Man of Letters

A bus trip to West London this time, riding on prefixed routes from A almost to Z in the Uxbridge & Hounslow areas, featuring diesel and hybrid traction.

I began at Ruislip Station, where we see Metroline Enviro400 TE1090 of Uxbridge (UX) Garage on the U1 during a previous visit in November 2023. This was the only decker on the route that day, such appearances being merely occasional on the route.

This particular bus has since been withdrawn from service in London although more recent examples remain at UX for now.

Route U1: Ruislip - West Drayton - Uxbridge

An early start on a rare sunny Saturday in recent weeks brought me to Ruislip Station, start point for some TfL bus rides in the area. All the routes on my itinerary were comparatively new in terms of longevity, all being prefixed ones in the “A”, “H” or “U” series.

I began with the U1, which I had last ridden in 2023 when I discovered a lone double decker in service on what is normally a single deck route. Although such instances do occur, they are relatively rare and this time the service was fully single deck with a mix of Enviro200s. Metroline operate the U1 out of Uxbridge (UX), with new electric single deckers envisaged as part of the last contract renewal in 2024, but which have yet to make an appearance as necessary charging facilities have yet to be installed at the garage. For now, I was happy to take a ride on DE1170, a fairly elderly diesel, but still in good condition and doing the job it was built for.

A straight run through largely traffic-free roads at this hour with passengers only in single digits as we progressed along Ruislip High Street, then sped along via West Ruislip Station to Ickenham Village Pump, where we took a right turn along Swakeleys Road, named after the nearby Jacobean Manor House “Swakeleys” which was restored in recent times and after some communal use was returned to single property ownership. Crossing the A40 roundabout, we continued into Uxbridge, calling at Belmont Road and the High Street, but avoiding the Bus Station, one of the few routes not to call there in this direction. A passenger exchange at the stops in the town, before moving along Hillingdon Road and passing close to the former RAF Uxbridge site, where the restored Battle of Britain Bunker can be visited.

Turning off the main road at Kingston Lane, we passed the Brunel University campus on our right before continuing to Hillingdon Hospital, where a few alighted. It was then through the estate roads of Violet Avenue and Apple Tree Avenue to Falling Lane, before reaching Yiewsley Library and adjacent West Drayton, where we terminated at the station, this terminus now restored after a long period of closure for road resurfacing. A simple 35 min journey.

After the 15 min layover, I returned on the same bus via the reverse of the outward route as far as Uxbridge Station, where I alighted.

The U1 has been an UX Garage route all its life, beginning in 1989 as part of the “U Line” minibus scheme in the area, later rebranded as “Uxbridge Buses”. It has passed through the various ownership periods of Centrewest, First and Metroline. Starting off as a short Uxbridge to Ruislip local, replacing a section of the 223, it enjoyed forays out to Harefield, Rickmansworth & Chorleywood between 1991 and 1994, before the section across the border was replaced by HCC supported Route R1. However, it then grew in the other direction, reaching West Drayton, Stockley Estate and Hayes in lieu of former routes U5 & U6 in 1996. Retraction came in 2004, when it was cut back to Hillingdon Hospital and a new U5 took over the Hayes section, although it reached West Drayton again in 2008, becoming essentially the route we know today.

Initially operated with MA class midis, it gained larger single deckers in 1998 with the arrival of DML Dart Marshalls, replaced in due course with DMC Dart Caetanos. The 2010s saw Enviro200s take over in the form of the current DE types, with a few longer DELs giving support. Double deckers have appeared as visitors on occasion, with TE, VW and VWH classes possible at the time of writing.

Back to the present and Metroline Enviro200 DE1170 is more typical of the offering on the U1, seen at West Drayton Station between my rides on it.

This route was retained by Metroline in 2024 on the basis of new electric single deckers being introduced, but these have yet to appear, pending infrastructure works needed at UX Garage.

Route A10: Uxbridge - Heathrow & back

Back at Uxbridge, I switched to the beginning of the alphabet with a rounder on the A10, which provides a fast link to Stockley Park and Heathrow Central. Surprisingly perhaps, this service has not been incorporated into the Superloop fold, as it has a non-stop section and could perhaps be made limited stop over the rest of the route. Another Metroline service provided by UX Garage, the typical fare comprises DE and DEL single deckers, although at least one or two double deckers a day is not uncommon.

My previous ride on the route had been on a TE Enviro400, so this time it was good to sample a Volvo B9TL in the form of VW1384, one of the vehicles released from the 81 by hybrids a few months ago and transferred from Lampton to Uxbridge with several others to replace older examples of the same class together with older TEs. This appeared to be the only double decker on the route that day.

We set off with a handful on board, our two decks certainly not required on a quiet Saturday mid morning. Making our way through the town and out towards Hillingdon Hill, we turned off along Harlington Road and into Dawley Road, passing the Transport UK Hayes (DH) Garage. A short section through the greenery brought us to the back entrance of the Stockley Park business estate, where we traversed the mix of office blocks and landscaped areas and had a few joiners and leavers, although relatively quiet being a weekend. Back on Stockley Road, we served one final stop before the fast run along the M4 spur road and through the tunnel to Heathrow Central Bus Station. A good run of just under half an hour.

After the layover, I rejoined the same bus for the return trip, having the top deck to myself for the first part of the journey. Back at pace to Stockley Park, although once back on the “all stops” section, we slowed down as we picked up considerable numbers travelling to Uxbridge, presumably due to a gap in the U4 at the common stops. Nevertheless, we took only 4 mins longer on this trip than the outward one and I was soon alighting with the crowd back in Uxbridge at Belmont Road. A nice thrash.

The A10 is another to have been at UX since inception in 1996, with only a minor rerouteing to better penetrate Stockley Park in the meantime. It began in a blaze of publicity as the “Heathrow Fast”, with L class Darts in a striking dark blue and yellow livery. Sadly, subsequent types have reverted to plain red, losing some of its former special status, with DML and then DE type Enviro200s in succession, although various double deck classes have provided some variety.

Another double deck interloper on a mainly single deck service, with Metroline Volvo B9TL VW1384 of UX Garage on the A10 at Heathrow Central Bus Station during my rounder aboard it.

DE/DEL type Enviro200s are the main allocation on the A10, but VW, VWH & TE visitors were not uncommon at the time of my visit.

Route U4: Uxbridge - Hayes

I then left Uxbridge on another of the original “U Line” services from 1989, the U4, which again has been an UX Garage inmate ever since. This was double-decked fairly early on and at the time of my visit was sporting a mix of TE, VW and VWH types. I had another of the Lampton refugees, VW1385, for what turned out to be a busy old run through to Hayes.

Good progress to begin with, as we wended our way through Uxbridge Town Centre again and out towards Hillingdon, this time turning off along Kingston Lane as per the U1 earlier. No-one on or off at Brunel University this time and we were soon passing Hillingdon Hospital, after which we parted company with the U1 and continued on to Harlington Road and through the suburban housing via Judge Heath Lane and Barra Hall Circus into Hayes.

We hit the expected traffic on approach to Hayes Town Centre, which seems permanently snarled up and seemed to take an age to traverse the High Street up to the station. Then on the meandering course via the back streets through to Bourne Avenue and the terminus at Prologis Park. The 55 min journey seemed overly long but not untypical around midday on a Saturday.

After a short 5 min stand, I returned aboard the same vehicle a short distance to Hayes Station, where I alighted 15 mins later. The U4 was retained by Metroline in 2024 with new electric double deckers intended in due course, but delayed pending necessary infrastructure works at the garage.

The U4 directly replaced former Route 204 and began with the inevitable Mercedes MA midibuses, which were supplanted by longer DML single deckers in 1998, but upgraded to TN class Trident double deck in 2004. TEs took over in the mid 2010s, culminating in the current mix of types. The only routeing changes of note have been the diversion around the Pinkwell Lane area in Hayes and the short extension from Bourne Avenue to Prologis Park in 2012.

Fellow VolvoB9TL VW1385 (UX) at Hayes Prologis Park on the U4 between trips during my journey. This bus and VW1384 pictured on the A10 above were both formerly at Lampton (SG) on the 81 before being displaced by VWH /VMH hybrids.

The U4 at this time was operated with a mix of TE, VW and VWH classes. New electric double deckers are again anticipated in due course as part of the 2024 contract renewal.

Part Route H98: Hayes Station - Hayes End

In the afternoon, I switched my attention from the “U” to the “H” routes, beginning with a short trip from Hayes Station to Hayes End on the H98. Another busy run on First London LT666 from Hounslow (AV) Garage, this being another use of NRMs on a suburban route away from their Inner London heartlands and my first time aboard the class on this route. A 20 min journey to the terminus at Wood End Green Road.

The H98 contract was renewed with RATP (now taken over by First Bus) in 2025 with NRMs. LT666 of Hounslow (AV) Garage at Hayes End (Wood End Green Road) prepares to head for home base after I travelled on it here from Hayes Station.

The LTs have spread their wings in recent times to suburban routes like this, presenting an unusual sight away from their Central London heartland.

Route H98: Hayes End - Hounslow

Whilst LTs form the main allocation on the H98, a few diesel and hybrid Enviro400s make up the numbers, with LVF showing me that one of the latter, ADH45072, was on the following working. Therefore, I awaited its arrival at Hayes End, the bus being one of those that has come full circle, new to First at Westbourne Park (X), then passing through Tower Transit and RATP Group, before returning to its original owner once again when First returned to London in 2025. The purple First interior and Tower Transit moquette providing the evidence!

The bus was a few minutes late, arriving at the scheduled departure time and leaving 5 mins down after the driver politely informed me he would be taking a much-needed break but allowing me to board whilst he did so. However, this meant we picked up at virtually every stop on the section back through Hayes End and on to Hayes Town, once again having to force our way through the congested town centre. Eventually, we sped up through Harlington, only to join a long queue down to the lights at Harlington Corner, quite unusual outside of M-F peak times in my experience.

I was relieved when we joined the dual carriageway section on the Bath Road and we zipped along to Cranford, only to find another slow moving queue up to the Great West Road roundabout, which added further delay. Once past this pinch point, it was a turgid run to Hounslow West Station, with another LT on the H98 behind having caught us up by now. Eventually we reached Hounslow Town Centre, where we deposited the majority of our full load and finally reached the home garage after an extended run of 1h25m, some 25 mins late on the timetable.

The H98 came in 1990 to replace the majority of the former 98 between Hounslow and Hayes End, the only change to the route since being the short extension to the Wood Green End Road terminus. It has been a Hounslow (AV) route throughout, passing through the various ownerships of London United, beginning with the little DT class Darts, which were branded as “Harrier” in common with similar services in the area. These were replaced by longer DRL Darts in 1996 and with low floor DP Darts in 1999, although the shorter DPS version appeared, as did other single deck types plus frequent double deck visits by Ms. In 2011, DLE Enviro200s became the norm, although double deckers increasingly gained dominance with ADE and SP types, later joined by ADHs, Hounslow Garage becoming quite well known for mixing its types over the years.

LTs became the official allocation on contract renewal with RATP in 2025, since taken over by First London, but as mentioned above, other classes continue to provide variety.

A few Enviro400 diesels & hybrids make up the numbers on the H98 for now, like ADH45072 seen with LT668 on the same route at Hounslow Bus Station outside their home garage. I had just had an extended journey on this bus from Hayes End.

This ADH is one of those formerly at Westbourne Park (X) Garage. New to First, it passed through Tower Transit and RATP back to First again when they returned to London. The grey dash gives away its origin compared with the light blue of the ex London United examples.

Piccadilly Line: Hounslow East - Hounslow West

From Hounslow Garage, I walked the short distance up the road to Hounslow East Station, to catch the Piccadilly Line a couple of stops to Hounslow West, rather than battle my way back through the congested town centre by bus, which saved a few minutes! This was the start point for my final route of the day, the H91.

Metroline took the H91 from RATP on retender back in 2023, but I hadn’t ridden it with the new operator until now. LT748 of Brentford (AH) Garage is on stand at Hounslow West prior to my trip aboard to Hammersmith.

Visible behind is a VWH which often turn out in support as AH Garage tends to allocate its LTs to Central London route 9 as first priority.

Route H91: Hounslow West - Hammersmith

The H91 was one I last rode a few years back when it was still with London United operated with VH types. In 2023, it passed to Metroline, mainly with more displaced NRMs, although a percentage of the run-out from Brentford (AH) Garage is with VWH or VMH hybrids.

Sitting in pole position on the stand was LT748, with the driver preparing to depart as I arrived. I duly hopped on when he opened the doors and soon we were off with a small number of passengers. Turning into Vicarage Farm Road, we reached the Great West Road after a short time and turned right into the long straight dual carriageway. This was one of the early by-pass roads, opened by King George V in 1925 and which triggered significant ribbon development typical of the inter-war era. Whilst it can get congested at peak times, I have usually enjoyed a fast run along it and this was no exception, a pleasant change to experience an LT at speed!

Passing the suburban housing lining the route, we reached Osterley Station, rebuilt in a new location and opening in 1934, with its distinctive tower and beacon which was lit at night. Continuing on, we reached the industrial part of the road, now with many modern commercial buildings replacing those of the more traditional manufacturing industries which were originally located here. The Art Deco Gillette building with its famous clock tower is still there, with plans approved in 2025 to convert it into state-of-the-art film and production studios.

Progress then slowed as we reached the section underneath the M4 flyover, with sets of traffic lights at the various intersections causing short delays. At the Chiswick Roundabout, we moved onto the Chiswick High Road, passing through a traffic free Gunnersbury and the site of the former LT Chiswick Works, where the famous skid-pan is now history. At Turnham Green Church, we entered the slow moving section past the shops and Stamford Brook (V) Garage, before entering the one-way system west of Hammersmith. As usual, a crawl past the H&C Station to the new Bus Station, where we terminated after a run of just on 1 hour.

The H91 was another midibus route with DT class “Harrier” Darts which started in 1991 to replace much of the former 91 between Hammersmith & Hounslow West, although there were garage journeys in service at first to Hounslow Bus Station (AV Garage). The route was operated by London United for many years, the allocation switching between AV, WK (Hounslow Heath) and V (Stamford Brook) at different periods, until the latest move to Metroline at AH.

It was mostly single deck for a considerable time, DT, DR and DRL high floor Darts giving way to DP low floor versions in 1999, although there were a couple of scheduled double decks with Ms in M-F peaks plus unofficial visits at other times. In 2000, the pioneer low floor LLW types moved to the H91 when the 120 was double-decked, but DP (and DPS) type Darts later returned. Full double deck conversion came in 2009 with SP Scanias, although other types often appeared in support. 2018 saw the route receive VH hybrids due to the Chiswick High Road low emission scheme, which operated until the route passed to Metroline in 2023.

