overly long 1h5m trip, the late running meaning the driver left immediately without stand time on his next journey.

The 294 began in 1970 as a new RT route between Collier Row Turpin Avenue and Hornchurch St George’s Hospital, replacing parts of the 66 / 66A. Like many new routes of this era, it was set up with OPO in mind and was converted within a year using SMS single deckers. 1974 saw the extension to Havering Park Firbank Road. Double decks returned in 1976 upon DMS conversion and, like other routes in the area, these were replaced by Titans at the end of the decade.

Changes in 1986 saw the 294 rerouted away from Hornchurch to Noak Hill (with a M-F peaks extension to Gidea Park that only lasted a couple of years or so). The early noughties resulted in low floor conversion with Tridents, although Enviro400 MMCs became the standard allocation in 2016.

Stagecoach Enviro400 19740 of Rainham (RM) Garage on the 256 at St George’s Park, Hornchurch after my ride on the vehicle from Noak Hill. This route is another which is due an upgrade to electrics in due course.

This is the site of the former St George’s Hospital and also RAF Hornchurch, the latter represented by a small museum adjoining the bus turning area.

Route 256: Noak Hill to Hornchurch

The traffic delays affecting the 294 were also impacting on my next route, the 256, with which it shares the Noak Hill terminus, as both routes have to cross the main A12 and A127 roads. However, I only had a short wait at Tees Drive, as another Stagecoach Enviro400, this time 19740 of Rainham (RM) Garage soon arrived on the 256. Once again, the driver departed almost immediately on the next trip after I boarded and sympathised with her about the difficulty in keeping to time due to the traffic, to which she added mention of inconsiderate parking on both sides of the road on parts of the route!

The 256 is another route held on retender in 2025, also with new electrics promised in due course. It takes a longer route between Noak Hill & Harold Hill than the 294, effectively going around three sides of a square, serving Noak Hill Road, Straight Road and Hilldene Avenue to Gooshays Drive. A few local travellers on this section for the shops in Harold Hill. Joining up with the 294 again, we were a bit luckier in this direction, with minimal delay at the A12 junction, before serving Harold Wood Station, but then a slow crawl to the lights at the junction with the A127, which cost maybe 5 mins. Once beyond this, we did ok, despite encountering temporary lights and one-way working in Ardleigh Green Road. Then via Emerson Park Station into Hornchurch Town Centre, where most alighted. Two others continued with me to Hornchurch Station, but only me and the driver through to the terminus at St George’s Park, now a housing development on the site of the former St George’s Hospital and next to the RAF Hornchurch Museum. We were lucky to complete the trip in a touch under 40 mins.

A break of just under 10 mins allowed a stretch of the legs, before I returned on the same vehicle up to the top of the road at Hornchurch Town Centre, a short hop of no more than 5 or 6 mins.

The 256 number has had a number of incarnations in various parts of London, but three of them have been in the Hornchurch area. It was first applied to a Romford - Emerson Park service in the 1930s and again as a Romford - County Park Estate route in the 1980s. However, the latest version began in 1988 between Harold Hill Gooshays Drive and Hornchurch St George’s Hospital, with an unusual one way loop at the Harold Hill end in M-F peaks. The new route was not dissimilar to the previous 246 in its original form and began as a “Hoppa” service with MetroRiders. County Bus took the contract in 1990 with Mercedes midis, although 1996 saw an extension from Harold Hill to Noak Hill with an upgrade to Darts, although these were later replaced with Cadets.

Stagecoach have been in charge since 2013, initially with Enviro200s, although double decks came in 2020 with a mix of Scanias and Enviro400s, later settling on the latter type.

The 370 is another which will soon see the demise of the DW class with Arriva, temporary replacements being T class Enviro400s released from Enfield & Edmonton Garages, pending newer hybrids becoming available. Here is DW241 of Grays (GY) Garage at Lakeside Bus Station, looking very down at heel.

At least a very personal service is provided for patrons of the Marks & Spencer Food Hall adjoining!

Route 370: Hornchurch to Lakeside; Lakeside to Romford

Final route of the day was the 370, another operated by Arriva from GY Garage and also in the process of temporary conversion from DW to T types, as per the 66 at the start of the trip. I joined an almost full DW241 at Hornchurch Town Centre, already some way into its run to Lakeside Shopping Centre in Thurrock. Not only was this bus looking a bit battered and dirty, it seemed to be significantly underpowered and had difficulty attaining any sort of speed, especially when encountering an upwards incline! Over the suburban stretch to Upminster and down to Corbets Tey, with frequent stops, this was not so apparent, but on the country ssection beyond this we positively crawled along. It took an age to reach Ockendon Village Green and then we met a traffic queue on approach to Pilgrims Roundabout. We finally crept into Lakeside Bus Station after a run of almost 50 mins, nearly 10 mins longer than scheduled.

After a comfort stop and some refreshment in the shopping centre, I returned to the Bus Station for a later departure back over the full route to Romford. This time I had DW237, which appeared both in external condition and in performance to be a much better vehicle from the start. By contrast to the inbound trip, a faster run on the return, despite a reasonable crowd on board. A driver change at Pilgrims Roundabout after just one stop was a little odd - why not at the Bus Station? However, this took only a minute or so and then we were off, with good positive driving, up through Ockendon again and then around the winding country lanes. It was almost disappointing to re-enter suburbia again at Corbets Tey, with another double-run to Upminster Station, before continuing on past the windmill to Upminster Bridge and into Hornchurch once more. This time, I stayed on the bus, through Emerson Park to The Drill Roundabout then into Romford Town Centre via Victoria Road this time, rather than via Brentwood Road which I had traversed earlier outbound on the 294 between these points. We terminated at Mercury Gardens after a good 55 min run from Lakeside, a fitting final ride on a DW for this route.

The 370 was a longstanding London Transport and London Country trunk route with green buses operating between Romford & Tilbury Ferry via Grays, RTs being replaced in due course by RCLs, prior to OPO conversion in the 70s with an unusual (for LCBS) batch of Bristol VRs, which were in turn succeeded by ANs after just a few years.

By the noughties, single deckers had become the norm and the route became a TfL service in 2007, but cut back at the southern end to the new Lakeside Shopping Centre. Since then, it has always been operated by Arriva, initially with Darts, but from 2012 with double deckers. Principal types have evolved from DLA to VLA and then DW, now with T taking over and, in due course, HV.

Back at Romford, my rides were over and it was time to make my way home after a successful day.

Watton

To end with, a vintage view!

Preserved “Roofbox” RT191 is seen at Lakeside Bus Station on the occasion of the Ensignbus Vintage Running Day in December 2022.

The bus is running on special route X54 which linked two of the points covered in this article - Lakeside & RAF Hornchurch. After being an annual Pre-Christmas fixture for many years, sadly there was no Running day in 2024, but who knows whether it will return in future?

Circling the Herts & Essex Borders

On this adventure, I follow a large circular route beginning and ending in Hertford, taking in a large swathe of East Herts, Essex Borders and North Herts, featuring a selection of countrified inter-town routes plus some services serving new developments along the way.

Arriva Herts & Essex Enviro200 MMC 4086 of Harlow (HA) Garage on the 724 at Harlow Temporary Bus Station after my ride on it from Hertford.

Due to the scheduled vehicle for this working having a mechanical fault, this bus was the sub and running some 40 mins late. HA Garage was having problems that morning, as another bus had broken down on the 508/509/510 group and local drivers advised that a couple of buses were currently over the pits.

Part Route 724: Hertford to Harlow

The day got off to a bad start when my first bus, the 724 from Hertford Bus Station to Harlow, failed to show up at the scheduled time of 07:49. Ominously, a check on Bustimes.org failed to show the bus even on its way, with the next one not due until 08:31. The earlier bus was on a short-working, commencing at Welwyn Garden City, whereas the later departure was a through journey from Heathrow Airport. Eventually, the first bus did appear on bustimes.org - leaving WGC 47 mins late! A conversation with a 724 driver on a Heathrow bound working which arrived in the interim elicited that the Harlow bound bus was so late due to the booked vehicle having a mechanical issue necessitating a sub to be found at the garage before leaving which had caused a long delay.

Ridiculously, due to the late running, the 07:49 and 08:31 departures from Hertford were running almost together - surely it would have more sensible to start the late running vehicle from Hertford (which it could have done more or less on time), rather than send it empty to WGC to start from there virtually in tandem with the next bus! Eventually, Enviro200 MMC fleet no 4086 arrived, with a handful on board, having made up a few minutes and now only 40 mins late on leaving Hertford. Meanwhile, the next Harlow working pulled into the Bus Station as we departed.

Once we got going, a reasonable run along the main road to Ware, swapping passengers at Herts Regional College near the level crossing. After dropping one more at Van Hage’s Garden Centre, it was onto the A414 and a non-stop fast run along the dual carriageway to the outskirts of Harlow, with another passenger leaving us near Harlow Town Station. Then up to the Town Centre, finishing at the Temporary Bus Station after a run of just over 20 mins.

The 724 began as a new orbital Green Line Coach route with One-Man RF operation under London Transport auspices in 1966, running originally between High Wycombe and Romford, although it was later rerouted at the western end to start from Staines and serve Heathrow Airport. The sections between Staines & Heathrow and Harlow & Romford were later discontinued. After passing through London Country Bus Services and its successors, the route ended up with Arriva Herts & Essex, operated from Harlow (HA) Garage. A basic Hourly service operates M-S and Every 2 Hours Sundays plus Night-times, providing a 24 hour operation.

After being home to a variety of types over the years, the noughties saw a batch of Mercedes-Benz Citaros with extra luggage space enter service, which in the early 20s were replaced by a fleet of Enviro200 MMCs, later supplemented by some Wright bodied VDL SB200s. In recent times, an experimental livery of lime green front, white amidships and purple rear was experimented with on some of the latter, but has now been dropped, buses now appearing in anonymous Arriva blue.

Not the bus I travelled on, but Enviro200 MMC 4079 of Harlow Garage illustrates the allocation of the type to the 508/509/510 group operating between Harlow & Stansted Airport. Seen at Bishops Stortford Interchange, opposite the railway station.

Taken back in December 2020, when Arriva was still “a DB company”. Note the modest branding for the routes and reference to London Stansted Airport on the side.

Route 509: Harlow to Stansted Airport

Next on my list was the 508/509/510 group of routes, also operated by Arriva Herts & Essex from Harlow (HA) Garage. These follow a common section between Harlow and Bishops Stortford, but then take different paths to Stansted Airport - the 508 via Takeley, the 509 via Parsonage Estate and the 510 via Birchanger. In theory, a joint 10 min headway is scheduled M-F daytimes, 15 min Sat daytimes, 30 min Sun daytimes and, on the 510 only, Hourly evenings and all night, providing another 24 Hour service. All very fine - when it runs!

When I arrived, a large crowd was waiting at the appropriate stop at Harlow Temporary Bus Station for the next departure. However, the 509 due at 08:59 didn’t turn up, neither did the 510 due at 09:09. Two inbound buses arrived in the meantime, but were not departing until 09:20 and 09:30. The drivers explained to the agitated crowd that the issue was “Wonky Buses!” Apparently, one bus had broken down that morning and a couple of others were currently off the road over the pits in the garage - a very unsatisfactory state of affairs, which doesn’t do Arriva much credit in the area. Almost like the bad old days of London Country in the mid 70s, when service cuts were common due to unreliable new vehicles and a spare parts shortage.

After the letting the assembled hordes board the 09:20, I opted for the following departure, the 09:30, a 509, formed by Enviro200 MMC fleet no 4113. As the bus in front was doing all the work, we had an easy run out of Harlow New Town through to Old Harlow via The Stow. Up past Harlow Mill Station and on via the reasonably countrified stretch through to Sawbridgeworth, where we had a brief wait due to early running at The White Lion. Then on through the fields beside the railway up to Spellbrook, so far all very traditional, reminding me of Green RT rides on the 396 & 397 to Bishops Stortford back in the early/mid 70s with London Country, which used to cover these roads.

However, at Thorley, all is now changed from the old days - new roundabouts and new buildings abound as Bishops Stortford expands, due in part to the “Stansted effect”. Temporary lights on approach to the town delayed us by about 5 mins, so we were late on arrival in the centre. More confusion at the Riverside stop, as due to roadworks, we were unable to access the Parsonage Estate loop, so were on diversion direct along the Dunmow Road (effectively taking the 508 route rather than the 509 on this section), much to the annoyance of passengers who wanted stops unique to the 509. Leaving Stortford, we regained line of route, crossing the M11 roundabout and entering the approach roads to Stansted Airport, terminating at the Bus Station outside the main terminal building after a 55 min run.

Part Route 510: Stansted Airport to Bishops Stortford

After a layover of just over 10 mins, I reboarded the same bus, which had now become a 510 for its return trip. This takes a more circuitous route back to Bishops Stortford, passing the Long Stay Car Park and proceeding along the lanes to the new Forest Hall estate at Birchanger, on the outskirts of Stansted Mountfitchet. A good number of locals picked up travelling into town, arriving at the somewhat optimistically named “Interchange” opposite the railway station - in reality, a single bus stop with a shelter at the current time! 25mins from the airport on this trip.

Arriva Optare Versa 4231 of Harlow Garage on Bishops Stortford local route 511 at Bishops Park Tesco.

This is the successor to the 311 service between Bishops Stortford Interchange and this point, serving the expanding Stortford Fields development en route, but last year was extended to St James’ Park, another new estate on the other side of town adjacent to Thorley Park, absorbing route 309.

Route 511: Bishops Stortford Circular

I had just a couple of minutes to await my next bus, the 511 local service, again operated by Arriva. This has only been running since November 2024, when it replaced the 311 between the Interchange and Bishops Park Tesco via Stortford Fields, a new housing development on the northern edge of town adjacent to the A120 by-pass, together with the 309 between the Interchange and Thorley Park to the south of town, whilst incorporating a link to St James’ Park, yet another new housing area. A 30 min frequency operates M-S daytimes, with no evening or Sunday service (for now).

Optare Versas are the usual fare and I had fleet no 4231 of Harlow Garage, a grubby example, not helped by the copious amount of mud on some of the roads traversed, which include some where building work is still on-going. A reasonable number boarded in the town centre, before we departed along South Street, past the site of the former Eastern National Garage in the town, which I remember when it was still open and operating Bristol Lodekka FLF types on routes like the local 309, whilst I sailed by aboard RTs on the 396 & 397. We then left the main road to turn up Thorley Hill to Havers Lane Estate and then along the unusual “Thorley Bus Link” - a single track bus only road controlled at each end by special traffic lights to avoid buses meeting mid way. Looping around the Thorley Park Estate, we rejoined the main road for a short distance, before swinging off at a new roundabout into the recently built St James’ Park area, a new section of route for me.

After pausing for a minute or two at the “hesitation point” on the terminal loop, we continued back into Thorley Park and the reverse of our outward route into town, again with reasonable usage. However, instead of retracing our steps via South Street, we continued into town via London Road, arriving back at the Interchange from the east rather than the west. Here we emptied out, with only me staying on for the other part of the route up to Stortford Fields, although we picked up a couple of others in the town. The route goes up the Hadham Road to the edge of town, before hanging a right at a new roundabout into the Stortford Fields development. The first section of this is now completed and occupied, where we dropped our other passengers. However, as we went further along Newland Avenue, work is mainly still in progress and we were passing a succession of building sites. Towards the end of the road, there is a large new school, but not many occupied properties at this stage. After executing the three point turn required, we returned through the estate whence we came, picking up no more passengers, then back on the main road turning right for the short distance to Bishops Park Tesco, just off the next roundabout.

A scheduled 6 min break at Tescos enabled a driver change, before I reboarded to complete the rounder. I was treated to yet another double run to Stortford Fields, with 4 passengers picked up on this section who wanted the town centre. For some reason, there was a slow moving traffic queue into town along Hadham Road, which hadn’t been there a few minutes before on the outward trip - causing a 10 min late arrival back at the Interchange. A 90 min rounder.

Central Connect Enviro200 MMC no 343 at Stevenage Interchange after my long ride across North Herts from Bishops Stortford via Buntingford on the 36 and 37.

This is a much travelled bus, originating with Whitelaw’s of Stonehouse, Scotland, then passing through Redline and Red Rose of Aylesbury, before coming to Central Connect.

Route 36: Bishops Stortford to Buntingford

Route 37: Buntingford to Stevenage

Due to the late running on my previous bus, I thought I would miss the 12:45 departure on the 36 to Buntingford, but for once the odds were in my favour, as this was also behind schedule and departed 10 mins late from Bishops Stortford Interchange, enabling me to catch it with a couple of minutes to spare. Operated by Central Connect, part of the Vectare Group, a basic 2 hourly service operates M-S daytimes, with the majority of departures operating through to Stevenage and changing number to 37 at Buntingford. Additional journeys operate on M-F as 36A between Bishops Stortford and Buntingford serving The Hormeads after Puckeridge, providing an Hourly service in the middle of the day.

The normal fare on the 36 / 37 are Enviro200 MMCs, usually the shorter versions obtained new by Central Connect in recent times, but I had a more unusual example in the form of fleet no 343, a longer 39 seater which has done the rounds, starting off with Whitelaw’s of Stonehouse in Scotland and then spending time with Redline and Red Rose of Aylesbury, before ending up with Central Connect. This bus bears a largely grey/black livery with just a touch of light blue on the lower front corners - it remains to be seen whether it gains the latest two-tone blue Vectare colour scheme.

We picked up a few shoppers in the town on departure, who seemed to be regulars from their conversations with the driver, 6 of us in total as we made our way uphill along the Hadham Road to Bishops Park Tesco, where we picked up precisely no-one. Onto the fast out-of-town country section down to the traffic lights at Little Hadham, where again we had no takers, keeping going along the main road through the fields to Standon, where one person alighted. Passing around the narrow streets and tight turns in Puckeridge, we reached the A10 and another fast run past Westmill and into Buntingford. On the way in, I noted the site of the former station, once the terminus of a branch line from St Margaret’s, closed in 1964, where the station building is now repurposed as part of a housing development.

At The Crown Inn in the High Street, the other 4 passengers alighted, but we gained 2 more for the next leg of our journey to Stevenage, having changed from a 36 to a 37 at this point. There is a scheduled break of 7 mins in this direction on most journeys, which we took, despite being a few minutes down on schedule, although we were to make this up before the end of the trip. Departing Buntingford, we continued along the A507 towards the pretty village of Cottered, with its substantial village green and nice houses, but not giving us any custom. It was then a lazy spin around the twisting main road through the attractive open countryside of North Herts until reaching civilisation again at Baldock, picking up one more traveller on the outskirts. After passing through this market town, there was a final stretch of country before arriving into Letchworth.

From this point, the route became more urban and we began to pick up more custom, with passengers on and off in ones and twos at many stops until the end of the trip. After Letchworth, it was a short haul to Hitchin, pausing briefly at the station, by which we were a minute or two early, having made up time after our late departure at the start of the journey. Progressing through yet another market town, we hit the Wymondley By-Pass for a final spurt of fast running to the outskirts of Stevenage, serving Lister Hospital, before the final section avoiding the Old Town to the new Interchange. Arrival was more or less on time, after a total journey of 1h40m from Bishops Stortford.

The 36 / 37 routes are the successor the more familiar 386 route number which previously served this corridor. This had its origins in London Transport and then LCBS Route 386, which for many years operated only 3 or 4 days a week and did different things on different days, with only 1, 2 or 3 journeys each way a day. Saturday was traditionally the only day it ran from Bishops Stortford to Hitchin via Buntingford, operating only between Hertford / Buntingford & Hitchin or Hertford / Buntingford & Bishops Stortford on odd days during the week. Back in the 50s/60s, it was a famous GS route, although these were later replaced with RFs.

Today’s 36 / 37 is a different animal in that it avoids many of the small villages previously served by the 386 and acts more as a limited stop inter-town service, providing more and faster journeys between the Herts towns of Bishops Stortford, Buntingford, Hitchin & Stevenage than its forerunner.

Arriva VDL SB200 Wright 3772 of Stevenage (SV) Garage at the Interchange after my rounder on the SB7 to Great Ashby & back aboard. The driver has already changed the destination for its next trip on the SB8, the two routes interworking at this point.

The nose-in stands with glass doors which only open when a bus is present make photography difficult at this location, particularly when all the stands are occupied.

Route SB7: Stevenage to Great Ashby (& back)

The new Stevenage Interchange provides various facilities including covered waiting area, toilets and retail outlets. After taking advantage of these, I had time to fit in one local route, before completing my grand circuit of Herts & Essex back to Hertford. I chose the SB7, a service I had not been on for a while. Operated by Arriva from Stevenage (SV) Garage, this interworks with the SB8, vehicles changing routes between trips at the Interchange. Wright VDL SB200 3772 arrived on an inbound SB8 from Symonds Green, becoming an outbound SB7 to Great Ashby. I boarded with a good number of others at departure time.

The SB7 runs every 30 mins M-S daytimes, Hourly eves & Suns, serving firstly the older estates at Bedwell and Pin Green, before reaching the much newer development at Great Ashby. The route used to describe a large anticlockwise loop here before returning to town, but this has now been changed to an “out and back” route, with buses traversing Great Ashby Way in both directions and hesitating for a minute or two at Manchester Close, now the limit of operations. After dropping off our load at various points on the outbound trip, it was much quieter on the return run to the town centre, with only single digit numbers on board. The round trip took exactly 45 mins.

Centrebus Enviro200 MMC fleet no 597 has arrived at Hertford Bus Station on the 907 at the conclusion of my rides for the day.

The bus is one of those in the dark blue “Connect Herts” livery, with signwriting and line diagram of the points served by routes 390 & 907. Unfortunately, this doesn’t distinguish between the two and could make the unwary think the 907 serves Watton-At-Stone, which only one or two early and late journeys do!

Part Route 907: Stevenage to Hertford

Last bus of the day was a final Enviro200 MMC, this time belonging to Centrebus, on route 907 between Stevenage and Hertford. I had ridden the route a year or so ago when it was new, between Hertford and Brookfield Centre, then back to Stevenage. This section completed the round trip I had begun back then!

A large number boarded fleet no 597 at Stevenage Interchange, proving the popularity of this new route, which runs Hourly Daily, although with a later start on Sunday and no late evening service. The modern interior featured high backed seating, together with next stop displays / announcements, which we are used to in London, but are (thus far) relatively rare in Herts on non TfL routes. The bus was in the dark blue “Connect Herts” livery, extolling the virtues of routes 390 and 307 running up to every 30 mins between Stevenage & Hertford (but not saying this is only M-F daytimes!). The line diagram on the sides shows points served but doesn’t make clear that only the 907 runs through to Brookfield (not the 390) and that most 907 journeys don’t serve Watton-At-Stone - a strange omission in my view, as this is the largest settlement between Stevenage & Ware / Hertford. I understand the point of the route is fast journeys between key towns, but this one misses a significant source of potential custom and would likely add only a couple of minutes to the running time.

We left Stevenage Interchange on time, picking up a few on the outskirts of town and dropping off several in the Bragbury End area. Then, a fast run along the A602 through Hooks Cross, swinging a left around the Watton-At-Stone By-Pass, served only by the 907. Continuing along the recently realigned main road through the rolling greenery, we by-passed Tonwell and made our way over the A10 roundabout into Ware, serving various stops in the town. Then, crossing the railway, we joined the main Hertford Road past Hertford Regional College and back into the county town, arriving on time in the Bus Station after a 45 min run.

My grand circular tour was now at an end, achieving everything I had planned, despite problems with broken down buses in the initial phases of the operation!

Watton

And finally… an archive shot, with Dennis Dart MPD Plaxton Pointer fleet no 1613 on Town Service 6 at the old Stevenage Bus Station back in December 2020.

Since then, this Bus Station has closed with vehicles moving to the new Interchange nearby, the 6 has been renumbered SB6 and is no longer operated by Arriva, whilst the remaining buses of this type have all left Stevenage. However, this particular example lived on and was still in operation at Northfleet (NF) Garage across the Thames at time of writing.

Repurposed Deckers in Bexleyheath & Bromley

On this journey, I ride some of the older diesel double deckers which have been used to start off new contracts for Go Ahead London in Bexleyheath and to convert a single deck route to double with Stagecoach in Bromley.

Go Ahead London took on the 99, 269 & 401 contracts from Arriva on 18th January 2025. Pending the arrival of new electrics, a motley selection of Enviro400s and Volvo B9TLs was moved into Bexleyheath (BX) Garage as a temporary allocation.

Two of BX Garage’s new routes are illustrated together at the Geddes Place stand in Bexleyheath, where E186 on the 99 meets E112 on the 401, after I had just ridden the former vehicle to this point from Woolwich. Both were previously at River Road (RR) Garage across the Thames.

Route 99: Woolwich - Bexleyheath

A fast run from Liverpool Street to Woolwich on the Elizabeth Line enabled an early start on my bus rides, commencing with the 99, the first of three routes which passed from Arriva to Go Ahead on retender from 18th January 2025. All three routes are now operated out of Bexleyheath (BX) Garage, necessitating the 51, 244 and various school services to move out of there to other garages in order to make room. Whilst new electrics were specified, as is the usual way of things these days, these were not ready in time, so existing diesels have had to start the new contracts off. Conversion of the 101, 320 and 473 to new BYD B11 electric double deckers in recent weeks threw up enough spare E, WVL and WVN types to transfer across to BX. These have been mixed in with the existing allocation at the garage and examples appear on all three routes in varying proportions each day.

First departure from Woolwich High Street after I arrived was E186, formerly of River Road (RR) Garage across the river, which left a little late on schedule and completed a fairly swift circuit around the loop to Woolwich Arsenal in an attempt to get back on time! A good crowd boarded at the station and at subsequent stops to Plumstead (PD) Garage and beyond through the narrow Plumstead High Street. At the parting of the ways beyond this, we continued straight ahead and struggled a bit climbing the hill through Bostall Woods in low gear. With the greenery behind, we levelled out through Upper Belvedere and continued over through the suburban housing to Erith, where traffic was busy in the town centre.

Beyond this, we traversed the industrial area before reaching Slade Green, calling at the station and continuing around the block to the other side of the railway, before tackling the final section of suburbia into Bexleyheath, arriving at the Town Centre after a run of 1h 10m. Well used throughout the trip.

The 99 was a longstanding route between Woolwich & Erith, being converted from crew RT to one man MB operation in 1970. It was extended to Slade Green in 1979, before being cut back again to Erith in 1985 with the 122A taking over the projection. However, the 99 resurged in 2001, this time being pushed through to Bexleyheath in place of the 469 which had come to cover this section by that time.

In London Buses days, it passed through DMS, MD, T and L types, before becoming part of the ill-fated “Bexleybus” operation in 1988 with DMS and Ls, later supplanted by Titans. Contract changes in 1994 saw it pass to Stagecoach with low floor Darts, although double decks returned in 2004 with Tridents, later replaced with Enviro400s. Arriva took over in 2018 with DW and T types, a situation which continued until the latest changes in January 2025.

Volvo B9TL WVL359 was another transfer from River Road (RR) to Bexleyheath (BX) Garage and is seen in winter sunshine at Thamesmead Town Centre on the 401 after my journey on this bus.

This stop is shared with other bus routes including Superloop SL3, as evidenced by the sign above the shelter.

Route 401: Bexleyheath - Thamesmead

I then switched my attention to the second of the new routes at BX, the 401, which has “returned home” to the garage after a 7 year period with Arriva at Dartford (DT). Now featuring the same E, WVL and WVN mix, this is essentially a return to the previous situation enjoyed by the route before it left BX in 2018.

For my outward trip, I had WVL359, another River Road transferee, which sounded unusually throaty, even for a WVL! A fairly quiet rumble out of Bexleyheath through the back doubles via Long Lane and Bedonwell Road to Upper Belvedere and then down to Belvedere Station, before the “double run” to the industrial area at Crabtree Manorway. At the A2016 dual carriageway roundabout, we passed the “Silver Horse” in the middle, a giant steel statue known as “The Cob” , inspired by the horses seen grazing on the local marshlands. Then a characteristic fast run along Yarnton Way, with only a couple of stops, before arriving into Thamesmead proper, ending with the usual loop around the Crossway housing area, before terminating at Thamesmead Town Centre. Just 35 mins to complete this short route.

The 401 was a product of “Bexleybus” in 1988, replacing a Kentish Bus service which had its origins in London Country and LT Country Bus Route 401, which was once a long trunk route from Belvedere to Sevenoaks. The TfL version was more of a local service, linking Bexleyheath and Thamesmead, initially with M-F Peak projections at either end to Woolwich and Dartford Heath, although these extensions didn’t stand the test of time and soon withered away. Initial operator was the Bexleybus unit of London Buses with restored former DMS types and new Olympians, although this soon became part of London Central and later Go Ahead London.

The 90s saw Titans and then NV class Olympians being the principal types, with PVLs taking over on low floor conversion in the noughties, although other double deck types including WVLs and Es became more common as time went on. 2018 saw Arriva take the contract, mainly with DWs but supported by a few T type Enviros, which continued until the return of the “old firm” in January 2025.

Illustrating the WVN variant of the Volvo B9TL on the newly acquired routes is WVN47 at Bexleyheath Market Place on the 401. Taken after my return run on it from Thamesmead, picking up on its next trip.

Unlike the other vehicles previously shown, this one was already at BX Garage. Its heritage with First London can be seen with the grey dash and light blue grab poles.

Route 401: Thamesmead - Bexleyheath

For my return trip on the 401, I awaited the following working, which was in the hands of WVN47. This example was already at BX and not one of the ones transferred in, although like its stablemates of the same class, showing its First London ancestry with purple, grey and light blue interior colour scheme. These vehicles were all originally at Northumberland Park (NP) Garage, but since Go Ahead took over that location, they have been dispersed far and wide in subsequent years.

Another stonking run, back around Crossways and through Central Thamesmead to the eastern extremities again, before continuing over the railway to Belvedere Station. A short delay on the narrow uphill section to Upper Belvedere due to traffic coming the other way, but nothing much. Passing All Saints Church on the one way system, we continued to Parsonage Manorway and Long Lane, before suddenly finding ourselves back at Bexleyheath Market Place. Also 35 mins in this direction. Reasonable usage but not that busy.

