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.