This had been an interesting ride to end the day and I transferred to the Piccadilly Line at Hammersmith for the journey home.

Watton

Taking the “And Finally” slot, we have RATP London United Scania OmniCity SP40049 of Hounslow (AV) Garage on the H98 at Hounslow West Station back in January 2023, shortly before the type was withdrawn from service.

The H98 was the principal final haunt of the class before they ended with London United.

Jams & Jaunts in North London

An unusual set of bus rides this time, with some decent runs across outer North London and into Herts, topped and tailed with some sticky ones due to roadworks and general congestion.

Stormy weather at Enfield Little Park Gardens, with Arriva London Enviro400 T269 of Wood Green (WN) Garage in the rain on the 329 after a long gap in service.

Despite the destination, this bus was turned short at Wood Green due to severe traffic congestion caused by temporary lights in Palmers Green.

Part Route 329: Enfield - Wood Green

Weeks of rainy weather in the early part of the year have meant that it has been difficult to pick good days for bus rides - sometimes I have been lucky, other times not so fortunate. Rain inevitably seems to increase traffic levels and congestion as people take the car even for short journeys where they would normally walk. Combine this with multiple roadworks, 20mph limits, cycle lanes reducing road width - all of which are prevalent in London - and you have the recipe for a perfect storm which conspires against effcient bus operation in the capital. No wonder that operators are triggering break clauses in contracts as they find many routes no longer sustainable to run as costs increase!

All of which preamble brings me to a visit to Enfield on a wet Friday. Alighting from the Great Northern train at Enfield Chase, my plan was to start my bus rides with a run to Turnpike Lane and back, but I was debating in my mind whether to “do a rounder” on the 231, or take the 329 there and 231 back in order to cover an extra route. I plumped for the latter choice - but all too soon was wishing I had taken the first option!

Arriving at Little Park Gardens, there were 192s and 317s a-plenty, but no 329s to be seen. I decided to walk into town to get a coffee, but when I returned 10 mins or so later, there was no change and the same people were still waiting at the stop. One lady said she had been there over half an hour, when suddenly T269 rolled up, considerably late on its schedule, but the driver (understandably) needed a break. Around 10 mins later we finally got under way, taking an age to negotiate the one way system, where roadworks had reduced the section past the market place to a single lane, causing a queue onto the next two sets of traffic lights.

A large and annoyed crowd boarded at Enfield Town Station, but after this we finally began to make some kind of reasonable progress, although not that fast due to the narrow road layouts encountered. Picking up at most stops, we began to pass 329s coming the other way, often in pairs, then once through Winchmore Hill we hit a traffic wall at Hedge Lane. A very slow crawl with numerous periods of going nowhere through to temporary lights and single lane working just south of Aldermans Hill. It was at this point that the driver received the instruction to turn short at Wood Green, but I alighted at the next stop to answer a much needed call of nature due to the extended journey time!

Countdown was showing three 329s within the next few minutes, all going to Turnpike Lane, but the first two were displaying Wood Green when they arrived, also turned short. Meanwhile, in the other direction, at least three northbound buses I saw were short-turning at Palmers Green Hedge Lane. Eventually, a southbound bus arrived showing Turnpike Lane, T270, so I clambered aboard. Once we were past the North Circ, although there was a queue northbound into the roadworks, the road was almost empty southbound and we soon reached Wood Green Town Hall. Just as I was anticipating an easy ride to the end of the route, came the announcement “The destination of this bus has changed” and we were all turfed off at Wood Green Garage, the driver offering his profuse apologies.

The general sentiment of the passengers was that every 329 was terminating here, but this didn’t seem to be entirely true, as I espied a northbound bus approaching from Turnpike Lane. However, I had lost patience by that time, so walked to Turnpike Lane Station, where I finally arrived 1h30m after leaving Enfield. Not a single 329 passed me on the way there.

Whilst I have sympathy with the operators in trying to run a service when there is such severe congestion, in my view the communication to passengers and operation of the service could be improved. Firstly, there was no message on the TfL website about delays to the route, which sometimes appears in such circumstances and could have provided some warning, as would a scrolling message across the Countdown screens at the affected stops. Secondly, rather than random turns northbound and southbound, would it not be better just to withdraw the route between Wood Green & Turnpike Lane for the duration, so that people know to change buses at Wood Green when required.

I haven’t had much luck with the 329 recently, as my previous ride in the opposite direction last year also took an age, although at least that time I made it to the end of the route on one bus! For further details on that trip and for historical notes on the route, refer to my article “Enveloping Enfield” dated 1/2/25.

Metroline VW1282 of Potters Bar (PB) Garage on the 231 at Enfield Chase Station after I rode it back from Turnpike Lane. This was considerably quicker than the alternative 329 which was experiencing severe disruption as mentioned in the text.

The 231 was granted a 3 year contract renewal with Metroline in June 2025 using existing diesels, which feature VW & TE types.

Route 231: Turnpike Lane - Enfield Chase

Having reached Turnpike Lane somewhat flustered, I began to calm down again as the ensuing rides signalled a return to more normal conditions. I kept to the plan and awaited the next 231 back to Enfield using the alternative route via the Great Cambridge Road. This route is operated by Metroline out of Potters Bar (PB) Garage, mainly with existing Volvo B9TL and Enviro400 diesels, although the odd Volvo Wright Hybrid does sneak out. I had VW1282, which was the next to depart, but fortunately most of the large crowd waiting when I arrived had boarded the 217 & 444 which left just ahead of us, so it was a reasonably calm and quiet trip.

We made good progress along Westbury Avenue, crossing the bridge which once spanned the Palace Gates branch railway from Seven Sisters, closed in 1964 and now mostly built upon, although I reflected as we passed over that this would now be a useful local link had it survived and a means of reducing traffic congestion. Onwards via Lordship Lane and onto the dual carriageway along The Roundway, before reaching the Great Cambridge Road proper at White Hart Lane. Then a reasonable run up to the Edmonton Cambridge Roundabout, avoiding the queues on the North Circ which were stretching back to this point from Palmers Green. On to Church Street and the Bush Hill Park area, our progress retarded a few minutes by a broken down car in the left hand lane of the A10 just short of the Southbury Road junction, which was causing an annoying traffic queue.

However, this was the only delay on the trip and we powered up Southbury Road back into Enfield Town, with no delays this time on the one way system which seemed to be flowing better than earlier. Arrival at Enfield Chase Station was only slightly behind schedule, my 40 min journey constrasting markedly with the outward one which had taken more than double this as mentioned above!

The 231 dates from 1954, when the former 144B between Alexandra Park & Forty Hill was renumbered (the 217 starting at the same time as a renumbering of the 144A). Initially RT & RTL operated, RTs had sole charge by the early 60s, the route being cut back from Alexandra Park to Turnpike Lane in 1968 (as was the 217) when “Reshaping” produced new Flat Fare Route W2 over that section instead.

OPO conversion to SMS in 1971 was meant to apply also to the 217 but restricted road layouts in Waltham Abbey meant the latter retained RTs for the time being. However, as the new vehicles were longer and could not access the Forty Hill terminus at “The Goat” PH, the 231 was diverted and extended along Carterhatch Lane to the “Halfway House”, which LT chose to call “Carterhatch” on bus blinds - a made-up name, as this was not what the district was ever known as locally. Eventually, a new stand just short of the junction with the A10 was built to replace the lay-by in Carterhatch Lane itself used previously, after the roundabout at Halfway House was replaced with traffic lights which prevented buses from turning there.

In common with many other single deck OPO conversions of the period, double deckers returned in 1976 with DMS types, with an extension over new territory for buses in 1980 when the 231 was projected over the rest of Carterhatch Lane to Enfield Highway and Brimsdown. The following year, Ms arrived to replace the DMSs. However, in 1985, the 191 took over the Brimsdown leg and the 231 shrank back to Carterhatch once again, although it gained another unusual extension in 1987, this time to Waltham Cross, but on Sundays only due to the withdrawal of the 217 on that day of the week. This didn’t last and this oft-forgotten part of the 231 history ceased in 1990.

Tendering that same year saw the 231 pass from its traditional home at Enfield (E) Garage to Potters Bar (PB), when London Northern (later MTL London and eventually Metroline) took the contract. Whilst Ms were used to begin with, single deckers returned for a second time in 1998 with DML class Dart Marshalls. Also at this time, the route was cut short from Carterhatch to Enfield Chase, leaving that section to the 191 alone. Double deckers returned again in 2003 with TP class Trident Plaxton Presidents, although in 2008 the route passed to First London on retender using DN type Enviro400s. First transferred their Northumberland Park (NP) Garage operations to Go Ahead in 2012, the same buses continuing but reclassified as ENs.

However, former operator Metroline was not done on the 231 and came back at the next contract change in 2018, the route returning to PB, since when VW & TE types have prevailed, a new 3 year term being obtained in 2025 with the existing buses.

NRMs still look a little odd on the 313 which is an outer suburban service with countrified sections, rather than their normal haunts in Central & Inner London. LT5 of Arriva’s Enfield (E) Garage is seen at Chingford Station during my trip on it.

The 313 is currently home to some of the very earliest NRMs, with LT1-6 often out on the route. However, this is due to change in November 2026, when the route passes to Metroline with existing electrics promised.

Route 313: Enfield Chase - Chingford - Potters Bar

At Enfield Chase, I simply crossed the road to the stop near the War Memorial to await my next bus, on Route 313 to Chingford Station. This service has been retendered recently and is due to pass to Metroline with existing electrics later in 2026, so this was maybe my final opportunity before then to ride the route whilst it remains with Arriva at Enfield (E) Garage. Unusually, the allocation mainly comprises NRMs, which look distinctly out of place on this semi-rural run on the northern fringes of the TfL network. However, DW diesels are often out in support, mostly at least one and sometimes more appearing each day.

I had ridden a DW on my previous trip on the 313 a couple of years ago, so this time I opted for one of the NRMs, which turned out to be LT5, one of the early examples that predominate on the route. Despite earlier delays in the area, the bus arrived bang on time and I took an upstairs front seat for the run. This is not a particularly busy service other than at peak times, so I had the top deck to myself for most of the journey. A straight run through Enfield Town this time, along Southbury Road to Ponders End Garage, where we had a speedy driver change. Then on across the Lea Valley past the reservoirs to Kings Head Hill, which we then ascended to Chingford Town Centre. After just about half an hour, we drew into the Chingford Station terminus.

A 15 min scheduled break followed, after which I rejoined LT5 for the full run across the top of the London Bus Map to Potters Bar. Passengers on and off, but not that busy, enabling a decent overall time to be achieved, which was a pleasant contrast to my travails earlier that morning. Back through Chingford and down the hill to Sewardstone Road, before a fast run between the William Girling and King George’s Reservoir to the more prosaic delights of Ponders End. It always makes me smile to remember the quote of author Charles Lamb (1775-1834) who lived in the area and once wrote in a letter to William Wordsworth: “I had thought in a green old age to have retired to Ponders End - emblematic name, how beautiful!”

Back to reality as we crossed the Hertford Road and once more passed the garage, before a strangely traffic free run along Southbury Road back into Enfield Town. After this, we continued through Enfield Chase via The Ridgeway with its big houses to Chase Farm Hospital, where due to roadworks in Hunters Way, we entered and left the grounds through the main gates. After this, the nicest part of the journey, at speed on the country section through Botany Bay, the name first being used in the late 18th Century as it was then in a remote and inaccessible part of Enfield Chase, apparently an ironic reference to the penal colony of the same name in Australia! With views over the green fields beside us, which may sadly disappear if redevelopment plans for the area go ahead, we eventually reached the M25 Roundabout and the final stretch into Potters Bar, arriving at the station after a good run of 55 mins.

My ride on the 313 took me back to the 1960s when this was an LT Country Bus route, Green RT operated, remembering a very hot day when my parents took my brother and I as small boys from Enfield via Potters Bar & St Albans all the way to the then summer only terminus of Whipsnade Zoo for a day out. After later OPO conversion to RF and then SNB operation in LCBS days, the route joined the London Buses network in 1982, but initially only between Enfield & Potters Bar, with the 84 taking over the St Albans section, before being extended from Enfield to Chingford in replacement for the 121 a few months later. The original terminus of Cranbourne Road in Potters Bar eventually retracted to the station at all times.

Initially operated by London Buses with Ms from Potters Bar Garage, the route was one of the early ones to be tendered, passing to London Country (later LCNE) with LR Olympians in 1985, briefly restoring the old firm. In 1988, Grey Green took over, mainly single deck with Lynxes. Then in 1996, operation transferred to Leaside Buses (later Arriva) from Enfield Garage, where it has remained ever since. Types have progressed through LDR, DWL and ENX single deckers with the odd double deck, to all double deck with LT (from 2020) plus DW and T appearances.

VDL DB300 Wright double deckers provide a support role on the 313 with Arriva, as DW530 of Enfield Garage demonstrates at Potters Bar Station which I rode on my previous visit to the route in January 2024.

At least one DW a day is usual with Arriva, although sometimes 2 or 3 appear. All set to change when Metroline take over in Nov.

Route 298: Potters Bar - Arnos Grove

At Potters Bar Station, I switched to the other TfL route to serve that location, the 298. This service was one of those handed back by Sullivan Buses at short notice in August 2024 and taken on by UNO, initially as an emergency contract and later formalised as a 3 year term. The next departure was undergoing a driver change when I arrived, formed of Enviro400 1489 one of those previously with RATP / First Group at Hounslow (AV) Garage and previously known as ADE40415. Not only did this bus retain its interior scheme from its prior owner, but also its inside adverts for businesses in Twickenham and other areas of South West London, hardly of relevance in the northern suburbs!

A few of us boarded and we were soon off back through Potters Bar and out of town, over the M25 again and then the long straight downhill ride through the country section to Hadley Wood and Cockfosters, picking up and setting down in ones and twos. Past Trent Park, where the former house has now been turned over to housing and which played a role in WW2 as a secret location where senior German POWs were detained.

Several left us at Cockfosters Station to connect with the Piccadilly Line, but we continued through the suburban part of the route and inter-war developments to Southgate, where the iconic circular 1930s station was temporarily exit only due to renovation works. This meant we picked up a fair number for the final leg to Arnos Grove Station, the next station south on the line. Along Waterfall Road the route is “Hail & Ride”, comparatively rare for a double deck service in London. Just 40 mins after leaving Potters Bar, we arrived at the Arnos Grove terminus.