The third route taken on with the 18th January changes was the 269 and here is E118 at Bromley North Station preparing to return to Bexleyheath Town Centre after my journey on it from that point.

Now at BX Garage, this vehicle still displays “AL” Garage codes from its former home at Merton, as can be seen below the driver’s cab side window.

Route 269: Bexleyheath - Bromley North

By now approaching lunchtime, it was my opportunity to sample the third of the new routes at BX Garage, the 269. Next to depart from Bexleyheath Market Place was Enviro400 E118, still bearing “AL” codes from a previous life at Merton Garage and another of the transfers in. A good load boarded and we soon sped away around the town to Bexleyheath Library, before striking off through suburbia past Bexley War Memorial towards Sidcup. There seemed to be various sets of roadworks en route, with temporary lights to negotiate, but luckily with only minimal delay at this time of day - I shudder to think what it would be like at peak times!

Another queue leading up from Sidcup Station to the High Street, but speed picked up as we continued past Queen Mary’s Hospital towards the leafier climes of Chislehurst. There was another traffic queue the other way at Chislehurst War Memorial, but fortunately not in our direction and we made good progress across the common to Chislehurst Station. The final section through Bickley and Plaistow Lane into Bromley was accomplished fairly briskly. After dropping off most passengers at Widmore Road and the Town Hall, only a couple of us remained to alight at the Bromley North terminus. A reasonable 55 min run, despite the intervening hazards.

The 269 is one that has moved its axis over the years, having begun in 1977 between Woolwich & Sidcup via Bexleyheath in place of part of the 229. In the 80s, extensions followed at each end - to QE Hospital Woolwich on Suns only and to Bromley North daily. With the advent of “Bexleybus” in 1988, the route was reduced to operating between Bexleyheath & Bromley North, as it still does, with the 469 taking over the Woolwich - Bexleyheath leg.

In London Buses days, types passed through DMS, T & L, whilst Bexleybus operated Leyland Nationals at first, although later converted it back to double deck. Kentish Bus (later part of Arriva) gained the contract in 1991 with Olympians, with Stagecoach taking over in 1999 using Dart single deckers, later replaced with Tridents and then Enviro400s. Arriva came back again in 2018 mainly with DWs plus a sprinkling of Ts, until the latest change to Go Ahead.

Stagecoach London Enviro400 10162 of Bromley (TB) Garage drops its last passenger at Westerham Green on the 246 after my trip to this Kent outpost from Bromley North. This route was converted to double deck in January 2025 to allow its single deckers to transfer to the 323 in East London, in turn releasing the electrics formerly thereon for conversion to cycle buses for the new Silvertown Tunnel.

The statue to the right of this view is General Wolfe of the British Army, born in Westerham, who was killed at the Battle of Quebec in 1759 and not an angry passenger whose bus is running late!

Route 246: Bromley North - Westerham (& back)

Having completed the trio of new routes at BX Garage, I switched to Stagecoach and the recent double-decking of the 246 at Bromley (TB) Garage. My previous trip on the route had been in May 2021, when it was still single deck and I rode on the unusual Summer Sunday extension to Chartwell, former home of Sir Winston Churchill and now a popular tourist attraction. Such extensions were once common in London, but declined as car ownership grew in the 1950s/60s and fewer people used public transport to visit places of interest at weekends. The 246 extension is now unique on the TfL network.

As mentioned in a previous article, the Enviro200s on the 246 were moved to West Ham (WH) Garage earlier in 2025 for the 323, where they were needed to replace the incumbent electrics, which in turn were being repurposed as cycle buses for the opening of the new Silvertown Tunnel in April. For now, spare Enviro400s are the standard fare on the 246, enabling the scenic southern section of the route to be seen from the vantage point of the top deck.

I had fleet no 10162 for the outward run, one of four out to play on the 30 min frequency which operates M-S daytimes. Two buses are required for the Hourly evening and Sunday service. Surprisingly busy at first, as we made our way from Bromley North through the town centre to Bromley South, with plenty of home-going shoppers joining us. Between Bromley and Hayes, we followed the estate roads in the Pickhurst area, before reaching Hayes Station. Our final brush with London suburbia was at Coney Hall, after which the built-up area suddenly ended and we found ourselves in wooded countryside crossing Keston Common to Keston Village, where I recall RTs terminating many moons ago on shortworking 146s at peak times, now a distant memory.

Beyond this, we continued through the lanes to Leaves Green and the main road to Biggin Hill, passing the former RAF airfield, now home to a Battle of Britain Museum, before passing the modern day airport for executive jets. Most remaining passengers alighted at Biggin Hill Post Office and it was just a few hardy soles continuing on down Westerham Hill into the “Weald of Kent” with views of the North Downs and surrounding countryside. Very much a provincial feel to this end of the route, which only applies to a few TfL services on the extremities of the network. Arriving into the small town of Westerham, I alighted at the final stop on Westerham Green, on which statues of General Wolfe of Quebec and Sir Winston Churchill, both former local residents, can be found.

After my delightful 50 min journey from Bromley North, there was time for a cup of tea and a bun in one of the local cafes, soaking up the historic atmosphere of this attractive little town, before catching the next 246 departure, formed of fellow Enviro 10191. About half a dozen takers at Westerham Green for another scenic run, if quite slow ascending the steep Westerham Hill in this direction, which previous generations of buses sometimes had difficulty with! As we progressed back through Biggin Hill, we became busier and were quite full by Hayes and into Bromley. Traffic had increased since the outbound run and so we took 5 mins longer on this trip, 55 mins end to end, but a good run nevertheless and recommended as one of the more scenic TfL routes.

The 246 began in 1998, taking over from the 320 as the service linking Bromley and Westerham, but via a different intermediate routeing north of Biggin Hill. Famously, at one time, London Country / LT Country Bus 410 had been the trunk route between the two towns. Metrobus were the initial operator with various single deck types and in the early years there were projections to Edenbridge and East Grinstead, although these didn’t last long and were withdrawn in the early noughties. A Summer Sundays extension to Tunbridge Wells operated in 1999, but this was replaced in 2001 by the now familiar one to Chartwell. Operators swapped from Metrobus to Stagecoach in 2008, then back to Metrobus in 2015, only for Stagecoach to come back on a second stint from 2020. In latter years, Enviro200s replaced the Darts and other types favoured previously.

Back at Bromley North, I repaired to the adjacent station and the Southeastern Railway train for the homeward journey.

Watton

Recalling the former single deck allocation on the 246, is Enviro200 36573 of Bromley Garage, seen on the Summer Sunday extension at Chartwell back in May 2021. This bus is now one of those at West Ham (WH) Garage on the 323.

Once common in London, this route is today the only one with a Summer Sunday extension to a place of interest, in this case the former home of Sir Winston Churchill, not far from Westerham.

Eclectic Electrics in South London

On this occasion, I catch up with the introduction of new electric buses in the Streatham, Thornton Heath & Croydon areas, together with some rides on outgoing diesels which are soon due for replacement.

Transport UK has introduced a batch of new Wright StreetDeck Electroliners onto the 133. Fleet no 3040 of Battersea (QB) Garage awaits departure time at Holborn Red Lion Square.

Later versions of this type, like 3079 which I travelled on, have the new larger windscreen without the upsweeps at the side to improve the driver’s vision.

Route 133: Holborn to Streatham

I began in the centre of town, alighting from the Piccadilly Line at Holborn Station, from where it was a short walk around the corner to Red Lion Square. This was the start point of my first route, the 133, which is a recent arrival at this location, having been diverted here from its long-time former City terminus at Liverpool Street in 2023, as replacement for the eastern end of withdrawn Red Arrow 521.

Transport UK (renamed from Abellio) took over the contract in Jan 2024 and, after an initial operation with LT and other hybrids, now operates a fleet of Wright StreetDeck Electroliners on the route from Battersea (QB) Garage. Of the vehicles on stand when I arrived, it was interesting to note the comparison between the earlier versions of the type with their lozenge shaped windscreens and the later ones with larger rounded windscreens which have been specified for new deliveries in order to improve the driver’s field of vision.

I had fleet no 3079, one of the newer ones, with just a handful of riders boarding as we departed via the quiet streets of Central London early on a Saturday morning via Chancery Lane and Holborn Circus. At St Paul’s, due to long term roadworks, we were on diversion away from the normal route via Bank, instead running via Cannon Street to Monument, before crossing London Bridge with iconic views of Tower Bridge and HMS Belfast. Good progress on the south bank through Borough to Elephant & Castle, where we paused for a couple of minutes “to regulate the service”. From here, the roads were strangely quiet through Kennington, with its distinctive domed City & South London Railway station, now on the Northern Line, before the straight run to Brixton.

A good crowd boarded at Brixton Station, the first time we were busy on this trip, then up Brixton Hill passing the former Brixton Tram Depot, which now serves as an overflow for nearby Brixton (BN) Garage. Through Streatham Hill to Streatham High Road and the St Leonard’s Church junction, before terminating at Sreatham Station, adjacent to the site of the famous Streatham Ice Rink, once a distinctive feature of the area, but now replaced by an anonymous supermarket! Overall, a decent run, taking 55 mins in total.

The 133 has an interesting history, for many years running between Liverpool Street and South Croydon Garage, although the southern terminus had been pared back to Streatham Garage in the mid 70s when I first rode it. There had been a long extension at the northern end to Hendon Central on Sundays only from 1958 in place of the 43 and 143 on that day, although this was cut back to Archway 10 years later and withdrawn completely in 1969, due to reintroduction of the other services. When Streatham Garage closed in 1984, the southern terminus was altered to Streatham High Rd Green Lane, but the following year saw a rerouteing to Tooting Broadway in place of a withdrawn section of the 95. This lasted until 2003, when offshoot route 333 took over the Tooting leg and the 133 was cut back once more to Streatham, initially St Leonard’s Church, but then to the new stand at Streatham Station when it opened. The final major route change came in 2023 at the “in town” end, with the move to Holborn, as described at the start of this route review.

Crew operation passed from RT through DM to RM in the 70s/80s, until OPO conversion in 1985 with DMS, soon replaced by M, although the experimental H types appeared from 1987. London General became the operator in 1990, using a fleet of Volvo Citybuses (VC type), which were unique to Stockwell (SW) Garage and were only scheduled on the 133 and 196, with odd appearances on other routes. Low floor conversion in the early 00s saw PDL and PVL types, later replaced with WVLs. Arriva took the contract in 2010 with Ts, subsequently replaced with HA class vehicles, until Transport UK took over in 2024 as mentioned above.

At the time of my visit, just the first two Wright GB Kite Electroliners for the 255 at Arriva London’s Thornton Heath (TH) Garage were in service. EKL1 demonstrates the new class at Pollards Hill.

Note the deeper more rounded windscreen, which is now specified for new deliveries, contrasting with the angular version as in the previous picture.

Route 255: Streatham to Balham then Balham to Pollards Hill

At Streatham Station, it was a straight switch to my second route of the day, the 255. This has been retained on re-tender recently by Arriva London, with new Wright GB Kite Electroliner single deckers just beginning entry into service. Only the first two, EKL1 and EKL2, had ventured out at the time of this trip, with the balance of the allocation being formed of the outgoing ENL class Enviro200s.

LVF showed that the first of the new duo was on the approach, bound for Balham, so I jumped on when it arrived. First impressions of the new type were mainly positive, with the expected modern interior features and smooth ride, although the seating seemed a bit cramped. Dual doors take up a lot of space on relatively short vehicles such as this. We were reasonably full as we made our way back up the main road to Streatham Hill, before turning off via the 255’s freehold section around the back doubles to Balham, a 20 min run.

As we were a little late on the schedule at this point, the driver took just a couple of minutes stand time, before continuing around the loop at Balham on the return run to Pollards Hill. By contrast with the outward trip, we were almost empty this time, just 2 of us plus the driver, with no pick ups in the back streets all the way to Streatham Hill, very unusual. Even back on the main road section through Streatham, we were not full and we soon made up time, pausing briefly at Streatham Common due to early running. Back on time at Norbury Station, before turning off the A23 along Stanford Road, uniquely served by the 255. Then the final stretch along Rowan Road and Wide Way to Pollards Hill Library, terminating at the next stop, South Lodge Avenue. 35 mins end to end on this short service.

The 255 is a more recent route, beginning in 1998 between Pollards Hill and Clapham Common, replacing part of the 60 and providing new links. After being extended to Stockwell in 2003, it was cut back to Streatham Hill 5 years later when the 50 took over the Stockwell section. Finally, it gained the useful new extension to Balham in 2014. Always with Arriva. the route has moved through DRL, LDR and DDL Dart types to DWL Cadets and then ENL Enviros.

Part Route 60: Pollards Hill to West Croydon

The weather was very damp by now, so I was grateful to make the straight transfer onto Arriva DW313 of Croydon (TC) Garage on the 60 at Pollards Hill, which pulled up as I reached the stop. A straight 15 min positioning run from here via Thornton Heath Pond to West Croydon Station, where I alighted.

Go Ahead London Enviro400 E216 of Croydon (C) Garage stands at Warlingham Sainsbury’s on the 403 already blinded for its return trip to West Croydon.

The supermarket behind the bus is built on the site of the former London Country Chelsham (CM) Garage.

Route 403: West Croydon to Warlingham (and back)

At West Croydon Bus Station, recently refurbished but strangely offering little in the way of protection from the weather, next on the list was a spin on the 403 to Warlingham and back. This is a route which I first rode in London Country days, famously the last to host Green RTs, operated by the late lamented Chelsham (CM) Garage. I can well remember trips between Wallington, West Croydon, Chelsham Garage and Warlingham Park Hospital by RT in the mid 70s, when the 403 was much longer than it is today. The route featured the handful of RTs to be repainted in National Light Green, including RT604, which I rode back in 1977 and have renewed acquaintance with in more recent years on Country Bus Running Days.

Coming back to the present day, the offering on the 403 is more prosaic, featuring a mix of E, WVL and WVN types, operated by Go Ahead London out of Croydon (C) Garage. However, change is afoot again, as the contract has been retained from later in 2025 with existing hybrids due to replace the diesels.

I had Enviro400 E216 for my outward run, following the traditional 403 route from West Croydon via Fairfield Halls to South Croydon “Swan & Sugar Loaf”. Then the unusual diversion off Selsdon Road around the Sussex Road dogleg to avoid the low railway bridge, which these days can be a problem with parked cars both sides if another bus comes the other way at the same time - which happened to us! Turning into Carlton Road, temporary lights and single lane working caused a short delay on approach to Sanderstead Station. Then up Sanderstead Hill, on which the old RTs sometimes struggled a bit, with sticky traffic at Sanderstead Shops. Free flowing through Hamsey Green, before another queue on approach to Warlingham Green. From here, only a couple of stops to Warlingham Sainsbury’s, the end of the route these days and the site of the old Chelsham Garage. As I entered the supermarket to use the facilities and purchase supplies, it seemed odd to recall that buses once lined the space now occupied by the shelves and checkouts! A 40 min run here from West Croydon.

For the return trip, I caught the next working, formed by E215. A slightly busier run in this direction in terms of passengers, although the traffic was a little better, apart from a queue on approach to the Swan & Sugar Loaf junction. Another 40 min trip.

I already mentioned the 403 as a London Country route back in the day, but it was in 1986 that it became a TfL service, although still operated by London Country South West as it had become by that time, using ANs. The route was then Cheam Village / Wallington Stn to Chelsham Garage / Warlingham Park Hospital. The contract was reassigned to Arriva South London in 1989 using L type Olympians, with the route cut back at the western end to West Croydon in 1991 in lieu of replacing services 407 & 408 to Wallington & Cheam respectively. London & Country (later rebranded Londonlinks) came in at the next contract change in 1994 with Volvo double decks, although this later became subsumed into Arriva South London.

Millennium Year 2000 saw the final cut back from Warlingham Park (or Chelsham Common as it became known when a housing development replaced the hospital) to Warlingham Sainsbury’s, which had been built on the site of the now closed Chelsham Garage. Low floor double decks came in 2004 with DW types, which continued until 2018, when current operator Go Ahead took control.

Tramlink Bombardier Flexity Swift CR4000 number 2546 at the end of the line at New Addington after my ride on it from West Croydon.

This is one of the original Tramlink sets which began operation when the line was opened in 2000 and were numbered following on from the last of the previous trams which had been withdrawn from London in 1952.

Tramlink: West Croydon to New Addington

Back at West Croydon, I stepped away from the buses for a short while, with a rare chance in London to ride a tram. “Tramlink” as it is now known under TfL, opened in 2000 and was the first operational tram system in the capital since 1952. Initially, the routes were numbered 1 (Elmers End - Wimbledon), 2 (Croydon - Beckenham Junction) and 3 (Croydon - New Addington), but in 2006 the network was restructured, into route 1 (Elmers End - Croydon), 2 (Beckenham Junction - Croydon), 3 (New Addington - Wimbledon) and 4 (Elmers End - Therapia Lane, later extended to Wimbledon). A further change in 2018 saw a reversion to 3 services, this time without numbers: New Addington - West Croydon; Wimbledon - Beckenham Junction; Wimbledon - Elmers End. TfL owns the network but it is operated on its behalf by First Group.

Low floor operated from inception, the current fleet consists of 23 original Bombardier CR4000 sets, plus 12 Stadler Variobahn sets added in the 2010s. After starting off with a red and white livery when new, largely matching the buses, this was changed to blue, white and green in 2008 to match the routes on TfL maps, a retrograde step in my opinion. At least someone with a sense of history had the good sense to restart the numbering of the cars at 2530 to follow on from the highest number operated on the old London tram system which closed in 1952!

I boarded a very full Bombardier set, 2546, at West Croydon, bound for New Addington. After street running to East Croydon and beyond to Sandilands, we took the sharp curve onto the old Woodside & South Croydon Railway route through the tunnel to the site of the old Coombe Road Station, before curving away across Lloyd Park. This route is then on all new alignment through a largely wooded setting to Gravel Hill, before crossing the road to reach Addington Village Interchange. Running parallel to the main road into New Addington from here, we reached the terminus at Salcot Crescent, near Central Parade shops. Journey time - 25 mins.

“In with the new”….

Arriva is busy converting Thornton Heath (TH) Garage to electric operation, with the 64 being the first route based there to be treated. Wright StreetDeck Electroliner ES36 is seen at the Vulcan Way terminus in New Addington before I rode it to Thornton Heath.

Note the unusual addition of a zero before the “36” on the fleet number and the lozenge shaped front windscreen which is being replaced on later deliveries with the deeper “Vision Zero” version.

Route 64: New Addington to Thornton Heath

Crossing the road from the Tram Stop, I returned to the buses and awaited the next 64 into the estate at Salcot Crescent. This route is operated by Arriva out of Thornton Heath (TH) Garage and has been the first there to be converted to electrics using new Wright StreetDeck Electroliners, it being intended that the other double deck routes at the depot will follow in due course. Next to turn up was ES36 (or ES036 as it had been oddly numbered). I clambered aboard for the short run through the New Addington estate to the outer terminus at Vulcan Way, which took less than 10 mins.

After a short 5 min break, I returned on the same vehicle when it departed, this time to ride the whole route back to base at TH Garage. The 64 follows a long meandering course through New Addington, serving the Homestead Way, Salcot Crescent and Goldcrest Way areas, in a sort of backwards “S” shape, before finally exiting the estate at Addington Village Interchange. From here, we travelled west towards Selsdon, turning right at the traffic lights along Farley Road and Croham Valley Road, past lots of big houses, before entering the outskirts of South Croydon. Rather than taking the main road, the 64 loops around Park Hill Road to the east of Central Croydon, finally emerging onto Addiscombe Road not far from East Croydon Station. After disgorging much of our load there, we deposited most of the rest at the Whitgift Centre and West Croydon Bus Station, before picking up more short-riders for the main road hop to Thornton Heath Garage. A 65 min trip.

Route 64 operated between Tooting Broadway and Addington Gravel Hill in the 70s when I first discovered it, already having been converted from crew RM to OPO DMS in 1971. The service was split in 1987, with the northern section hived off to new route 264, whilst the 64 was diverted to Thornton Heath Garage, although there was a short-lived extension to Thornton Heath High St during Sat Shopping Hours for a few years. At the southern end, the route was pushed further into New Addington, terminating at Salcot Crescent. In 2015, this was extended to the present Vulcan Way terminus.

The route has been operated by Arriva and its forerunners over this period, except between 1997 and 2016 when Metrobus had the contract. Arriva operated DMS and L types during its initial stint, whilst Metrobus favoured mostly Optares and Scanias. When Arriva finally returned, T class Enviro400s were the mainstay until the new ES vehicles entered service in 2024.

“Out with the Old”….

The Enviro400s on the 250 were on borrowed time when this view of T139 of TH Garage was taken at West Croydon Bus Station.

As with the other double deck routes at the garage, new electrics are expected to enter service during 2025.

Route 250: Thornton Heath to West Croydon then West Croydon to Brixton

It was now approaching “Going Home Time”, so for my final route of the day, I selected the 250, another Arriva operation out of TH Garage, but still with diesels (for now!), so possibly my final chance to sample them on this service. I began by retracing my steps slightly, taking Enviro400 T139 from opposite the garage back to West Croydon Bus Station, a 12 min hop.

I was then able to step up a couple of workings and take sister Enviro T149 for the full run to Brixton. As expected, a busy old run, as we picked up a crowd at West Croydon Station and continued back up to Thornton Heath Pond and a speedy driver change outside the garage. Then we swung a right away from the A23 on the dog-leg via Brigstock Road to Thornton Heath Station, before turning left along the 250’s unique section along Green Lane to Norbury, where we rejoined the main road once more. Plenty on and off as we made our way along the Streatham High Road to Streatham Hill, where we caught up with a 159 so were able to share the load and miss a few stops. Past Brixton Garage again and down Brixton Hill to Brixton Station, where we terminated after a run of exactly 1 hour.

The 250 was introduced in 1988, effectively as a localisation of the southern end of the 159 beyond Streatham with an overlap, but also providing new direct “round the corner” links from Green Lane to Thornton Heath Pond and West Croydon. Initially M-S only, the 159 continued over its longer traditional route on Suns, but this ceased when the 250 became a Daily operation in 1990. The only route change to affect the 250 has been the short cut back from Croydon Town Centre to West Croydon in 2019.

The route has always been operated by Arriva and its predecessors, with the main types passing through DMS, M, L, DLA and T. New ES types are now imminent to convert the service to electric operation.

From the final stop in Brixton Road, I merely had to cross the road to the Victoria Line Station for the journey home.

Watton

To end this report, a final look at the outgoing Enviro200s on the 255. Arriva ENL52 of TH Garage seen at a sunny Pollards Hill terminus back in April 2022.

The replacement EKL types have 3 seats less than these veterans!

Strutting Around Stratford

This time, East London beckoned for a series of bus rides in the Stratford, Docklands and Barking area, covering some recent type changes and others where change is afoot!

Stagecoach London Enviro200 36574 at Mile End Station at the start of my rides. These diesels have just been transferred to West Ham (WH) Garage for the 323 from their former home at Bromley (TB) on the 246 which has been double-decked. The former electrics on the 323 are to be converted to Cycle Buses for the new Silvertown Tunnel.

The countified surroundings give little indication that this is Inner East London!

Route 323: Mile End to Canning Town

The day began by Central Line to Mile End, where I crossed the main road to the first pick-up stop of the 323. This has hit the headlines recently due to its “de-electrification”, reverting to diesel operation as a result of its newish electrics being commandeered for conversion into cycle buses for the new Silvertown Tunnel, which is due to open in April 2025. The replacement Enviro200s were obtained from the 246, which was converted to double deck using spare Enviro400s for now.

First off the blocks when I arrived was Stagecoach London fleet no 36574 of West Ham (WH) Garage, formerly of Bromley (TB), and one of 5 transferred for the 323. A fairly quiet run in terms of usage, with passengers on and off throughout the short trip, but never into double figures. All was well at first, as we traversed the narrow back streets of East London unique to this service, until we hit a snag due to temporary lights at Devons Road Station, which cost us about 5 mins. Once past, we were delayed again after Bromley-by-Bow Station, due to the barrier into Prologis Park remaining down for long periods between vehicles allowed through. After entering the park, we made better progress, double-running to Amazon as planned and then continuing past the operational garage and up to the terminus at Canning Town Bus Station. An overall time of about half an hour, compared with the expected 20 mins or so.

The 323 has a fairly short history, starting in 2003 and providing new links via areas previously unserved by bus between Mile End & Canning Town. Originally operated by First London with high floor then low floor Darts, Stagecoach took over in 2010 using Enviro200s which were replaced by BYD E200 EVs in 2020. Now Enviro200s have returned following the re-purposing of the electrics.

Formerly with First London then Tower Transit as VN37994, this Volvo B9TL is now fleet no 16698 with Stagecoach London at Lea Interchange (LI) Garage. Seen at Crossharbour ASDA on the D8 prior to my ride on it back to Stratford.

Few of this inherited type now remain with Stagecoach and are due for replacement with electrics later in 2025.

Route D8: Stratford to Crossharbour (and back)

At Canning Town, I switched to the Jubilee Line for a couple of stops up to Stratford, where I met up with my next bus route, the D8. This is home to the remaining Volvo B9TLs inherited by Stagecoach from Tower Transit (and originally with First London) at Lea Interchange (LI) Garage, but the recent retention of the contract from later in 2025 specifies new electric double deckers, so the old-timers are unlikely to remain for much longer.

I had 16990, which swept out of Stratford Bus Station with the typical throaty roar of these Volvo-engined vehicles. Swinging a right at the High Street, we made good progress down towards Bow, diverting over the flyover due to roadworks beneath, then calling at Bow Church and circling back round under the flyover to gain the A12. After passing Bromley-by-Bow to the northern end of Blackwall Tunnel, we turned off through Poplar and continued onto the Canary Wharf development, where we virtually emptied out. The final stretch through the Isle of Dogs to Crossharbour via South Quay was accomplished quickly and we arrived at the ASDA terminus after a journey of just 35 mins.

Sister vehicle 16998 was ahead on the stand, so I was able to step up a working for the return run. This was generally quieter than the outward trip at first, although we filled up after Bow, probably due to a gap in the 25s & 425s over the common section between that point and Stratford. Also 35 mins on this trip.

The D8 has had quite a complex history, starting in 1991 between Stratford & Isle of Dogs ASDA, although for much of its early years it ran only M-F eves and Weekends, essentially as a DLR replacement at those times when the trains didn’t run due to upgrade works. Various intermediate rerouteings have occurred over the years, both on the IOD and more recently in 2016 when it swapped routes with the 108 between Bow and Poplar. The Stratford terminus has also varied between the Bus Station, Stratford City & Stratford International at different times.

After starting as a double deck route run by East London with Scania double deckers, operators and types have switched around - Thamesway, Kentish Bus, Thamesway (again), First Capital, Go Ahead, Tower Transit and Stagecoach all having performed in turn. Midibuses and single decker periods have come and gone, with the present Volvo B9TLs being the standard since 2018.

After a temporary period of operation with WVN and WVL diesels, Go Ahead London have electrified the 262 with Enviro400 EV City types, like Ee266 of Henley Road (DS) Garage seen at a wet and windswept Gallions Reach Shopping Park.

The high backed seating on these new vehicles can be clearly seen.

Route 262: Stratford to Gallions Reach

My last trip on the 262 had been in 2024, soon after Go Ahead gained the contract from Stagecoach, during the period when it was temporarily operated with WVL / WVN class diesels. However, its promised electrics have since entered service and I boarded Enviro400 EV City Ee266 of Henley Road (DS) Garage on the next departure from Stratford Bus Station. Despite a quick acceleration away, we soon ground to a halt due to roadworks and temporary lights in the High Street! Once past this, we sped up and made good progress through Plaistow and across the Barking Road to Newham Hospital. Once over the A13, we continued through the redeveloped Docklands housing area to Beckton. After calling at the station, it was a short hop to Gallions Reach, circling around the back of the DLR Depot, to the terminus at the Shopping Park. A touch under 40 mins for the whole trip, which was busy throughout.

Another complex route history here, with the 262 beginning in 1966 between Leyton and V&A Docks replacing part of the 26 with RMLs. After extensions to Chingford and Walthamstow in the 60s & 70s, the northern terminus became Stratford in 1986. At the southern end, Canning Town, Beckton and East Beckton have been the destination at different times, finally being cut back from East Beckton to Gallions Reach in 2022.

After operation with DM and RM types in the 70s, OPO came in 1981 with DMS, soon replaced by T. The late 90s saw VN / VA Olympian operation, replaced in the noughties with Tridents and Scanias. Long-time operator Stagecoach was displaced in 2019 by Tower Transit using VNs at first, but soon replaced by WH hybrids. Stagecoach returned briefly when they took over in 2022 after Tower Transit folded, but on retendering in 2024, Go Ahead emerged as the victor and current operator.

Part Route 366: Gallions Reach to East Beckton

At Gallions Reach Shopping Park, I switched to Go Ahead single deck electric SEe214 of River Road (RR) Garage on the 366, for a short positioning run to East Beckton Sainsburys, start point of my next full route. Prior to the changes of 2022, when the 262 was cut back to Gallions Reach, I could have continued on the same bus to that point without changing, but such is progress!

The 325 was in process of conversion to Enviro200 EV (Ee) types at the time of my visit, although I rode one of the outgoing diesel Enviro200s, SE123, of River Road (RR) Garage, seen here at East Beckton Sainsburys.

Go Ahead London was operating up to 4 new electrics per day on the route at this time, out of a PVR of 12.

Route 325: East Beckton to Prince Regent

By now, the drizzle which had been falling for most of the morning turned heavier, but I only had a couple of minutes at East Beckton to await SE123 on my next choice, the 325. This route is another operated by Go Ahead out of RR Garage and was in course of conversion to SEe class electrics at the time, although only a couple of these were out on this occasion. I was happy for a ride on one of the old stalwarts instead, before they disappear.

