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.