The 298 began with “Reshaping” in 1968, taking over the northern part of the 29 plus the 29B, operating between Turnpike Lane and Potters Bar / South Mimms with a couple of M-F peak journeys to Borehamwood. It was RT operated, although the 29 continued to provide the Sunday service for a while. Further change came in 1970 when the 298 was extended to Finsbury Park at the southern end but cut back to Cockfosters at the northern end, being converted to RM at the same time. New offshoot route 299 took over the northern section. In 1973, the route retracted from Finsbury Park to Turnpike Lane again, only to be restored to Finsbury Park 2 years later, before being cut back yet again to Turnpike Lane in 1977! I recall riding a rogue RT on the route in this period when they were still at Palmers Green (AD) Garage for the 34, 102 & 261.

OPO came in 1980 with DMS, the route again being restructured to run through to Potters Bar & South Mimms with the 299 withdrawn. Conversion to M occurred in 1981, which continued until tendering saw London Country (soon to be London Country North East) take over with Olympians in 1986. The route was reassigned to Grey Green in 1988 mainly with Metrobuses. However, further change came in 1992 when Capital Citybus took the service with Mercedes midibuses being cut back from the north at Southgate Station, the busier section to Turnpike Lane passing to the extended 121.

1997 saw Arriva assume control with DRL and then LDR Darts, but in 2002 more tinkering resulted in the extension to Arnos Grove at on end and the cut back to Potters Bar Cranbourne Rd at the other. DWL class Cadets became the main type later in the noughties, although the odd double decker did appear. In 2010, the section between Cranbourne Road and the station in Potters Bar came off. Local operator Sullivan Buses were the next operator in 2012, operating AE type Enviro200s, but with frequent double deck substitutions, which brings us finally to UNO from 2024.

There was a suffix route, 298A, also introduced in 1968, between Turnpike Lane & Oakwood Station, essentially the former 29A renumbered. Initially M-F only with RT, the 125A provided the Saturday service between Southgate & Oakwood, there being no Sunday service over that section at the time. Converted to RM in 1970 in line with the parent route, the odd RT continued to appear. In 1971, the 125A was withdrawn and the 298A became M-S. The status quo remained until 1980 when the extended 121 swept the suffix route away for good.

UNO Enviro400 1489 at Arnos Grove Station after my ride aboard from Potters Bar. This bus was formerly ADE40415 with RATP / First Bus at Hounslow (AV) Garage. The route is on a 3 year contract with existing diesels.

Just peeking in behind is sister Enviro 1486, which arrived out of service and formed the next departure back to Potters Bar.

Part Route 298: Arnos Grove - Southgate

As we arrived at Arnos Grove, another Enviro400 (1486) appeared out of service behind us and formed the next service back to Potters Bar. I took this a short distance back to Southgate Station, where I alighted 10 mins later.

Early Enviro200 DE1023 of PB Garage on the W9 at Southgate Station beneath a classic 1930s style “Underground” bullseye before my protracted trip on this bus to Chase Farm.

The W9 is due to get slightly newer Enviro200s as these are released from the 382 by the arrival of new electrics, meaning that these older examples are on borrowed time.

Route W9: Southgate - Chase Farm Hospital

My last route of the day was the W9, which I had last ridden in the other direction in January 2025. This is due to receive newer Enviro200s (DEM class) from the 382, now that new VMSS electrics are starting to enter service on that route. So, a last chance to catch the older DE Enviro200s on the W9 and next off the blocks was DE1023 of Metroline’s PB Garage.

A ride of 3 parts - quiet & fast, packed & slow then quiet & fast again! We left Southgate with just 3 of us on board and made good time through the back doubles that characterise the route through to Winchmore Hill Station. Arriving at Highlands Village, we circumnavigated the development that replaced the former hospital, but then chaos on World’s End Lane as we coincided with local school chucking out time.

A traffic queue caused by the school run plus temporary lights further down Green Dragon Lane combined with large numbers of students boarding caused a significant delay, shooting the schedule to pieces. We gradually dropped people off as we progressed through Grange Park but another traffic queue on approach to Enfield Town retarded us further.

After this, calm was restored over the final section via Holtwhites Hill to Chase Farm, but by now we were 20 mins late. The closure of the Hunters Way entrance to the hospital meant we had to join another traffic queue onto The Ridgeway and in via the main gates. I eventually arrived at the terminus after an extended run of 65 mins - compared with my previous trip the other way in quieter traffic of just over 40 mins. However, at least we made it through, our bus then returning out of service to the garage.

Therefore my day had been one of mixed fortunes, with annoying delays at the start and the end, but with some good rides in between. From Chase Farm, I walked the short distance through the rain to nearby Gordon Hill Station for the Great Northern train, reflecting that I had known the W9 since its introduction as the first minibus service with London Transport back in 1972. For those wishing to read more on its history, please refer to my previous article “Enveloping Enfield” of 1/2/25.

Watton

“And Finally”…

Surprisingly perhaps, this is not an AI image, it is a genuine photo I took of a 231 at Waltham Cross Bus Station back in June 1987! Metrobus M703 of Enfield (E) Garage looks out of place in that location.

The 231 was extended from its then normal terminus of Carterhatch to Waltham Cross on Sundays only from 1987-90 to part replace the 217, which was withdrawn on that day. This arrangement was short-lived and the 217 eventually became daily again.

Developments along the Thames

On this trip, I travel from Central London to North Greenwich, ride a new Superloop route to Thamesmead and back, then cross the river to sample services in East London, covering the Docklands and Barking Riverside areas.

New “Superloop” Route SL11 from North Greenwich to Abbey Wood began on 24th January 2026, as this poster at North Greenwich Bus Station describes.

Unlike previous “SL” routes, this one directly replaced an existing service between the same points, the 472, although operating “Express” with fewer stops, as shown on the diagram. The SL11 is operated by Go Ahead London, the 472 having been a Stagecoach preserve.

Route 188: Tottenham Court Road - North Greenwich

The Northern Line took me to Tottenham Court Road on a Saturday morning, the normally bustling streets in that part of the West End being almost deserted at that early hour on the weekend. I only had a few yards to walk to the first pick-up stop of my initial bus route for the day, the 188 to North Greenwich. This route was renewed with Go Ahead London in 2024 with new electrics promised eventually, the service being reallocated from Morden Wharf (MG) to Camberwell (Q) in August 2025 to permit this. New BYD B11 double deckers have since entered service and I had EBD131 which was on the next departure.

Just me and the driver to begin with, but we began picking up more passengers as we progressed to Holborn Station and down Kingsway to Aldwych. Crossing the Thames over Waterloo Bridge, we were then on diversion due to roadworks on the direct route past Waterloo Station. This involved a detour via York Road, Westminster Bridge Road and Baylis Road, regaining line of route near the Old Vic Theatre. From here, it was business as usual, continuing on via Elephant & Castle and Bricklayers Arms, almost back to the river again in Tower Bridge Road.

We then ran virtually parallel with the south bank of the Thames along Jamaica Road to Rotherhithe, looping round to serve Canada Water Station and the new developments around Surrey Quays. Then back to the traditional route via Evelyn Street to Deptford, before passing along Creek Road into Greenwich Town Centre, with views of the main tourist attractions including the preserved 19th Century clipper ship “Cutty Sark” and the National Maritime Museum. Incidentally, I only recently discovered that the name “Cutty Sark” comes from the Scottish term for a short shirt or undergarment. This was referred to in a Robert Burns’ poem for a scanty undergarment worn by a witch, which was later used to signify the speed of the clipper ship, a term unlikely to apply to many present-day TfL buses!

From here, the final stretch was along the narrow and speed-restricted Trafalgar Road, before breaking free and turning left along Blackwall Lane and crossing under the Blackwall Tunnel Approach Road up to the terminus at North Greenwich, for the O2 Centre. Built for the Millennium Exhibition in 2000, “The Dome” (as it is known colloquially) is now a 20,000 capacity arena, entertainment venue and leisure complex. Our journey from town took 1h10m in all, a smooth and quiet ride.

The 188 was a replacement route for the 68 tram starting in 1951, running initially between Chalk Farm & Greenwich Cutty Sark with RT operation. Eventually, it retracted at the northern end to Euston, Aldwych or Waterloo on different days of the week, settling on Euston at all times in 1978, although with a projection to King’s Cross added later on M-F for a while. In 1999, it was cut back to Russell Square at that end, but extended at the other end to North Greenwich (for the then new Dome). It was in 2023 that the “in town” terminus was switched to TCR in a swap with the routeing of the 1.

The route was converted to OPO with SMS single deckers in 1971, but reverted to double deck with DMS in 1976, which in turn were replaced by T in 1982 and then mainly by L in 1986. Contracting saw numerous changes of operator over the following years, using a variety of principal double deck types:

• Boroline Maidstone - 1988-1990 (Volvo Ailsa)

• Selkent - 1990-1993 (T & L types again)

• London & Country - 1993-1997 (Titan then Volvo East Lancs D/D)

• Cowie South London / Arriva - 1997-2000 (Volvo Alexander D/D then DLA)

• London General / Go Ahead - 2000-2005 (PVL with a few AVL & WVL)

• Travel London / Abellio - 2005-2017 (Volvo B9TL with a few Enviro400)

• Go Ahead London - 2017 to date (WHV with a few MHV)

The latest change saw the former hybrids replaced by EBD electrics in 2025.

The 188 links North Greenwich with the West End and has recently been converted by GAL to new BYD BD11 electrics. EBD115 of Camberwell (Q) Garage picks up a good load at North Greenwich Bus Station.

I had just arrived here from TCR on fellow electric EBD131.

Route SL11: North Greenwich - Abbey Wood

Next on the agenda, the exciting prospect of a new TfL bus route! This was the SL11, the latest addition to the “Superloop” fold, which began on 24th January 2026. Slightly different from previous “SL” services, in that it directly replaced a former “all stops” route, the 472, with an “express” limited stop version, operating between the same terminals of North Greenwich and Abbey Wood. Interestingly, at nights, the all stops service remains under the number N472. The SL11 is also surprisingly frequent, with a 6 min M-S daytime headway, dropping to 10 min evenings and 12 min on Sundays.

Another surprise was that despite being intended for operation with New Routemasters, mostly those from the batch made spare from the SL3 after Stagecoach converted that route to new electrics, the majority of the allocation comprised elderly diesels to begin with. These were mainly the batch of ex First WVN class Volvo B9TLs previously at Merton (AL) where they had been recently displaced by the arrival of new Wright StreetDeck Electroliners for the 131, the former moving to Morden Wharf (MG), where they were joined on the SL11 by a few WVLs already at the garage. A driver on the route told me that many of the expected LTs from Stagecoach were found to be unfit and only 4 were available on the first day of the new route, although there were 8 by the end of the first week, some being transferred from within GAL instead. Others appear to be slowly filtering into service as they are made ready. Although the LTs I saw had “Superloop” red and white livery with suitable signwriting, the WVNs and WVLs had no such adornments and remain in plain red, presumably as they are only a temporary allocation.

For the outbound run, I had WVN27, still with faded First purple interior, the moquette looking distinctly worn and hardly providing the high profile image expected for Superloop! Nevertheless, any bus is better than no bus, and at least this elderly vehicle was in decent shape mechanically, giving what may be a farewell performance on TfL work and enabling me to ride a new route with the class at the eleventh hour of their service. There appeared to be a bit of confusion amongst some passengers along the route as to where the bus was stopping, with people putting their hand out at stops not served or those on board ringing for stops other than the scheduled ones - clearly the concept of an express limited stop service is unfamiliar in this part of London and will take a while for locals to get used to!

Leaving North Greenwich Station, we made our way down to Millennium Village, calling at the Oval Square stop, where we picked up a few more. At the Millennium Leisure Park, only one of the two stops is served (the east one), with the next stop being at Peninsular Park Road for the various retail outlets there. After this, we continued to Charlton Station, stopping in Woolwich Road. It was then a non-stop run to Woolwich, negotiating the various “urban realm” roadworks along this section. At Woolwich Ferry, we parted company with the former route of the 472, ignoring the town centre and proceeding direct to Woolwich Elizabeth Line Station, where there was a healthy exchange of clientele. Then express to Plumstead Garage, where no-one wanted to board or alight, so we continued without stopping.

From here, we were into Thamesmead, following the former 472 routeing but stopping only at Princess Alice, Grasshaven Way, Watersmeet Place and Linton Mead. Only one stop is served on the loop section around Crossway, at Eastgate Close, where only one passenger boarded. Back on the main road, we called only at Carlyle Road (Boiler House) before running express to Abbey Wood, dropping off on Harrow Manorway by the station, then looping around and terminating underneath the flyover at Gayton Road. At 40 minutes, this was around 10 mins quicker than my previous journey on the 472 between these points.

A surprise in the early days of the SL11 was the appearance of a number of Volvo B9TLs due to a shortage of the intended New Routemasters.

WVN27, now at Morden Wharf (MG) Garage, takes stand time at North Greenwich before I rode it to Abbey Wood.

Several of these ex First London vehicles were transferred from their former home on the 131 at Merton (AL) Garage, where they have been made spare due to the arrival of new electrics.

Route SL11: Abbey Wood - North Greenwich

At Abbey Wood, I took a short break, during which I observed the mix of WVN, WVL and LT types coming and going on the SL11. For the return trip, I opted for one of the NRMs, LT125, which was one of the few ex Stagecoach examples that had made it across to GAL at that time. In red and white Superloop livery with appropriate blue signwriting showing the main points served between decks on each side, we departed Abbey Wood with a few takers, some of whom had never ridden a bus of this type before and were surprised by the three doors and two sets of stairs!

Back via the reverse of the outward route, this time a busier trip, with good numbers joining at the various stops in Thamesmead for the fast run into Woolwich. Not the first time that an express link has operated between these places, as there was a 472 EXPRESS and then an X72 over this corridor from 1988-99. A mass exodus at Woolwich Station, before we again took the direct route back to Charlton and the Greenwich peninsula. Despite many more users than the outward journey, we only took a couple of minutes longer than the previous trip, disgorging our final load at North Greenwich Bus Station.

The intended allocation on the SL11 of NRMs is represented by LT125 of MG Garage, also caught at North Greenwich, with full signwriting for the new route. I travelled on this bus later back from Abbey Wood.

This was one of the batch formerly with Stagecoach on the SL3 now displaced by new electrics. Unfortunately, many were deemed unfit for service on the SL11 in time, leading to the emergency use of the WVNs.

Route 104: Stratford - Beckton

It was then time to turn my attention to routes in Docklands on the other bank of the Thames, so I transferred to the Jubilee Line for the short trip from North Greenwich to Stratford.

Walking to the adjacent Bus Station, my next bus route was the 104, which has recently been retained by GAL on retender from mid 2026 with new electrics expected in the fullness of time. For now, the mostly hybrid mix of EH and WHV types from River Road (RR) Garage continues, but there were a couple of diesel Enviro400s out to play, including E186 which arrived at the Bus Station as I did and pulled round to the pick up stop without stand time. Presumably there had been a bit of a gap in the service, as a large crowd boarded with me.