The 325 is in the form of an inverted “U”, operating between East Beckton and Prince Regent in Docklands the long way round. After passing through the retail park up to the Barking Road with few on board, we picked up a crowd at East Ham Town Hall. We were then on diversion due to the High Street being closed for roadworks, basically following Ron Leighton Way on the reverse of the normal southbound route, before regaining the usual alignment just before East Ham Station. Turning left at Plashet Grove, we continued through suburbia to the Romford Road at Forest Gate. After a short distance westbound, we turned south down Upton Lane past West Ham Park down to Plaistow. Then down Balaam Street, across the Barking Road again over the final section along Freemasons Road down to Custom House, hanging a left to the terminus at Prince Regent DLR Station, adjoining the large EXCEL exhibition centre, which was unusually closed and quiet. A total of 50 mins end to end.

The 325 started as an East London “Hoppa” service between Prince Regent and Beckton Savacentre (now Sainsburys) in 1993, operated by Stagecoach with MRLs. These were later replaced with high floor then low floor Darts. Arriva took the contract in 2010 with ENL class Enviro200s, which continued until the switch to current operator Go Ahead in 2024.

Stagecoach London Enviro400s 19774 and 10101 of Barking (BK) Garage share the stand at Clayhall, The Glade, conveniently displaying the opposite ends of the route in the blind boxes.

The 169 currently hosts a mix of “classic” and MMC versions of the Enviro400, although the recently retained contract specification is for new electrics in due course.

Route 169: Barking to Clayhall (and back to Barkingside)

At Prince Regent Bus Station, I was able to interchange with the adjoining DLR Station, taking this mode of transport to West Ham, where I swapped to the Hammersmith & City Line for a train to Barking.

Emerging from Barking Station, a short walk to London Road brought me to the first stop on my final route of the day, the 169. This service has been retained by Stagecoach this year, with new electric double-decks in due course, but continuing for now with the current mix of older and MMC type Enviro400s.

The next departure was in the hands of one of the classic Enviros, fleet no 19774 of Barking (BK) Garage, so I embarked with a couple of others. More joined us at Barking Station, before the slow slog up Ilford Lane and the Loxford area into Ilford Town Centre, the narrow road and busy traffic restricting progress somewhat. After looping around central Ilford and serving all the main stops, we made better time as we continued on the freehold section of the 169 along Ley Street, passing the site of the former Ilford (ID) Trolleybus Depot, from where the 169’s predecessor, the 691 Trolleybus, used to operate. A bit of a queue to cross the Eastern Avenue, but then reasonable progress up Horns Road into Barkingside through typical suburbia. After serving busy Barkingside High Street, we set off on the 169’s unique “prong” via Fullwell Avenue to the terminus at “The Glade”, a surprisingly countrified enclave amid the surrounding housing. Arrival was 50 mins after leaving Barking, by which time the rain which had been falling on and off all day had finally ended!

We joined fellow Enviro 10101 on the stand, which left ahead of us packed with home-going school students. 19774 picked up the remnants, so I awaited the next bus, 10178 for a fairly comfortable ride back through Barkingside, alighting at the station.

As mentioned, Bus 169 was the direct replacement for Trolleybus 691, which occurred in 1959 using RTs. The route soon gained extensions beyond the former Trolleybus terminus at Barkingside Fullwell Cross, initially in M-F Peaks to Hainault Industrial Estate in 1962, although when the main service was projected along Fullwell Avenue to Caterham Avenue in 1965, the Hainault leg was renumbered 169B and lasted until withdrawal in 1969. Upon OPO conversion to DMS in 1973, the route was extended a short distance to The Glade, where the larger vehicles could turn more easily. At this time, the 169 was extended to Barking Gascoigne Estate on Sundays (on which day the 62 didn’t run on this section), together with variant 169C, which had been introduced in 1968 and ran as per the 169 to Barkingside but then covered the Claybury Broadway leg of the 129 (which also didn’t run on Suns at this time). This continued until 1976, when the “C” variation was withdrawn upon introduction of a Daily service on the 129.

Brief mention should be made of the other member of the 169 “family”, the 169A, introduced in 1959 as part of the Trolleybus Replacement Scheme between Barkingside, Ilford, Stratford and Bow / Mile End Gate, initially with RT and later with RM, although this gradually withered away, ending as a M-F Peaks only service between Barkingside & Stratford only, which bit the dust in 1977.

The main 169 was converted to Titan operation in 1980 and in 1982 was extended at the Barking end to Thames View Estate in lieu of the 179 / 199 on this section, although this was reversed in 1991 when routes B1 and B2 took over the Thames View part of the route. The mid 90s saw a conversion to DA type Optare single deckers, although this was short term and Trident double-decks restored the status quo ante in the early noughties. In due course, Enviro400s became the standard allocation, bringing the story up to date.

From Barkingside Station, I rejoined the Central Line to complete my travels for the day.

Watton

And finally, back where we started on the 323. This is one of the BYD Enviro200 electric vehicles formerly on the route, which have been taken off for conversion to Silvertown Tunnel Cycle Buses. 29201 is at Canning Town Bus Station when new in 2020.

Since then, this batch of buses has been renumbered to 64201-5.

Enveloping Enfield

In this latest article, my bus rides cover a number of routes in the Enfield area and adjacent parts of North London. Featuring mainly older types that are due for replacement in the coming months.

Enviro400 TE1749 of Potters Bar (PB) Garage on the W8 at Chase Farm Hospital at the start of my rides. This is one of just half a dozen remaining vehicles of this type in the Metroline fleet that were inherited from First, that were formerly at Uxbridge (UX) Garage.

The route is currently a mix of TE and VW types, but is due for conversion to new electrics later in 2025.

Route W8: Chase Farm Hospital to Lee Valley Leisure Complex (and back)

The Great Northern train dropped me at Gordon Hill Station, from where it was a short walk to Chase Farm Hospital, start point for my bus rides. A new terminus was set up here a while ago, adjacent to the new main entrance of the hospital, replacing the older more cramped location near the former Victorian premises which are now abandoned and largely demolished.

First route of the day was the W8, which is operated by Metroline out of Potters Bar (PB) Garage and has recently been retained on re-tender on the basis of new electrics. As is usual with these things, until sufficient charging facilities are ready at the depot, existing diesels continue in service, being a combination of TE and VW types. On the day I travelled, a couple of rare vehicles were out, TE1749/50, both former First London examples of the class inherited when Metroline took on Uxbridge (UX) Garage after First quit TfL work, of which just 6 remain in regular use.

TE1749 was the second departure and I boarded with a few others for the trip. At the time, Slades Hill in Enfield was closed for Thames Water works, resulting in long diversions for the 121 and 307 via The Ridgeway, Stagg Hill and Cockfosters Road, and I saw vehicles on these routes as we exited Chase Farm grounds. Luckily, the W8 was unaffected and we continued along the normal route, down Lavender Hill past Gordon Hill Station, not far from the “Cemetery Gates” location featured in the 1970s sitcom “On The Buses” starring Reg Varney. We picked up along Lancaster Road to “The Hop Poles”, before turning right along Baker Street and Silver Street into Enfield Town. After serving the station, we continued south down London Road in tandem with the 329, past St Stephen’s Church to the Church Street junction, following this thoroughfare across the Great Cambridge Road to Edmonton Green. All other passengers alighted at the Bus Station, leaving me with a bus to myself for the final section to Lee Valley Leisure Complex, which we did non-stop due to no other takers. We took just 35 mins overall on this short local route.

At the Lee Valley Leisure Complex terminus, once known as Picketts Lock Centre, I was able to step up a working for the return trip, as TE1428 was ahead in the lay-by. This was a standard Metroline Enviro400 and left after just a couple of minutes. Again, only me at first, but this time we picked up a few in Bounces Road, so were quite busy by Edmonton Green. An exchange of passengers and then we continued via the reverse of the outward route, with no delays through Enfield Town. However, a busier run in terms of custom, so we took an extra 5 mins, at 40 mins total trip time. A minor diversion on the return, due to Hunters Way being closed for resurfacing, meaning we had to continue up to The Ridgeway and turn into the hospital grounds via the main entrance.

The W8 morphed out of RT route 128 (which I can remember as a boy), running between Chase Farm Hospital and Lower Edmonton Station (as it was then called). The renumbering came when the service was converted to Flat Fare OPO with MBS types in 1969. The extension to Picketts Lock Centre came in 1973. Double deck conversion to DMS followed in 1974 in line with policy at the time of upgrading single deck routes, although these were replaced with Metrobuses in 1982.

Originally at Enfield (E) and then Edmonton (EM) Garage, the route moved to Potters Bar (PB) in 1985/6, coinciding with the period when secondhand buses appeared on the service including the noisy ex West Midlands V types, although standard Ms eventually returned. First Capital had a spell in charge from 1998-2003, using Olympians and Metros at first, but later on low floor TN types. PB Garage came back in 2003 when Metroline took the contract, initially with DLD single deckers but soon upgraded to TP double deck. TE types became the norm from 2015 and are now supplemented with VW and the odd VWH.

At the other end of the W8, TE1428 stands ahead of TE1749 at Lee Valley Leisure Complex, formerly known as Picketts Lock Centre.

TE1428 is an idigenous Metroline Enviro, as can be distinguished by the light blue dash and yellow grab poles compared with the grey dash and light blue poles of the ex First examples.

Route W9: Chase Farm Hospital to Southgate

Second on my list, the other route which terminates at Chase Farm, the W9. I had last ridden this in the opposite direction a few months ago, when it was still operated by Sullivans Buses. After they withdrew from TfL work in August 2024, Stagecoach had a very short temporary contract on the route using Solos, but a more formal replacement was established in late September, with Metroline operating the service from PB Garage. For now, a collection of elderly DE type Enviro200s operates, but the plan is for slightly newer DEM class vehicles to replace them when freed up from the 382 by the entry into service of new electric single deckers.

It was evident when I was there that certain inbound W9s were terminating and going out of service to the garage, being replaced by another vehicle on the next working. DE993 did just that and was replaced a few minutes later by DE1011. I hopped on when it pulled forward off the stand and we made our way to Enfield Town via a different intermediate route to the W8, this time via Holtwhites Hill (with a short delay due to short-phasing traffic lights at the bottom!) Continuing onto Silver Street we met up with W8 again briefly, before making our way through Enfield Town to the War Memorial and left into Old Park Avenue to Grange Park. Traffic coming the other way was constant, no doubt due to the Slades Hill closure causing a diversion. Indeed, close to Grange Park Station, we passed a diverted 456 followed by a 377 coming the other way - the best bus service Grange Park has ever had no doubt!

We only picked up a couple on the obligatory loop around Highlands Village, built on the site of the former Highlands Hospital, where I used to visit for outpatient dental appointments back in the day when the W9 first started with Ford Transit minibuses in the early 70s. We then continued down the “Hail & Ride” section to Winchmore Hill Green and made good progress along Hoppers Road and the Bourne Hill area into Southgate, arriving at the 1930s “Art Deco” station after a run of just over 40 mins.

The claim to fame of the W9 is that it was the first of the experimental minibus routes introduced by London Transport to cover previously unserved roads back in 1972. Obviously the experiment worked, as the route is still with us! The original FS minis soon proved inadequate and were replaced by Bristol LH single deckers, firstly the shorter BS version in 1976 and then the longer BL type in 1981. The route was one of the first to be put out to tender in 1985 and was won by Eastern National Citybus, later passing to associate company Thamesway, using various midibus types. First Capital took on the route in 1998 using mostly MetroRiders, but Metroline came in 2000 for their first stint using in turn EDR, DML and DMS Darts, followed later by DEM Enviro200s. Sullivan Buses assumed control in 2017 with Enviro200 MMCs, but the service deteriorated towards the end of their tenure in 2024 and they pulled out, which takes us to where our story began in the current era.

Another PB Garage bus, Enviro200 DE1011, at Chase Farm Hospital stand on the W9. Once new electrics are in service on the 382, its slightly newer DEM type Enviro200s will replace these elderly examples.

After Sullivan Buses pulled out of TfL work in August 2024, Stagecoach operated the W9 on a temporary basis, until Metroline took on the contract in late September.

Route 382: Southgate to Mill Hill East, Millbrook Park

At Southgate Station, I swapped to the other Metroline single deck route out of PB Garage to serve that point, the 382. The contract has been retained on this service using new VMSS class electrics, which are due to replace the current Enviro200s later in 2025. DEM1353 was on layover and pulled forward to the pick-up stop after about a 5 min wait. Just a handful of us boarded and we zoomed off through the town, following the 125 route until the Osidge Lane / Hampden Way roundabout, where we swung away to serve the loop around the Oak Hill Park area. We then met up with the 184, which was on diversion via Brunswick Park Road (normally only served by the 382) due to a road closure on its normal route - another section of road to get an enhanced service for a short while.

Arriving at Arnos Grove Station, we were on a small diversion ourselves due to water works in the Inverforth Road area, double-running back to Betstyle Circus and then direct via Friern Barnet Road, omitting the call outside New Southgate Station. A quick scoot to Friern Barnet Town Hall and Woodhouse Road, before turning off along the freehold section via Summers Lane to Finchley High Road, where there was a slow moving queue to turn right into Squires Lane. A tight squeeze through the back streets to Church End, before regaining the main road to Finchley Central Station. Nearly empty after this on the final section following the Mill Hill East branch of the Northern Line, passing under the railway viaduct at Dollis Valley and depositing our final other passenger at the station. Only me and the driver around the new Millbrook Park Estate to the terminus at Inglis Way. 50 mins in total from the start.

The 382 is a fairly recent route, starting in 2003 between Southgate & Mill Hill East Station. It gained the extension to the new Millbrook Park housing development in 2015. Original operator was Arriva with PDL Darts, later replaced with EN types. Metroline took over in 2017 with the current DEMs.

Enviro200 DEM1353 of PB Garage at Southgate Station before my ride on it to Mill Hill East.

Metroline designated its Enviro200s according to length: DE = standard, DEL = long, DEM = medium, DES = short.

Route 221: Mill Hill East to Edgware, then Edgware to Turnpike Lane

From Millbrook Park, a short walk down Frith Lane brought me back to Mill Hill East Station, where I picked up my next bus on the 221 to Edgware. The route was converted a while back by Arriva London from DW diesels to HV class hybrids and I had HV228 for the run to Edgware, one of the newer version of the Volvo B5LH type with small upper deck windows and angular front (“Gemini 3”). What started as a simple run via Mill Hill Broadway was extended due to traffic congestion on approach to Edgware Town Centre, meaning that we took 25 mins to get to the station with a slow slog over the last half mile.

My inbound bus was now late, so went straight to the pick up stop for its next trip without a break. However, as there was a bit of a queue for it, I awaited the next departure 8 mins later, formed of an earlier example of the type, HV128, with the “classic” front and large windows on both decks (“Gemini 2”). Despite the traffic, which was now building, our driver drove positively and made up time where he could. A good thrash along Hale Lane in tandem with the 240, before sailing through Mill Hill Broadway. From here, we followed the former 240A route to Mill Hill East via Bunns Lane, encountering a small amount of congestion en route. From Mill Hill East, we roared up Frith Lane through the countrified section of route before encountering suburbia again on approach to North FInchley, where we caught up with HV228 in front.

From Tally Ho Corner, the 221 changes its nature from a quieter suburban link to a busier trunk route and we shared the load with the other bus, virtually serving alternate stops, which meant we made good progress despite it being the end of the school day in the area. Through Friern Barnet to New Southgate, before crossing the North Circ to Bounds Green. Our fast run meant we were several minutes early by now, but this was dissipated to an extent by a queue approaching Jolly Butchers Hill. A brief pause at the operational garage, Wood Green (WN), but no driver change on this occasion. Arrival at Turnpike Lane Station was after a good run of some 65 mins, ahead of the earlier bus!

Bus 221 replaced Trolleybus 621 between North Finchley and Holborn Circus in 1961, although the Central London terminus was Farringdon Street for the first few years before reverting to the traditional one in Charterhouse Street. It was extended to Edgware in lieu of parts of routes 125 and 240A in 1966, initially only on M-S but later became daily, although it normally ran in two sections. In 1995 it lost the southern section beyond Turnpike Lane.

It was converted from crew operation with RM to one man “Pay As You Enter” with DMS in 1973. M types were the standard for a long period from 1980 to 1999, when low floor conversion occurred with DLA, although these were then replaced with VLW then DW, hybrids taking charge in 2022.

2025 marks the 30th Anniversary of the 221 being withdrawn between Holborn Circus & Turnpike Lane. Arriva London VolvoB5LH HV128 with the older “classic” Wright Gemini bodywork on the 221 in Turnpike Lane Bus Station after my ride from Edgware, already blinded for its next trip.

The 221 is operated by a mix of the older and newer HV versions from Wood Green (WN) Garage.

Route 329: Turnpike Lane to Enfield Town

After my previous satisfactory runs, all that was required to finish the day was a simple trip on the relatively short 329 up to Enfield Town. Wrong decision - I should have plumped for the 231 instead! What I hadn’t realised was that roadworks at Hedge Lane in Palmers Green with temporary lights and one-way working was causing massive congestion on Green Lanes and surrounding roads. The 329 schedule was obviously shot to pieces, with late running, short turns and buses running in 2s and 3s. There seemed to be some effort being made to protect the northern “freehold” section of route, with most turns being at Wood Green from the north, although one or two turns at Winchmore Hill from the south were also noted.

None of this I knew as I awaited the next 329 at Turnpike Lane Bus Station, which turned up after 20 mins (on an 8 min frequency), formed of Arriva Enviro400 T272, of WN Garage. Not many passengers at first, but a massive crowd surged aboard at Wood Green Shopping City due to the gap in service. A lane closure at Wood Green Station caused the first (of many) delays. At WN Garage, I noted a 329 turned short and blinded for Enfield, but more crammed aboard our bus. On the way to Palmers Green, we missed several stops due to being full and standing, despite hordes of angry passengers waiting. Another bit of a queue on approach to the North Circ, but it was after passing Palmers Green (AD) Garage, that the fun really started!

We joined the back of a slow-moving queue all the way up to “The Triangle” and beyond, inching our way to the temporary lights at Hedge Lane. Almost an hour from Turnpike Lane to this point, by which time I was virtually losing the will to live. However, once we finally made it through the “pinch-point”, we had almost traffic free roads through Winchmore Hill and were on to the final stretch to Enfield. Just when I thought it was all over - a final twist - another queue along London Road into Enfield Town - no doubt caused by diverted traffic from the Slades Hill closure.

By this time, we had caught up the 329 in front and had two more behind us, all moving in convoy along Cecil Road and past the Town Park Gates to the terminus at Little Park Gardens, where the stand was absolutely rammed with all these arrivals. A grand total journey time of a massive 1h 20m - compared with the more usual 40m off-peak or 50m peak expected time - one of my worst trips in recent times and certainly the longest on this route ever!

The 329 was a localisation of the northern section of the 29 in 1992 using M types to begin with. DLA / DLP low floor deckers took over 2001, although these were replaced in turn by VLW and then T, with some DW and HV joining in, although the route is currently exclusively T operated. Conversion to hybrids is expected when these become available as new electrics are delivered for other local services.

Arriva London Enviro400 T272 of Wood Green (WN) Garage on the 329 at Little Park Gardens, Enfield Town, after my epic run from Turnpike Lane.

Roadworks in Palmers Green was causing massive delays to the service, resulting in 4 buses arriving here together, numbers 2 & 3 seen in this atmospheric twilight shot!

From Little Park Gardens, it was a short walk to Enfield Chase Station, there to catch the Great Northern train home after a day of mixed fortunes!

Watton

And finally… one from the archives!

Bristol LH BS10 of Enfield (E) Garage departs Enfield Town Cecil Road on the W9 for Southgate back in 1981, the year the route was converted from these short buses to the longer BL version of the type.

The bus is long gone, as are the old Police Station on the left and the Florida cinema on the right of this view.

Haring Around Harrow

This week, a series of bus rides centered on Harrow-on-the-Hill, including a trip over the border into Herts, then down to Edgware, Brent Cross & Acton, featuring some older and newer vehicles.

RATP Group Enviro200 MMC DDE20287 of Harrow (SO) Garage on the 395 at Westway Cross Retail Park.

The brown skirt is caused by road dirt and is not part of a new livery scheme!

Route 395: Harrow to Greenford Westway Cross (& back to South Harrow)

An early-ish Saturday morning start at Harrow Bus Station saw me board one of the habitual Enviro200 MMC single deckers on the 395 to Greenford, DDE20287 of Harrow (SO) Garage. This number still looks odd on a TfL route to someone like me, who associates it with the long-standing and still existing former Country Bus 395 Hertford & Ware local service, not that many miles away.

A fairly quiet journey, as we made our way direct to South Harrow Station via Bessborough Road, with no intermediate stops. After continuing to just beyond Northolt Park Station, we turned off the main road to loop around the Racecourse Estate the long way to Northolt Station, much to the chagrin of one passenger who wanted the station and was late for work - should have taken the 140 I said! Nevertheless, it is odd after coming from the Harrow direction to approach Northolt Station from the south. Following this, we turned off the main drag once again to serve more estate roads unique to this route in the Northolt Park area, turning right by the shops at Oldfields Circus. Emerging onto Oldfield Lane North, it was a short hop to Greenford Station, where we dropped our remaining passengers except me. Just a couple of minutes from here to the terminus at Westway Cross Retail Park. 35mins end to end on this short route.

I rectraced my steps as far as South Harrow on the return journey after the break, via the reverse of the outward trip. Again, not that busy, although with passengers on and off throughout, but never into double figures on board. 25 mins later I alighted at South Harrow Station.

The 395 is a relatively new entrant to the TfL network, only coming in 2009 and mainly replacing the 398 between Northolt and Greenford. There have been two operators - Metroline until 2019 with DE Enviro200s and RATP / London Sovereign since then with the current vehicles., although some older vehicles have guested.

RATP Group Enviro400 ADE40405 of Park Royal (RP) Garage on the 258 at Watford Junction after my ride on it from South Harrow.

A sight that will soon be history, as the route passes to Metroline on re-tender from 1st Feb 2025.

Route 258: South Harrow to Watford Junction

At South Harrow Station, I swapped to the 258, the reason for this choice being that the route was due to pass from current operator RATP to Metroline from 1st Feb 2025 as the result of retendering, so a final chance to ride the service with the old firm. I had one of the usual Enviro400s, ADE40405 from Park Royal (RP) Garage.

Departing on time, we almost immediately hit a snag, due to temporary lights on London Road causing a traffic queue up Roxeth Hill. After navigating this obstacle, a reasonable run over Harrow Hill past the famous Harrow School with traditional uniforms in evidence. Down the other side to Harrow Town Centre, where we did the double run to the Bus Station, but then encountered a further queue due to more roadworks in Station Road up to Harrow & Wealdstone Station. More than half an hour just to this point.

However, after this, we finally sped up and rocketed past Harrow Weald (HD) Garage, soon to be the new home of the route. Then the delightful countrified stretch through the woods via Clamp Hill and Old Redding Nature Reserve, to “The Alpine” at Bushey Heath - another famous hostelry no longer there. From here, we joined the common section with the 142 through Bushey Heath and Bushey to Watford, running in tandem with a WDE on the latter route, which meant that the two buses shared the load and we made good progress. Just a small hiatus for yet another set of temporary lights and one way working north of The Red Lion in Bushey. After calling at Bushey Station, a straight run into Watford Town Centre, taking the usual one way loop around to Clarendon Road and the terminus at Watford Junction Station. 65 mins overall for the run wasn’t that bad considering the delays on the initial section.

The 258 commenced in 1971 between Watford Junction and Harrow-on-the-Hill Station, replacing the northern section of the 182. Always OPO, it used MB types initially, although these were replaced in 1976 by SMS and three years later with LS. The extension to South Harrow came in 1978, initially direct, but in 1987 it adopted the route over Harrow Hill that we know today. From 1984, the service was upgraded to double deck M operation, but only on Sats initially.

A 5 year period from 1991 saw the route operated by Arriva with Darts, but in 1996 the contract passed to London Buslines with their Darts - it was only then that a Sun service was introduced, the route having always been M-S only prior to this. In 1999, London Buslines was subsumed into First Centrewest and following this, in 2001, double deckers returned using TN and VTL types. Arriva had a second stint on the service from 2006 with DWs, until RATP / London Sovereign took over in 2017 with the current ADEs.

With Metroline assuming control in Feb 2025, the wheel has turned full circle, so to speak, as the route will return home to its first garage at Harrow Weald for the first time in 34 years!

Not the example I travelled on, but representing electrics on the 142, we have Metroline BYD Enviro400EV BDE2758 of Edgware (EW) Garage at Watford Junction.

Although scheduled for these vehicles, a number of WDE type Wright StreetDeck Electroliners usually make up part of the allocation.

Route 142: Watford Junction to Brent Cross

To return from Watford, I switched to the other TfL route to serve the town, the 142. I had last ridden this in the opposite direction when it first passed to Metroline in 2023, during the initial period of operation with TE class Enviro400s. However, I had yet to sample the new electrics, so this was my opportunity. Officially, the 142 is now allocated BDE Enviro400EV types, but these tend to be mixed with WDE Wright StreetDeck Electroliners.

My vehicle on this occasion was BDE2768 of Edgware (EW) Garage which arrived at the Watford Junction stop duly “singing its song”, as do most new electrics which have been given an artificial noise to warn pedestrians of their approach at low speed. The interior was a blend of traditional Metroline moquette with high back seating, USB ports and other new features we now associate with TfL electric buses. A smooth and swift departure as we accelerated down Clarendon Road back to the town centre and around the remainder of the loop back to Watford High St Station, picking up a reasonable number on the way. A little bit of a queue leading up to Bushey Arches, before looping around to serve Bushey Station. Then back through Bushey itself and Bushey Heath, the only delay being a small one at the temporary lights just before The Red Lion.

At “The Alpine” junction, we parted company with the 258 and continued straight on downhill to Stanmore, passing on the way the Bentley Priory Museum, formerly Fighter Command HQ during the Battle of Britain and featuring in the 1960s film of that name. Worth a visit for those interested in the wartime history of London. We had a straight run past Stanmore Station to Canons Corner, where we swung a right along Stonegrove to Edgware High St, following the course of former Trolleybus 645, replacement bus 245 and latterly bus 251, until the 142 was rerouted this way into Edgware in 1993 away from its old course via Edgwarebury Lane.

The 142 now does a double run along Station Road to serve Edgware Bus Station, which we did without a driver change. Continuing immediately, a reasonable run down the Edgware Road serving Burnt Oak and Colindale, but busy with people on and off along the way. A small traffic delay at West Hendon where more roadworks narrowed the road and the Bus Lane was out of use for part of its length. Then we were at Staples Corner and the short rapid run to Brent Cross, terminating at the Shopping Centre where we disgorged our load. Our overall journey time was 1h 20m.

Back in the late 60s, the 142 was a crew operated RT route between Watford Junction, Edgware and Kilburn Park. With OPO conversion to SMS in 1970, it was cut back to Edgware from the north apart from a M-F Peaks extension to Colindale, the 32 taking over the southern section. In 1976, when the shopping centre opened, the extension to Brent Cross began. The route was re-double-decked in 1980 with Metrobuses, but tendering in 1986 saw the route pass to London Country from Garston (GR) Garage, which was to be home for the route for over 30 years, passing through the incarnations of LCNW, Luton & District and Arriva. Principal types changed through AN, LR, DLA and VLA during this period. In 2018, control moved to RATP / London Sovereign with ADE types plus the odd SP, but this only lasted 5 years until the last contract change in 2023 when current operator Metroline took over.

Volvo B5LH MCV EvoSeti VMH2546 of Cricklewood (W) Garage on the 266 at Brent Cross Shopping Centre. These hybrids were made spare from the 31 at Holloway (HT) and the 113 at Edgware (EW) Garages recently after replacement by electrics, so were able to take up the new contract on the 266 with Metroline which began in December 2024. This one is a former HT inmate.

Photography at this location is often hampered by the buses being parked close together on stand, but a rare gap enabled this shot to be taken!

Route 266: Brent Cross to Acton Town Hall

After a short break at Brent Cross Shopping Centre, it was time to continue the rides with a trip on the 266 to Acton, which transferred in December 2024 from RATP / London United to Metroline when the contract was re-awarded. Pending the delivery of new electrics, a number of VMH hybrids have been put together at Cricklewood (W) Garage for the operation, having been made spare after replacement by electrics at Holloway (HT) and Edgware (EW) on the 31 and 113 respectively. A few VWH types also appear on occasion, together with one or two VW diesels.

I had VMH2550, an ex-Holloway machine, which filled up with returning shoppers as to be expected at this busy location on a Saturday afternoon. Not a bad run overall, with several alighting at Staples Corner Retail Park, before we continued to the garage, where we had a short pause for a driver change. Then on to Cricklewood Broadway, where we turned right, following the old 666 Trolleybus route to Willesden Green and Willesden (AC) Garage. At Willesden Magistrates Court, due to Church Road being blocked by roadworks, we diverted the short distance along the main road over the roundabout at Neasden Lane before gaining line of route. Progress was halted by a jam at Craven Park into Harlesden, although once onto the one-way system, we got moving again. Less busy after Willesden Junction, as we past the massive building sites in Old Oak Common Lane in conjunction with the construction of HS2, which is completely changing the look of the area. Through North Acton and across the A40 to Acton Main Line Station, before taking the direct route to Acton High St, terminating at the Old Town Hall after a 1h 10m trip time.

The 266 dates from 1962, when it replaced Trolleybus 666 between Edgware and Hammersmith with RM operation. At the northern end, it was cut back to Colindale / Cricklewood in 1970 and then gained the Brent Cross extension in 1976. At the other end, it retracted to Acton Town Hall in 2019 following the introduction of new routes 218 and 306 over parts of the southern section.

OPO conversion with M types came in 1985, until replacement with AV Olympians in 2000. Low floor types arrived in 2005, mainly TA, although with appearances by other classes such as TP. The route passed to First in 2012 with VN operation, although this morphed into Tower Transit the following year. Metroline returned with TE in 2017, although this was only short term and RATP took over in 2019 using ADE and VH types.

Part Route SL9: South Harrow to Harrow

From Acton Old Town Hall, I took a 10min stroll to Acton Town Station, joining the Piccadilly Line for a few stops on a Rayners Lane service as far as South Harrow.