Leaving Stratford, even more piled on at the Tramway Avenue stop, with a busy run following past Stratford Park and then West Ham Park, with frequent halts to give way to oncoming traffic in narrow Portway and Plashet Road. At the Green Street junction, a short delay at the lights before exchanging passengers at Upton Park Station. Onwards past the new development which has replaced the former West Ham United Football Ground, then across the main Barking Road at the “Boleyn”. We were now into the narrow back streets section of the route through inner city housing, with the 104 behind catching us up at this point but maintaining its position.

Emerging from Lonsdale Avenue at East Ham Nature Reserve, we hung a right and crossed under the A13 Newham Way down to the terminus at Beckton Bus Station, where most of our crowd disappeared into the adjacent shopping centre. A short but busy run of just under 40 mins.

The 104 number still seems a little out of place in East London, as I still associate it with its previous incarnation as a route between Moorgate & Barnet (later cut back to North Finchley). This version replaced Trolleybus 609 in 1961 and was the first in London to operate the longer RML version of the Routemaster. Converted to DMS OPO in 1982, it enjoyed a brief period with M operation before being withdrawn in 1985, replaced by parts of the 17 and 43.

The current 104 came in 1989, running between Stratford and Manor Park in a “U” shape via Upton Park and East Ham, replacing part of the former circular S1. It followed that course until 2022, when it was split into two routes, the new 304 from Custom House taking the East Ham to Manor Park leg, whilst the 104 was shortened and diverted to Beckton from the Stratford end.

For many years a Stagecoach / East London route, it was initially Titan operated, although midibuses appeared on Sundays for some years. The mid 90s saw S class Scanias, whilst in 2000 low floor single deckers took over in the form of Dennis Darts. These soon proved inadequate and a top deck returned in 2003 when Trident Alexander ALX400s assumed control, although from 2012 Enviro400s began to enter the mix. Go Ahead London took over the contract in 2018 with E, EH and WHV types being the main performers in subsequent years.

The 104 has been retained by GAL on retender from June 2026 with new electrics due to take over eventually. Meanwhile, existing vehicles continue, like Enviro400 E186 of River Road (RR) Garage, seen at Beckton Bus Station after my trip on it from Stratford.

The allocation when I travelled was mainly EH and WHV hybrids, but with a couple of diesel E types helping out.

Part Route 129: Beckton - Thames Barrier

At Beckton Bus Station, I had only a 5 min wait for my next bus, a positioning journey on GAL operated 129, which I had ridden in full in 2025. Boarding my second electric of the day, EBD101 of Henley Road (DS) Garage, it was just a 20 min trip via London City Airport to Thames Barrier / Pontoon Dock, where I alighted conveniently at the first pick up stop of my next full route, the 330.

Route 330: Thames Barrier - Wanstead Park

I had ridden the 330 in the opposite direction a year previously whilst it was still with Stagecoach. However, since then, it had passed to GAL, also from DS Garage. Although hand-me-down hybrids are intended when new deliveries allow, existing diesels provide most of the allocation in the interim, using E and WVL types. WVL429 was just pulling off the stand as I arrived, so I hopped aboard when it drew up at the stop with a few others, a now rare chance to ride this type in East London.

Reasonable progress at first as we made our way in parallel with the DLR through Docklands to Canning Town, calling at the Bus Station and then the Market. From here on, the run became more turgid due to large numbers of passengers and busy traffic. Along the Barking Road via Plaistow to Green Street “Boleyn” where I had been earlier on the 104 in the other direction. Back through Upton Park with its hustle and bustle, before reaching the Romford Road at Forest Gate Police Station. By now, most of our load had alighted and it was a quiet finish on the final stretch up to Wanstead Park Station. A 50 min journey.

I covered the history of the 330 in my article “Docklands Diesels & Eastern Electrics” dated 14/04/25, which should be referred to for details of how the route developed from introduction as an East London “hoppa” in 1993 to the service we know today.

The 330 passed from Stagecoach to GAL in May 2025, mainly with existing diesels for now of the E and WVL classes. Volvo B9TL WVL429 of Henley Road (DS) Garage stands beside a colourful wall mural at Wanstead Park Station after my journey here aboard.

The route is due to get cascaded hybrids when these become available from other services after they receive new electrics.

Route EL1: Ilford - Barking Riverside - Barking Reach

From Wanstead Park, it was a short walk to nearby Forest Gate Station, where I was able to take the Elizabeth Line a couple of stops east to Ilford, to connect with the final section of my journey around new developments along the Thames, this time focusing on the Barking Riverside area.

This is served by a trio of routes branded as “East London Transit”, originally envisaged as a tram network, but then watered down considerably to “normal” bus routes with a different livery! The EL1, EL2 & EL3 are operated by GAL using some of the final NRMs in the 9** series in two tone red and peach colours, which when introduced was quite a departure from their usual allocation to routes in Central London. The operational garage is River Road (RR).

I began with the EL1, boarding LT923 at Ilford Hill just around the corner from the station, for its next trip to Barking Riverside. This is a fairly short route, but the first section along Ilford Lane to Barking Town Centre was its usual congested self, with progress being slow. Together with the 169, the EL1 provides the main stopping service between Ilford & Barking, although the SL2 provides a non-stop (but maybe not express!) option between the two places. This corridor is crying out for bus priority measures, but it is difficult to see what options are available over this narrow road.

At Barking Station, we took the short-cut through the market to serve the Vicarage Field Shopping Centre, served only by the “EL” routes, other services taking the long way round. Many returning shoppers joined us here and we continued along Ripple Road and Movers Lane across the A13 to River Road, before turning off to serve the Thames View Estate, where most alighted. We were then onto the newer developments in the Riverside area, serving the new housing before swinging east to Barking Riverside Station on the recently extended Overground line. Passing through an open area where building has still to be completed, we called at Riverside Campus before arriving at the Northgate Road terminus. Just 35 mins end to end on this trip.

Ahead on the stand was sister LT951, so I was able to step up a working and board this when it departed, retracing my steps just a few stops to Barking Reach, Minter Road, where I got off 5 mins later.

The EL1 has been around since 2010, when it replaced former route 369 between Ilford and Thames View Estate. GAL have always been the operator, the original allocation comprising WVLs in the special East London Transit livery, which has been perpetuated on the LTs which replaced them in 2017. The route received a short extension from Thames View to Barking Reach in 2013 and then to Northgate Road when new roads later became available.

A pair of grubby NRMs at Barking Riverside on the EL1, with LT951 ahead of LT923. Both allocated to GAL’s River Road (RR) Garage.

I had arrived on the rear vehicle from Ilford and departed on the front one. The East London Transit livery gives the “EL” routes a special look, but some are now repainted in plain red.

Route EL3: Barking Reach - Little Heath - Goodmayes

I had time to squeeze in one more route, so opted for the EL3, where LT919 was waiting on the stand. I had just missed the previous working, which was a plain red example of the class, several of which share the load on the “EL” routes, whilst branded ones turn out on “normal” routes from River Road Garage!

A quieter route than the EL1, returning to Barking via a different intermediate route. From Barking Reach, we served the industrial area around Creekmouth, where I once rode RTs on special Sunday journeys of the 62 to the now-gone Power Station. This route is the only one to pass the operational garage in River Road itself, which is a somewhat bleak mainly open site. No driver change though and we continued at pace back across the A13, joining the EL1 again for the short section back to Barking Town Centre and the station.

After this, we parted company and continued along Longbridge Road past Barking Park to Fair Cross, location of Barking (BK) Garage, now with Stagecoach and famously the last to operate RTs in London service on the 62 back in 1979. On this trip, I noticed new electric charging kit in the garage yard where rows of parked RTs used to stand, such is progress. Soon, we turned off the main road up Goodmayes Lane, negotiating two sets of temporary lights through roadworks without too much delay. A little bit of a queue past Goodmayes Station to the main Romford Road, but early running meant a 2 min “hold” at the first stop north of this. Then the final section via Goodmayes Hospital and KIng George Hospital up to the terminus at Little Heath. A 40 min run.

Once again, I was able to step up a working and board the EL3 in front, plain red LT934, which I rode on the 10 min trip back down to Goodmayes Station.

The EL3 was a later addition to East London Transit, joining the brand in 2017 when the 387 was renumbered. It has been LT operated ever since. The only route change was the extension of a couple of M-F school journeys within the Riverside area to Northgate Road in 2018. Interestingly, the Barking - Little Heath leg has been served by 4 different routes at different times over the last 35 years, these being in turn the 238, B1, 387 and now the EL3.

The nearside view of the East London Transit livery is demonstrated by LT919, also of RR Garage, seen at Barking Reach on the EL3 before I departed on it to Little Heath.

Whilst plain red LTs also appear on the “EL” routes, some East London Transit liveried ones were seen on the 5 during my travels!

Elizabeth Line: Goodmayes - Tottenham Court Road

After completing my bus rides for the day, I rejoined the “Lizzie” line at Goodmayes, for a fast 30 min run back to my start point at Tottenham Court Road. During the journey, I was able to reflect on the interesting selection of bus routes covered both north and south of the river visiting several areas which have undergone a rejuvenation with new developments in recent decades.

Watton

My journey ended with a ride on the Elizabeth Line.

Back in June 2022, when Stagecoach were still in charge on the 330, their Enviro400 MMC 11053 was one of several in the area to receive this special scheme highlighting the various destinations served by the (then) new line. Seen at the Pontoon Dock Thames Barrier terminus.

The 330 was extended to this point from Canning Town in May 2022.

Carousing with Carousel

Carousel Buses have been expanding their network in Berks & Bucks recently. In this adventure, I sample some of their new routes and new vehicles in the Slough & Maidenhead areas, venturing out to Windsor, Reading and High Wycombe.

Carousel have produced a range of leaflets to promote their services. The examples shown here include the 458 (new route from 4th January 2026), the 850 (latest timetable dated 31st August 2025) and a booklet of all the company’s routes in Maidenhead (including changes from 4th January). Note the “Carousel Country” branding for the 458 & 850 and “Borough Bus” for Maidenhead.

Each leaflet contains full timetables, route maps and details of fares for the route(s) concerned.

DAY 1

Background

Carousel Buses was founded as an independent bus company in 2000, based in High Wycombe and initially expanded by winning Bucks County Council contracts. It has been known for running secondhand vehicles over the years from various sources, including ex London types such as Metrobuses, WVLs and Citaros. Purchased by the Go Ahead Group in 2012, it became part of the group’s Oxford Bus Company operation.

Since then, it has continued to grow, in particular during 2024 when it took over various Arriva routes in the Wycombe area after the latter company closed down its operations in the town.

In 2025, it picked up a number of contracts in the Maidenhead & Windsor area on behalf of the local council, this time largely at the expense of Thames Valley Buses, part of Reading Transport. A fleet of new Enviro200 MMCs has been obtained to service these latest routes, which were the main target of my rides on this journey.

Route 458: Uxbridge - Slough

I began Day 1 of my rides at Uxbridge Station, start point of one of Carousel’s latest new routes, the 458 (Uxbridge - Slough), which began on 4th January 2026. The choice of this number is no accident, as this was one of the traditional routes linking these towns for many decades in the London Transport Country Bus and LCBS eras and beyond. The new service is essentially a competitive route to First Bus 3 between the same points, although the 458 omits the Iver Heath section of the 3 and follows a different intermediate route between Langley and Slough. The 458 runs every 30 mins M-S daytimes, a similar frequency to the 3, although there is currently no evening and Sunday service, unlike the 3 which runs hourly at these times. Departure times from Uxbridge are evenly spread for much of the day, with the 3 departing at 00 & 30 past the hour and the 458 at 15 & 45. However, this is not always the case in M-F peaks, nor from the other end of the route at Slough, where the 458 mostly leaves at 00 & 30 and the 3 at 05 & 35 past the hour.

I was in time to catch the 08.40 departure on the 458 from Uxbridge, but the bus was delayed on its inbound trip from Slough and arrived at 08.50, running direct to the pick up stop for its next trip without stand time. The vehicle was a Mercedes Benz Citaro in “Carousel Country” two tone red livery with signwriting stating “frequent connections across Buckinghamshire, Berkshire and beyond”. Bearing fleet no 80888, this was one of a trio out on the route which had come to Carousel via Pulhams Coaches of Gloucestershire, another Go Ahead Group company. The interior was to high specification, with faux leather high backed seating, wood effect flooring, USB ports and info screens with visual and verbal “Next Stop” announcements. Leaflets with the timetable and map for the service were available from a rack by the driver’s cab.

I was able to appreciate all of these features in solitude, as I was the only passenger boarding at Uxbridge, although I suspect many potential users had taken the number 3 which had departed 5 mins or so earlier! We made our way through the outskirts of the town, over the narrow Grand Union Canal bridge, then along Slough Road into the countryside, picking up speed and crossing the M25 Motorway. At the next cross-roads, we swung left into Bangors Lane North, through more open country down to Iver, where we turned right into the village, finally picking up another passenger who was bound for Slough. Beyond Iver, another short country stretch before arriving into Langley under the low bridge by the station, which restricts this route to single deckers. (Back in the mid 1970s, the 458 was one of the final two with London Country to enjoy a regular RF allocation, which were long associated with the service).

Temporary lights were in place at Langley Harrow Market, but didn’t delay us on this trip. We then parted company with the 3, turning right into Trelawney Avenue, where we picked up our third and final passenger of the journey. After navigating the various estate roads, we emerged onto the main London Road for the final stretch into Slough, running in parallel with TfL Route 81 and First Bus routes including the 3 and 7. Despite our 10 min late departure from Uxbridge, easy traffic and lack of stopping for passengers meant we arrived at the Wellington St terminus more or less on time, after a run of a touch over 30 mins.

Carousel operate the 458 with Mercedes Benz Citaros. Fleet no 80888 demonstrates whilst on stand in Wellington Street Slough next to grim architecture after my ride aboard from Uxbridge.

This vehicle has a high spec interior and is one of a small batch that came to Carousel from fellow Go Ahead company Pulhams Coaches of Gloucestershire.

Route 15: Slough - Maidenhead

As I had around a 45 min wait for my next bus, there was time to visit the adjacent Slough Library, a huge monolith spread over several floors with small booths depicting various aspects of the history of the town, including Slough Trading Estate, which famously developed in the 1920s and 1930s and brought mass employment to the area. It was subsequently the place where Gerry Anderson produced his well-known puppet series in the 1960s & 70s, of which “Thunderbirds” is probably the most famous. The Trading Estate has enjoyed more recent notoriety as the supposed location of “The Office” in the BBC TV mockumentary of that name, featuring Ricky Gervais as David Brent. Slough was also the subject of a famous John Betjeman poem in 1937 which began: “Come friendly bombs and fall on Slough, It isn’t fit for humans now”, which was ringing through my head as I observed some of the brutish architecture!

Incidentally, the relatively new Slough Bus Station, closed in 2022 following a fire, was still boarded up behind hoardings with no sign of any rebuilding taking place, discussions between the council and insurers seemingly being extremely protracted.

Back to the rides and I boarded new short Enviro200 MMC 80529 on Route 15 in Wellington St, one of a pair in “Carousel Country” red livery, which are intended for Route 127 but interwork onto other services in the Maidenhead area. This service was extended from Taplow to Maidenhead as part of the changes from 4th January 2026, providing an alternative service between Slough & Maidenhead to the 704 operated by Thames Valley, albeit via a more circuitous routeing. An Hourly service operates on the 15 during M-S daytimes only.

Half a dozen or so on board as we left Slough, making our way south over the “old road” to Eton, famous for its College and bustling with students in traditional uniform including black tailcoat and shirt with stiff white collar. We suffered a short delay in the narrow streets due to a lorry in front which was parked and unloading, but soon we were off again, looping around at the bridge into Windsor, now closed to traffic and open to pedestrians only. After a tantalising view of Windsor Castle opposite, we continued around the circuit back to Eton College, before turning off along the narrow road to Eton Wick, having to pause frequently for vehicles coming the other way. Reasonably well used, with passengers on and off in ones and twos at various stops on this section.

After crossing the cattle grid at the end of Eton Wick village, we crossed a patch of flat open country at fast pace, before climbing up and around to rejoin the main A4 Bath Road at Taplow. It was then a straight run west into Maidenhead, with a good view of the famous Brunel railway viaduct over the Thames, its two wide central arches being very innovative when built in the 1830s, boasting the flattest yet widest brick arches in the world at the time. Crossing the smaller road bridge over the river, we arrived into the town centre, dropping off passengers and terminating at Frascati Way after an interesting 40 min run.

New Enviro 200 MMC 80530 on Maidenhead Town Service 3 at Frascati Way is one of a pair in “Carousel Country” livery and is seen before my journey aboard. This service was one of several taken over from Thames Valley in April 2025 with a minor rerouteing.

These new vehicles are intended for Route 127 (Maidenhead - Reading) but interwork onto town services.

Maidenhead Town Service 3

On arrival in Maidenhead, I turned my attention to the town services. These were recast in April 2025 with financing from the Royal Borough of Windsor & Maidenhead, resulting in many routes passing from former operator Thames Valley to Carousel. New Enviro200 MMC buses have subsequently entered service, mostly in a new purple “Borough Bus” livery, although some are in the red “Country” colours and interwork from out of town routes.

I began with a spin on Route 3 aboard Enviro200 MMC 80530, a red example. This service operates out to Cox Green, west of the town centre, on an hourly frequency daily including early evenings, although with a later start and earlier finish on Sundays. On departure from Frascati Way, as with most routes, the bus looped through the town centre serving the stops for the main shopping centre and library, before calling at the station. With a few on board, we made our way via the Boyn Hill area to St Mark’s Hospital, served by a number of routes. We then continued via the outer suburbs over estate roads to the terminal loop at Cox Green, Farmers Way. A brief hesitation, before completing the loop and returning to town. Reasonable usage.

We arrived back at Frascati Way after a 40 min round trip. A fault with all the town services is that although they serve the central stops on the outbound journey, due to the one way system, on arrival they terminate at Frascati Way, which is on the edge of the town centre. I did observe some inbound passengers remaining on buses during their breaks to continue on their next outbound journeys to reach the central stops.

Maidenhead Town service 4

My next route was another that passed from Thames Valley to Carousel in 2025, the 4 out to Boulters Lock, to the east of town. Oddly, despite most of the routes gaining improved hours of operation, this one lost its Sunday service and now runs hourly during M-S daytimes only. There is a new 4A variant serving the Summerleaze area of town which consists of just 3 journeys a day.

This time, I had one of the new Enviro200 MMC vehicles in purple “Borough Bus” livery, 80526. As with the 3, some journeys interwork with out of town routes 15 and 127, this bus having arrived on the former service. Again, a few on board as we served the central stops before proceeding north along Cookham Road, before turning right through some narrow estate roads, eventually arriving at Boulters Lock adjacent to the River Thames. This is a pleasant spot in good weather with a pub and scenic walks beside the river.

Another short hesitation before we continued along the terminal loop which is quite countrified initially with some big houses, before turning back towards town via the estate section served previously. A straight 35 min run back to Frascati Way.

There are another 4 new short Enviro200 MMCs with Carousel in purple “Borough Bus” livery for Maidenhead Town Services. 80526 prepares for a trip to Boulters Lock on Route 4 which I took.

This service was another to transfer from Thames Valley to Carousel in April 2025. Both companies have some vehicles in this livery which refers to the Royal Borough of Windsor & Maidenhead.

Maidenhead Town Service 8

After grabbing some food, I returned to the local routes with a ride on the 8 out to Pinkneys Green, north west of town. This was a new service from 4th January 2026, covering one leg of the former cross-town Route 9. However, despite the split, the two routes still interwork across the town centre. A 30 min frequency operates M-S daytimes, Hourly eves & Suns.

I had another purple Enviro200 MMC, 80525, for the trip , which does the usual central loop before proceeding out to St Mark’s Hospital, although via a more direct route than the 3 I had ridden earlier. A lengthy terminal loop is served in the Halifax Road area along narrow estate roads, during which we exchanged passengers before continuing back to town. A short 30 min run.

Maidenhead Town Service 9

At Frascati Way, the bus changed to a number 9, so I continued on the same vehicle with the same driver on its next trip. The 9 operates on the same frequencies as the 8 mentioned above.

This time, after the central loop, we made our way along the Cookham Road to North Town, covering a section which was previously served by out of town Route 37 to High Wycombe, which has been rerouted via the hospital instead. At the unusually named Furze Platt (“furze” meaning gorse and “platt” meaning flat land or plot), which is now a suburb of Maidenhead, a new terminal loop has been introduced along Cranbrook Drive via a housing area, back to the main road and then the reverse of the outward route back into town. Just 25 mins were taken as we made rapid progress in order to keep to the schedule!

Fellow Enviro200 MMC 80525 demonstrates the offside view of the “Borough Bus” livery in Frascati Way Maidenhead, before a trip to Halifax Road on Town Service 8.

This route is a new one, replacing most of the southern part of the 9 with the January 2026 changes, which itself received a revised routeing in the Furze Platt area on its remaining section. The two routes interwork, changing over in the Town Centre.

Maidenhead Town Service 7A

To complete my tour of the principal town services, I was left with the 7A to Cox Green. This is unusual, in that the plain 7 remains with Thames Valley, covering much of the same ground but with a different terminal loop at the outer end. Whilst the 7 runs every 30 mins, Hourly eves & Suns, the 7A variant runs every 30 mins on M-F daytimes only with no weekend service.

This time, I had long Enviro200 MMC 80540 in red livery and we picked up a reasonable number in town before proceeding south along Shoppenhangers Road. We deviated briefly from the direct route in a loop to serve the Larchfield area over narrow roads, before returning to the main drag. At Cox Green, we continued clockwise around the circuit, exchanging passengers without a break, then returning to town in the reverse direction to the outward trip. A touch under 30 mins for the entire trip.

Incidentally, most of the services seem very tightly timed, a fact that a couple of the drivers confirmed when chatting to them. Whilst I travelled off-peak, very few routes have any extra time scheduled at peak times, so it is hard to see how timetables can be adhered to effectively, especially when traffic is heavy.

Map of the revised Carousel bus routes in Maidenhead from January 2026. This is included in a timetable booklet for the new network which was available on buses when I travelled, the cover of which was illustrated earlier.

It is a shame that the opportunity was not taken to liaise with Thames Valley and provide a combined booklet for the area including the routes of both companies.

Route 15: Maidenhead - Slough

To return to Slough, I had the choice of returning on the 15, which I had arrived on, or taking the direct Thames Valley 704 service. The latter runs approximately hourly M-S daytimes to Slough & Heathrow Airport, but would have meant a long wait, so I opted for the 15 instead, which departed first. With all the improvements to services in Maidenhead, it is odd that the main road A4 corridor to Slough has seen a reduction in service - at one time, First operated a 30 min frequency M-S daytimes, Hourly eves & Suns on the direct route - now left with just an hourly M-S daytime 704.

For my return run on the 15, I had purple Enviro200 MMC 80526 again, the one I had ridden earlier on the 4. Back out via Taplow, Eton Wick and Eton to Slough, arriving at Wellington St 35 mins later. A well used trip.

Route 458: Slough - Uxbridge

To end my first day, I completed my circuit with a return run on the “new” 458. The 15.30 departure arrived on time and was the same Citaro as on my outward trip, 80888. However, unlike my earlier run, this trip was reasonably well filled throughout and we left Slough on time with a good load. Traffic was busier at this time of day though and we struggled a bit to negotiate the queues due the roadworks at Langley Harrow Market.

However, once past this, we sped up and made better time through Iver and over the country section back to Uxbridge. We terminated in Belmont Road after a run of just over 40 mins, some 7 mins late on the schedule, although by not taking stand time, the driver was able to leave punctually on his next trip. I hope that the 458 succeeds, although some better spread of service intervals with First’s 3 might be sensible.

First Bus have reduced their operations in the Slough area in recent times as Thames Valley and Carousel have expanded. Not travelled on during my trip, but Enviro400 MMC fleet no 34377 was spotted on Route 7 (Britwell - Heathrow Terminal 5) at Slough Wellington Street.

Note the “Beeline” name on the front of the bus, which was the predecessor to First in the area for many years and has been revived as a branding. This particular vehicle was formerly with First Aberdeen, others of the type here being ex First Glasgow.

DAY 2

Route 127: Maidenhead - Reading

The second day of my adventure began back at Maidenhead, although this time I resolved to tackle the longer out of town services. I began with the 127 to Reading, which reintroduced a regular hourly M-S daytime bus service between the two towns back in April 2025. Initially, Carousel only ran the M-F element, with Thames Valley on Sats, but this was extended to the full M-S timetable from 4th Jan 2026.

I boarded Enviro200 MMC 80530 at Frascati Way on the 09.10 departure, the same bus that I had ridden on the 3 the day before. A small number of passengers, although a few were short riders who alighted at the hospital or elsewhere on the outskirts of town. Eventually, we broke free of Maidenhead and made good speed along the main Bath Road through Littlewick Green and Knowl Hill. There seemed to be a large number of pubs on this section with bus stops, which were referred to on the bus interior screens as “The Red Lion PH”, for example, with the verbal announcements pronouncing it “Pee Aitch” rather than "Public House”!

After Hare Hatch “Horse & Groom”, we turned off the A4 to deviate via Twyford. This is a pleasant small town, with a station on the Elizabeth Line / Great Western Main Line, where the branch line to Henley-on-Thames commences. In addition to me, there were 3 other passengers who had travelled from Maidenhead, although 1 alighted and 1 more boarded at Twyford Waitrose.

Continuing out of Twyford, we returned via the Old Bath Road to the New Bath Road to Sonning, famous for its over 1 mile long deep cutting on the GW Main Line, which was hand-dug by navvies and took 2 years to complete, opening in 1840. We crossed the cutting in Butts Hill Road on the section of route which diverts via Woodley, where we again dropped 1 passenger and picked 1 up. After this, we became virtually a suburban bus with a few short-riders joining us at Shepherds Hill for the ride into Reading. We arrived at Friar Street in Central Reading after a 55 min journey, interesting to see that there were 2 others apart from me that rode the full route, although the service needs more than this to survive. Hopefully usage will grow as awareness increases.

New Enviro200 MMC 80530 (again!) is one of the duo obtained for Route 127 (Maidenhead - Reading) and is seen on arrival at Friar Street Reading after my ride from Maidenhead.

The offside view of the smart “Carousel Country” branding is apparent.

Route 850: Reading - High Wycombe

After fortification with hot coffee, my next route was the long 850 from Reading to High Wycombe. This service was previously operated by Arriva until they pulled out of the Wycombe area in 2024. Carousel came to the rescue and picked up many of the pieces, including taking over the 850. A 30 min frequency operates throughout the route daily during daytimes, dropping to hourly M-S late eves and early Sun mornings. Extra “shorts” operate between Wycombe & Henley on M-F daytimes, giving a 15 min service over this section.

A mix of double and single deckers operates on the route, comprising mainly Enviro400s and Volvo B7RLEs. Whilst I would have preferred a double decker, bustimes.org showed the next one was not due in Reading for 2 hours, so I opted for the first departure, formed of former National Express Dundee Volvo B7RLE fleet no 80827 in red livery. The interior had posters extolling the virtues of the main towns served en route but retained its “Nat Ex” grey based moquette on the seats.

A reasonable number boarded with me and soon we were making our way back out of Reading, although since my arrival, temporary lights had been set up on the narrow single lane section east of Cemetery Junction, which we took a few minutes to navigate. We essentially followed the reverse of my inbound route on the 127, although the 850 runs direct via London Road rather than taking the deviation through Woodley. Another view of the impressive cutting at Sonning, before arriving back into Twyford.

After serving the town centre, we parted company with the 127, turning north through the countryside to Wargrave, a historic and picturesque village on the River Thames, with many listed buildings. Beyond this, we continued on a pretty but twisting section of route above but alongside the Thames through woodland. We soon arrived into the town of Henley-on-Thames, the approximate half way point of the route and famous for its annual regatta on the river. Today though, the river was high almost to bursting due to recent heavy rains and there were few boats to be seen as we crossed the bridge into the town.

Passengers on and off before we continued along the narrow one-way system and out of town again along Marlow Road. The route continues to follow the Thames via the villages of Mill End, Medmenham and Danesfield, over another scenic stretch with trees, open fields and lots of sheep grazing. Arriving in Marlow, famous for its suspension bridge over the Thames, we paused briefly to deposit and pick up further passengers, continuing through the little Georgian market town and onto the final section to High Wycombe.

There is a steep climb out of Marlow up to Marlow Bottom along Wycombe Road, with the pleasant countryside views continuing. After all this, it was a bit of a culture shock to suddenly reach the M40 roundabout and re-enter suburban sprawl at Cressex on the outskirts of High Wycombe. From here, it was literally downhill all the way into the town centre, terminating at the Bus Station after a decent run of 1h25m, arriving slightly early on the schedule despite the small delay on leaving Reading. A great ride, well worth it!

Carousel took over Route 850 (Reading - High Wycombe) from Arriva when the latter closed down their operations in the area back in July 2024. The single deck element of the current allocation is represented by Volvo B7RLE fleet no 80827 at Reading Friar Street before my ride on it to Wycombe.