There, I was lucky that BCE47101 of Harrow (SO) Garage was just arriving on a northbound SL9, so I jumped aboard for the final leg of this non-stop “Superloop” run back to Harrow Bus Station, a short trip of just 5 or 6 mins.

RATP Group Enviro 400H ADH45033 is now at Canons Park (CP) Garage, which is effectively an outstation of Edgware (BT), but still bears its former Hounslow (AV) Garage code when seen at Northwick Park Hospital on the H14.

This is an unusual allocation on the H14, as the route is mainly operated by newer MMC versions of the Enviro400 Hybrid. The internal and external lights are on, as this was a late afternoon shot not long before dusk.

Route H14: Harrow - Northwick Park Hospital - Hatch End - Harrow

By now late afternoon, there was just time to fit in a rounder on short local route H14 before darkness fell. This service is operated by RATP / London Sovereign out of Canons Park (CP), which is essentially an overflow location for Edgware (BT) Garage. Whilst Enviro400 MMC double decks are the norm, I was lucky to find a sole older Enviro400H out and about with “classic” bodywork, ADH45033, on its way to Northwick Park Hospital. This is just a 5 min run from Harrow Bus Station and we had just a few on board. The terminus has moved from the former stands in front of the hospital, the area now being grassed over, to a new location at the side of the buildings a few yards away.

Due to late running, we departed again for Hatch End after just a couple of minutes with a handful of takers. A small crowd joined us back at Harrow Bus Station, after which we were sent on a long diversion, due to a width restriction on the direct route via Headstone Road and Harrow View. This involved continuing along Pinner Road via the 183, then right along Canterbury Road to Station Road and Parkside Drive via the H10 back to Harrow View, rejoining the normal route just south of Eastman Village. It seems no extra running time is allocated, but our driver made a commendable effort to stick to the schedule.

Up Courtenay Avenue to Long Elmes, where we turned left towards Headstone Lane and up to the Uxbridge Road, before arriving into Hatch End, serving the station and shops, where all but me alighted. One more stop to the terminus at St Thomas’ Drive, just under half an hour from the start. A former famous resident of Hatch End was comedian, scriptwriter and panel show player, the late Barry Cryer, who was a regular on the H14 and apparently used to amuse drivers and passengers with a one-man show during his bus rides!

At the terminus, a short layover, then I returned on the same bus back to Harrow Bus Station to complete the round trip. However, this time, we took the normal route along Harrow View and Headstone Road, there being no restriction in this direction. Arrival back in the town centre just as darkness was falling after a rounder of about an hour.

The H14 was a product of the “Harrow Buses” scheme in 1987, which saw the start of a number of “Hoppa” routes serving the area, including this one between Hatch End and Northwick Park Hospital via Harrow Bus Station. Initially, it was jointly operated with the H15, which followed the H14 from Northwick Park to Long Elmes and then diverged to serve Harrow Weald, terminating at Oxhey Lane. This variant came off in 1999 when the 182 was extended to cover the Oxhey Lane leg.

After beginning with MR minibuses, the H14 graduated to longer single deckers, progressing through SR, DT and DR types, going “low floor” in 1999 with DLD Darts. London Sovereign took the contract from Metroline in 2004 and has gone through its various phases with Transdev and RATP. Darts were the norm at first with DPS then DE classes, but although the odd double deck appeared before this, full conversion only came in 2018, initially with SP class Scanias but then with the current ADH type Enviro400 MMCs.

Back at Harrow Bus Station, my rides were concluded for the day after an interesting selection of routes and vehicles.

Watton

We finish with a retro view…

The H14 began as a “Hoppa” route with the “Harrow Buses” operation in November 1987. Here we have MCW MetroRider MR45 of Harrow Weald (HD) Garage at Harrow Bus Station on the first day.

These buses featured this smart red and white livery with black skirt plus logo depicting the spire of the church on Harrow Hill. Sadly, this look didn’t last long and the vehicles at HD Garage reverted to standard London red within a few years.

Harping Back in Hertford & Harlow

This report features a series of bus rides in East Herts & Essex, reliving some of the earliest days of my youth on the modern equivalents of old routes. Includes the celebration of the centenary of a Hertfordshire trunk route, the revitalisation of a cross-county service and some rides on former London vehicles now repurposed in the shires.

The 310 (Hertford - Waltham Cross) celebrated its centenary in December 2024, having linked these points under this number continuously for 100 years.

RMC1453 recreates the earlier era of crew operation on the route when seen in Hertford on the occasion of a Classic Bus Running Day in April 2024.

The 310 was RT operated from 1948 to 1972 from Hertford (HG) Garage, but RMCs normally allocated to Green Line 715 appeared occasionally, particularly in the latter days of crew working. They also put in the odd turn for a few years after OPO conversion in place of ailing ANs.

Route 310: Hertford to Waltham Cross

Fortified with hot coffee, I began Day 1 reminiscing at a freezing Hertford Bus Station, beside the recently completed riverside development, although nothing appears to have been done to upgrade the somewhat cramped and pokey terminus, which hardly befits the status of a county town.

My first route was one with which I have a long association back to childhood, when I lived with my family in Cheshunt and we regularly used the 310/A routes to visit my grandparents in Enfield, with occasional trips the other way for days out in Hertford. Green RTs were the usual fare in those days and I recall the frequent service which used to operate in the 60s, with 10-15 min intervals even on Saturdays and Sundays at certain times. Back then, the 310 ran between Hertford Sele Farm Estate and Enfield, with the 310A operating from Rye House to Hoddesdon, then in tandem with the 310 to Enfield. In M-F Peaks and Sunday afternoons, there were shorts between Enfield and Cheshunt Clarendon Road, which we sometimes caught to the Alighting Point on that street, although you couldn’t ride the terminal loop around Clarendon Road and Blindman’s Lane, as this was “not in service”, the first southbound pick-up being at the Old English Gentleman pub on the return.

I was very disappointed when, in April 1972, London Country replaced the RTs on the 310/A with one-man operated ANs. However, a surprise came 4 years later when Hertford (HG) Garage regained a couple of RTs, which appeared not only on RMC operated crew routes 341 and 395, but also on the 310A. In 1977, the 310A was replaced by the 316, which extended beyond Rye House to Hertford via St Margarets in place of the former 327 and this became the last new London Country route to host RTs, albeit only on odd workings and only for a few weeks, although I did manage one trip during this period. There was a final flourish of crew operation in 1977/8, when a few RMLs were allocated to HG for a short period and appeared on the 310/316. The garage in Fairfax Road closed in 1989 after privatisation and following the use of sites in Caxton Hill Hertford and Pindar Road Hoddesdon, the present site in Ware Marsh lane was obtained.

The reason for this current trip was to mark the centenary of the 310 number, which the Hertford - Waltham Cross route gained in December 1924 under the “Bassom System” renumberings, when country routes north of London gained 300 numbers and those to the south 400 numbers. Remarkably, the route still links those two places, albeit via a slightly different intermediate route now and with various changes in between. The 1930s saw the long-lived extension to Enfield Town, initially via Ponders End, although later switched to the Great Cambridge Road routeing. By the 2000s, traffic congestion was playing havoc with the schedules, particularly at peak times, and the Waltham Cross - Enfield Town section was gradually hived off to TfL Route 317. The 310 itself spawned a 311 variant, not dissimilar to the previous 316, although not serving Rye House. There was a brief rerouteing once again via Ponders End in the noughties, but eventually the 310 was cut back permanently to Waltham Cross in 2006.

The operator passed through the various iterations of London Transport, London Country, London Country North East, County Bus through to Arriva. However, the route has not been immune to competition, as there was a long standing route operated by Metroline under the 310A number from deregulation in 1986 to the early noughties, running between Hertford & Enfield via Ponders End, at a time when the 310 still ran via Great Cambridge Road.

Today, the variants have gone and the whole service once again operates under the 310 number, although largely via the former 311 routeing through St Margerets and the Hundred Acre Estate, leaving the main road unserved between Amwell Roundabout and Bridle Way, Hoddesdon. A 15-20 min service operates M-S daytimes, Hourly eves & Suns, operated by Arriva Herts & Essex out of Ware (WE) Garage.

Although one or two single deckers appear, the majority allocation is a batch of Enviro400 MMCs, new in 2016. I had fleet no 6490, in new Arriva light blue livery, but with a fair smattering of road dirt on the lower panels and windows due to the winter weather. Reasonably busy as we made our way out of Hertford via East Station and Tescos and then along Ware Road, exchanging passengers at Ware College by the level crossing. A driver change at the stop nearest the garage at Marsh Lane, before continuing through the misty and frosty landscape beside the New River up to Amwell. The former crossroads have long been replaced by a roundabout and we swung a left to serve Stanstead St Margarets, before taking Hoddesdon Road down to the Hundred Acre Estate, which we traversed back to Ware Road and regained the traditional route.

Lots of local short riders on this trip, with another exchange at Hoddesdon Clock Tower and Sainsburys, before continuing on to Broxbourne. Oddly, traffic was busier northbound than southbound at this time, which was towards the end of the morning peak. Pick ups and set downs continued through Wormley, with a large number of students disembarking at East Herts Regional College, although the large New River Arms pub at this site has long since been demolished. On through my old home town of Cheshunt to Waltham Cross without mishap, where we arrived after a 1h 10m journey, more or less on schedule, although I recall that in RT days, it only took an hour from Hertford Bus Station to Enfield Town - a sign of the times and increased traffic congestion slowing down services, even allowing for the slightly longer routeing followed these days!

Herts Route 242 was operated out of Potters Bar Garage for over 60 years from 1963, but was withdrawn by Metroline in January 2025 after years of decline and cut-backs. HCC awarded a replacement contract to UNO Buses, demonstrated by their Enviro200 513 arriving at Waltham Cross Bus Station.

The pink and purple livery is spoiled by a copious amount of road dirt thrown up on the country roads, a situation which is not uncommon at this time of year.

Route 242: Waltham Cross to Potters Bar

Next, some more nostalgic memories were evoked by a trip on the 242. This was another I was taken on as a child from home in Cheshunt to Potters Bar, aboard a PB Garage RT. Even now, I can recall the fast run on the country section between Cuffley and Potters Bar through Northaw, with hardly any stops and few passengers, an easy task for the conductor, who spent much of the journey chatting to my mother, although we were slightly busier east of Cuffley.

In those days, the 242 was a longer route, running between South Mimms and Chingford Station on M-S, with a 242A variant on Sundays between Potters Bar and Upshire. When OPO came in 1968, the service was standardised as 242 to Chingford daily, although from South Mimms M-S and Potters Bar on Suns. I recall trips by MB to Chingford on various occasions in this period. Double decks returned again in 1975 with conversion to DMS types, until these were replaced with Ms in 1981.

The route began to retract in the 80s, first losing the South Mimms - Potters Bar section in 1983 and then in 1986 the Chingford - Waltham Abbey part, although within a few years this was cut back further to Waltham Cross. A significant intermediate routeing change occurred more recently when the main service was diverted from the direct Cheshunt - Goffs Oak section via Goffs Lane, to serve Flamstead End, Brookfield Centre and Rosedale Estate in between, a longer route.

With deregulation in 1986, the route became a HCC Contract Service but remained operated by PB Garage. This situation continued for many years, through the change from London Buses to London Northern, MTL London and Metroline, although the timetable was gradually reduced over time. Having started with a 30 min M-S frequency, Hourly eves & Suns in 1986, over the whole route, by the start of 2025, a basic 30 min M-S service only remained over the Waltham Cross - Brookfield Centre section, with a handful of journeys on to Cuffley and even fewer to Potters Bar. Unsurprisingly, Metroline eventually threw in the towel and ceased operation after 3rd January 2025. Oddly, a separate contract for the Sunday service running every 2 hours was unaffected and continued with its existing operator, Central Connect!

Fortunately, HCC was able to secure a replacement service operated by UNO Buses, which now offers an improved service for the long-suffering residents of Cuffley & Goffs Oak at least, running hourly M-S daytimes and early evenings over the whole route from Waltham Cross to Potters Bar. This began on 4th January and was a more sensible use of the 2 buses allocated, even though it meant a reduced headway south of Brookfield.

I arrived at Waltham Cross Bus Station in time for the 0935 departure, although this came and went with no sign of the bus. A check on bustimes.org showed the inbound trip running 15 mins late and eventually a very grubby UNO Enviro200, fleet no 513, arrived and departed about 10 mins down on schedule. A reasonable number on board over the first section, back to Cheshunt Old Pond, then up College Road to Flamstead End, where I noticed that “The Jolly Bricklayers” pub, terminus of one-time Sunday RT Route 205, was no more. The section from here along Whitefields Road to Brookfield Lane is very narrow, with parked cars impeding our progress. At the Brookfield Centre, a passenger exchange, with 7 of us on board from this point - one alighting in Rosedale, one in Goffs Oak and one at Cuffley Station. All were commenting on the improved hourly frequency to these points.

Only 4 of us on the country section from Cuffley to Potters Bar, but hopefully usage will grow as people become aware of the service, particularly as there is a new housing development on the outskirts of Cuffley at the Northaw end which would benefit from the links provided. Nice to have a fast run on the scenic stretch even on a fairly murky day which this was, reliving memories of former times. We took 55 mins for the trip, around 5 mins more than scheduled, despite no major hold-ups. A driver change took place at Potters Bar Station, with both of them commenting that it was a nice route to drive, but that the running time was a bit tight with not much room for recovery, especially at peak times.

Potters Bar Town Service PB1 is operated by Metroline using this unique in the fleet Optare MetroCity EV. OEM2750 calls at Potters Bar Station.

Following withdrawal from the 84, 242 and 305, the PB1 is now Metroline’s sole commercial route in Herts at Potters Bar (PB) Garage.

Route PB1: Potters Bar Town Service

As I had decided to return to Waltham Cross on the other bus on the 242, I had time to fit in a quick rounder on Potters Bar local PB1. This is now the only “country” route operated by Metroline from PB Garage, having given up the 84, 242 and 305 in recent times. The normal allocation is a sole Optare MetroCity EV single decker, OEM2750, although this is sometimes subbed by a diesel when the electric is unavailable. A 30 min service operates M-S daytimes with one bus on this short service.

I only had a few minutes to wait at Potters Bar Station before the expected vehicle appeared and I hopped on with a few others for the first of the two loops, which was the circular via Rushfield and back to the station. Then the second loop, up The Ride to PB Garage and via the Oakmere Estate, back to the High Street and down The Ride to the station again. A straightforward 25 min run. Many of the passengers were clearly regulars who knew the driver and exchanged news with him about other passengers who he hadn’t seen for a while! A useful service with a very provincial feel to it.

The PB1 started in 1977 as a minibus service using a Ford Transit FS type out of PB Garage, later replaced with an A type Dodge vehicle. In 1986, it ceased to be an LT service and became a HCC contract, passing through various operators until returning to Metroline at its original garage once again.

Recalling the days when the 242 ran between South Mimms & Chingford Station, MCW Metrobus M1014 is seen at the old Blanche Lane terminus at the former location. This was in association with a PB Garage Open Day in Summer 2019.

This type ran on the 242 for most of time from 1981 until the early noughties, a significant stint unlikely to be equalled by modern vehicles!

Route 242: Potters Bar to Waltham Cross

Returning to the 242, I caught the next working, formed of Enviro200 fleet no 517, slightly cleaner than its compatriot. This was due to depart Potters Bar Station at 1136, but it was late running on arrival and left 5 mins down on schedule after another driver change. 3 of us boarded at the station and 1 more at the garage, before another non-stop run through Northaw Village and the country section to Cuffley. 2 more picked up at Cuffley Station and 4 at various stops in Goffs Oak, all travelling either to Brookfield, Cheshunt or Waltham Cross. As with the outward run, busier over the Brookfield - Waltham Cross section, but heartening to see people beginning to take advantage of the newly improved service on the western part of the route.

55 mins again for the journey, reflecting the tight timetable, but difficult to see what else can be done to maintain an hourly service with just 2 buses. Maybe local route C1, now restricted to a few M-F peak trips, could be resurrected as an hourly all-day M-S service and take over the loop section in Cheshunt, enabling the 242 to return to its main road route and thus reduce the end to end running time?

Arriva Herts & Essex Enviro400 MMC 6489 of Ware (WE) Garage undergoes a driver change at Waltham Cross whilst on Route 66 to Loughton & Debden.

The 66 covers much of former LT Route 217A, which was RT operated out of Loughton (L) Garage until withdrawn in 1977. Various other route numbers have operated over this corridor since.

Route 66: Waltham Cross - Loughton / Debden (& back)

Next on the list, another ride designed to trigger old memories, as I prepared for a trip on Arriva Herts & Essex 66. This is a direct descendant of former LT Routes 217A Enfield to Loughton Garage (M-S) and 205A Hammond St to Loughton Garage (Sun), which covered the Waltham Cross - Epping Forest corridor with RT operation from Loughton (L) Garage back in the 70s and a familiar haunt for me in those times. The 205A came off in 1976 with a daily 217A taking over this leg, but that only lasted until August 1977, when the 217A was withdrawn completely.

After a period of London Country operation with Green Line 703 and then Bus 329 which linked Waltham Cross, Epping Forest and Harlow, red buses returned in 1979 with new route 250 between Waltham Cross & Grange Hill Limes Farm Estate using LS Leyland Nationals from L Garage. 1981 saw a rerouteing at the southern end to South Woodford, but in 1986 the route passed to Sampsons Coaches under ECC tendering and ceased to be a London Buses service.

The 250 changed its routeing again, being diverted to Debden Station via Loughton, then ending up with an unusual one way loop working around Loughton & Debden, before returning to Waltham Cross. Operators changed too, ending up with Arriva, although in 2013 they withdrew. A new company, EOS London, took over the corridor on a similar route numbered 66. However, in 2018 they ceased operation and Arriva returned, also using the 66 number, when one might have expected them to revive the 250! The 66 now runs every 30 mins M-F daytimes, 45 mins Sat daytimes and Hourly M-S eves.

Sundays were something different in latter years, initially a 66A run by Vectare / Central Connect which ran largely as per the 66 but with an additional loop serving Upshire, although this has recently been renumbered 16C to fit in with that company’s M-S 16 between Waltham Cross & Ninefields. An hourly Sunday service operates.

Back to the rides and, after a driver change, Enviro400 MMC 6489 “Laura Trott” of Ware (WE) Garage pulled up at the appropriate stop in Waltham Cross Bus Station. Several of this batch are named after local celebs, Olympic Cyclist Laura Trott having grown up in Cheshunt. After a good start, we encountered temporary lights at the Green Man junction in Waltham Abbey, although this is another pub that has now disappeared, replaced by housing. Unfortunately, with parked cars to our left and a slow moving queue on our right as we negotiated the roadworks, a white van coming the other way forced our driver to take avoiding action and we sideswiped a parked car. Luckily, no injuries to anyone or serious vehicle damage, but there was a 10 min delay as the driver reported the incident to the depot and unsucessfully tried to locate the car driver. Eventually, we carried on, with only a few scratches to the bus.

A surprisingly busy service with plenty of local riders between Waltham Cross and Waltham Abbey, then from Waltham Abbey / Ninefields to Loughton, many alighting either in the town or connecting with the Central Line at Loughton Station. If I half-closed my eyes as we made our way through Epping Forest, up Woodredon Hill to the former Wake Arms and on down Goldings Hill to the site of the former Loughton Garage, I could almost imagine myself on an RT on the 205A or 217A! At Loughton Station, a few minutes hesitation are built into the schedule and we took on another reasonable number for the continuation around the loop to Debden, then via Rectory Lane and back up Goldings Hill into Epping Forest on the reverse of our outward route.

No drama on the return run, although we did carry a decent number of passengers, both short-riders and longer distance ones, probably more than in the old days of the RTs, although back then there was no direct link to/from the Central Line, which clearly helps drive the usage. 1h 30m for the rounder, some 10 mins more than timetabled, due to the unscheduled pause on the outward leg.

The latest generation of vehicle on the 310 is represented by Enviro400 MMC 6490 at Hertford Bus Station at the start of my journey on a freezing winter’s morning. This batch came to Arriva’s Ware (WE) garage in 2016 and now appear on the 66, 310 and 331, with odd journeys on the 251 & 395.

In contrast to the older scheme worn by 6489 above, this example is in the new light blue Arriva livery, although a liberal sprinkling of road dirt spoils the appearance.

Route 310: Waltham Cross - Hertford

Day 1 ended with a return run on the 310, this time aboard Enviro400 MMC 6489 named “Gino D’Acampo”, celebrity chef and game show host. A straight run on the return, busy with homegoing school students in parts, but all went well until we arrived in Ware, when we were suddenly taken on a diversion off route and down Marsh Lane into the bus depot! There, we were treated not just to a driver change, but to a vehicle swap, everyone having to transfer from our nice warm bus onto a freezing cold 6493, which was just entering service after presumably standing around for ages. Nevertheless, an interesting move, which I had not experienced before, so don’t know whether this is a regular occurrence or just a one off. Arrival back at Hertford Bus Station was about 5 mins late after a 1h 10m run.

Former Arriva London Enviro400 T104, previously of Norwood Garage, at Harlow Temporary Bus Station on Central Connect Route 25 to the Brookfield Centre.

This is one of 4 former Arriva London Enviros with Central Connect, which have been neatly single doored, but retain London red livery and fleet numbers. T98 peeks in behind on Route 20 to Ongar.

Route 25: Harlow - Brookfield Centre (& back)

Day 2 and my focus switched from Hertford to Harlow, where the centre of bus operations has recently moved from the former Bus Station to a temporary one set up in Post Office Road Car Park, whilst the old site is refurbished and transformed into a modern interchange. The new location is well laid out though, with individually lettered stops / shelters sporting stop specific timetables. “Where to Board Your Bus” maps are posted in addition to an electronic display of next departures. Set beneath the trees, even though these were bare at this time of year, the ambience was considerably enhanced when compared with the stark concrete surroundings of the former site!

Having concentrated mainly on Arriva services in the area on my last visit, I switched my focus to Central Connect, part of the Vectare group. Whilst their fleet has been modernised in recent times, with many of the former secondhand ex London vehicles being withdrawn, it was good to see the tradition continued with the arrival into the fleet of 4 former Arriva London Enviro400s formerly at Norwood (N) Garage. These were intended mainly for school contracts, but also appear on the 25 and the 20/21, the latter mainly at weekends.

Fleet number 585 arrived on the 25 shortly after I did, still in London red and sporting its original fleet number, T104. Like the others in the batch, it has been neatly single doored and underwent a driver change, before pulling up at the appropriate stop for the next departure to the Brookfield Centre. The 25 is another that was renumbered last year, in this case from 410. The route orginally ran between Harlow and Waltham Cross, partly in competition with the 310 at its southern end, but serving Rye House and Brookfield, which are not covered by the latter service. More recently, it was cut back to terminate at the Brookfield Centre from the north, enabling it to be operated with 2 buses on an hourly frequency M-S daytimes. On this particular day, a Saturday, T104 and T105 were the two buses out to play.

Half a dozen of us boarded in Harlow, all bound for Brookfield. Inside, you couldn’t see the join where the centre door had been panelled over, with the wheelchair space relocated to the nearside at the front and additional seats in the same style as the others placed in the gaps created. We departed Harlow via the Town Station Roundabout, where road works were in progress, but then had a fast run along the A414 dual carriageway before taking the slip road off to serve Stanstead Abbots, where we picked up more custom. After a brief halt at St Maragarets Station level crossing to allow a train to pass, we joined up with the 310 briefly along Hoddesdon Road and around the Hundred Acre Estate, before diving off to loop around Rye Park and Rye House. Hoddesdon was then approached via Middlefield Road, meeting up with the 310 again for the section past the Clock Tower and on to Broxbourne, Wormley and Turnford. At the New River Arms Roundabout, we continued straight on up to the Brookfield Centre. A relatively quick 45 min thrash with reasonable usage throughout.

With a 15 min break, there was time to call in at the adjacent Tesco store for supplies, before departing on the return run aboard T104. Basically the reverse of the outward route, apart from the one-way sections in Hoddesdon, with plenty of passengers. The route benefits from having shopping destinations at each end and in this direction, we picked up many in Hoddesdon and Stanstead Abbots in particular, bound for Harlow. Almost full by the time we reached the non-stop A414 section. The roadworks near Harlow Town Station were causing some congestion by this time, so we took 50 mins overall, 5 mins longer than the outward trip.

Also on Central Connect Route 20 at Harlow Temporary Bus Station is former First London and Tower Transit Enviro400 DN33787.

This vehicle retains dual doors and is in Borough of Redbridge livery, working previously with Simonds Travel of Norfolk.

Route 20: Harlow - Ongar

The Harlow - Epping - Ongar corridor is another which evokes particular memories. Back in the 70s, I visited the area several times to ride the remaining London Country Green RTs at Harlow (HA) Garage, their main haunts being the 339 Harlow to Ongar & Warley, 396 Epping to Bishops Stortford and 397 Harlow to Bishops Stortford, until they were swept away in 1976 to be replaced by hired Southend Transport Leyland PD3s and later by RMLs. In more recent years, I have able to reprise rides on Green RTs on the 339 operated by the London Bus Company in connection with their heritage feeder service to the Epping Ongar Railway, something I never though I would do again when the RTs left the area in 1976!

The regular 339 has long gone, the Harlow to Ongar via Epping service being provided these days by routes 20/21, operated by Central Connect. These were further routes renumbered last year, from 420/420A. The 20 operates to Ongar and the 21 to Epping, the latter being a shortworking of the 20, apart from a slightly different routeing in and out of town in Harlow. The M-F daytime service is every 30 mins on each route (every 15 mins combined on the common section) and every 60 mins Sats on each (every 30 mins combined). An Hourly evening and Sunday service operates on the 20 only.

The routes are in process of upgrade to brand new Enviro400 MMC double deckers, with 2 arriving in 2024 and another 4 due in 2025, although some Enviro200 MMC single decks also help out. The ex London Ts appear on occasion, especially at weekends when they are not required on school routes and the reduced frequency needs higher capacity vehicles to cope. It seems odd that the M-F daytime frequency is not extended to Saturdays at least, as the routes can be busy at times.

On the Saturday of my visit, the 20/21 were being worked by the 2 Enviro400 MMCs, former Arriva London T98 and a surprise vehicle - an Enviro400 formerly with First London and Tower Transit but now with Simonds Travel, based in Diss, Norfolk, and part of the Central Connect / Vectare “family”. It was unclear whether this bus was a transfer or a loan, but I jumped on when it pulled up to form the next working on the 20 to Ongar. A quick check on-line showed that the bus was former DN33787 and was in London Borough of Redbridge livery. The vehicle still retained its dual doors and had the purple first interior with Tower Transit moquette, the only obvious alteration being the fitment of seat-belts, presumably for its school-bus use.

A slow start on departure from Harlow as we made our way through Tye Green to Potter Street - a different way from the former 339, which used to go via The Stow and Old London Road to Potter Street. However, from this point on, it was as per the old route down through Thornwood Common and the fringes of Epping Forest into Epping Town, where we made the traditional double-run to the station. Busy over this section and we picked up more passengers when making our way back along the High Street, mostly shoppers returning to North Weald. After calling at several stops in the village, we reached The Talbot roundabout, the start of the fast winding section through the rolling countryside past Blake Hall to Ongar, just a handful left for this part of the ride. Arrival at the time-honoured “Two Brewers” terminus was after a run of just on the hour. Whilst I would have preferred an RT, at least it was an ex-London bus!

Flashback 4 years to 2021 when Central Connect ran ex London United Scanias on the 420 (Harlow - Ongar). SP40153 is captured at the Ongar Two Brewers terminus. These vehicles are now all withdrawn.

The 420 was gratuitously renumbered 20 in 2024, with several other Central Connect routes also receiving new low numbers to replace former ones in the 300s / 400s.

Route 20: Ongar - Harlow

After a break for lunch, I caught the next 20 back to Harlow, one hour later. This time, I came right up to date, with a trip on fleet no 502, the first of the two new Enviro400 MMC vehicles now in service with Central Connect. A nice bus, very long, in Vectare two tone blue livery with Central Connect fleetnames and large “Transport Made Simple” legends on the side panels between decks. Inside, high backed seats, with USB ports and other modern features, although the grey/black moquette and matching interior presented a rather harsh ambience. However, a smooth ride as we left Ongar and made our way back through the countryside to North Weald. Gradually busier from here onwards, as we traversed the Epping double-run for a second time that day.

A slow-moving traffic queue held us up a bit on the return through the High Street, but we soon made up time on the stretch up through Thornwood to Potter Street. In fact, soon after this, we paused for a couple minutes due to early running, before continuing through the estate roads and back to Harlow Town Centre. Another run of 1 hour.

Central Connect are restocking the 20 / 21 on the Harlow - Epping - Ongar corridor with new Enviro400 MMCs. Two were delivered in 2024, including 502, seen here in Harlow Temporary Bus Station on a 21 working to Epping. Four more similar vehicles are expected in 2025 to complete the process.

These buses are in the parent company Vectare two tone blue colour scheme. Note the “Transport Made Simple” strapline between decks. The trees surrounding the Temporary Bus Station provide a nicer ambience than the stark concrete environment of the old location, which is undergoing an upgrade.

Route 407: Harlow - Old Harlow (& back)

First Essex and its predecessor Eastern National used to have a presence in Harlow, but this gradually declined over the years and then disappeared. With ECC contract changes in 2024, First made a come-back and now operate certain tendered town services. One of these, which was new to me, is the oddly numbered 407, when one might have expected a low number like all the other local routes. This links Princess Alexandra Hospital with a new development at Aspen Way in Old Harlow via the Bus Station and Harlow Town Station. An hourly service operates M-S all day, with evening journeys plus one or two peak workings also serving Little Parndon, which take the number 417 to distinguish the variant.

The route serves the Bus Station twice in a rounder and I boarded Enviro200 44081, a former First London example, DML44081, on the short trip to the hospital. Just me and two other passengers, who wanted the retail park but came along for the ride round the loop rather than wait in the cold. A quick perambulation through the hospital grounds, with no takers, then back to the Temporary Bus Station just 10 mins later. Still no custom, as we departed and made our way down to Harlow Town Station, where traffic congestion at the roundabout was causing chaos. After double-running to the station, we joined another slow-moving queue along Edinburgh Way to the various retail parks - if only the people in all those cars had gone by bus, although an hourly service is probably not very attractive! The two other passengers alighted on this stretch and it was just me and the driver on through Old Harlow, past the Post Office and then around the by-pass to the new development at Gilden Park, where a terminal loop working is in operation.