This vehicle is one of a batch of the type formerly with National Express Dundee that are now with Carousel.

Although I didn’t travel on one, the double deck element on the 850 comprises miscellaneous Enviro400s from various sources.

80213 is seen at High Wycombe Bus Station on a short working to Henley-on-Thames.

This bus was transferred to Carousel from fellow Oxford Bus subsidiary Thames Travel, whose green and blue scheme it still bears.

Route 37: High Wycombe - Windsor

After a break to obtain supplies, I continued my rides from High Wycombe Bus Station with a trip on the lengthy Route 37. This was another that Carousel picked up from Arriva in 2024 and initially ran via Bourne End to Maidenhead. However, in April 2025, it was extended through to Windsor via Bray, taking over from Thames Valley on this corridor. An hourly service operates daily, although with a later start and earlier finish on Sundays. Typical rolling stock comprises Enviro200 MMCs, but this time much longer versions than on the 127 and Maidenhead Town Services. I had fleet no 80453, in red “Carousel Country” livery, with just a handful of other takers joining me when I boarded.

We picked up a couple more in town before making our way along the main London Road, before turning off and continuing through the suburban streets of Loudwater and Wooburn Green to Bourne End Station, on the Marlow branch line, where the train is known affectionately as the “Marlow Donkey”. After a scheduled “hesitation” of a few minutes, built into the schedule, we continued out of the built up area and into the country towards Cookham, where we crossed the narrow bridge over the Thames into the pleasant village, which also has a station on the branch. Another country stretch, before arriving into the outskirts of Maidenhead at Furze Platt. The bus now deviates off the main road to serve the hospital, before arriving into Maidenhead Town Centre at the Frascati Way stand.

Another short pause to await time, then we resumed our progress around the town centre and out towards Bray, where we left the main road to serve the picturesque village, with its little church, pub and half timbered cottages. Sitting on the Thames, the large exclusive houses on the river between Bray and Maidenhead are known as “Millionaires’ Row” and are home to the rich and famous. No such celebrities on our bus though, as we passed on into the countryside once again, serving another small village, Fifield, before regaining surburbia at Dedworth, on the outskirts of Windsor. Some short-riders joined for the local trip into Windsor itself, with the bus taking a long loop to serve King Edward VII Hospital, finally terminating at the Parish Church, just before the entrance to Windsor Castle. A 1h45m trip, but even longer for the driver, as he changed the destination screens to continue on his next trip on Route 10 through to Staines, departing less than 5 mins later!

Long Enviro200 MMC fleet no 80452 calls at Market Street Maidenhead on Route 37 whilst en route from Windsor to High Wycombe. I rode fellow vehicle 80453 in the opposite direction.

The 4 vehicles in this batch were transferred from neighbouring Go Ahead Oxford Bus subsidiary Thames Travel and are now in “Carousel Country” livery. The additional length when compared with the shorter version illustrated previously is apparent.

Thames Valley 16: Windsor - Maidenhead

A 25 min break in Windsor allowed a brief stroll to view the exterior of Windsor Castle, still a royal palace, where I have visited the areas open to the public previously. There was also time for a quick look at Windsor & Eton Central Station opposite, now largely taken up with retail outlets, the former “Royalty & Empire” exhibition located there having closed in the late 1990s. Just one truncated platform remains in use for branch trains to/from Slough at this once large railway terminus.

For my final bus ride, my only Thames Valley route of the trip, the 16, provided a quick route back to my start point at Maidenhead. This is a new route which commenced with the April 2025 changes, operating via a more direct routeing than the 37. An hourly frequency applies daily during daytimes, with a later start and earlier finish on Sundays. Long Enviro200 MMCs are the staple diet, mine being fleet no 694, which drew passengers in double digits at the first pick up stop opposite Windsor Castle.

Back out of town to Dedworth again, before proceeding along the main road calling at Braywick Village, Holyport Turn and Braywick Park, arriving at Maidenhead Frascati Way after just 30 mins, some 10 mins quicker than the more circuitous 37 between the two towns.

A fitting end to my travels in the area, but this trip did remind me of earlier visits many years ago, when this was “Beeline” territory and I rode their yellow Leyland Nationals on many of the local routes, with “Busy Bee” minibuses on Maidenhead Town Services, now long gone. Today, the area has probably the best bus service it has had for many decades, with financing from the Borough Council, so it is to be hoped that locals make use of the improved transport facilities now on offer and patronage continues to grow!

Watton

My only Thames Valley bus on this adventure was this long Enviro200 MMC, fleet no 694, in purple “Borough Bus” livery. I rode it from Windsor to Maidenhead on Route 16, but on arrival at Frascati Way, the driver changed the destination screen for its next trip on local Route 7 to Woodlands Park.

The 7 & 16 routes interwork, changing over in Maidenhead Town Centre between trips. The 16 provides a quicker and more direct route between Windsor & Maidenhead than Carousel 37.

“And Finally”…

Back in October 2020, during a previous visit to the area, I rode this Volvo B7TL with Carousel, which was formerly Go Ahead London WVL240. The bus is pictured at Bourne End Station before departing on Route 36 to High Wycombe via Flackwell Heath.

The bus was still in the old GAL charcoal skirt livery at this time but has since been withdrawn from service.

Transiting through Croydon in transition

This time, I travel to the Croydon area to ride some buses soon to say goodbye to London but which are finding continuing use in their old age, together with sampling new arrivals in service.

The 405 received a batch of Enviro400 MMC hybrids in 2020, like HT21 of Arriva London’s Croydon (TC) Garage, seen in Croydon Town Centre at the beginning of my day in the area. I had previously travelled on the type soon after introduction.

These buses are rare with Arriva, as only Croydon and Norwood Garages operate the type, mainly on routes 405 and 202 respectively. However, they are now starting to move on - see below!

Route 405: Croydon - Redhill - Purley

The Southern train provided a fast link from London Victoria to East Croydon, where it was a short stroll to Park Street in the Town Centre and the start point of my first bus route of the day, the 405. This was one of a number at Croydon (TC) Garage retendered last year and retained by Arriva London on the basis of new electrics, although as is usual, existing vehicles continue in the meanwhile. The 405 is one of only two routes (the other being the 202 at Norwood Garage) to operate the HT class Enviro400H MMC type with Arriva, but it seems these are starting to move on to Edmonton (EC) Garage for the 158, where its contract renewal requires existing hybrids. To fill the gap, spare DB300 Wright diesels released from the 466 by conversion of that route to ED class electrics have started appearing on the 405 instead, pending the arrival of more new buses.

I had ridden HTs on the 405 soon after their introduction, so I ignored HT21 which was the first departure to Redhill after I arrived. A few minutes later, DW544 arrived, out of service from the garage, to take up the next working 15 mins after the previous one. I duly boarded with a number of fellow passengers and we proceeded through uncannily empty streets towards South Croydon, taking a right at the famous “Swan & Sugar Loaf” junction, where the former pub of that name still stands with its decorative upstairs fascia, but sadly now a Tesco Express. From here, we proceeded via the rerouteing introduced several years ago away from the main Brighton Road, along the more suburban streets of Warham Road and Pampisford Road down to Purley, rejoining the main drag at Purley Cross.

Then the straight run down through Reedham to Coulsdon, serving the town centre shops and both Coulsdon Town then Coulsdon South stations. From here, we continued out of the London area over the border into Surrey, through Hooley, over the M25 interchange and then the fast dual carriageway section down into Merstham village, this whole section being mainly countrified through woodland. The final section onwards into Redhill is more surburban and we picked up a few short riders. Due to planned engineering works on the parallel railway, we passed numerous Rail Replacement buses of various types with several operators. We reached Redhill Bus Station after a very quick 45 min journey from Croydon. It is interesting to reflect that this is the second southernmost point served by TfL buses, with only Dorking on the 465 beating it into first place.

Letting the HT in front go, I rejoined my DW on its next northbound trip, which departed from Stop 2 instead of the designated Stop 2. Redhill Bus Station is one where buses often call at the “wrong” stop due to the correct one being occupied with another vehicle, so it is essential to keep a wary eye open to avoid missing your bus! A busier journey on the return run but an enjoyable one nevertheless through the scenic section, although we did encounter slow moving traffic through Hooley. I got off back at Purley Cross 30 mins from the start.

The 405 is etched in many memories as a longstanding London Transport Country Bus and later LCBS route running from West Croydon to Crawley for many decades, associated with green buses of the RT and (later) RCL classes, until replaced with OPO vehicles such as the AN and LR types. After the southern section was transferred to other services, the “London” end between West Croydon and Redhill became a TfL route in 2001. The only significant route changes since have been the rerouteing via Pampisford Road instead of Brighton Road between South Croydon & Purley in 2003 and the withdrawal between West Croydon & Croydon Town Centre in 2019.

Connex were the first operator in the TfL era, using single deckers in the form of Dart SLF types, although Metrobus took over in 2003, also with Darts. Double deck conversion came in 2006, principally employing Scania Omnideckers, although other types including E and WVL classes also appeared later on. Arriva gained the contract from Metrobus (by now part of Go Ahead) in 2020, with the then new HT type hybrids.

At the time of my visit, the 405 was beginning to see a few older DB300 Wright diesels, as DW544 (TC) illustrates at Redhill Bus Station after I rode it here from Croydon.

Meanwhile, the HTs are beginning to move to Edmonton (EC) for the 158 to comply with its contract terms for existing hybrids. The 405 was retained by Arriva in August 2025 on the basis of new ED electrics, so the use of DWs is likely to be a short-term arrangement.

Route 289: Purley - Elmers End

At Purley, it was a short walk from Purley Cross to the Station, in order to catch my next bus on the 289. At the time, this route was home to mostly elderly Enviro400s operated by Arriva London from Thornton Heath (TH) Garage. New ES class electrics were intended as part of its contract renewal spec in 2024, but these had still to enter service at their intended home, being temporarily redeployed north of the river at Tottenham (AR) Garage instead. For me, it was maybe a final chance to ride the old stagers before they disappear.

T128 was the next off the stand and I clambered aboard, but my ride was to be short-lived. After picking up at Purley High Street and the Library, the bus went into “limp mode” climbing the hill out of town and we staggered to a halt at the Battle of Britain War Memorial. The driver contacted the garage for assistance and informed passengers that he had been told to turn the engine off for 5 mins and restart. However, as there was a possibility that the bus might fail again or be replaced at the garage, I opted to alight and await the next bus. After T128 resumed its path, I only had a 5 min wait for the next bus, T192.

Purley Way is a very busy road at the best of times and this was made worse as there were multiple sets of roadworks to contend with as we made our way north through Fiveways to Waddon Marsh. Beyond this, just past where the dual carriageway goes into a single lane, the northbound lane was being dug up, with temporary lights controlling alternate one-way working using the southbound lane. This was causing delays of at least 15 mins at this time (mid morning) and would get worse during the midday and afternoon period. Eventually, we broke through, crossing the Lombard Roundabout and up to Thornton Heath Pond.

We then turned south, back towards West Croydon, with luckily no driver change at TH Garage to impede us even more. Interestingly, T128, which I had abandoned earlier was continuing through to Elmers End and remained about 5 mins ahead of us, despite by now being around 25 mins late itself. Traffic was slow but moving through West Croydon, but then we accelerated a little as we continued through Addiscombe and on through the leafy suburbs to Elmers End. We terminated at the Interchange next to Tescos exactly 1h30m after I had left Purley, on a route that should have taken about 1h5m. This was not to be my last encounter with the 289 that day though - see later!

The 289 began in 1968 as a short local between Thornton Heath Garage & Addiscombe, avoiding West Croydon, replacing a withdrawn section of the 50. It was RT operated at first but converted to OPO with SMS in 1970. It then began to grow, first being rerouted via West Croydon in 1973 and then extended to Elmers End Green in 1974. A further extension to Beckenham Junction came in 1978, together with a conversion to LS Leyland National operation. In 1981, it was projected at the other end to Croydon Airport / Purley to replace part of withdrawn route 115, but it 1985 it retracted back from Beckenham Junction to Elmers End once again.

Tendering saw the route pass to London & Country in 1987, who operated types including Dennis Falcons and Leyland Lynxes, although there were a couple of scheduled double deck workings at school times. By the time L&C morphed into Londonlinks in the mid 90s, Dennis Darts were the prevalent type. Into the Arriva era and low floor conversion at the turn of the century saw PDL Darts take over, which were later mixed with the similar DDL class. In 2012, long Enviro200s in the form of the ENX took charge, with the odd T class decker appearing. Although full conversion to the latter type occurred in 2024, one or two ENXs per day were still turning out at the time of writing.

The 289 was upgraded from single to double deck in 2024 as part of its contract retention with Arriva. Once again, new electrics are planned to take over, but elderly Enviro400s continue in the interim. T128 of Thornton Heath (TH) Garage is at Elmers End Station.

I began my journey on this bus from Purley but swapped vehicles after just a few stops after this one developed mechanical issues. However, the driver managed to coax it through to the end of the route after all!

Tramlink: Elmers End - East Croydon

At Elmers End, I transferred from the 289 at Tesco to the adjacent station, to return to Croydon the quick way using Tramlink. Bombardier CR4000 tram 2545 was waiting in the bay platform and departed a minute or so after I boarded. Just a 12 min run to East Croydon from here, less than half the time on the bus.

The SL5 is unusual in that it was the only “Superloop” route to start off with single deckers. However, Arriva retained the contract in 2025 with new electric double deckers which have now entered service. ED78 (TC) was seen on stand in Park Street Croydon before my ride aboard to Bromley.

These BYD B11 electrics are also entering service on other TC Garage routes in plain red, starting with the 466, but the batch for the SL5 bear this special “Superloop” livery with suitable signwriting.

Route SL5: Croydon Town Centre - Bromley North

From East Croydon Tram Stop, I walked back into the Town Centre for a change of gear, both in terms of age and speed, with my next route “Superloop” SL5. The reason for this choice was that, since I first rode it, this service has been upgraded from its former ENX class Enviro200s to brand new BYD B11 electric double deckers. Arriva London ED78 of Croydon (TC) Garage, with its “Superloop” livery and branding, was the first to draw up at the Croydon Library pick up stop, where a fair crowd boarded with me. An even bigger number piled on at East Croydon Station, making us virtually full, a far cry from the handful using the route last time I travelled on it not long after it started. It seems that people have become aware of the benefits of the faster journey now offered between Croydon & Bromley.