Due to later running, we kept going without the allotted stand time, but at least picked up a couple more passengers here for the return to town. No more joined us from here on and we again encountered a traffic queue after Old Harlow on approach to the retail parks. Another double-run to Town Station, then back up to the Bus Station to complete the rounder. An overall trip time of an hour, with only 5 passengers in all, including me. The traffic meant that stand time at each end was totally abandoned, the driver attempting to get back on schedule by keeping going. A useful route but probably not frequent enough to attract more custom and not reliable due to congestion, although hopefully some of this will be resolved when the current roadworks near Harlow Town Station are completed.

First Essex have made a comeback in Harlow with new contracts on certain town services awarded in 2024. Enviro200 44915 turns out on the 407 (Princess Alexandra Hospital - Old Harlow).

The Enviros used on these routes include some former First London examples, including DML44081 which I rode, continuing the theme of ex London buses in the town.

So ended my couple of days revisiting old haunts on the Herts / Essex borders, interesting to see how the routes have changed in the area since I first rode them all those years ago!

To end this article, another retro view, taking us back to London Country days when the 339 was the main route between Harlow, Epping, Ongar and beyond. RT1700 is at Epping Station during a heritage bus Running Day in February 2022 organised by the London Bus Company in association with the Epping Ongar Railway.

Green RTs were the mainstay of the 339 for many years until 1976. The conductor wears traditional LT Country Bus uniform, complete with Gibson ticket machine.

Last Call, 118?

A journey through South & South West London on various bus routes, including possibly my final ride on the 118, which is due to be replaced by an extension to the 45 in February. As you may have guessed, the title of this article is a reference to the 118 118 Directory Enquiries number, which was popularised in the early noughties through TV ads featuring two runners with moustaches!

Start Point of my journey:

Marble Arch in the centre of town. Arriva London LT740 of Brixton (BN) Garage before my trip on the 137. The route was cut back to this point from Oxford Circus in 2017.

The interesting effect in the upper deck windows is produced by reflections from the trees opposite in the weak winter sun and not a new form of advertising wrap!

Route 137: Marble Arch to Streatham Hill Telford Avenue

This trip began in the centre of London at Marble Arch, just after the morning peak. To reach my intended area of rides, I took trunk route 137 from the West End to its outer terminus and home garage at Brixton (BN), referred to on bus blinds as “Streatham Hill, Telford Avenue”. Several “New Routemasters” were on stand when I arrived, but LT740 was next on the schedule, so I duly boarded at the first stop.

Fortunately, traffic was free flowing at that time and we soon made our way down Park Lane and around the Hyde Park Corner roundabout, before striking off towards Knightsbridge and past the top-end stores in Sloane Street down to Sloane Square. Along Chelsea Bridge Road past the barracks and over the Thames via Chelsea Bridge, before passing Battersea Park and Queenstown Road Stations. The housing gave way to greenery as we circled Clapham Common, before the stretch along Acre Lane and Kings Avenue to Clapham Park. Then up to Brixton Hill before hanging a right to the terminus outside Brixton Garage. Just a 45 min run on this occasion, which wasn’t bad and not that busy throughout.

When I first knew the 137 in the mid 70s, it was a much longer route from Archway in North London to Crystal Palace in the south with crew RM operation, later converted to the longer RMLs. In 1987 came the cut back to Oxford Circus at the northern end, with the Archway leg replaced by a new 135, which didn’t stand the test of time and has since disappeared. One-manning was achieved by stealth, when the southern section from Clapham Common to Crystal Palace went to offshoot OPO route 137A in 1991, except eves & Suns when the new route swallowed up the 137 entirely to Oxford Circus, thereby making the whole service OPO at these times. Crew RML operation remained on the rump of the 137 on M-S daytimes until full OPO conversion to DW types in 2004, almost at the end of Routemaster operation in London. LT types replaced DWs in 2014, with a further cut back from Oxford Circus to Marble Arch coming in 2017.

Go Ahead London Enviro400 E143 of Stockwell (SW) Garage leads the pack on stand in Brixton on the 118, which is due to be withdrawn in Feb 2025 and replaced by an extended 45.

The mural above the bus is entitled “Children at Play” and is one of several in the area sponsored by the local council.

Route 118: (Streatham Hill to Brixton Station) then Brixton to Morden

Crossing the main road outside Brixton Garage, I switched to route 118, operated by Go Ahead London out of Stockwell (SW) Garage, mainly using Enviro400s, although the odd hybrid appears. E143 was the next to appear for the short 10 min ride down Brixton Hill to the end of the line at Brixton Station.

The reason for this choice of route was that it is due to disappear shortly, as part of a series of route changes in February 2025, so likely my last chance for a ride. The plan is for the 45 to be cut back at its northern end from Elephant & Castle to Camberwell Green, but extended at the southern end to swallow the whole of the 118 from Brixton to Morden. The 59 will be rerouted away from Brixton Garage to cover the former Clapham Park stub of the 45. In my view, it would have been better to keep the 118 number for the new Camberwell - Morden service, as it has more in common with that route than the 45 and would potentially be of less confusion to the travelling public!

After its layover, I reboarded E143 at Brixton Police Station for a trip along the whole route to Morden. A busy trip, with plenty of punters, as we sailed up Brixton Hill and on past the garage to Streatham Hill and Streatham High Street, where roadworks were taking place but didn’t delay us for once. Past St Leonard’s Church to Streatham Station and then turning off the main road to Streatham Common Station, where we paused briefly for timing purposes. We were then into the narrower suburban roads around the Pollards Hill area, before reaching the wider expanse of Mitcham Common followed by Mitcham Town Centre. After Lower Green and Mitcham Tram Stop, we were over the River Wandle and then turned parallel to it along Wandle Road to Morden Hall Park, where temporary lights were causing a queue in the opposite direction, but not for us. Arrival at Morden Station was after a total run of just under the hour from Brixton.

The 118 is a long standing route, dating from 1936 when it began as a new service from Clapham Common to Mitcham Common. Over the years, it was first extended to Raynes Park, before being cut back to Morden when Flat Fare Route M1 started in 1969. I missed RT operation on the route, it being in the hands of RMs when I first rode it in the mid 70s. OPO came with Ms in 1985, although these were replaced later with Ls. 1990 saw a cut back from Clapham Common to Brixton Hill in lieu of the 60, with a M-F Peaks extension to Brixton Station which in 1994 became a more useful all day terminus.

A period with Ts followed in the 90s, before London General (later part of Go Ahead) assumed the contract with PVLs in 2001, these later being replaced with the current Es, although WVL, DOE and WHV types have also performed in recent years. It will be sad to see this number disappear from London’s streets.

RATP Group Enviro200 MMC DXE20285 of Tolworth (TV) Garage, on arrival at Epsom General Hospital after my ride on the 293 from Morden.

These extra long versions of this type appear only on the 293 and H37.

Route 293: Morden to Epsom General Hospital (& back to Epsom Town Centre)

This was a route I had not travelled on for a while and is normally operated with extra long Enviro200 MMC (DXE) single deckers, which are scheduled only on the 293 out of Tolworth (TV) and H37 out of Hounslow (AV) by RATP Group. There is a scheduled double deck working on the 293 at school times, although occasionally one can be seen during the day, but not when I visited, as the allocation was solidly DXE.

Having just missed one at Morden Station, I had nearly 20 mins to wait for the next, which was DXE30285. Just a few boarded with me on departure, as we took the detour away from the main road route to North Cheam via the back doubles of Lower Morden. Back on the “traditional” route, we continued out of the London area into Surrey, passing the wide expanse of Nonsuch Park before arriving into quaint Ewell Village. The section from here into Epsom Town Centre was busy with shopping traffic, although we virtually emptied out at the Clock Tower and continued with just a couple of us up to the terminus at Epsom General Hospital. Just 40 mins overall for the trip.

After a 15 min break, we continued on around the one-way terminal loop past the back of the hospital grounds and back to the town centre, where I alighted.

For a short route, the 293 has had an unusually complex history. Coming in 1970 between Morden & Epsom to convert the southern end of the 93 to one-man buses using MB types, it was double decked in 1974 with DMS. 1983 saw an extension at the Morden end to Hackbridge in place of the M1. Tendering saw the route pass to London Country in 1986 with AN and later LR types. In 1989, the northern terminus switched again, to Merton Abbey Savacentre, the operating company morphing into LCSW, then London & Country and finally LondonLinks. The 90s saw a series of extraordinary forays south of Epsom for the route, reaching at different times West Park Hospital, Bookham, Effingham, Walton-on-the-Hill and even Merstham! There was a short-lived Summer Sundays extension to Chessington World of Adventures too.

The new century saw the route settle down to its current Morden - Epsom Hospital axis, aside from the rerouteing via Lower Morden in 2003. The year 2000 had seen a short term reallocation to London General from Sutton (A) Garage using Ms. Operator changes followed, with Epsom Coaches and Metrobus taking a turn with various single deck types, until the current operator RATP / London United took over in 2018. After the temporary use of Optare OT types, the present Enviro200 MMCs assumed control, although operation passed from Epsom (EB) to Tolworth (TV) in 2021.

RATP Group ADE40492 of Tolworth (TV) Garage stands outside the refurbished Cromwell Road Bus Station in Kingston on the 418. The bus was formerly with First and then Tower Transit as their DN33792.

This service, together with its companion route 406, were meant to receive VH class Volvo Hybrids at last contract renewal, but the process is incomplete and a few Enviros still appear.

Route 418: Epsom to Kingston

After a short pause to stock up on lunch supplies, I continued my rides with a journey on the 418. Also operated by RATP from Tolworth (TV) Garage, this route is unusual (for a TfL service!) in being jointly operated with the 406, which serves the same destinations, although via a different intermediate route at the Epsom end. It was clear from bustimes.org that certain buses switch from one route to the other during the day, presumably for efficiency of operation.

The timetables are also jointly scheduled (for once!) with a 20 min M-S daytime service on each route, 30 mins eves & Suns, coordinated to provide departures from Epsom every 10 mins M-S daytimes, 15 mins eves & Suns.

The last contract change saw the routes retained by RATP on the basis of using VH type hybrids, but around one-third of the service remains with Enviro400 diesels. ADE40492 was on the next 418, immediately recognisable as a former First London vehicle due its purple / grey interior, although retrimmed with London United blue moquette. This bus later passed to Tower Transit as their DN33792 before ending up with RATP. A reasonably busy trip, filled with returning shoppers from the sales, as we made our way around the nether regions of Epsom via the Longmead Road area and the Chessington Road, before turning off along Ruxley Lane.

At Kingston Road, we rejoined forces with the 406 (which proceeds from Epsom via Ewell) for the rest of the run. A fast trip on the dual carriageway up to Tolworth Roundabout, before continuing to Kingston. At Surbiton, the 406/418 take the direct route via Surbiton Hill Road, avoiding the dog leg through the town centre that other services follow, a useful time saving for through travellers. We terminated at the revamped Cromwell Road Bus Station in Kingston just 45 mins from the start, although the long closure for rebuilding didn’t seem to have made a huge difference to the facilities provided, other than a new canopy and updated seating!

The 418, like its companion 406, was once a London Country route with green buses. After a period with Arriva, the Epsom - Kingston portion of the 418 became a TfL service in 2002, operated by London United with Ms, later going single deck with DPS Darts. Quality Line (as Epsom Buses had become by that time), took the contract in 2007 with double deck Enviro400s. After selling out to RATP / London United in 2017, the Enviros were reclassified into the ADE sequence, although other examples from elsewhere since joined them. VH types have been the majority allocation since latest contract change in 2021 which is where we started this story.

RATP Group BCE47059 of Fulwell (FW) Garage proclaims “I am an electric bus” at Tolworth Station.

This is a new terminus for the 281, which moved here from its old stand behind Tolworth Shopping Centre in July 2024.

Part Route 281: Kingston to Tolworth Station (& back to Surbiton)

To finish, one last order of business, a trip to the new Tolworth Station terminus of the 281, which moved there in July 2024 from the previous stand behind the shopping centre on the opposite side of the roundabout. A short but useful extension to connect transport modes.

I took RATP Group BCE47040 of Fulwell (FW) Garage from Kingston to Tolworth, this time serving Surbiton Town Centre, ending with the short one way loop on which the new stand is situated beside the entrance to Tolworth Station. Just over 20 mins this way.

For the return, I managed to jump a couple of workings as there were already two buses on stand when I arrived. BCE47059 was first to leave and I took on the short 10 min journey back as far as Surbiton Station, where I switched to rail for the journey home.

I had ridden the whole of the 281 from Hounslow to Tolworth in its old format some months previously, so only felt the need to cover the southern bit with the new extension this time.

The 281 famously replaced the 601 Trolleybus in 1962 between Tolworth & Twickenham with RM operation initially, being extended to Hounslow in 1965. Largely unchanged since then, except for changes in vehicle type, it is worth mentioning that there was a M-F Peaks extension south of Tolworth, to Chessington Industrial Estate, from 1970 to 1987, so this is not the first occasion that the 281 has ventured across the Tolworth Roundabout!

Watton

Old & New in South East London

Finishing 2024 in style with rides on some older Go Ahead London diesels and the latest electrics in the South East quadrant of the TfL bus map.

The weak winter sun struggles to break through over Woolwich where a grubby E264 of Morden Wharf (MG) Garage stands after my journey on it from Lewisham.

At least someone has thought to clear the dirt from the legal name and address on the lower nearside panel!

Route 178: Lewisham to Woolwich

My trip began by Southeastern Train to Lewisham, where my first bus ride was on Route 178 from the first pick-up stop close to the station. GAL operates the route from Morden Wharf (MG) Garage, mainly with E class Enviro400s but with one or two WVLs thrown in. E264 turned up on the next running and I boarded a somewhat dirt-spattered vehicle. Being a weekday between Christmas & New Year, a Saturday timetable was in operation and the roads were quieter than usual. We made good progress along to Lee Green and then on to Kidbrooke, where a diversion was in operation due to building works in the Tudway Road area, causing a rerouteing via Park Terrace and Plowden Road.

Back on the normal route in Kidbrooke Park Road, we slowed down on approach to Shooters Hill Road due to early running. After traversing the latter for a while, we turned off to serve Queen Elizabeth Hospital, before the final stretch down past the barracks into Woolwich, terminating at Thomas Street after a total trip of 35 mins.

The 178 is a route that has shifted its axis over the years. It began as a renumbering of the localised section of the 177 between Woolwich & Thamesmead back in 1980 with DMS operation, later replaced by T and L types. In 1984, it was extended to Lewisham in place of the 291, but 10 years later it was severely pruned and became a short local between Woolwich & Kidbrooke, the 180 and 278 taking over the other legs. A single deck period followed, initially with DRL Darts, until Stagecoach took over in 1999 with low floor Darts. 2004 saw a re-extension to Lewisham in lieu of the 278. Go Ahead became the operator in 2018 using the current Es & WVLs.

WVL439 of Bexleyheath (BX) Garage in Woolwich High Street before my trip on it to Orpington.

The 51 was due to transfer from BX to MG Garage in early January 2025 (together with the 244) to make room at the former for the uptake of the 99, 269 & 401 later in the month.

Route 51: Woolwich to Orpington

Next, a trip on the long Route 51. This was operated by Bexleyheath (BX) Garage at the time of my ride, but together with the 244 was due to transfer to Morden Wharf (MG) on 11th January to help make room at BX for newly acquired routes 99, 269 and 401 from 18th of the month. So, a last chance for a spin whilst the 51 was still at its old shed.

WVL439 was the first to come off the stand at Woolwich High Street and a couple of us boarded at the first stop, before circumnavigating the town centre to Thomas Street, where we paused for a few minutes whilst the driver answered a call of nature. Once on the move again, we made good time, despite picking up a large number of home-going shoppers at first, although many were short-riders and had mostly alighted by Woolwich Common. On towards Welling, where traffic was unusually light, and on through Blackfen, after which we ran non-stop to Sidcup Station, with no-one boarding or alighting in between! Then down the hill to Foots Cray, before the long main road stretch from Critall’s Corner to Carlton Parade via St Mary Cray. Busy again with many pick-ups and set-downs at the retail outlets lining the route.

Finally, we made our way into Orpington, disgorging most in the High Street, before climbing to the terminus at the Station. A good run at 1h 10m from the start.

I first encountered the 51 during my student days in Woolwich in the 70s, when it was a longer route between Woolwich & Farnborough and, together with companion route 51A Woolwich - Green St Green, was RT operated, although oddly the 51 was converted to RM in early 1976 whilst the 51A retained RT until January 1977! However, I do recall the odd RT still appeared on the 51 during this period, whilst conversely, an occasional RM was seen on the 51A. Both routes were operated from Sidcup (SP) Garage at that time.

When OPO came in 1977 with DMS, effectively the 51 was withdrawn and the 51A renumbered 51, as the main service then went to Green St Green, although with shorts diverging to Orpington Station. A M-F Peaks extension at the other end to/from Charlton lasted until 1985. A point of interest is that there was a comparison trial between the then new M and T types at SP in the early 80s, involving a few of each type running on the 51 in tandem with DMSs, this garage being chosen for the test as it had no prior experience of Metros and Titans.

The Green St Green leg was withdrawn in 1982, the entire service then being cut back to Orpington. After periods of T and L operation, tendering came to the 51 in 1986, when London Country (later LCSE) won the route using Atlanteans at first, later replaced with Olympians. London Central took the route in 1992, using Titans from Bexleyheath (BX) at first, although NV Olympians replaced them in the middle of the decade. 2003 saw low floor conversion with PVLs, which lasted until Stagecoach took the contract in 2008 using mainly Scanias but also other types from Plumstead (PD). Go Ahead London assumed control in 2018, with the route returning to BX Garage using a selection of E, EN, WVL and WHV types.

SE215 from Orpington (MB) Garage prepares for a trip on the R2 to Biggin Hill Valley at the Walnuts Centre, Orpington.

Unfortunately, after boarding, the bus was declared a failure after just one stop, due to going into “limp mode”, necessitating a 30 min wait for the next departure.

Route R2: Orpington to Biggin Hill Valley

Making my way on foot from Orpington Station to the High Street, I reached the stand for my next route, the R2, behind the Walnuts Centre. LVF showed one SE and a couple of SENs out on the route, with SE215 of MB Garage arriving shortly. However, after duly boarding with one other passenger, we crawled around the corner to the War Memorial, only to be told by the driver that the bus was coming out of service due to a mechanical failure causing it not to go above 10mph!

With only a 30 min frequency, it was a longish wait for the next departure, formed of SEN26, identical to the previous SE, except with purple interior betraying its heritage as a former First vehicle. Nevertheless, it was good to finally get going, although this bus also seemed to be in poor health, as it was making loud washing machine type noises when accelerating. However, we kept going, making our way out of Orpington to Locks Bottom, with a reasonable load. Then we veered off on the dog leg towards the Keston Mark, before joining forces with the 320 on the country section through Keston and Leaves Green. We then roared past the famous Biggin Hill airfield, with modern airport terminal and then the museum commemorating the role of RAF Biggin Hill during WW2, with mounted Spitfire & Hurricane outside. Arriving in Biggin Hill itself, we proceeded down to Biggin Hill Valley, the R2 making its way further than the 320 into the housing estate, terminating at Melody Road. A relatively short journey at 35 mins running time.

The R2 was one of the original “Roundabout” midibus services from 1986, running between Orpington and Biggin Hill Valley with OV and RH midis. 1992 saw an extension from Orpington to Petts Wood, which lasted until 2017, when the route was cut back to the former point again following changes to the R3. In the interim, after a short period when the original midis were replaced with FM types, Crystals assumed the contract in 1995 using Mercedes 709Ds. 2003 saw TGM Buses take over, until they were absorbed into Metrobus 2 years later. Various Dart types then operated on the route until replacement by the current SE and SENs.

Final surprise of 2024 was the appearance of the first few Go Ahead London BYD BD11 electrics on the 320 in late December. EBD25 leads EBD26 at the Catford Bridge stand after my ride on the latter.

It had been intended originally that the first examples would appear on the 321, 101 and 473, with the 320 following later, but there was a change of sequence so that the diesels from the 320 (together with those from the 101 & 473) could transfer to BX Garage to start off the new contracts on the 99, 269 & 401.

Route 320: Biggin Hill Valley to Catford Bridge

A short walk from the Melody Road terminus of the R2 in Biggin Hill Valley to the shops at Kings Road brought me to the start point of the 320. This route made news in the final days of 2024 when it suddenly began to receive the first examples in service with GAL of the new BYD B11 electric double deckers, thus becoming the second new type to enter service from MB Garage during December, following hot on the heels of the new Irizar ie tram buses.

The original plan had been for the first 75 EBD types (as the BYD B11s are coded with GAL) to appear on the 321, 333, 101, 473 and SL4, with a further 38 to follow on for the 129 and 320. However, in order to free up enough diesels for the uptake of the 99, 269 and 401 at BX Garage from 18th January, there was a change of plan and the 320 became first on the list, with the 101 following early in the New Year.

On the day I travelled, LVF showed 4 EBDs out on the 320 and EBD26 was the second bus to arrive at Biggin Hill Valley. First impressions were of a very different vehicle from previous electrics, with a number of unusual design features. Apart from the different outward appearance (as can be seen from the accompanying photo), the inside layout has some new features in addition to the now expected high backed seating, wood effect flooring and USB ports:

• The seats are the usual blue GAL moquette but with leather edging / headrests.

• The wheelchair area seems larger than on other recent types.

• Rows of green lights run across the ceiling on each side of both decks (not sure what for?).

• White lights across each step on the stairs, presumably to make them clearer to see.

• An unsually high pitched bell tone, which sounds twice when the button is pushed.

• New front information screen with repeater facing the wheelchair backrest. On the bus I was on, although verbal next stop announcements were made, the front screen simply showed the TfL logo with the “Every Journey Matters” slogan and the time, the expected visual information not working.

As we made our way out of Biggin Hill back past the airfield to Leaves Green and Keston, a smooth and comfortable ride with rapid acceleration. Plenty of comments from other passengers on the “nice new posh bus”, although some were asking how long the interiors will stay looking good once the local schoolkids get their hands on them! A sign of the times perhaps?

Good progress up to Bromley Common and free flowing into Bromley Town Centre, where many alighted and a new crowd joined us. The section from here to Catford is in parallel with the 208, on which service there must have been an extended gap, as we took on many at most stops. However, a reasonable run through Downham and past Catford (TL) Garage to the town centre, reaching the Catford Bridge Station terminus after a 1h 5m run. A good trip on my last new type of 2024, although I feel some of the features are more vagaries of design rather than of practical benefit.

The 320 has been a London Bus route since 1990, when Kentish Bus replaced their route 20 (formerly London Country 410) between Bromley and Westerham / Biggin Hill Valley using Olympians. Stagecoach had a short term contract from 1997 with Titans, although these seemed to have some problems climbing Westerham Hill! The following year saw Metrobus take over with Olympians and a cut back of all journeys to Biggin Hill Valley, with new route 246 taking on the Westerham section.

The extension to Catford Bridge to support the 208 came in 2010, by which time Scania OmniDekkas were the principal type, although these were replaced in due course by WVLs and later the mix of E, EH and EN which has operated recently.

Part Route 75: Catford to Lewisham

From Catford Bridge, I walked back to the main road for a short 10 min positioning trip aboard Stagecoach Enviro400 “smart hybrid” 11056 of Catford (TL) Garage on the 75 back to Lewisham, alighting in the town centre.

The P4 has been receiving some refurbished l ong Wright StreetLites made spare from the 39 after that route’s electric conversion, as WS68 of New Cross (NX) Garage demonstrates on the Lewisham stand.

The route was a mix of SE and WS types at the time of this photo.

Route P4: Lewisham to Brixton

Final route of the day was the P4, which I had last ridden in the opposite direction when it was still with Stagecoach, before passing to GAL in April 2024. New Cross (NX) Garage is now its home, where a batch of refurbished Wright StreetLites made spare from the electric conversion of the 39 at Putney (AF) have been entering service, running for now together with a few SE type Enviro200s.

I boarded WS68, which despite its gleaming red paintwork and nicely retrimmed interior, seemed slightly underpowered and had trouble getting up speed, particularly uphill. The saying “You can’t make a silk purse out of a sow’s ear” came to mind! With multiple speed bumps and 20mph limits on much of this back streets route, progress was ponderous in any case. Busy traffic on leaving Lewisham was soon left behind, as we made our way past Brockley Rise and up from typical suburbia to the greenery of Dulwich Park and well-heeled Dulwich Village with its big houses and mansions. Then a return to reality as we continued on to Loughborough Junction and finally into Brixton, arriving at the Station after an overall journey time of 50 mins.

The P4 was one of the original London Transport minibus routes of 1972, operating between Brixton & Brockley Rise with FS type Ford Transits, later replaced by BS and then BL class Bristol LHs. The extension to Lewisham in 1983 was accompanied with conversion to LS type Leyland Nationals. Tendering came in 1985, with London Country becoming the operator with SNBs, later morphing into LCSE and then Kentish Bus. Stagecoach assumed the contract in 1991, initially with DW Darts, although low floor Darts eventually replaced the high floor versions. Enviro200s were used from 2010 until the contract was lost to GAL in 2024.

At Brixton Station, it was a simple move to the London Underground and the Victoria Line for the journey home.

On & Around the Great Cambridge Road

A series of rides on routes operated by Go Ahead out of Northumberland Park Garage, including a couple serving the Great Cambridge Road, with a 70th Anniversary thrown in.

Operation of the 217 passed from Arriva to Go Ahead London on 16th November 2024 on a 1 Year contract. WVN14 is seen at Waltham Cross Bus Station before my trip.

This was one of 6 WVN/WVL buses transferred from Henley Road (DS) to Northumberland Park (NP) Garage for the route, together with 6 from Merton (AL).

Route 217: Waltham Cross to Turnpike Lane

This is a route which has hit the headlines this year, when its operator Sullivan Buses suddenly pulled out of all its TfL work in August, seemingly amongst much acrimony. Without commenting on the reasons for this, for the enthusiast, it has resulted in an interesting period in terms of operation. Initially, Arriva London stepped in on a temporary contract, operating at first from Tottenham (AR) and later from Edmonton (EC) Garage, with a reduced timetable using mainly spare T type Enviro400s either from the existing fleet in North London or transferred from Thornton Heath (TH) after being released by the arrival of new electric buses there. However, other types like DW, HA and HV also appeared on occasion. Eventually, the full frequency was restored.

Meanwhile, TfL retendered the route and Go Ahead London assumed control on a 1 year contract from 16th November 2024. Operation is from Northumberland Park (NP) Garage using WVN and WVL class Volvo B9TLs to start with. 6 buses were transferred to NP from Henley Road (DS) and 6 from Merton (AL), comprising 5 WVNs and 1 WVL from each, joining a couple of WVNs already at NP.

For me, it was a rare opportunity for a Boxing Day ride, when a Sunday timetable is in operation and, away from the shopping centres, the roads are relatively quiet. I began at Waltham Cross Bus Station, where WVN14 (one of the former Henley Road examples) was tucked away in the corner of the stand. It departed on time with me and a couple of others on board, very quiet at first, but we gradually filled as we progressed along Bullsmoor Lane and onto the long straight stretch of the Great Cambridge Road dual carriageway.

The diversion to serve Enfield Retail Park at Southbury Road always adds a few minutes to the journey time, compared with the former direct routeing. Soon after this, we caught up with a southbound 231 and ran in tandem with it for the rest of the trip, clearly no attempt to operate the 217 and 231 on an interworked frequency over the common section which would be of greater benefit to passengers. Down through Edmonton and across “The Cambridge” Roundabout to White Hart Lane, by which time we were full and standing. The final section via the Roundway and Westbury Avenue was accomplished quickly and we arrived at Turnpike Lane Bus Station after a decent 40 min run.

With all the other excitement concerning the 217, it may be forgotten that the route celebrates its 70th Birthday this year, having begun in 1954 as a renumbering of the 144A (the 231 similarly being renumbered from 144B). In those days, the 217 was a longer route between Upshire & Alexandra Park, with RT operation from Enfield (E) and RTL from the old West Green (WG) Garage, the latter switched to Wood Green (WN) with RT when WG closed in 1962, although a year later E took sole control.

The 217 spawned two variants - the 217A Epping Forest Wake Arms to Alexandra Park in 1963 (which later became Loughton Garage to Enfield and lasted until withdrawal in 1977) and the 217B Ninefields North to Enfield in 1976 (which was later extended to Upshire and then cut back to Waltham Cross, eventually becoming today’s 317).

The plain 217 was cut back to Turnpike Lane at the southern end with the “Reshaping” changes of 1968 and finally succumbed to OPO with DMS types in 1977, these being replaced by Ms in 1981. The following year saw the route being withdrawn between Upshire & Waltham Cross in favour of the 250A, although there was a short lived extension in a different direction to Hammond St from 1989-90. The latter year saw the route move to Potters Bar (PB) Garage when London Northern (later MTL London) took the contract. A period of single deck operation ensued from 1998 with DML Darts, although a top deck returned in 2003 with TP conversion. By now with Metroline, TEs were the final type to operate from PB, until Sullivans took over in 2017 using mainly new Enviro400 MMCs. Which brings us back to where we came in on this story!

Not the one I rode on my trip, but similar vehicle SEe6 of NP Garage illustrates the type at Chingford Station on the 444.

This is one of the class that previously operated on Red Arrow routes in Central London and was up-seated for suburban operation.

Route 444: Turnpike Lane to Chingford Station

At Turnpike Lane, I switched to my sole single deck route of the day, the 444, which I had yet to sample since its conversion to electrics in 2020. Another route based with GAL at NP Garage, it mainly uses some of the low numbered SEe types that were made redundant when the Red Arrow routes 507/521 were discontinued. These have been fitted with additional seats in the front section for their new life in the suburbs. Some newer SEe types are also allocated to make up the numbers.