Passengers on and off in small numbers at Shirley Library, Monks Orchard Road, The Bethlem Royal Hospital and Upper Elmers End Road. Our only delay was caused by a slow-moving traffic queue on approach to The Chinese Garage, which at least enabled me to appreciate the unusual architecture of this former petrol station, now a Tesco Express, built in 1928 in Japanese pagoda style and now a Grade II listed building. Continuing on through the suburbs, we called at Westmoreland Road, before arriving into Bromley itself and dropping off at Bromley South Station, Elmfield Road The Mall and Bromley North Station. A very good time of just 45 mins end to end.

The SL5 started in February 2024 as part of the initial “Superloop” network, connecting with the SL7 to Heathrow at Croydon and with the SL3 to Thamesmead at Bromley. It has been operated by Arriva London since the start, being unique amongst the SL routes in requiring single deckers at first due to low trees on part of the route, which have now been dealt with by the council, so allowing double deck conversion.

When the SL5 began in February 2024, it used existing long Enviro200 diesels which were repainted in “Superloop” livery. ENX14 (TC) is seen at Bromley North soon after the route began.

These vehicles were required until low hanging trees on part of the route were dealt with by the council, but are now withdrawn.

Route 119: Bromley North - Croydon Airport / Collonnades

I then returned to Croydon via the “traditional” 119 route from Bromley North. This is operated by GAL using mainly Ee class electrics, although a few WHV hybrids support. However, recently, one or two Enviro400s from Croydon (C) Garage seem to turn out most days and I was fortunate that E215 was on the second departure from Bromley North Station after I arrived, enabling a rare ride on an older bus on this service.

Another decent run, very quiet in terms of other traffic and in terms of passenger usage, adding to my theory that many longer distance passengers on this corridor have transferred to the faster SL5. Nevertheless, we picked up a number of returning shoppers at the stops in Bromley Town Centre, before making our way via Hayes Lane into Hayes itself, serving the library and the station. A straight run along Addington Road through the outskirts of Coney Hall, then turning right to ascend Corkscrew Hill, which sometimes proved too much an obstacle for previous generations of buses if they were not in the best of health, but our old Enviro had no such problems and coped admirably.

A few passengers on and off at the shops in West Wickham High St, before continuing back to Shirley, joining up with the SL5 again but of course serving all stops on this occasion. Early running caused a couple of minutes pause at Sandilands Tram Stop, but we were soon at East Croydon, then negotiating the town centre and onwards to South Croydon. A right turn once again at the “Swan & Sugar Loaf” as earlier in the day on the 405, but this time continuing west along Denning Avenue to the Fiveways junction at Waddon. Hanging a left, it was just a short hop to the terminus at Croydon Airport, The Colonnades. An impressive 65 min run.

The 119 number began running over the Bromley - Croydon corridor in 1939, using ST and then STL types. In 1950, it was one of the routes converted temporarily to RTW when the type was restricted to suburban routes with wide roads, pending suitable tests being carried out on these 8 foot wide buses on narrower roads in Central London. The following year, standard RTs replaced the “Dubs” which were removed to their intended Inner London routes. In 1961, the 119 gained a M-F peaks extension to Thornton Heath Garage via Waddon, which was projected still further to Thornton Heath High St the following year, although it retracted back to the garage again in 1964.

In 1970, the plain 119 became M-F only, as the weekend service was unusually replaced by two different variants:

• 119A on Saturday, which ran from Bromley to Croydon then to Thornton Heath via London Road direct rather than via Waddon, hence requiring the suffix.

• 119B on Sunday, which also ran from Bromley to Thornton Heath, but diverting via Shirley Way instead of Wickham Road, replacing withdrawn route 194B.

RM conversion came to the weekend variations first in 1975, with the M-F version following suit the following year, although the odd RT continued to appear right up to their end of service at Bromley (TB) Garage in 1978. That year saw the introduction of “Busplan”, which aimed to simplify routeings and eliminate variations. However, although the 119A variant on Sats was withdrawn and replaced by the plain 119 again, the Sunday 119B surprisingly survived and continued on until 1985, even being converted to crew Titan operation in late 1984 at the same time as the main service. From 1978, all buses operated direct via London Road and terminated at Thornton Heath High St.

OPO came to the 119 in 1985 using the existing Titans, which simply lost their conductors. In 1992, the Thornton Heath section was withdrawn, the terminus being retracted back to West Croydon. In 1996, the route was involved in a swap of terminals with the 194, with the 119 going to Croydon Airport and the 194 to West Croydon, the reverse of previously! This is the foundation of the route as operated today.

Since then, an operator change saw Metrobus (later part of Go Ahead London) take over from Stagecoach in 1998 using Olympian and then Scania double deckers. These were replaced in the mid 2010s with WHV hybrids, with a gradual conversion to Ee electrics following in 2022, although with a few other visitors as described earlier.

Go Ahead London operate the 119 with Ee type electrics but one or two hybrids or diesels often appear each day. E215 was one of two Enviro400s out to play when I visited and is seen at Croydon Colonnades after my run on it from Bromley North.

Like many buses at Croydon (C) Garage, this one does not bear the garage code.

Part Route 289: Croydon Airport/Colonnades - Purley

From The Colonnades, it should have been a simple short trip back to Purley Station on the 289, but the traffic congestion further up Purley Way was still playing havoc with the schedules, so I had a 20 min wait. This did enable me to appreciate the art deco facade of Croydon Airport opposite, which was the first international airport in the U.K, opening in 1920. During WW2, it became an RAF fighter base, but although resuming its role after the war as a civil airport, lack of space meant it could not be expanded, so it closed in 1959 as Heathrow was being developed instead. Much of Croydon Airport has been built on since, the Roundshaw Estate occupying much of the site, but a visitor centre remains in the former terminal building / control tower, now preserved.

Returning to the 289, whilst passing through Fiveways earlier on the 119, I noted a northbound 289 in service but on diversion away from the normal route, which I later discovered from the TfL website was via Stafford Road, Duppas Hill Road, Old Town and Roman Way to the Lombard Roundabout, thereby avoiding the worst of the congestion. Interestingly, the notice said that the diversion was subject to change, which could mean that alternative diversions may also have been used, whilst it was clear from LVF that some buses were sticking to the normal route in order to provide at least some service over the affected section. A very unusual eaxmple, in my experience, of a variable diversion in operation on a TfL service!

Eventually, T132 arrived and I boarded for a quick journey of no more than 10 mins to Purley Station, where I joined the Southern train for the journey home, after a day out of mixed fortunes.

Watton

A rare vehicle at Croydon (C) Garage is WVL510, one of only two Volvo B5TL Wright deckers with GAL that started life with First London. Back in July 2021, it was captured on the 119 at Croydon Colonnades.

This bus was still around, as I saw it on the 127 at Purley Station at the end of my rides on my latest trip.

Romping through Romford

Way out east on this day out chasing and riding diesel double deckers on routes in the Romford area, which are expected to be replaced by new electric vehicles in the coming months or are in process of conversion to existing hybrids.

Busical Chairs in play…

Traditionally a single deck route, the 499 was converted to double deckers in 2025, with its former Enviro200 MMCs moving from Rainham (RM) Garage to Bromley (TB) to reconvert the 246 to single deck. 36604 illustrates the old order on the 499 at Gallows Corner Tesco in 2023.

The 246 had previously given up its diesel single deckers for the 323 at West Ham (WH) Garage, receiving a temporary allocation of spare Enviro400 double deckers in exchange, which in turn enabled the electrics on the 323 to be converted to cycle buses for the new Silvertown Tunnel!

Route 499: Romford - Heath Park - Gallows Corner - Romford

I arrived bright and early at Romford Station via the Elizabeth Line, to begin a series of rides on various diesel double deckers in the area. My first route was the 499, which has always been single deck until converted to double deck in 2025 so that its previous buses could move from Rainham (RM) to Bromley (TB) in order to reconvert the 246, which itself had gained a temporary double decker allocation as a result of its then single deckers being required for the 323 at West Ham (WH) when its electrics were repurposed for the new Silvertown Tunnel cycle service - a great example of “busical chairs” in play!

Enviro400s now appear on the 499 and I hopped on Stagecoach 10173 of RM Garage at Romford Station on its journey to Heath Park Estate. This route is unusual (for London) in that it operates in a “frying pan” with a one-way loop at one end and a long extension at the other. We made our way out of town, first doing the double-run to serve Queen’s Hospital, before entering the circular section along Crow Lane, which is “Hail & Ride” and where we dropped and picked up a few users. Then a left along Whalebone Lane to Becontree Heath, before entering the narrow roads of the Heath Park Estate.

After a couple of minutes “hesitation” built into the schedule half way round, we continued through the estate to Rainham Road and then past Dagenham Central Park along Rush Green Road. Turning left into Dagenham Road, we completed the loop section back into Romford via the hospital once again. A busy exchange in the town centre before continuing along Main Road and Petitts Lane to the Eastern Avenue, which we crossed and made our way up to Chase Cross. Swinging right, we entered the fast country section through the trees and general greenery to Noak Hill, before looping around through Harold Hill to serve the shops. Then along Hilldene Avenue to Straight Road, where we again left the main drag to serve the narrow local estate roads. Back on Straight Road, we reached Gallows Corner, closed to normal traffic due to long term roadworks at this time, but with buses and taxis allowed through. A couple of minutes later, we terminated at Tescos after a trip of 1h15m since I boarded.

After a 10 min layover, I reboarded the same bus to complete the rounder via the reverse of the outward route, alighting back at Romford Station 45 mins later. By now, traffic was beginning to build on the local roads due to the diversions in place caused by the Gallows Corner closure, so I was lucky that I did the route relatively early in the day.

The 499 began as a 1 bus operation with Stagecoach in 1994 as a simple circular from Romford North Street via Crow Lane, Whalebone Lane and Rush Green Road using a DAL or DRL midi. In 2000, it was rerouted to include the Heath Park area and the following year was converted to low floor Darts. When First took the contract in 2002 using a DMS or DMC Dart, it received the extension east to Gallows Corner Tesco. Subsequent years saw minor rerouteings, the service passing through Arriva with Enviro200s from 2009-15, before Stagecoach returned once again with Enviro200 MMCs.

The conversion of the 499 from single to double deck in 2025 is demonstrated here by Enviro400 fleet no 10173 of Rainham (RM) Garage, also captured at Gallows Corner Tesco.

This was taken during my rounder on the route, during the layover between trips.

Part Route 175: Romford - Dagenham

Next, I switched to Arriva, which had recently converted routes 150 & 175 at Barking (DX) Garage from diesel to hybrid operation, using spare HVs from Palmers Green (AD) and Tottenham (AR) thrown up by the electrification of routes there. The 175 was previously mainly DW operated with a few Ts, but although these have mainly gone, a handful have remained into 2026.

DW258 was the sole example of its class on the 175 on the day I travelled and I was lucky to have just a 20 min wait for it at Romford Station on its next southbound trip to Dagenham, during which I also spotted a couple of Ts on the route. A straight 30 min run via Becontree Heath and Dagenham Heathway to the terminus at New Road.

The 175 was retained by Arriva on retender back in October 2024 with cascaded hybrids intended to replace its existing diesels. This finally occurred during 2025, but a handful of the old timers remained in service at Barking (DX) Garage into 2026, including DB300 Wright DW258, seen at Dagenham New Road terminus during my rides on it.

On the day I visited, this was the only DW out, but there were also a couple of T class Enviro400s on the route amid the majority HVs.

Route 175: Dagenham - North Romford Hillrise Estate

I reboarded the same bus at New Road after a long break, the bus in front seemingly being cut, presumably due to a driver or vehicle problem. A busy run back through Dagenham, with its rows of small houses that characterise the area which was developed from the 1920s onwards with the arrival of the huge Ford Motor Company’s plant. This once required large numbers of buses to serve it at peak and shift change times, the 175 once having an extension to Fords Main Works, but the site has now largely been swept away and replaced with new retail and housing developments.

Nevertheless, the area is still busy and we had a full bus as we progressed via Heathway up to Becontree Heath and back to Romford. A further swap of passengers in the town centre before continuing up North Street past Romford (NS) Garage and over the Eastern Avenue through inter-war suburbia to Collier Row. Then a short hop up the hill to the terminus at Hillrise Estate, which replaced the former destination of Chase Cross some years ago. A decent 55 min trip.

The 175 was once a very long route from Poplar to Ongar “in extremis” but normally operated in sections. By the time I discovered it in the 1970s, it had been split into three parts: Poplar - Becontree Heath as 173, Romford - Ongar as 175A, with the plain 175 reduced to a rump between Dagenham & Chase Cross with RT operation. There was a brief period using former British Airways RMA Routemasters in 1975/6, but the RTs then returned for a while until RM conversion in 1977, with the northern terminus becoming Hillrise Estate in 1979.

Titans came to the route in 1982, initially crew operated, but OPO after a few months. These lasted a very long time, although VN class Olympians appeared in support from the late 90s. Low floor conversion with Trident ALX400s occurred in the early noughties. Arriva took the contract from long term operator Stagecoach in 2017 using DWs.

The main Dagenham terminus for many years was New Road, with only certain journeys to Fords, but in 1991 the latter became the normal all day terminus, although there were periods when buses operated to either Dagenham Dock or Fords Foundry instead. Withdrawal between Fords and New Road only came in 2017.

A brief mention of the 175A, which as stated above replaced the Romford - Ongar section of the 175 in 1973. This operated with 1 RT, although this was later replaced with an RM. The variant was withdrawn in 1977 when OPO route 247B took over, although this didn’t last long either and there is now no regular service between Romford & Ongar, the 375 providing a limited service as far as Passingford Bridge. When the London Bus Museum organised a Running Day over the 175 in 2023, I was able to reprise the Ongar section of the route by RT for the first time, filling a gap in my London bus route history!

The 252 was retained by Stagecoach London on contract renewal in September 2025, with new electrics promised in due course. For now, existing diesels like Enviro400 10112 of Rainham (RM) Garage hold the fort.

The vehicle is seen on stand between trips at Collier Row Clockhouse Lane before I travelled aboard to Hornchurch.

Route 252: Collier Row - Hornchurch - Elm Park

From Hillrise Estate, rather than wait 15 mins for the bus to leave, I walked through the estate roads back down to Collier Row to pick up my next route, the 252. This was one of a number of routes in the area to be retained by Stagecoach on retender in September 2025, with the promise of new electric double deckers in due course. In the meantime, it was an opportunity for me to sample the existing diesels for perhaps a final time.

Enviro400s from Rainham (RM) Garage provide the allocation and I awaited fleet no 10112 on the next departure to Hornchurch. Just a few of us boarded at Collier Row for the journey to Romford, which proceeds via White Hart Lane and Mawney Road rather than the slightly more direct route served by the 175 via Collier Row Lane and North Street. A reasonably busy run as we picked up those proceeding into town, with a bit of a traffic queue to contend with on approach to St Edward’s Way from Mawney Road.