I had SEe31, one of the ex Red Arrow batch, with non functional information screen inside, although the verbal route and next stop announcements were working. Strangely, I was the sole passenger boarding at Turnpike Lane and had the bus to myself all the way back down Westbury Avenue, only gaining another couple of passengers in The Roundway. Past White Hart Lane to just short of Edmonton Cambridge, before turning right past North Middx Hospital to Silver Street Station and Angel Corner, by which time we were a little busier but not much. A speedy run around the North Circ to Hall Lane, where we turned off and joined the suburban housing section through to Chingford Mount. A 3 min pause for early running at Chingford Leisure Centre, before continuing via Larkshall Road the short way to KIngs Road and Station Road to the terminus at Chingford Station. Another 40 min trip.

The 444 is largely unchanged from introduction in 1991, when it took over most of the then 144. However, for me, I recall the days prior to 1988 when the 102 covered much of this route, when it ran from Golders Green to Chingford. In the mid/late 70s, a long run on an RT between these points was good fun!

Starting with County Bus using green and cream Darts, the 444 passed to successor Arriva with red and cream Darts, then ADL and DWL types. Tower Transit had the contract from 2015 with Wright StreetLites, but GAL took over in 2020 with the current electrics.

Premier class member Ee1, also of NP Garage, before my ride on it at Chingford Station.

Apart from USB ports, these early electrics have “traditional” interiors, whereas later examples incorporate the new features of wood effect flooring, high backed seating and new style information screens.

Route 212: Chingford Station to Walthamstow St James’s St

At Chingford Station Bus Station, I swapped my single deck electric for a double deck version, in the form of Ee1 on the 212, premier member of what became a large class of over 300 vehicles and still growing. Yet another NP Garage inmate, I had another quiet journey, as we made our way out of Chingford via Friday Hill to Chingford Hatch and along New Road to Larkshall Road. Then south through Highams Park to the outer reaches of Walthamstow, before descending Prospect Hill to Walthamstow Central, where the Bus Station has just been remodelled for safety reasons. After emptying out here, only a handful left on board for the short run to the terminus at St James’s St Station. A mere 35 mins on this short route end to end.

The 212 began in 1981 between Chingford Station and Walthamstow Garage, replacing parts of routes 191 and Walthamstow Circular W21. Initially DMS operated, Titans soon replaced them. Route changes in 1982 saw a surprising extension to Yardley Lane Estate swallowing up the whole of the 276 and making the 212 an unusual “U” shaped route. However, in 1988, the extension was abandoned, the Walthamstow Central - Yardley Lane section again becoming a separate service, but this time numbered 215, as exists today.

1991 saw the 212 go to Capital Citybus (later First) with Olympians and Metrobuses, although single deck DMLs replaced them in 2000, which also saw the Walthamstow terminus change to Mission Grove, later amended to St James’s St. Double decks returned in 2005 with TN/TNL, with First later morphing into Go Ahead. HCT took over in 2010 with Scania double deckers, followed by Tower Transit in 2015 with Volvo Hybrids. Current operator Go Ahead have been in charge since 2020.

My trip included a brief ride on part of the 56, which provides the excuse to include this photo of Enviro400H City 12546 at Whipps Cross Bus Stand, taken during the summer.

This type is an unusual allocation to the 56, which is normally the home to older Enviro400Hs, but is one of the batch transferred to Leyton (T) Garage for the 20 earlier in 2024.

Part Route 158: St James’s St to Leyton Gloucester Road

At St James’s St, I jumped on a busy DW540 of Edmonton (EC) Garage on the 158, for a short ride of just a few stops down to the Lea Bridge Road. Following the loss of the 217 to GAL, the 158 is now the sole “normal” TfL service operated out of EC Garage.

Part Route 56: Leyton Gloucester Road to Dalston Junction

At Leyton Gloucester Road, a swap to the 56, where Enviro400H 12133 of Stagecoach London’s Leyton (T) Garage was the next southbound arrival. An easy run of just over 20 mins across the Lea Valley to Clapton then around the nether regions of Hackney to Dalston Junction.

LT232 of NP Garage demonstrates the usual type on the 67 when seen at Dalston Junction stand before my ride on the vehicle.

As with many buses at this time of year, the vehicle displays a degree of road dirt on the lower panels and windows, caused by the weather.

Route 67: Dalston Junction to Wood Green

From Dalston Junction, I returned north on Route 67, yet another operated by GAL from NP Garage, although this time with “New Routemasters”. LT232 was the first of the three vehicles on stand to leave on this short but frequent and busy service. The expected crowded run up the Hertford Road corridor through Stoke Newington to Stamford Hill, where we turned off on the freehold section of the route along St Ann’s Road, where there was a brief hiatus as a passenger with a buggy argued with the driver about being denied entry due to two buggies already on the bus! Eventually, one of the passengers already on board folded her buggy to allow the third one to board.

With calm restored, we continued along La Rose Lane, which was recently renamed from Black Boy Lane with some local controversy. Indeed, I noted several houses had mini “Black Boy Lane” street names displayed in their front windows, clearly some differing views here. Then along West Green Road to Turnpike Lane, completing the circle so to speak on my rides, before finishing at Wood Green Station after 40 mins on the road. The nearby Wood Green Shopping City being heaving with those seeking a bargain in the sales!

The 67 is another with a complex history. It began as a replacement for Trolleybus 647 between London Docks and Northumberland Park in 1961 with RM operation, with an extension to Wapping at the southern end from 1966. Interestingly, it operated the experimental XA class Atlanteans from 1966-70, with a few green XF Fleetlines joining in, but reversion to RM occurred at the end of this period.

Conversion to OPO with DMS came in 1971, with the northern terminus becoming Stamford Hill, the Northumberland Park leg moving to Route 97. In 1979, the route was restructured to run between Aldgate East and Wood Green, although the in town terminus later moved to Aldgate Bus Station. 1982 saw conversion to M class Metrobuses.

Operator changes began in 1996 and continued over the ensuing 25 years. This started with Capital Citybus using Olympians, then Stagecoach with VA Olympians, First with TN / VNL, Go Ahead with PDN, Arriva with DW / VLW then HV and finally Go Ahead with LT in 2020. The cut back from Aldgate to Dalston Junction took place in 2019 following changes to the 242.

Route 217: Turnpike Lane to Waltham Cross

At Wood Green, a short walk back to Turnpike Lane to end the day as I began on the 217, although this time a northbound ride back to Waltham Cross. WVN41 was the bus for this journey, one of those transferred to NP from Merton (AL). We made reasonable progress despite the roads being busier than earlier in the day and took just 5 mins longer than on the southbound trip at 45 mins.

My large loop around North London was then complete!

Watton

Finally, a reminder of the temporary operation of the 217 by Arriva London between August and November. Enviro400 T128 shows only a card route number in the windscreen after dropping off at Waltham Cross Bus Station.

Arriva stepped in on the 217 when Sullivan Buses pulled out of TfL operation in August at short notice. This bus was one transferred from Thornton Heath (TH) to Edmonton (EC) Garage for the service.

Orpington & Round-About

Now that the new Irizar ie tram buses have finally entered service, a trip to Orpington to sample these new vehicles in operation, together with some older classes that have limited time left in the area.

Go Ahead London’s new Irizar ie tram buses have begun entering service on the 358 from 20th November. IE18 takes a top up on the pantograph charging point at Crystal Palace Bus Station.

These vehicles certainly stand out with their distinctive new look. Note the wheel covers and low glass panels at passenger leg level.

Route 417: Clapham Common to Crystal Palace

I began my day by Northern Line to Clapham Common, where I walked to the nearby Old Town Bus Stand.

My first route was the 417, which has now been converted by operator Arriva London to new Wright StreetDeck Electroliners. I had sampled these on the 307 in the Enfield area some months ago, but this was my first time on the class south of the river, where they have now entered service at Brixton (BN) and Thornton Heath (TH) Garages.

A pair of the new buses were present when I arrived and I boarded ES38, which was first to depart. The now familiar new interior greeted me as I took my seat. After picking up a few at Clapham Common Station, we continued via Acre Lane and Kings Avenue to Clapham Park, before taking a left up to Brixton Hill, joining the A23 past the home garage at Telford Avenue. Onwards via the genteel Leigham Court Road which is a unique section for the 417, before joining other routes at Norwood Crown Point.

By now we had caught up the bus in front and we worked more or less in tandem over the final section up to the terminus at “The Palace”. A fairly uneventful and smooth run, taking around 40 mins.

The 417 was renumbered from 137A in 1999, which had started 8 years previously to convert the southern section of then crew route 137 to OPO, although initially the “A” had a M-F Peaks projection to Sloane Square and a M-S eves and Suns extension to Oxford Circus in lieu of the parent 137, thereby converting the whole route to OPO at those times. By 1999, the projections had been lost and the 417 settled down to the route we know today. Initially operated by Norwood (N) Garage with L class Olympians, low floor operation commenced in 2003 with DLAs, although VLAs also appeared in due course. From 2016, T class Enviro400s were the norm, with a few HV hybrids at times. The recent electrification resulted in a transfer from N to BN Garage.

Arriva London Wright StreetDeck Electroliners ES147 and ES38 of Brixton (BN) Garage share the stand at Clapham Common Old Town.

“You wait ages for a bus and then two come along together!”

Route 358: Crystal Palace to Orpington

At Crystal Palace, the excitement began as I observed one of the new Irizars on the 358 undergoing a pantograph charge in the Bus Station, with a couple of officials monitoring the process. Another one was behind and took its place when the first one left, taking about 5 mins or so to top-up with juice. LVF showed that the service was about two-thirds operated by the new vehicles, with MEC, SE and WS types making up the balance, with 14 (of the 20) IEs now in use, as the progressive conversion continues. After many postponements in recent months, these vehicles finally began to enter service from 20th November.

Finally, it was time to jump onboard, with IE18 of Go Ahead London’s Orpington (MB) Garage being the vehicle, one that had just entered service earlier in the week. First impressions were of a somewhat cold and uninviting interior, with a white colour scheme and grey faux leather seating not being too welcoming on a chilly day. The seats have higher backs, with those at the front topped in red to denote priority usage.

The low glass panels along the sides of the vehicles at passenger leg level are an odd feature and seem to be there purely as a point of design rather than for any practical purpose.

New info screens are installed, with one at the front showing the next 3 stops and number of stops to the ultimate destination, whilst the right hand side scrolls between times to key stops (in very small characters), Tube status updates and general messages. A second screen is located on the offside wall above the wheelchair space and is like the ones on other new types.

In terms of the ride, acceleration was quick and we bowled along at a fairly rapid pace where traffic conditions allowed. Braking seemed a bit harsh with the short wheelbase producing a bit of a “nodding donkey” effect on slowing down and stopping, producing a feeling of mild sea-sickness after a while!

Many comments from passengers on the new vehicles, which are clearly very distinctive and different from “normal” buses.

This is a long route and can be prone to delays at busy times, but traffic was reasonably free-flowing as we made our way down the hill to Anerley and on through Penge to Beckenham and Elmers End. Temporary lights in the Eden Park area didn’t cause much delay on this occasion and we progressed through Shortlands into Bromley Town Centre. A general exchange of passengers in the town as we continued south past Bromley Common and Bromley (TB) Garage, where there was evidence of electricity charging being installed.

On via Locks Bottom and Farnborough Village to MB Garage at Green St Green, with no driver change to hinder us. Then the final stretch into Orpington, serving the High St and Walnuts Centre, before making our way up the hill to the Station. 1h 30m for the trip wasn’t too bad.

As at Crystal Palace, pantograph charging was going on at Orpington Station stand, generally with two buses present, one awaiting its turn whilst the other was receiving its top-up. Interesting vehicles, with some good and not so good features in my opinion.

Not one I rode, but the nearside view of the new Irizars is on display at Orpington Station, in this case IE11 of Orpington (MB) Garage.

Taken at the end of the day just before dusk.

Route R3: Orpington to Princess Royal Hospital

Back to the more mundane next, with a turn on the local R3. This is one of several operated by GAL from MB Garage that have been retained on re-tender from Spring 2025 on the basis of new electrics, with 32 ADL Enviro 100EV single decks on order.

For now, the older types continue, the R3 generally being the home to short Wright StreetLites. I had WS5, an early example, that seemed to have seen better days, being a bit tatty inside. Nevertheless, we made our way back from the Station through Orpington Town Centre and out via St Mary Cray before turning left along Poverest Road and the dog leg round Amherst Drive, before continuing on to Petts Wood. After looping to serve the Station, we circled the Coppice Estate, before returning to Crofton Lane on to Locks Bottom and the nearby terminus at Princess Royal Hospital. 55 mins end to end.

The R3 was one of the original routes introduced with the “Roundabout” midibus network back in 1986 using OV and RH types and has undergone a number of changes since. Originally, it ran between Petts Wood and Green St Green via Orpington and Chelsfield, receiving a western extension to Locks Bottom in 2001 and to PR Hospital in 2004. At the other, it was cut back to Chelsfield in 2001 (in conjunction with changes to the R1 & R8) and then to Orpington Station in 2017 (when the R7 took over the Chelsfield leg). Various small bus types have performed over the years since the orginal vehicles, including FM, MC, MM, DMS and other Darts, to Enviro200s, SE and WS classes.

Wright StreetLite WS5 of MB Garage at Princess Royal Hospital after my ride on it.

These vehicles are due for replacement by new Enviro100 EV types in 2025 on this route.

Route R4: Princess Royal Hospital to Pauls Cray Hill (and back to St Mary Cray Village)

At the hospital terminus, I switched to the other local route to serve that point, the R4. This is normally operated by Enviro200s, either SE types or the older examples inherited from Metrobus that curiously retain their digital only fleet numbers without class code, when it might be expected that they be included in the SEN sequence used for acquired vehicles. As with the R3, new electrics are intended for introduction in 2025, so a chance to ride the existing buses for perhaps the last time.

A short wait produced fleet no 159 of MB Garage and we soon set off on the trip back to Orpington and on to Pauls Cray Hill. In Locks Bottom, early school chucking out time due to end of term produced a bit of congestion and a number of students boarding. A different intermediate routeing on the R4 took us via Starts Hill Road, Farnborough Way and Tubbenden Lane to Orpington Station, by which time we had emptied out.

Then a bit of a slog through the by now congested Orpington Town Centre, with a long queue at the lights to turn right at Carlton Parade. Through the Ramsden Estate, before turning into the narrow Chelsfield Lane. A detour around Cockmannings Estate, before reaching St Mary Cray Village. Some delays again here due to traffic in the narrow roads, before ascending to the end of the line at Pauls Cray Hill. The 60 min journey was around 10 mins more than scheduled.

After a short break, I returned on the same bus a few stops down to St Mary Cray Village, where I alighted.

Another original “Roundabout” route from 1986, the R4 began as Pauls Cray Hill to Locks Bottom, with the extension to PR Hospital added in 2004. In addition, there was a rerouteing in Farnborough in 1991, with a diversion from the original direct route via Ramsden in 2001 to replace part of the R8. Similar types have operated on the R4 over the years as per the R3 above.

Enviro200 fleet no 159 of MB Garage is one that was inherited from Metrobus and is also at Princess Royal Hospital on the R4.

This route is also due to receive new electrics in the form of Enviro100 EVs in 2025.

Route R6: St Mary Cray Village to St Mary Cray Station and back to Orpington

Last route of the day on this trip was the R6. This is the third incarnation of this number, the first being a route between Orpington & Sevenoaks via Knockholt, which had a complex set of workings on an infrequent basis replacing former London Country services when introduced in 1986. This version only lasted around 18 months, coming off in early 1988. The second use of the number was as a M-F Peak Hour circular from Orpington via Knockholt and Pratts Bottom, which was around from 1992 to 1998.

The current R6 began in 2001 as a short route between Orpington & St Mary Cray Station, operated initially by Crystals with Solos. First took over in 2006 with DMS Darts, but in 2007 the contract was novated to Metrobus, who later became part of GAL. The various Dart types were eventually replaced with Enviro200s, although the odd StreetLite has also appeared.

However, the route is due to be withdrawn in Spring 2025, as following a TfL Consultation, it has been decided to reroute the B14 to cover most of it. Quite what the existing users of the B14 will make of a longer journey into and out of Orpington has yet to be seen!

For now, the R6 operates out of MB Garage with just 2 buses on a 30 min frequency and with around 25 mins running time each way, there is little scope for recovery in the event of delays. Indeed, on the afternoon I travelled on it, both buses seemed hopelessly late on their schedules, with maybe 1 working in 3 being missed. At the stop I was waiting at, the bus due at 1406 didn’t appear and the 1436 was around 10 mins late.

Finally, Enviro200 fleet no 156 turned up and I boarded for the short run around Burrfield Drive and Sandway Road, followed by a long delay for the lights to cross the main road at Cray Avenue / Sevenaoks Way. A broken down SE290 right on the junction near the railway viaduct at St Mary Cray Station didn’t help. 20 mins to the “hesitation point” at the station, before continuing around the loop working and back across the main road to St Mary Cray Village. Back around the Burrfield Drive Estate and then on to Orpington via the direct route. 35 mins on this leg to Orpington Station, by which time the bus must have been a good 20 min late.

An inauspicious end to the day, but at least I had completed my intended routes and I had an easy interchange to the Thameslink service from Orpington Station for the journey home.

Watton

Another MB Garage Enviro200, this time fleet no 156, on the R6 at Orpington Station at the conclusion of my rides for the day.

This route is due for withdrawal in Spring 2025 and replacement by a rerouted B14.

Living the Liffey

Pre-Christmas trip to the Emerald Isle tracking down disappearing bus types, sampling the latest electric vehicles, riding new routes and saying farewell to some old ones in Dublin.

At one time the largest class with Dublin Bus, Volvo B7TL ALX400s are now down to around 20 left in normal service. A few are still based at Broadstone Garage for the 16 service (Ballinteer to Dublin Airport) and AX635 was captured at College Green in the City Centre.

This was the bus I rode to the Airport at the end of my previous visit and, by coincidence, the first one I caught on my latest trip!

Dublin Bus

In contrast to London, the main bus operator in the city is the state-owned Dublin Bus, which operates around 90% of services. It has a large fleet of over 1,000 vehicles, running out of 12 garages, the vast majority being double deck.

The oldest types consist of around 20 Volvo B7TL Alexander ALX400s (AX class) from 2006 (out of an original fleet of over 600 delivered between 2000 & 2006), 70 Volvo B9TL Enviro400s (EV class) from 2007/8 (out of 100 originally) and 16 Volvo B9TL Enviro500 long wheel base vehicles (VT class) from 2007 (out of 70 delivered). The AXs are now based only at Donnybrook, Harristown and Broadstone Garages, appearing mainly on M-F Peak Hour workings, although a few turn out during the day in ones and twos on certain routes. The EV class are spread over more garages and, for now, are a bit easier to find in all day service. The remaining VT class vehicles are based at Phibsboro Garage and turn out mainly on the trunk 39/39A routes between the City Centre and the Blanchardstown area.

Newer diesels consist of Volvo B9TL Wright Geminis (GT & VG classes) plus Volvo B5TL Wright Geminis (SG class), the latter now being the most numerous type with over 600 in existence, although some have been transferred to Go Ahead Ireland.

Hybrids were never popular with Dublin Bus and only 9 are in the fleet, 3 each of of Enviro400H (AH class), Volvo B5LH (VH class) and Wright StreetDeck HEV (WH class).

The newest types consist of over 200 Enviro400ER City buses (PA class), together with over 100 Wright StreetDeck Electroliners (EW class), the latter having mostly entered service since my last visit in March.

Single deckers are in a minority, with just a couple of Wright StreetLites (WS class) which mainly operate on M-F Peak Hour route 44B which is restricted to such vehicles, plus some new electric BYD Enviro200EVs (EA class) destined for the new orbital route “O” but in the meantime are being used as peak time top-up on certain services.

Most buses in the fleet are now in the TFI (Transport for Ireland) green and yellow livery which is now standard throughout the country, but a minority of vehicles retain the older Dublin Bus two tone blue and yellow scheme, generally the older vehicles which are destined for a short remaining life.

Another class down to small numbers left in service is the Volvo B9TL Enviro500 with 16 left on the books. VT48 is on one of their habitual routes the 39/39A (Ongar - City Centre / UCD) seen here at Blanchardstown Shopping Centre during my rides.

These long wheelbase vehicles could pack the crowds but were prone to delays due to the time taken for boarding and alighting at busy stops causing late running.

Go Ahead Ireland

Go Ahead won the tender for 24 former Dublin Bus routes in 2018/19, around 10% of the network and operating in the suburbs rather than to and from the City Centre. Other routes have since been added.

The fleet consists of around 250 vehicles of two types - the largest contingent being Volvo B5TL Wright Gemini double deckers, some of which were SG class examples transferred from Dublin Bus, together with 40 Wright StreetLite single deckers.

Originally, Go Ahead adopted a new livery of light blue, white and duck egg green with yellow front, but all buses are now in the generic TFI green and yellow scheme.

BusConnects

TFI is in the process of rolling out redesigned bus networks in Ireland’s cities, the largest such scheme being in Dublin. This involves a complete replacement of the existing routes with new services on a staged basis, which began in 2021 with Phase 1 and has now reached Phase 6, which was due to be implemented in December 2024 but is now postponed to early 2025. At the current rate, it will take a good 10 years to complete the intended scheme, which is dependent on funding. The aim is to increase the service provided by around 35% on pre-existing levels, but issues such as driver recruitment and new vehicle requirements mean that the roll-out is slow.

The Dublin scheme involves the introduction of various types of new routes:

• “Spines” - frequent routes made up of individual services timetabled to interwork along key corridors with different ultimate destinations. These are indicated by a suitable prefix such as H1, H2 and H3 for the Howth Road.

• “Orbitals” - services operating around the city through the suburbs, often providing new links that didn’t exist previously. These are denoted by a “N”, “S” or “W” prefix to the route number depending on whether they run on the north, south or west side of Dublin. The east side is the sea!

• “Locals” - services providing connections within local areas in the outer suburbs, with an “L” prefix to the route number.

• Other City Routes - less frequent services to/from the city centre that are not part of a spine. These retain a simple route number but generally chosen not to conflict with any existing number.

• Peak & Express Routes - generally limited journey services offering enhancement and faster services to and from key city destinations, indicated by a “P” or “X” prefix to the number.

Fares & Publicity

Buses in Dublin still accept cash, with fareboxes in operation and tickets issued. Single fares are 2 Euros or 2.60 Euros depending on distance. Credit/Debit Card payment is not available, but credit can be loaded onto TFI’s “Leap” Card which is a a stored value product similar to Oyster in London. Leap Card fares are cheaper to encourage usage, with fares set at 1.50 Euros and 2 Euros, the latter allowing change of bus with no further charge within 90 mins. Day fares are capped at 5.60 Euros for buses and 8 Euros for buses, LUAS trams and local rail. Weekly caps are also in place for regular users.

TFI have been upgrading Bus Stops with line diagrams and stop-specific timetables at many locations. This is an improvement over the former situation where Dublin Bus only showed departure times from terminals, even at intermediate stops! However, the lack of a proper Bus Map covering Dublin remains a serious anomaly and can make understanding the network difficult for the uninitiated.

Go Ahead Ireland operate 40 Wright StreetLite single deckers on Dublin routes. Although I didn’t ride any on this trip, I have chosen fleet no 12140 on the 102 to Sutton Station to illustrate the type. The bus is seen departing the Bus Station at Dublin Airport Terminal 1.

All Go Ahead Ireland buses used on Dublin City routes are now in the standard TFI green and yellow livery, which applies across the country.

Now to the bus rides….

Dublin Bus 16: Dublin Airport - Ballinteer (& back to City Centre)

Arriving into Dublin Airport on the Ryanair flight from Stansted, I made my way to the Bus Station adjacent to Terminal 1. Fortunately, bustimes.org covers Dublin Bus and Go Ahead Ireland operations, so I was able to plan my rides and select the exact vehicles on the routes I wanted!

Route 16 links Dublin Airport which is north of the city with the City Centre and then carries on to Ballinteer to the south. Together with Route 41 which also provides Airport - City Centre links, it is due to be replaced by new “A” Spine services in a future phase of BusConnects. However, for now, it is home to some of the remaining AX types and bustimes.org showed a couple of them out together with some EV and GT vehicles. AX635 of Broadstone Garage was on the second departure and fittingly was the bus I rode to the Airport at the end of my previous visit back in March this year. Buses on the 16 of all types generally have luggage racks on the lower deck replacing two rows of seats on the nearside, but are otherwise standard vehicles.

The 16 operates every 12 mins M-S daytimes and every 15 mins eves and Suns and is a busy service, particularly since Dublin Bus withdrew their express services 747 & 748 between the City Centre and the Airport following the pandemic due to low usage, although other operators now provide a partial replacement for a higher fare. A large queue had boarded the previous 16, so it was not too busy on board AX635 as we left the Airport with a typical throaty Volvo roar and onto the Swords Road towards Santry past the industrial and retal parks that characterise the area. From Santry, the 16 describes a dogleg to serve the suburban area of Beaumont, before returning to the main road into the city.

Traffic was heavy as we progressed through Drumcondra and into the centre, where we had a driver change in O’Connell Street, near to the famous Post Office which was the centre of the 1916 Easter Rising and the more recently erected Millenium Spike. Over the River Liffey at O’Connell Bridge to the southside, via College Green and the Bank of Ireland, before proceeding south through the suburbs of Harolds Cross and Rathfarnham to the terminus at Ballinteer. In contrast with the northern section, more local users than airport passengers on board. All in all a long 1h40m run, around 10m late on schedule, although long layovers of 15-20 mins or more are common on Dublin Bus services which help correct late running.

I returned as far as the City Centre by stepping up a working to the bus in front, formed of EV48, one of the Enviro400s still in service. Unlike newer types, both the AX and EV types have only single doors at the front, the others have dual doors which assists with boarding and alighting at busy times. 45 mins on this trip, alighting at College Green near the famous Trinity College Dublin.

Enviro400 EV48 of Broadstone Garage awaits departure from the Ballinteer terminus. AX635 sneaks in behind. The first pick up stop can be seen to the left opposite the stand, the bus circumnavigating a roundabout further down the road to reach it.

Note that both the EV and the AX behind are single doored unlike newer vehicles which have reverted to dual doors.

Part Route Dublin Bus C4: Aston Quay - Heuston Station

A short walk brought me to the Liffey, where I boarded PA267, one of the extended range Enviro400 City types, on the C4 at Aston Quay for the short 10 min ride beside the river to Heuston Station, a mile or so west of the centre. A brief trip during which I was able to observe the Guinness Brewery to our left but didn’t have time to stop for a pint!

Not the one I travelled on, but PA271 of Ringsend Garage illustrates the Enviro400ER City (“Extended Range”) type, as it picks up on the C4 (Ringsend - Maynooth) at Aston Quay in the City Centre.

This is the stop where I boarded for my short ride beside the River Liffey to Heuston Station.

Go Ahead Ireland N2: Heuston Station - Clontarf Road Station

Northern Orbital Route N2 was introduced in November 2024 as a one-off in advance of the next phase of BusConnects, presumably as drivers and vehicles were available. Indeed, Dublin Bus has released a further batch of SG types to Go Ahead now that further EW electrics have entered service to replace them.

The new service describes a large arc from Heuston in the west to Clontarf in the east, covering many previously unserved roads as well as linking up a number of radial routes. I boarded Volvo B5TL 11572, an original Go Ahead example, unlike Dublin Bus no class codes are used. By contrast to the previous rides, which had been very busy, only a handful of takers as we departed along the northern bank of the Liffey, indeed despite passengers on and off in ones and twos, we were barely into double digit usage throughout the trip. Evidently locals still have to get used to the new service and appreciate the links it now provides. Service frequency is every 20 mins M-F daytimes, 15 mins M-F Peaks, 30 mins eves, Sats & Suns.

We soon turned left through the inner city area of Stoneybatter, following radial route 37 for a while. At Cabra, the N2 turns off via existing route 122, but at Broombridge Station comes the first significant new freehold section beside Glasnevin Woods, across the Finglas Road and another new stretch through Whitehall. It then operates via part of the 13 along Griffith Avenue, continuing across the Drumcondra Road round to Marino, where it meets up with the 123. The final leg is down the main road to Clontarf Road Station, where a new terminus has been constructed beside the entrance to the DART Station. Exactly 1 hour end to end.

I boarded the same bus after the layover to return the short distance to Marino, where I alighted at the 123 terminus. The N2 is a useful new service and deserves to succeed, hopefully usage will build up over time.

Go Ahead Ireland Volvo B5TL Wright Gemini 11572 at the new stand beside Clontarf Road Station on Route N2.

This northern orbital route between Clontarf & Heuston began in November as the precursor to further changes in Phase 6 of “BusConnects” which have been deferred to early 2025.

Dublin Bus 123: Marino - Kilnamanagh Road

Back in the 90s, as in London, Dublin Bus had a period of flirtation with midibuses, which operated under the “City Imp” name, using Mercedes midis in a red and yellow livery. These were later replaced with larger WV class Wright Volvo single deckers, until most of their routes went to double deck operation. Many of the original midibus routes were renumbered by the simple expedient of adding a “1” to the beginning of the route number, hence the 21, 22 and 23 became the 121, 122 and 123, the latter two of which still operate today, although the previous numbers were not restored when they were double decked! The 123 runs every 12 mins M-F daytimes, 15 mins Sat daytimes, 20 mins eves & Suns.

The 123 is now one of the homes to the new Wright StreetDeck Electroliners, although with some SGs in support. It was my first encounter with the new class and having let the SG in front go, I boarded EW22 of Summerhill Garage at Marino. All the expected modern features inside, with updated information screens giving route and next stop information, plus seemingly very loud announcements. Slightly higher backed seats and USB ports as on all modern buses here. A smooth ride as to be expected, with rapid acceleration, although the first part of the route through Fairview and Ballybough is characterised by narrow roads, sharp turns and problems with parked cars hindering progress.

Arriving into the City Centre at O’Connell Street, we had a 3 min pause at the next stop, D’Olier Street, due to early running. After this, we became very busy with home-going shoppers and a large group of school students plus teachers, who took an age to board and alight. After serving St James’s Hospital, we hit a traffic wall due to badly phased lights and early rush hour queues. It took about half an hour to cover half a mile!

After nearly losing the will to live, we finally broke free and continued via the estate roads in the Drimnagh area, before returning to the main road at Drimnagh Hospital and on to Walkinstown, ending at Kilnamanagh Road after a 1h 45m journey, some 25 min behind schedule.

Part Route Dublin Bus 27: Walkinstown - City Centre

To end the day, I decided to avoid the traffic problems by taking the direct main road route back to the City Centre. Routes 27 and 77A link Walkinstown to Dublin via Dolphins Barn and I had a short wait for GT65 on the former, a Volvo B9TL of Clontarf Garage, for the 30 min trip. A packed bus, but I found a seat on the top deck.

Arriving in the centre, I made my way to my hotel to freshen up before a good meal and a pint or two of the local ale!

New electric Wright StreetDeck Electroliners have begun entering service this year on various Dublin Bus routes. EW22 of Summerhill Garage lights up the twilight at Marino on the 123 to Walkinstown before my ride on it.

A Volvo B5TL SG class vehicle is behind on the previous working and left first.

Part Route Dublin Bus C3: City Centre - Ringsend Garage

Day 2 saw an early start after a hearty Full Irish Breakfast to fortify the inner traveller! I just manage to catch Enviro400ER City PA258 on an inbound C3 from the City Centre to its home garage at Ringsend, just south of the Liffey not far from its mouth. A brief 10 min trip to position me for my first full route of the day.

Dublin Bus 52: Ringsend Garage - Leixlip Intel

The 52 was introduced back in 2021 with Phase 2 of BusConnects, but it was one I had yet to sample. The main “spine” routes between Dublin and the Leixlip / Maynooth area are the C3 and C4, but the 52 operates via the Lucan By-Pass rather than Lucan Village and follows a different rerouteing out of Leixlip to Intel. An hourly service operates daily on the 52, although with a later start on Suns.

I got on SG544 at the first pick up stop after it emerged from Ringsend Garage. A reasonably quiet run as I expected it might be on this secondary route, the C3 and C4 being much busier. We proceeded along the quays to the side of Heuston Station, then along the dual carriageway before reaching the Chapelizod By-Pass, which has two lanes for normal traffic plus a Bus Lane in each direction, served also by the “C” spine services. A storming run to Palmerstown, then calling at the main road stops serving Liffey Valley and the outskirts of Lucan. The rapid progress slowed as we entered Leixlip Village and crossed the narrow bridge over the river with its attractive views and popular local pubs. The final stretch was through estate roads not served by the C3 and we terminated actually within the grounds of the Intel campus, which is home to Ireland’s major microprocessor manufacturing facility. A 1 hour trip in total.

Part Route Dublin Bus C3: Leixlip Intel - Maynooth

Walking to the stop on the main road opposite Intel entrance, I awaited the next C3 towards Maynooth. Whilst there, I was surprised to see an Enviro400 in London red with no destination or number enter the Intel grounds, but with “TC” codes on the side - evidently a former Arriva London T under new ownership in Ireland!

After a 15 min wait, SG214 appeared on the C3 (8 mins late per bustimes.org) and I boarded with a couple of others for the short ride to Maynooth. After a section of green open country, we entered the built up area of Maynooth, where I alighted near the Station. Just a short 10 min ride.

SG544 of Ringsend Garage on the 52 at Leixlip Intel after my trip on it. This route was introduced as part of Phase 2 of “BusConnects” in 2021 but I had not ridden it until now.

The vehicle is in the new TFI livery with the small “Operated By Dublin Bus” legend on the side panel below the lower deck windows. Go Ahead Ireland vehicles can be distinguished only by their name in the same position plus the lack of class codes and five digit fleet numbers.

Go Ahead Ireland W6: Maynooth - Tallaght

As part of Phase 5 of BusConnects in 2023, it was intended to introduce a new western orbital route, the W6, linking Maynooth with Tallaght. Unfortunately, a hump-backed bridge over the canal near Hazelhatch was considered unsuitable for buses until road improvements had been made, so two temporary routes were introduced terminating each side of the offending bridge: W61 from Maynooth to Hazelhatch Station and W62 from Newcastle to Tallaght.

Now that the road has been widened on each side of the canal bridge, allowing buses a straight alignment to cross, the intended W6 was finally introduced in November 2024. A 30 min frequency operates daily, although with hourly gaps early and late at weekends. I picked up Go Ahead Ireland’s Volvo B5TL 11514 at Maynooth Station on its short run of just 7 mins to Maynooth Community College, a new section of route serving the Manor Mills Shopping Centre.

After its break at the terminus, I reboarded the same vehicle for the full run over the new route. Once back in Maynooth Town Centre, we followed the main C4 route out of town via country roads to Celbridge. However, although the C4 and W6 both run half hourly, it seems no attempt has been made to ensure an even interval service, as I noted buses on each route running only 3 or 4 mins apart in each direction! From Celbridge, the W6 proceeds via local route L59 to Hazelhatch Station. It was then that we went onto the new section with a long stretch through sparsely populated countryside with farms and cows, which included traversing the infamous canal bridge - a nice spot with a little pub alongside and narrow boats moored in profusion.

At Newcastle, we entered a more built up area and ran for a while in tandem with radial route 69 to/from the City Centre. Then it was through the massive Greenogue Industrial Estate, with a large Amazon depot and various business units generating a lot of traffic, which reduced progress to a crawl for a while until we passed over the main dual carriageway to/from the city. At Saggart, we crossed paths with another radial route, the 68, before the last section via Citywest into Tallaght, although the W6 serves a freehold section between the latter two that other routes do not cover. Arrival at The Square Shopping Centre was after a run of 1h 10m, a few minutes down on schedule.

A useful new route, linking up various western outposts of the Dublin bus network like a wheel around the spokes. Reasonable usage at each end, but very quiet on the middle country section for now.

Go Ahead Ireland Volvo B5TL 11514 about to depart from Maynooth Community College for Tallaght on the W6.

When introduced as part of Phase 5A of “Bus Connects” in June 2023, a hump-backed canal bridge prevented operation of this route as a through service, so it was split into temporary routes W61 and W62 running each side of the bridge until roadworks were completed to allow through operation in November 2024.

Go Ahead Ireland W4: Tallaght - Blanchardstown

Another new orbital service from Phase 5 I had yet to cover was the W4, so after grabbing some lunch at The Square Shopping Centre, I sought out the next departure. This was formed by another Volvo B5TL, fleet no 11543, although StreetLites have provided a single deck allocation on occasion. The route runs every 30 mins daily, increasing to every 15 mins in M-F Peaks and dropping to every 60 mins early mornings at weekends.

A busy departure as we made our way out of Tallaght through Citywest the way I had come on the W6 to Citywest, before branching off to connect with the tram at Cheeverstown LUAS stop. Then a fast run on the outer ring road before diverting through Grange Castle Business Park, before rejoining the ring road up through Lucan serving Liffey Valley on the main N4/Lucan Road. We then had a spirited ride along the M50 Motorway, taking the Blanchardstown exit to terminate at the Shopping Centre. A 50 min ride providing a useful, fast and direct link between the two terminals, with reasonable usage.

Go Ahead Ireland Volvo B5TL 11543 after arrival at Blanchardstown Shopping Centre on Route W4 from Tallaght, which includes a fast run on the M50 Motorway.

This was another new “BusConnects” Phase 5A route introduced in 2023 which I had yet to sample.

Dublin Bus 37: Blanchardstown - Wilton Terrace

To return to the City Centre from Blanchardstown, I could have used trunk routes 39/39A, but opted instead for the other service linking the two points, the 37. This runs every 20 mins M-S daytimes, 10 mins M-F Peaks and 30 mins eves & Suns.

The service is mainly operated by SG class diesels out of Broadstone Garage, but I spotted a lone Enviro400ER City on the route, PA141. However, this was running late on its previous trip and despite reduced stand time, was still 15 mins late when we departed. The SG behind us soon caught up and as we made our way through the estate roads around Carpenterstown and Castleknock, we received notice of a short turn to Batchelors Walk, actually on the Quays in the City Centre close to O’Connell Street, rather than running to the normal terminus on the southside at Wilton Terrace. For the rest of the trip, we ran in tandem, leapfrogging between stops, as the drivers “worked the road” between them. After the main road stretch through Cabra, we turned off for the back streets section via Arbour Hill and Stoneybatter down to the Quays beside the Liffey.

At the Batchelors Walk stop, I did a swift change from my short-working bus to SG79 in front, which was working through across the river and via St Stephens Green to the Wilton Terrace terminus, just south of the City Centre beside the canal. 1h 15m end to end. So ended my rides for Day 2.

Dublin Bus 11: City Centre - Sandyford - Wadelai Park - City Centre

On Day 3, I switched my attention from new to existing services, including one which is due to see radical changes in the delayed Phase 6 of BusConnects, the 11. This currently runs between Sandyford to the south via the City Centre to Wadelai Park in the north, but is due to be diverted on the latter half of its routeing to Phoenix Park in replacement for part of the 46A, the trunk route between Dublin and Dun Laoghaire, which is to be withdrawn and replaced by new “E” spine services.

The northern leg of the 11 is planned to be replaced by a new Dublin Airport - City Centre service numbered 19, providing new links between the Airport and DCU (Dublin City University), but assuming the current 11 routeing between Wadelai Park and the centre. However, this plan has run into local opposition, as residents fear that buses from the airport towards DCU and the city will arrive full at Wadelai Park at peak times, forcing longer waits. Despite additional shortworkings from the latter point being added to the proposed timetable at peak times to counter these criticisms, it seems that the fight continues, with “Save Route 11” posters evident on lamp-posts in the area. The battle continues!

I wanted to ride the current version of the 11 before any changes are made. Current frequency is every 30 mins daily but every 15 mins during M-F peaks. Some of the remaining Volvo B7TL ALX400s are allocated to the additional peak workings, with one or two sometimes staying out all day. Beginning at Trinity College in the City Centre, I was lucky to find AX639 of Donnybrook Garage on a southbound trip towards the end of the morning peak. A fairly quiet run “against the flow” out through suburban Dublin via Ranelagh, Clonskeagh and Kilmacud, before reaching the Sandyford Industrial Estate terminus, a 40 min trip.

Unfortunately, my AX then went out of service back to the garage, so I had to content myself with another older vehicle, EV100, by coincidence the final one of the batch delivered to Dublin Bus, for the return run. Slightly busier in this direction as we picked up workers and shoppers into the city. We then continued up O’Connell Street and through Drumcomdra, before turning off via the back streets to DCU and then the final loop to the terminus at Wadelai Park in St Pappin’s Road. We took 1h 20m for the run, slightly later than timetabled, but not a problem due to a long scheduled 25 min stand time.

After taking a photo (see below), the driver questioned my interest in his bus and after I explained, said that he was not looking forward to the impending changes, preferring the current routeing to the intended diversion to Phoenix Park! I reboarded the same bus for the 35 min journey back to my start point at Trinity College to complete the rounder.

Enviro400 EV100 of Donnybrook Garage at the Wadelai Park terminus of Route 11 at St Pappin’s Road. This vehicle was the final one of the batch to be delivered back in 2008.

Under Phase 6 of “BusConnects” the 11 is due to be rerouted away from this location to Phoenix Park in lieu of part of the 46A, with new route 19 linking Dublin Airport and Parnell Square taking over this leg. This has caused much local opposition and “SAVE ROUTE 11” posters have appeared on lamp-posts in the area.

Dublin Bus 150: City Centre - Rossmore (& back)

Next, I had intended a ride on the 47 (City Centre - Belarmine), as I saw from bustimes.org that there was a stray AX out on it. However, it was running 30 mins late and curtailed at Ringsend on its inbound journey, so did not reach me in the City Centre.

So, to Plan B, another chance to sample the new electrics, with a spin on the 150 to Rossmore. This runs from Hawkins Street on the southside of the river, operating every 20 mins M-S daytimes, 15 mins M-F Peaks and 30 mins eves & Suns. EW9 of Summerhill Garage was on the next working and I boarded for the trip through the city past St Patrick’s Cathedral to inner suburban Dublin through narrow streets with Victorian housing and many sharp corners, which were difficult to negotiate in parts with parked cars and traffic coming the other way slowing progress. Crossing the canal, we entered the outer suburban area of Crumlin, with wider roads and we made better progress. Finally to Templeogue and the terminus at Rossmore, a 50 min trip.

The return run on the same vehicle took exactly the same time, despite being busier with more passengers in this direction.

The 150 is another that had a period in the 90s / early noughties with midibuses and then longer single deckers, before double deck conversion.

Another route to see electrification with Dublin Bus this year is the 150 (City Centre - Rossmore). EW9 of Summerhill Garage illustrates the offside view of the new class at the Rossmore terminus.

Note the small “Zero Emission Bus” legend on the roof side panel in Irish and English.

Dublin Bus 27B: City Centre - Harristown Garage

Next day, it was time to go home, so to return to the Airport, I opted for the 27B to Harristown, departing from Eden Quay on the north bank of the Liffey. This is one of the long-standing remaining suffixed routes with Dublin Bus, ultimately destined for extinction as BusConnects continues its relentless advance.

The route is mainly operated with Volvo B9TLs and I had GT135 out of Harristown Garage. After proceeding past Connelly Station, we made our way through Fairview and north along the Malahide Road, before turning off towards Beaumont, where a double run was performed to serve Beaumont Hospital. Returning to the route, we continued on before another diversion to loop around the Castletimon Estate. Back on the main road, we had a faster run through an industrial and retail area to Santry, before heading north on the Swords Road towards the Airport. However, at the southern boundary, the 27B turns left along the airport perimeter road with a fast non-stop run, the only intermediate sight being a lay-by where plane spotters congregate. Finally, Harristown Garage is reached, virtually in the middle of nowhere at the edge of the Airport, with only a couple of nearby industrial units to provide passengers apart from Dublin Bus staff! A 45 min run.

I then crossed the road and boarded the next inbound 27B (SG341) to return one stop to Collinstown Park on the main Swords Road, a 5 min spin.

Dublin Bus Volvo B9TL GT142 of Harristown Garage stands beside the Liffey at Eden Quay before returning to base on Route 27B.

The route includes a non-stop run along the Airport southern perimeter road to the Garage.

Part Route Dublin Bus 16: Collinstown Park - Dublin Airport

Crossing the road, my final ride was another short 5 min one, aboard EV47 on Route 16 back to Dublin Airport. Full and standing when I boarded with airport passengers, but as it was only 3 stops and a brief ride, I didn’t mind.

So ended my latest trip to Dublin, during which I had completed the remaining new routes from previous phases of BusConnects which I had yet to ride, together with sampling the new electrics and perhaps a final ride on some of the older diesels. On my next visit, I expect that Phase 6 will have been implemented, with a number of new routes to try out in the Dun Laoghaire and Bray areas on the coast to the south of the city.

Watton

We finish where we began this trip, back at Dublin Airport, with AX635 again, showing the offside view of these vehicles. The end of service for these workhorses cannot be far away.

Photo taken at the end of my previous trip here in March.

Nearly Done in Brum

Trip to Birmingham to sample the few remaining Tridents and Volvo B7TLs left with National Express West Midlands before they finally depart, together with some examples of more recent types.

Previous Visits

Annual trips to the West Midlands have been a staple feature of my bus rides for many years, beginning in the early noughties when Leyland Nationals were the draw, featuring ex LT and LCBS examples on routes operated by the Birmingham Coach Company and Chase Buses. When Metrobuses departed London, the Mark 2 versions with Travel West Midlands (later National Express West Midlands) continued for another 5 years or so and I managed to ride many routes on them before they finished in 2010.

More recently, my focus switched to tracking down and riding the later generations of vehicles in the area which are now on the way out, principally Trident ALX400s and Volvo B7TLs. These seem to be following in the tradition of ending service around 5 years later than their London counterparts.

Current Fleet

National Express West Midlands has been investing in new vehicles in recent years and now has well over 300 electrics in service, in the form of Enviro 400EV City double deckers, based so far at Coventry, Yardley Wood and Perry Barr Garages. There are also 20 hydrogen Wright StreetDeck FCEV deckers at Walsall Garage. Hybrid vehicles comprise a batch of Volvo B5LH Wright Eclipse Gemini double deckers at Birmingham Central Garage.

After this, the newest double deckers consist of a large fleet of Enviro400MMC vehicles, spread around many garages. In addition, a considerable number of older “classic” Enviro400s remain in service at various locations.

The oldest double deckers left are around 30 Trident ALX400s out of the once huge fleet of the type, with only Yardley Wood and Walsall Garages retaining an allocation, together with about 40 Volvo B7TL Wright Geminis which are split between Acocks Green and West Bromwich Garages.

Single deckers are a smaller proportion of the overall fleet and consist of four principal types: Scania OmniLink, Volvo B7RLE, Enviro200 and Enviro200 MMC types.

Many vehicles of various classes are named and examples are illustrated in this article.

Trident ALX400 4611 rests between trips on the 76 at Solihull Station at the start of my rides.

This bus is allocated to Yardley Wood Garage, one of the two depots remaining to host the type.

Route 76: Solihull - Northfield

Day 1: I began my rides to the south east of Birmingham at Solihull Station Interchange, as early morning rain began to give way to autumn sunshine. My first target was to ride the some of the remaining Tridents from nearby Yardley Wood Garage, one of their last two homes. A good bet for a Trident is the long 76 route, which runs in an arc west across the outer suburban region of Birmingham from Solihull to Northfield. A 20 min service operates M-S daytimes, 30 min Sun daytimes and Hourly Evenings. On the day of my visit, there were half a dozen Tridents out, the balance of the allocation being composed of Enviro400 MMCs.

I had fleet no 4611 in dark red / maroon livery, which most of the remaining members of the class are in, although there are a handful in the older tomato red and white colour scheme. We departed Solihull Station on time and had just a few takers as we made our way through the leafy suburban landscape that characterises the area to nearby Shirley, exchanging passengers in the High Street.

It was interesting to observe the different generations of fare collection in place on these vehicles - a reader on the dash for credit card payments and passes, with a traditional farebox for cash payments as used to be common with London Country on Town Services in the 1970s and 80s! Tickets issued not out of a machine on the driver’s cab but mounted on the bulkhead behind is an unusual feature of buses here.

Continuing via Warstock, we traversed some areas of older housing on approach to King’s Heath. We had been making reasonable progress to this point, but then encountered gridlock, with a massive queue on the approach to the halfway point at Queen Elizabeth Hospital. Despite a Bus Lane over part of the route, it cost us a good 20 minutes - the traffic all seemed to be queuing for the hospital car park - a fact that even surprised the bus driver, who said this was not normal! Eventually we reached the Hospital Bus Station, whereupon our driver turned off the engine and disappeared for a call of nature, which I couldn’t really blame him for!

Our driver returned a few minutes later and we resumed our journey, by now half an hour down on schedule. Nevertheless, we maintained time for the rest of the trip, continuing via Harborne and California (just a housing area, not a US state!) before traversing the vast Weoley Castle estate - at the time it was built in the 1930s, the largest council estate in Britain. We reached the terminus at Northfield, adjacent to the shopping centre, after a lengthy run of 2h 10m, compared with the scheduled 1h 40m. The driver confided that the run had been a nightmare but that traffic problems were part and parcel of the job.

The front of Trident 4623 pokes out on route 18 outside its home garage at Yardley Wood after my run on it.

Low winter sunshine prevented a normal frontal photo so this was the alternative, neatly showing the current and original owners of the garage!

Route 18: Northfield - Bartley Green - Yardley Wood

After a stretch of the legs and stocking up on supplies at the local supermarket, my next route was another Yardley Wood stalwart to still feature Tridents, the 18. A bit of a mixture this one, with a couple of Tridents out plus a few Enviro400 MMCs and Scania OmniLink single deckers. I saw from bustimes.org that Trident 4623, also in maroon livery like my previous bus, was the second departure. The 18 is essentially a local route linking Bartley Green with Yardley Wood Garage, running every 12-15 mins M-S daytimes and every 30 mins Eves & Suns.

I boarded in Bristol Road at Northfield with a crowd of returning shoppers, to travel the short distance up to the terminus at Bartley Green War Memorial, traversing various housing estates, a 15 min saunter. Layover times and indeed running times seem quite tight on many Nat Exp West Mids services and due to late running, we departed almost immediately on the return run back to the garage. Back to Northfield with a good load, before continuing on via Cotteridge, Kings Norton Station and then via Druids Heath to Yardley Wood, with some pleasant country greenery on the latter section. Arrival back at base was after a 50 min run and I was able to admire the old “Birmingham City Transport” legend above the garage entrance, beneath the much smaller sign denoting the current ownership!

Yardley Wood Garage Trident 4617 at Rubery Great Park terminus on the 49 before returning to Solihull.

Most of the Tridents still in service are in this maroon livery.

Part Route 2: Yardley Wood - Maypole

Opposite the garage, I had only a few minutes to await my next bus, Scania OmniLink single decker 1789 on Route 2 to Maypole, a short 15 min positioning journey. This route used to host Tridents and indeed I had ridden one to and from Birmingham City Centre on my previous trip in Summer 2023 (see later). However, the service is now mainly single deck with one or two Enviro400 MMCs in support. It has also been rerouted between Yardley Wood and Maypole, approaching via a different direction and terminating on another side of the roundabout.

Route 49: Maypole - Rubery - Solihull

At Maypole, I transferred to the other principal Yardley Wood Garage service to host Tridents, the 49. This also runs west from Solihull to Shirley, but then diverges via Maypole, Hawkesley, Kings Norton and Longbridge, to terminate at Rubery Great Park, a large retail park, outside the Hollywood Bowl. It runs every 20 mins M-S daytimes, 30 mins Sun daytimes and Hourly Evenings. I joined Trident 4617 at Maypole Roundabout, the approximate mid-point of the route, to proceed westwards to the Rubery terminus, a 40 min trip. The 49 is another mix of Tridents and Enviro 400MMCs.

We dropped most of the other passengers at previous stops on the retail park, with only a couple of us staying on to the terminal point. After a 10 min or so layover, we departed on time on the return run and, after serving the retail park, picked up a large load in Longbridge. This was once the home of “Red Robbo” and the West Midlands mass-production car industry, but these days has been redeveloped with much new housing, offices and small business units. We then continued via the slightly more countrified area around West Heath to Cotteridge, performing a double run to serve Kings Norton Station. Back via Hawkesley and more suburban sprawl to Maypole again, before continuing to Shirley, meeting up with the 76 which I had ridden earlier in the opposite direction. However, the 49 and 76 take slightly different intermediate routeings into Solihull and we encountered a bit of congestion on the last stretch into the town centre, as the local schools were chucking out for the day. Arrival back at Solihull Station was after a run of 1h 20m, about 10 mins late.

Nevertheless, nice to hear the sound and experience the gentle whine of a few Tridents again, which of course we were used to in London for many years until not too long ago! I then repaired to my hotel in Central Birmingham for the evening.

Enviro400 4975 “Demi Leigh” of West Bromwich Garage on route 74 at Dudley Coronation Gardens, a temporary terminus whilst the Bus Station is closed for construction of a new interchange.

This vehicle is one of a batch in the old red and white livery with signwriting for Route 74 highlighting the frequent service between Birmingham and West Bromwich.

Route 74: Birmingham City Centre - Dudley - West Bromwich

Day 2: A bright but chilly day as I walked through the on-going work in the City Centre around Moor Street in connection with the building of the Curzon Street terminus of HS2 and the extension of the Midlands Metro Tram line. This time, I was bound north of the city to the West Bromwich area, where many of the remaining Volvo B7TLs reside.

Last year, I had managed to ride one of these vehicles on the 80 (Birmingham - West Bromwich via Smethwick), but this route is now mainly single deck with a few Enviro400 MMC double deckers. This time, I opted for the trunk route 74, which runs via the direct Soho Road route to West Bromwich and on to Dudley. The through service operates every 10 mins M-S daytimes, 15 mins Sun daytimes, 30 mins Evenings, but with additional shorts over the City Centre - West Bromwich section to provide at least a 5 min service M-S daytimes, 7-8 mins Sun daytimes, 15 mins Evenings. A rare (for Birmingham) Night Service operates on Fri/Sat Nights on an Hourly basis between the City Centre and West Bromwich.

The route is operated mainly by a fleet of older Enviro400s, many in red and white livery with signwriting extolling the frequent service on offer. When I travelled, these were supported by a few Enviro400 MMCs and a couple of Volvo B7TLs, which I saw en route as I travelled. The route is very busy in terms of traffic and passengers, particularly at the inner end and bunching seemed endemic, with convoys of 2, 3 and even 4 buses running together. I let the crowd board the first departure and took the second one, formed of Enviro400 4970 of West Bromwich Garage. As it was the end of the morning peak, traffic was bad coming into town but much less so in the opposite direction and we made good progress out of the centre and along the Soho Road towards West Bromwich. This is very much home to a large segment of the Asian Community in the West Midlands with appropriate shops and restaurants lining the route. Further on, we passed beside West Bromwich Albion Football Stadium.

At West Bromwich Bus Station, a driver change and we continued more sedately on the well-used but slightly less busy outer section through the main intermediate town of Great Bridge, through industrial areas and past retail outlets. Some faster running on the dual carriageway section approaching Dudley, a surprisingly pleasant traditional town centre with the Castle on top of the hill dominating the area. The Bus Station is currently closed during works to extend the Tram route there and for conversion into a new interchange. Buses currently terminate at various points around the town centre, the 74 at Coronation Gardens. 65 mins for the trip, arriving about 5 mins down on schedule.

I returned part of the way on the next working aboard sister Enviro 4975, also in the old livery with signwriting. A straightforward 30 min run back to West Bromwich, where I alighted at the Bus Station.

Volvo B7TL 4486 at Wednesbury Bus Station on local service 47 to West Bromwich, where the bus is based.

As with the Tridents, most of the remaining Volvo B7TLs are in the maroon livery, although there are a few exceptions (see later).

Route 47: West Bromwich - Wednesbury (& back)

Next, I tracked down some Volvo B7TLs, with 4 (of the 5) buses on the 47 being operated by the type, the other bus being a single decker. This is a short local route between West Bromwich and Wednesbury, which operates via main roads at each end and through estate roads in the middle, some of the latter being very narrow with it being difficult for buses to pass due to parked cars and the width of the streets involved. Buses run every 12-15 mins M-S daytimes and every 30 mins Eves and Suns.

Volvo B7TL 4486 was the vehicle for my outward journey and we had reasonable usage throughout. The main intermediate point is Hateley Heath and we paused for around 3 mins here to adjust our time, whilst our driver read her newspaper. A brief 25 min run end to end.

Wednesbury has a small Bus Station and waited here for the next bus in the sequence for the return run, another Volvo B7TL, 4487. Slightly longer on the return due to large numbers of passengers picked up on the last section in West Bromwich into the town centre, 30 mins on this occasion.

Enviro400 4749 “Lexi” on route 49 to Bearwood at West Bromwich Bus Station, an example in the maroon livery style.

Note that this route number duplicates that at Solihull pictured earlier - following the abolition of most of the unique service numbers in the 200-500 series in the West Midlands, there are several examples like this, which is most confusing!

Route 48A: West Bromwich - Bearwood

I then switched to a couple of other local routes, taking the 48A to Bearwood. Volvo B7TLs sometimes appear, but on the day I visited, it was mainly Enviro400s in charge. The 48 and 48A operate in tandem out of West Bromwich, before taking different intermediate routeings to Bearwood, where the 48A terminates but the 48 continues on to Queen Elizabeth Hospital. A joint 15 min service M-S daytimes over the common section, 30 min on each route, whereas Sunday daytimes is 30 mins on the 48 only. An Hourly evening service runs daily on the 48 variant.

Enviro400 4950 in maroon livery was my bus for the 35 min run, which operates via Londonderry (West Midlands, not Northern Ireland!) and Warley. Quite hilly in parts, mostly via typical suburbia. We terminated in the small Bus Station at Bearwood adjacent to the High Street.

Route 49: Bearwood - West Bromwich

For the return, I switched to sister route 49, which starts from the main Hagley Road beside the Bus Station. This runs every 30 mins Daily, Hourly Sunday evenings. Another Enviro400 for this trip, 4749, also in maroon. Naturally, yet another intermediate routeing traversed, via Brandhall and Rood End. Mostly estate roads, but a couple of more countrified sections enlivened the journey. Around 10 mins out from West Bromwich, we joined up with the 48 & 48A routes for the final stretch into town. 40 mins for this slightly longer route.

Astute readers will have noticed that this is the second route 49 I travelled on. Some time ago, West Midlands services were easier to navigate, with the lower numbers up to 199 being used in Birmingham / Solihull, 200s in Stourbridge, 300s in West Bromwich, 400s in Walsall and 500s in Wolverhampton. Only Coventry, with its mainly isolated network, had a separate low numbered set of routes. Now, most of the high numbers have been abolished, with low numbers used throughout most of the West Midlands, unfortunately resulting in 2 or even 3 routes bearing the same number, although not overlapping but causing some confusion to the unitiated!

Volvo B7TL 4479 “Ruby Rose” on the 80 to Birmingham City Centre in West Bromwich Bus Station, taken on my previous visit in July 2023.

This illustrates the nearside view of the class, on a route which now rarely sees the type, being operated in the main by Enviro400 MMC double deckers and Scania OmniLink single deckers.

Part Route 74: West Bromwich - Birmingham City Centre

Back at West Bromwich Bus Station, I completed my rounder on the 74 to return to the City Centre. Another gap in service resulted in a massive queue boarding two buses, which departed in tandem. I sensibly awaited the next one, Enviro400 4976 on a short working which started there, only three of us boarding and leaving 5 mins later. We soon caught up one of the buses in front and ran together for a while down the Soho Road, before overtaking and arriving in the City Centre first. A 35min trip.

BYD Enviro400EV City fleet no E173 of Perry Barr Garage takes on a crowd on Route 7 to Perry Common in Birmingham City Centre.

These vehicles are now up to well over 300 units and feature an “E” prefix to the fleet number for “Electric”. The latest plain grey livery is relieved slightly by the red and black sections.

Route 7: Birmingham City Centre - Perry Common (and back)

There was just time to squeeze in one more short route before darkness fell, so I plumped for the 7 to Perry Common, a route recently electrified with new Enviro400EV City double deckers out of Perry Barr Garage, one of three depots currently having the type. Unlike the older vehicles, “Next Stop” screens and announcements are in evidence and the new buses have high backed seating with leather edging to the moquette. As expected on such buses, a smooth ride and fast acceleration. Frequency is every 10-12 mins M-S daytimes, 15-20 mins Sun daytimes, 30 Evenings. Services run from around 0500 (0700 Suns) to 0100 Daily.

These buses have an “E” prefix to the fleet number to indicate an “Electric” vehicle and I got on E173 together with a large crowd, the city centre being busy with shoppers from the sales and visitors to the Christmas Market. Traffic was sticky on departure from the City Centre and we took a while to navigate the narrow streets out to Witton, where we passed near to the Aston Villa Football Ground. After calling at Witton Station, the route became more suburban as we approached the outer terminus at Perry Common, pulling in behind a sister electric vehicle after a journey of 35 mins.

As a result, I was able to step up a working and board E325 in front for the return run. Much quieter in terms of passengers in this direction as we were running “against the flow”. However, a super glue traffic jam in the city centre caused a frustrating delay of around 10 mins to cover the final 2 or 3 stops, meaning an overall trip time of 45 mins resulted. By now, it was almost completely dark, so I arrived back in time to sample a wonderful Indian Curry for my evening meal from one of the renowned local restaurants!

Volvo B7RLE 2171 “Linda” of Acocks Green Garage on arrival at Solihull Station on Route 4 from Birmingham City Centre.

The 4 is operated by a mix of this type and Enviro 200 MMCs with one or two Enviro400 MMC double decks in support, one of which creeps in out of service behind.

Route 4: Birmingham City Centre - Solihull

Day 3: My final day in Birmingham began once again in the city centre. I proceeded to Moor Street for a ride on Route 4, one of a number to link the centre with Solihull. This runs every 6-12 mins M-S daytimes, 15 mins Sun daytimes and every 30 mins evenings, like many services even on busy corridors the frequency drops significantly in the evening, lagging behind London and other cities which have seen increases at such times in recent years in response to the growth in the night-time economy.

Perhaps surprisingly, the 4 is mostly single deck with a mix of Volvo B7RLE and Enviro 200 MMCs performing, although a handful of double deckers turn out, usually Enviro 400 MMCs. I picked up Volvo B7RLE 2171 which, despite heading out of town at the end of the morning peak, was quite full. A decent run at this time off day as we followed the direct route to Solihull via the busy inner suburbs of Bordesley and Sparkbrook. At first we ran in tandem with the other services to Solihull, the 5 and the 6, which soon diverge and run via longer intermediate routeings.

After parting company with the latter, we continued via Tyseley, passing its famous Railway Museum and home of steam engine operations. At Acocks Green, a driver change at the nearest point to the garage in the town centre, where there was a scheduled “pause” of about 5 mins. Then on via Olton and the more leafy approaches to Solihull, looping around the town centre shopping area before continuing to the station interchange, where our journey terminated after a 45 min run.

Volvo B7TL 4672 of Acocks Green Garage arrives at the Chelmsley Wood terminus of Route 72 from Solihull in crisp winter sunshine.

Very few of the type remain in the old red and white livery.

Route 72: Solihull - Chelmsley Wood (& back)

Next up, I switched to the 72, which links Solihull with Chelmsley Wood to the south east of Birmingham and a good punt for one of the remaining Acocks Green based Volvo B7TLs. 4 of the 8 buses out were of the type, the balance comprising 3 Enviro400 MMCs and 1 Volvo B7RLE. For the outward trip, I had maroon liveried 4489, which seemed to have a mechanical issue although the driver managed to fix it to ensure a timely departure.

A small number of takers as we progressed out of town via Solihull Hospital through the suburbs to Sheldon, Lea Hall and Marston Green, where we double ran via the station interchange. On to leafy Chelmsley Wood, where we deposited most passengers at the out of town shopping centre. The final stretch was over estate roads to Yorkminster Drive, ending on the edge of countryside. A decent 45 min run.

The 72 runs every 10 mins M-S daytimes, 30 mins eves and Suns and I had noted another Volvo B7TL two workings behind us, 4672, in the old red and white livery, so I awaited its arrival 20 mins later. A good run at first in this direction, but roadworks closing the direct route at Sheldon caused a diversion via the A45 and other local roads to line of route. Unfortunately, two lanes into one on the dual carriageway section of the diversion caused a delay of about 10 mins, but our driver managed to make up some time on Lode Lane and we arrived back at Solihull Station after a 50 min trip, only 5 late. A good effort on a superannuated vehicle.

Volvo B7RLE on the 4A in Solihull Town Centre before departing for Birmingham via Gospel Oak.

The route shares the same mix of types from Acocks Green Garage as the parent route 4.

Route 4A: Solihull - Birmingham City Centre

My final route, back to Birmingham, was on the 4A. Unlike the parent route 4, this departs from Solihull Town Centre, serving the station next, rather than the other way round. In addition, it deviates from the 4 by looping around via Shirley and Gospel Oak, a large housing estate. Through buses run every 30 mins Daily, although additional shorts provide 4 buses per hour M-S daytimes over the Gospel Oak to Birmingham section, oddly running at 12-18 min intervals rather than the expected 15. A large roundabout in the centre of the Gospel Oak estate provides a turning circle for the short workings. Evening services run only over the Shirley - Birmingham section. The same mix of types was evident as on the main 4 service.

I had Volvo B7RLE 2173 for my journey, which was relatively well used. After circling through Shirley and Gospel Oak, we rejoined the 4 just south of Acocks Green for the remainder of the run back up to the city centre. Superglue jams again for the last few stops due to large numbers of vehicles queuing for the central car parks, resulting in an overall trip time of 65 mins, more than 10 mins of this covering the last few stops.

In Summary, an enjoyable series of rides in the main, although like many towns and cities these days, Birmingham seems to have a serious traffic problem at times, although this was probably exacerbated by the Black Friday Sales and the Christmas Market. Narrow roads in parts and seemingly endless roadworks and temporary lights make bus operation difficult. However, I feel that Nat Ex West Midlands are a bit “old fashioned” in their approach to timetabling, with tight schedules and short layovers at terminals. Evening and some Sunday services, often operating at 30 and 60 min intervals, together with very few 24 hour routes, are a bit “retro” for modern city usage.

Also, the network is quite complex and, despite stop specific timetables at stops and “where to board your bus” maps at Bus Stations and key terminals, there is a lack of maps. The excellent series of pocket maps covering the West Midlands are no longer available, so I used an old 2018 edition, which although out of date at least enabled me to understand the geography a little better.

However, there is evidence of investment in new vehicles and the older types seem to be on the wane, so there is some positive news in terms of the experience offered to customers. The proliferation of under cover Bus Stations around the network is good for interchange, although there are obvious omissions in the city centre and elsewhere. I’m sure I shall return in future to observe further developments in this area!

Watton

We end this report with a red and white liveried Trident, 4602 of Yardley Wood Garage on Route 2 at Maypole in July 2023, during my previous trip.

This bus was still in service at the time of my latest visit and was seen out on the 18. The 2 is now mainly single deck with Scania OmniLinks but with the odd Enviro400 MMC double decker.

Going Ahead with Fastrack

10th November saw the “Fastrack” services in the Dartford area of Kent transfer from Arriva to Go Ahead. Watton’s Wanderings was there a week or so later to sample the new operation.

This poster appeared at various Bus Stops along the Fastrack routes to advertise the revised network.

Increased Evening and Sunday services were a feature of the changes and are highlighted here.

Background

Go Ahead assumed control of the Fastrack network from Arriva and Go-Coach on 10th November, with buses operating out of a new base at Dartford, coded FT. After a plan to use Mercedes Benz Citaros cascaded from TfL routes 108 and 358 fell through, a collection of Enviro 200s was amassed instead, comprising mainly SEs from other garages plus some MMC versions formerly with Sullivan Buses and recoded SEN. In addition, a couple of Volvo B7RLEs (6003/13) were hired from Metrobus, Crawley, with a quartet of Citaros also acquired that were formerly with APCOA on Luton Airport car park shuttles, coded MEC70-73. The allocation is intended to be temporary, until new Irizar ie tram buses enter service in Spring 2025.

Fastrack A: Bluewater - Dartford

I began my rides at a chilly Bluewater Bus Station at the end of the morning peak, where I awaited the next departure on Fastrack A to Dartford. This route is the same as it was with Arriva but now runs every 12 mins Daily and every 30 mins Overnight, representing a big increase on the previous Evening and Sunday frequencies of 20-30 mins.

However, there seemed to be some delay in the service, as I saw SEN65 departing as I arrived, with SE125 behind it, a bus that had served at Putney (AF) and Merton (AL) earlier in the year. I was the only one boarding the latter and we left just 6 mins after the previous bus - more or less on time. Out of the shopping centre and up to Greenhithe Station, where we picked up a few passengers. Then round via the business park area with a short section of “Bus Only” road under the Dartford QE2 Bridge, just after which we caught up with the previous bus which was caught at temporary traffic lights due to roadworks, no doubt the cause of the late running.

After dropping a couple at Amazon, we returned over the double run section to resume our journey via the Temple Hill estate, where we swapped the industrial nature of the route for housing. Arrival at Dartford Home Gardens, near to the Station, was after a trip of just under half an hour. We had overtaken SEN65 by this time, which pulled in behind us and then had to reverse off the stand to depart on its next trip, being first in the sequence!

SE125 on Fastrack A at Dartford Home Gardens.

Nudging in behind is SEN65, formerly AE19 with Sullivans and before that 8861 wih Abellio. Pending the introduction of new Irizar ie tram buses in Spring 2025, a collection of Enviro200s has been gathered to start the routes off with Go Ahead.

Fastrack C: Dartford - Temple Hill - Dartford (Circular)

Crossing the road by the footbridge, I switched my attention to Route C, which is a new service under Go Ahead, although is really the former Dartford - Temple Hill section of Route B renumbered. Indeed, buses generally interwork between the two routes at Dartford, switching from B to C and vice versa, so no real change to the operation. This route now runs every 15 mins Daily, except early mornings and late evenings when it is every 30 mins.

SE95 was the next to arrive on an inbound B, a bus previously at Silvertown (SI) and Bexleyheath (BX) Garages. The driver changed the route letter to C after some difficulty with the blinds. Some passengers were clearly confused by the change and were asking the driver exactly where the C went!

With a few on board, we were soon off on this “frying pan” route, which operates via Temple Hill, Trevithick Drive, Henderson Drive, Littlebrook Manor Way and Temple Hill again back to Dartford. A one way loop serving housing estates and taking just 15 mins for the trip.

SE95 on Fastrack C at Dartford Home Gardens.

Route C is a new one taking over the Temple Hill section of Route B under Arriva, although buses generally interwork between the B & C at Dartford.

Fastrack B: Dartford - Gravesend

Remaining on the same vehicle at Dartford Home Gardens, we switched to Route B for a trip to Gravesend, departing after a 5 min pause. We departed Dartford via the “Bus Only” road reserved for Fastrack, before switching to the Bus Lane beside the main road to Darent Valley Hospital. After this, we descended the Fastrack road to Bluewater Shopping Centre.

From here, we continued to Greenhithe Station and then through the Ingress Park area of new housing. However, from that point to Ebbsfleet, a long diversion is in place due to the collapse of the road on the direct route at Swanscombe some 18 months ago, which is still awaiting repair. The bus loops back past Bluewater again and along the Motorway one junction before arriving at Ebbsfleet International Station from the south, which adds considerably to the journey, especially at times of congestion.

From Ebbsfleet, normal service was resumed and we continued via new housing in Springhead Park and Perry Street into Gravesend. Arrival was after a trip of just on 1 hour from the start.

SEN59 on Fastrack B at Gravesend Garrick Street, formerly AE20 with Sullivan Buses. Not a vehicle I travelled on, but illustrates the type.

This was one of the batch previously used on the W9 until Sullivans gave up their TfL work.

SE147 on Fastrack E at Gravesend Garrick Street.

This route was previously operated by Go-Coach and is a temporary one, with the A intended to be extended to cover it in 2025.

Fastrack E: Dartford - Castle Hill (and back)

After a short break, I resumed my rides with a trip on Route E, which has passed from Go-Coach to Go Ahead. Operating between Gravesend and Whitecliffe (Castle Hill), it is intended to be a temporary service, as the plan is to extend Route A over it in Autumn 2025. Buses run every 30 mins M-S daytimes, 60 mins Evenings & Sundays. Certain journeys interwork with Route B at Gravesend.

I had SE147, a vehicle that served at Merton (AL) and Orpington (MB) before transferring to FT. It had a malfunctioning number blind, so that the display was stuck between routes E and AZ. This seemed to be the quietest of the Fastrack routes and we departed Gravesend via a different route from the B, along the river frontage to serve a business and retail park plus new housing. At Perry Street, we joined up with the B to Ebbsfleet International Station. After this, it was uphill to Whitecliffe and the Castle Hill Estate, terminating at a bus turning circle where the current development ends.

After a short layover, we returned via the reverse of the outward route to Gravesend, just 20 mins running time each way on this service.

Not one I rode, but SE137 on Fastrack B at Gravesend Garrick Street illustrates the nearside view.

Note the screen showing the next departures and the Remembrance Poppy on the nearside wing mirror.

Fastrack B: Gravesend - Dartford

Back at Gravesend, it was time to return to Dartford on the B. The service frequency is now every 15 mins Daily, like the A representing an evening and Sunday increase from every 20-30 mins. Hours of operation are extended too, the route running from 0430 - 0130 M-S and 0600 - 2400 Sun.

SE147, which I had just ridden on the E, switched routes to the B and left first, but I caught the next departure, formed by SE97, a bus previously at River Road (RR) and Silvertown (SI). Just after leaving town, at Overcliffe, we caught up with SE147 in front, which had apparently broken down with a mechanical fault, as the driver transferred his passengers to us.

We then continued with a full load to Ebbsfleet and then around the long Motorway detour to Ingress Park, Greenhithe and Bluewater. From this point, with the dedicated bus roads and bus lanes in force, it was a quick run via Darent Valley Hospital back to Dartford. Another 1 hour run end to end.

6013 at Bluewater Shopping Centre on the B is one of a pair of Volvo B7RLEs on loan from Metrobus, Crawley, for Fastrack operation.

In addition, there are four Mercedes Benz Citaros, MEC70-73, formerly with APCOA at Luton Airport on car park shuttle services.

Fastrack A: Dartford - Bluewater

To finish, it was back to Bluewater on Route A, this time aboard SEN65, an Enviro200 MMC formerly with Sullivan’s as AE19 on TfL work in North London and prior to that as 8861 with Abellio in West London. We departed with a few passengers via Temple Hill to Amazon, where no-one alighted or boarded. The driver did his best to keep to time, despite the temporary lights in the industrial area delaying proceedings.

Then, on the dual carriageway section approaching Greenhithe, we were delayed by a procession of around 20 geese crossing the road from a roundabout to a nearby pond. A few choice unrepeatable phrases from the driver ensued! Eventually, after serving Greenhithe Station, we made it back to Bluewater after a run of just over half an hour. On alighting, I noted Metrobus VolvoB7RLE fleet no 6013 on the B to Gravesend, one of only two of the type at FT.

My overall impression of the new Fastrack was of a reasonable operation, but clearly with operational challenges due to roadworks and road closures causing delays and diversions. The use of secondhand buses is not ideal but acceptable as a short term stopgap until the new Irizars come on stream.

The one route I did not sample was the Fastrack AZ, which is a special route serving Amazon in two separate sections, Dartford to Amazon and Amazon to Gravesend. There are just a handful of journeys, operating early mornings and early evenings only to coincide with working shift patterns.

However, hopefully I will be able to visit again next year after the new buses have entered service and the intended route changes have been made. One for the diary!

Two Silver Anniversaries in West London

This article covers a series of bus rides in and around North West London, focusing on a couple of routes celebrating their Quarter Century in 2024, together with the original routes from which they derived, topped and tailed with a few connecting services.

The 328 celebrates its 25th Birthday this year.

Metroline VWH2035 of Cricklewood (W) Garage represents its usual type at Golders Green Station.

This batch of vehicles has the classic curved front but smaller upper deck windows adopted on Volvo Wright Hybrids after the early examples.

Route 328: Golders Green to Chelsea

Day 1 began at Edgware Station, with a ride on the Northern Line a few stops to Golders Green. Emerging into the adjacent Bus Station, my first target was the 328, which started in 1999 and thus reaches its Silver Anniversary this year. It was formed as part of a rearrangement of the 28 and 31, taking over the northern leg of the former and the southern section of the latter, operating between Golders Green and Chelsea.

Initially operated by First, single deckers in the form of DM type Darts started the route off, but it was upgraded to double deck in 2004 with VNWs. Tower Transit assumed the service when First departed London and replaced the diesels with VH hybrids in 2016. Current operator Metroline took over in 2021 with VWH types.

Of the three vehicles on stand when I arrived, VWH2035 of Cricklewood (W) Garage was first to depart and I jumped aboard. At the first stop around the corner, we filled up but initially had a quiet ramble along the Finchley Road through Child’s Hill. However, at the Hendon Way junction with the A41, we hit a superglue traffic queue, despite it being after the main morning peak. Even when we eventually made it through to West End Lane, it was an excruciating crawl past West End Green and West Hampstead Station.

After this, it was ok to the Kilburn High Road, where we encountered another queue on approach to temporary traffic lights just south of the turn off to Kilburn Park Station. Finally, after negotiating this, we were able to make reasonable progress via Harrow Road and Westbourne Park to Notting Hill Gate, where there was more slow moving traffic down Kensington Church Street. We were now very late on the schedule and the controller came over the radio to advise the driver of a short turn. However, 5 mins later, there was a change of plan and the driver was asked to run through to Chelsea but turn short at Kilburn on the return and take the bus out of service to the garage for their break!

By now, we had caught the 328 in front up and followed it through High Street Kensington to Earl’s Court, where the other bus terminated, also due to late running, and their passengers transferred to us. We struggled through to the Chelsea World’s End terminus, arriving after a massive journey of just under 2 hours, extremely slow, even for this notoriously slow and busy route. An endurance test!

Metroline VW1294 of Willesden Junction (WJ) Garage on the 28 at the Wandsworth Mapleton Road stand.

Note the “HT” garage code still on the side of the vehicle from its former allocation to Holloway for the W7. This route was unusually awarded on a reversion from electric to diesel power earlier in 2024 but only on a short term 3 year contract.

Route 28: Fulham to Wandsworth - then full route to Kensal Rise

After my extended ride on the 328, I was in need of a stretch of the legs, so I walked west along the King’s Road to Wandsworth Bridge Road to pick up my next route, the parent 28. Unusually, this service reverted from electric / hybrid to diesel operation when it passed to Metroline on re-tender earlier this year. However, this is only on a short term 3 year contract. Volvo B9TLs are the current fare out of Willesden Junction (WJ) Garage and I had VW1294 on its southbound run to Wandsworth, still with “HT” garage codes after its previous life at Holloway. Traffic was a little sticky but at least moving as we made our way south over the bridge and through Wandsworth to the Mapleton Crescent terminus. A 20 min run.

For the return run the length of the route to Kensal Rise, I dropped back a working to VW1266, a bus previously at Harrow Weald (HD) before transfer to WJ. The roads had improved a bit by this time and, after a small diversion due to roadworks near Wandsworth Town Station, we made reasonable progress back over Wandsworth Bridge and up to Fulham Broadway. After this we caught up with VW1266 in front, so our driver was given a 4 min hold at West Kensington Estate.

Continuing via Olympia and High Street Kensington to Notting Hill Gate, we again encountered VW1266, which appeared to be very slow running. Through Westbourne Park to Harrow Road, we finally overtook the other vehicle and made our way up to Kensal Rise Station, where we terminated after a run of 1h 20m, slightly quicker than scheduled on this occasion.

When I first encountered the 28 in the 70s, it was a crew route with RMs between Wandsworth & Golders Green. Infamously, it was converted direct to OPO with MA midibuses in 1989, with larger DW and then DM single deckers replacing them in the 90s. With the changes of 1999 and the coming of the 328 as mentioned above, the 28 was cut back to Harrow Road Prince of Wales at the northern end, although in 2006 it was pushed through to Kensal Rise, restoring links that had been lost following previous changes to the 46.

Double deckers had returned in 2004 with VNWs whilst with First and, like the 328, the 28 passed to Tower Transit in 2013, with VH hybrids later taking over from diesels. In more recent times, RATP Dev became the operator using mainly BCE / OME class electrics, although that all changed when Metroline surprisingly took the contract in mid 2024 on the basis of a reversion to diesels.

Metroline VWH1410 of Willesden (AC) Garage on the 302 at Kensal Rise Station.

These early hybrids retain the “classic” front curved windscreen and large upper deck windows inherited from the VW diesels. Metroline retained the contract for the route earlier this year using the existing vehicles.

Route 302: Kensal Rise - Mill Hill Broadway

At Kensal Rise, I continued on my northern trajectory as I transferred to the 302. This route has recently been retained by Metroline on re-tender on the basis of its existing hybrids. I had one of the early examples, VWH1410 out of Willesden (AC) Garage.

By now, traffic conditions had improved and we had an easy ride up to the Willesden High Road and past the garage, no driver change to slow us down. Then on via Neasden, not encircling the shopping centre in this direction, but calling instead at the inconvenient stop across the footbridge on the underpass. A short queue leading into the single carriageway section up Blackbird Hill, before a good run along suburban Church Lane to Kingsbury Roe Green. Then via the back streets avoiding Colindale to Burnt Oak, where there was an exchange of passengers at the Broadway. Plenty of local usage on the final section to Mill Hill Broadway, where we arrived at the station after a decent 55 min trip.

The 302 is the daughter route of the 52, beginning in 1992 when the latter was split, the new number taking the northern section between Mill Hill and Ladbroke Grove, although this was soon amended to Notting Hill Gate. 1998 saw the cut back to the current Kensal Rise destination. After starting with M operation, there were two single deck periods with LN Lances and DLD Darts, until low floor conversion with VP double deckers in 2010. The current VWH types took over in 2017.

Part Route: 240: Mill Hill Broadway - Edgware Station

At Mill Hill Broadway, I only had a couple of minutes to wait for Metroline’s TE1317, which was returning to its home garage at Edgware on the 240. After the short 10 min ride, I arrived back at my Edgware Station start point and the end of my trip for Day 1.

RATP Group VH45087 (former Tower Transit VH38125) of Edgware (BT) Garage on the H12 at Stanmore Station.

This vehicle bears the angular windscreen design adopted with later Volvo Hybrids and in my view is more ugly than the earlier curved version seen in the photos above. The route is currently operated by a mix of VH, ADH and VHR double deckers.

Route H12: Stanmore Station - South Harrow

Day 2 began at nearby Stanmore Station at the end of the Jubilee Line, with another grand circular journey. First up, the H12, beginning at the end of the morning peak. The route is operated by RATP Group out of Edgware (BT) Garage using an eclectic mix of VH, VHR and ADH hybrid types. I had VH45087, one of the batch inherited from Tower Transit and formerly VH38125 when with them, the grey based TT moquette and green handrails betraying its origin when boarding.

A good number of students boarded with me at the first stop, but gradually alighted as we made our way through Stanmore and down to Harrow Weald via typical suburbia. Passing HD Garage, which operated the route from 2004-18, we continued around the dog leg to Hatch End. After this, a small traffic queue on approach to the turn off to Pinner caused a short delay. Passing under the Metropolitan Line bridge, we maintained our suburban ramble through “Metroland” to Rayners Lane and the final section to South Harrow. Arrival at the station was after a 50 min run.

The H12 was a product of the “Harrow Buses” scheme in 1987, largely replacing the former 209 between South Harrow and Harrow Weald, although it was extended to Stanmore Station the following year. Beginning with MR MetroRider midibuses out of HD Garage, it progressed through SR, DT and EDR single deckers, before passing to London Sovereign with their Darts in 1999. The route returned home when Metroline took over with VP double decks in 2004, although RATP became the current operator with hybrids in 2018.

Metroline VMS2815 of Willesden Junction (WJ) Garage on the 487 at South Harrow Station.

This is another route reaching its Silver Jubilee in 2024.

At the time of this journey, despite being intended for electric operation, only 2 or 3 of these new vehicles per day were appearing on the route out of a total of 12, with Enviro200 diesels making up the balance. Note the very small legend on the side roof panel saying “I am an electric bus”.

Route 487: South Harrow - Willesden Junction (then back to Central Middlesex Hospital)

At South Harrow Station, I was able to connect with the 487, a route that was retained by Metroline on re-tender last year on the basis of conversion to new Volvo BZL/MCV electric single decks in due course. Due to the usual delays in installing sufficient charging capacity at Willesden Junction (WJ) Garage, so far only 2 or 3 of the new vehicles appear each day and I was lucky that VMS2815 was the second departure. Existing DE class Enviro200s make up the balance of the allocation.

Metroline have the new electric buses in 3 different lengths and I had previously sampled the short (VMSS) and long (VMSL) versions on the 384 and 251 respectively. This was my first time on the medium (VMS) version, which was very similar internally to the others, but of different dimensions! The new information screens were working visually but the verbal announcements either did not play at all or were incorrect, clearly some reprogramming required.

Where we were able, some fast acceleration as expected on an electric vehicle, as we made our way through Northolt Park, Whitton Avenue and Sudbury Town to Alperton, where the former bus garage site has now disappeared beneath a new development, leaving no clue of its previous existence. Down to Hanger Lane, where the gyratory was gyrating, before the fast section along the A40 past Park Royal. Then a traffic queue reduced us to a crawl on approach to Gipsy Corner, before we were freed and made our way to Park Royal ASDA, Central Middlesex Hospital and Harlesden Station. Between this point and Willesden Junction we had two sets of temporary lights to contend with due to roadworks, causing around 5 mins delay. Nevertheless, our overall time of 55 mins end to end wasn’t bad.

The 487 is another that is 25 Years old in 2024, having begun in 1999 when the 187 was split. The new number took over the western section between South Harrow and Willesden Junction. Operators have included London Traveller, Metropolitan Omnibus, Thorpes, First and Metroline, using various single deck types, although the odd double decker has appeared on occasion. Since First and their successor Metroline have been in charge since 2004, the route has either worked out of the old Alperton (ON) Garage or Willesden Junction (WJ).

At Willesden Junction Station, I stepped up a working to board DE1610, one of the more usual diesels on the route, to retrace my steps a short distance on the 487 to Central Middlesex Hospital, a 15 min journey.

Metroline DE1643 of Willesden Junction (WJ) Garage on the 187 at Central Middlesex Hospital.

These diesels are due for replacement by electrics when sufficient charging capacity has been installed at WJ Garage.

Route 187: Central Middlesex Hospital - Finchley Road O2 Centre

Next, I switched from the 487 to its parent route, the 187, continuing on my large circle around North West London. This route is also with Metroline out of WJ Garage and is still awaiting its promised new electrics. The old Enviro200s continue for now and I had DE1643 on its next trip to Finchley Road. Like DE1610 earlier, this was one of the former First vehicles inherited by Metroline, with the old purple interior but with Metroline moquette on the seats.

This service runs via a different intermediate route between Central Middlesex and Harlesden from the 487, but we still had to negotiate the temporary light section afterwards. A driver change at Willesden County Court entailed a 5 min wait but timetable padding seemed to allow for this. After this, a bit of a slog through Harlesden to Kensal Rise and Queens Park, although it was a bit quicker via Maida Hill, Warwick Avenue and on to St John’s Wood, where we ran in tandem with a 46. The terminus at Finchley Road O2 Centre had been closed a few days previously due to emergency water works, but had reopened by the time of my visit. Arrival was 1h 5m from the start.

The 187 was once a long cross North West London route from South Harrow to Hampstead Heath, converting from RT to RM crew operation in 1975 and then to M OPO in 1982, at which point it was cut back at the eastern end to West Kilburn (as Queens Park was called in those days by London Transport!). The 1990s saw single deck conversion with DR / DT class Darts, then when the split into 187 / 487 came in 1999, the two routes have had a similar history in terms of the same operators and types as described earlier.

Metroline DE1032 of Cricklewood (W) Garage on the 268 at Finchley Road O2 Centre.

The contract has been retained by Metroline from mid 2025 on the basis of new electric vehicles, so these elderly diesels are unlikely to be around for much longer.

Route 268: Finchley Road - Golders Green (and back)

Final route of the trip was the short 268, which began in 1968 and was unusual (for those days) in providing new links, in this case between Finchley Road and Golders Green via Hampstead. The only change has been the short extension from Finchley Road Station to the O2 Centre which came in 1998.

Metroline operate the service from Cricklewood (W) Garage and have retained the contract with new electric vehicles promised from mid 2025. Meanwhile, existing diesels continue and I had DE1032 for the northbound run, unlike those on the 187 / 487, an indigenous Metroline example. Despite a quiet start, we filled up as we made our way to Hampstead, where we encountered traffic congestion in the village. Up past Hampstead Heath Ponds, we continued to struggle and made a slow ascent into Golders Green, taking an over-long 35 mins on this short route. The driver explained that the bus was under-powered, not uncommon with some of the older Enviro200s, so in his view, the new buses cannot come soon enough!

For the return run, I had sister Enviro DE1020, which seemed a better bus and we powered up past the Old Bull & Bush to Hampstead Heath. Still a bit sticky through Hampstead Village, but then an easy run through Belsize Avenue and Swiss Cottage back to Finchley Road. Just 30 mins in this direction which was an improvement on the outbound journey.

The 268 has had a large collection of types work it over the years. Beginning with MBs, it progressed through SM / SMD and LS classes in London Transport days, before passing to London Country North West with Mercedes Midis under tendering in 1986. R&I Coaches had the contract from 1989 with Darts, before MTL London and their successor Metroline took over in 1994 with various high floor then low floor Dart types. Arriva had a stint from 2006-15, mainly using Cadets, but Metroline then returned with the current vehicles.

To end my day, it was a simple transfer to the Underground at Finchley Road Station and the Jubilee Line back to my start point at Stanmore.