The expected exchange of clientele at the main stops in Romford Town Centre, before continuing down to Rush Green and then south towards Elm Park, with the typical suburban housing relieved by the short green stretch past Harrow Lodge Park and Eastbrookend Country Park. After calling at Elm Park Station on the District Line, we made our way through South Hornchurch and then through the relatively new Airfield Estate, built on the site of Hornchurch Aerodrome, a famous Battle of Britain fighter station in WW2, part of which is now another Country Park. Onwards past the former St George’s Hospital, now redeveloped, calling at Hornchurch Station before arriving at the Hornchurch Town Centre terminus. A 50 min journey.

After the driver’s break, I rejoined the same bus to retrace my steps a short way along the route to Elm Park Station, where I alighted less than 15 mins later.

The 252 was originally a short local feeder service between Romford Birch Road (off Mawney Road) and the Station. It was single deck with T and then TD types in the 1950s, until in 1958 it was double decked with RTs and extended to Collier Row. Later the same year, it was extended at the other end to South Hornchurch, replacing withdrawn route 123. In 1970, certain journeys were extended to Turpin Avenue in Collier Row at school and peak times on M-F, which lasted several years.

An early candidate for OPO, this came in 1971 with conversion to SMS single deckers, although as with many such services, double deckers returned upon the introduction of DMS types which in this case came in 1975. However, this period didn’t last long as the 252 was one of the first to receive new Titans in 1978, although there was a short interlude with LS Leyland Nationals from 1981-2 before the Ts returned. It was in 1984 that the route was extended from South Hornchurch to Hornchurch Town Centre via the new Airfield Estate, but two years later came a further extension to Gidea Park Station.

Tendering in 1988 saw the route pass to Frontrunner South East, but the contract was reassigned within a year to Ensignbus, who later became Capital Citybus and eventually First Capital. The blue and silver Metrobuses and other types operated by Ensigns were soon replaced by the red and yellow livery of First. In 1991, the route was cut back from Gidea Park to Hornchurch Town Centre, becoming essentially the route we know today.

The low floor era came to the 252 in the early noughties with TN/TNL type Tridents, although these were later replaced with DN class Enviro400s. Stagecoach took the contract from First in 2013, with Enviro400s being the principal type, although Scania OmniCities also appeared until these were withdrawn.

Back in April 2022, Scania OmniCity types were still in passenger service with Stagecoach London, as 15007 (RM) proves. This was taken on the 252 at the same spot in Collier Row as the latest photo pictured above.

Whilst most Scanias were disposed of, this particular one remained in London as a driver trainer at the time of writing.

Part Route 165: Elm Park - Rainham Abbey Wood Lane

At Elm Park Station, I crossed the road for my final route of the day, the 165. This is another service operated by Stagecoach out of RM Garage, again using Enviro400s until new electrics arrive in accordance with the terms of the contract renewal in September 2025. I boarded fleet no 10166 for the 25 min run down to the southern end of the route at Rainham Abbey Wood Lane.

Stagecoach London converted the 165 from single to double deck in 2024 using spare Enviro400s. 19720 of RM Garage leads the pack at the semi-rural Abbey Wood Lane terminus in Rainham before my ride on it back to Romford.

The route was retained on contract renewal in September 2025 with new electric double deckers expected.

Route 165: Rainham Abbey Wood Lane - Romford The Brewery

At Abbey Wood Lane, I was able to step up a working, as Enviro400 19720 was ahead on the stand and left first after a 5 min wait with me aboard. Only me and the driver at first, but we soon began to pick up as we made our way around the estate roads to Rainham Town Centre and Tescos. We then continued along New Road and into Cherry Tree Lane, winding our way through the suburban sprawl back to Elm Park Station. Then on via Elm Park Avenue and Abbs Cross Lane to Hornchurch, where a diversion was in place due to roadworks. Instead of circling the Town Centre stops and continuing along North Street, we turned left along normally unserved Billet Lane, rejoining line of route at the roundabout just south of Emerson Park Station.

From here, a straight run up to the Drill Roundabout at Gidea Park, before taking a very sharp left turn via Brentwood Road into Romford. Dropping off most of our load at the Station and the Market, only a couple of us continued on to the terminus at The Brewery Shopping Centre. A reasonable 55 min trip with which to end the day.

The 165 dates back to 1940 when former single deck route 253 was double decked and renumbered, running then between Coller Row & Rainham. It was extended to Havering Park at the northern end within a couple of years. The initial ST & STL types gave way to the G class “utility” buses in the mid 40s, which continued until RT conversion in 1954. The route received RMs in 1966 but in 1968 was surprisingly upgraded to the longer RML type, very unusual for a suburban route this far out.

OPO came to the 165 in 1973 using DMS types, resulting in a short extension at Havering Park from Hunters Grove to Firbank Road, to enable the longer vehicles to turn safely without a conductor. In 1975, part of the service was diverted at the other end to serve Mardyke Estate in a loop, another unusual arrangement as it was operated under the same number without a suffix to distinguish these workings. The route was another of the initial services to receive Titans in 1978 and provided my first ever ride on the type in London a few months later. 1987 saw the Rainham service extended from the War Memorial to Abbey Wood Lane.

Tendering in 1988 resulted in the route passing to Ensignbus like the 252 mentioned earlier, using Metrobuses and other double deck types. Some garage journeys worked in service beyond Rainham to Wennington. The service passed through Capital Citybus and First Capital eras, with the next major change occurring in 1991 when the Havering Park - Mardyke Estate section was hived off to new route 365, the 165 then becoming Romford - Rainham. Route changes in 2001 saw the route diverted via Emerson Park between Romford & Hornchurch, whilst the short extension from Romford Market to The Brewery came in 2006. By now single deck operated, DMC Darts and then DML Enviro200s provided the allocation.

Stagecoach assumed the contract in 2013 when First left London using new Enviro200s, although double deck visitors were not uncommon. In 2024, the 165 became fully double deck with available Enviro400s, enabling its single deckers to be redeployed elsewhere.

From my arrival at The Brewery, it was only a short walk through the town to Romford Station, where I rejoined the Elizabeth Line for the journey home.

Watton

In the “And Finally” slot, we see RTL1076 at Dagenham New Road on the 175 during a London Bus Museum organised Running Day back in March 2023. This bus is owned by the London Bus Company based at the Epping Ongar Railway as the adverts show.

Although the 175 was mainly associated with the AEC engined RT class until the 1970s, the Leyland version did have a part allocation for a while in the mid 1950s.

All Change in Greenwich & Bexley

My second trip of 2026 involved a visit to South East London, concentrating on recent and forthcoming route/type changes featuring diesel buses with various operators, centered on Woolwich and Bexleyheath.

To start with, one from my archives. The 244 began in 1987 as a very short route indeed between Woolwich Town Centre and the (then) new Broadwaters Estate, where Leyland Olympian L176 of Plumstead (PD) Garage is seen soon after the route commenced.

Note the unusual blind layout, as buses interworked between the 244 & 291, drivers simply having to change the destination which also featured the route number. Also the posters on the front referencing “Auto Check”, which was an experimental ticketing system then being trialled.

Part Route 244: Woolwich - Queen Elizabeth Hospital

The Elizabeth Line provided a rapid journey from Central London to Woolwich, start point of my TfL bus rides for the day.

My first route was the 244, retained by Go Ahead London on retender in December 2025, but converted from single to double deck in the process. New electrics are promised eventually, but in the meantime, spare Enviro400s are being used from Morden Wharf (MG) Garage. Typical of these is E209, which was the next to arrive at Woolwich Arsenal Station and so I duly boarded for the short run up to the QE Hospital terminus on Woolwich Common. However, due to emergency Thames Water works on the normal route via Eglinton Hill, we were on diversion direct along Woolwich Common and Academy Road to Shooters Hill Road, saving a few minutes on the usual schedule. Just 10 mins to the terminus via the diversion.

The 244 contract was renewed with Go Ahead London from 6th December 2025 but with an upgrade from single to double deck. Enviro400s E262 and E209 of Morden Wharf (MG) Garage illustrate as they share the stand at Queen Elizabeth Hospital, Woolwich Common.

In due course, the route is to be restocked with electric double deckers, so this is an interim arrangement.

Route 244: Queen Elizabeth Hospital - Abbey Wood

At QE Hospital, I was able to step up a working, taking E262 which was ahead on the stand and the first to depart. Back to Woolwich along the diversionary route, picking up a few takers in Academy Road due to a gap in the 122s. A passenger exchange in the town centre, before continuing on to Plumstead Garage, where we dived off via the Broadwaters Estate and the “Princess Alice” pub. The route no longer circles around to serve Belmarsh Prison in this direction, so we continued at a rapid rate along the dual carriageway into Thamesmead, depositing most at the shopping centre. From here, it was onwards along Bentham Road to the Boiler House roundabout, before continuing south on Harrow Manorway to Abbey Wood, terminating near the station after a 40 min run from the start.

Whilst it was an unusual feeling to ride the 244 on a double decker after many years of single deck operation, it was not the first time I had done so! When the route began back in 1987, it was an even shorter local, between Woolwich Arsenal and the then new Broadwaters Estate using L class Olympians out of Plumstead (PD) Garage, running time just 8 mins end to end. I well recall sampling the route soon after it began, doing a rounder in less than half an hour!

However, this situation didn’t last long and the route became part of the “Bexleybus” network with LS Leyland Nationals in 1988. When the service passed to London Central in 1990, Titans appeared at first, but within months more suitable MRL midibuses took over. The following year saw a short extension to Belmarsh Prison plus a M-F peaks projection to Thamesmead Town Centre. By 1999, DRL Darts had taken over, that year seeing a further extension to Abbey Wood, although the new century saw low floor conversion to DML type Darts. It was in 2004 that the route was extended at the other end to QE Hospital. By now part of Go Ahead London, LDP Darts were the next class to appear, followed in turn by SE Enviro200s, which continued up to the most recent conversion back to double deck.

Interestingly, this is the third use of the 244 number in London, the two previous versions being:

• A M-S route from Winchmore Hill to Muswell Hill Broadway, with a M-F Peaks extension to Archway Station. RT operated in the 60s, with RM introduced on Sats in 1969. On OPO conversion to SMS in 1971, it became Southgate to Muswell Hill, with M-F peak trips to/from Highlands Hospital at one end and Golders Green at the other, although the Highlands journeys only lasted a few months. The route became a surprise conversion to MB in 1976 for a short period, although double decks came back in the form of DMS types in 1978. These in turn were replaced with LS single deckers in 1979, although M double decks later appeared. The route was withdrawn in 1982 and was partly replaced by an extended W9.

• In the same year the first version came off, the 244 number was reused for a route between Romford Market and Upminster Park Estate using LS Leyland Nationals, which were required due to running under the low bridge in Cranham. It only survived until 1986, when it was replaced by changes to the 246 and 248.

The B11 contract was also renewed with GAL from 6th December, but retains single deckers. Elderly Enviro200 SE124 is at the Yarnton Way stand in Thamesmead before I rode it back to its home garage.

Once again, new electric buses are intended, with one or two SELs already appearing each day at the time of this visit, pending delivery of more examples to BX Garage.

Route B11: South Thamesmead - Bexleyheath Garage

From Abbey Wood Station, I took a brisk walk back along Harrow Manorway to Yarnton Way, there to connect with my next route, the B11. This is operated by GAL out of Bexleyheath (BX) Garage and was another retained by them on retender from December 2025. In this case, although new electrics are specified, single deck operation remains, with one or two new SEL types spotted already when I travelled pending full conversion.

However, my intention was for a final ride on one of the outgoing diesels and luckily Enviro200 SE124 was waiting on the stand when I arrived. An elderly bus perhaps, but still in fine fettle as we made our way around the back streets of South Thamesmead to Abbey Wood the long way round. A quiet journey at first, with passengers on and off in ones and twos, as we progressed uphill through Lesnes Abbey Woods, site of a ruined abbey and now a local nature reserve. Then it was around the Lodge Hill loop, before continuing on to Bexleyheath Station, by which time we had a full and standing load. Most alighted at the main stops in Bexleyheath Town Centre, with only me and the driver continuing up to the terminus at BX Garage. Just under 40 mins for the trip.

The B11 has its origins in a midibus route started as part of the “Bexleybus” scheme in 1988, running initially between Bexleyheath & Lodge Hill with RH/MR midis. The route was extended to Abbey Wood in 1991, when Kentish Bus took over with Metroriders. A further extension to Thamesmead Boiler House came in 1999, by which time Arriva were in charge with high floor Darts.

Go Ahead / London Central came onto the route in 2004, extending at each end, from Bexleyheath Town Centre to BX Garage and from Boiler House to Thamesmead Town Centre. Types employed consisted in turn of DML, LDP and SE. In 2022, the route retracted slightly within Thamesmead from the Town Centre to Yarnton Way, giving us the current version.

Another route expected to receive new electrics in due course upon contract renewal with GAL in February 2026 is the 486. Meantime, existing diesels continue, like Volvo B9TL WVL460 of BX Garage, seen at the Friswell Place stand in Bexleyheath.

Note the grubby side panels due to road dirt thrown up at this time of year. I later rode sister vehicle WVL466 which is seen tucked in on the right of this shot.

Route 486: Bexleyheath Town Centre - North Greenwich

From BX Garage, I walked the short distance back to the Town Centre, in search of my next route, the 486. This is another which GAL has retained on contract renewal, in this case from February 2026, with new electrics promised. However, for now, existing diesels continue and the route sees a mix of Volvo B9TLs and Enviro400s, although one or two DELs from the existing allocation at BX provide a foretaste of what is to come.

I selected WVL466 for my trip and boarded with a reasonable crowd at Bexleyheath Clock Tower. A straight run ensued without delays as we made our way through the shopping area and out of town via Crook Log to Welling. Then onwards up through the greenery of Shooters Hill, our bus labouring a bit as we climbed. At the summit, we continued on to QE Hospital, before skirting the military establishments on the edge of Woolwich Common.

It was then past Charlton Park to the delights of Charlton Village, before hanging a very sharp right turn down Church Lane, a narrow thoroughfare necessitating pulling in between the parked cars when encountering vehicles coming the other way. Arriving at Charlton Station, we crossed over Woolwich Road to serve the Bugby’s Way area of superstores, which were fairly heaving. After looping through Millennium Leisure Park, we continued on the final section through the modern developments of Millennium Village, before arriving at our final destination of North Greenwich Station. A decent 55 min run.

The 486 began in 2001 between North Greenwich and Welling, part replacing the Millennium Dome Routes M1 & M2 and utilising the same MD class East Lancs Myllennium single deckers out of New Cross (NX) Garage. In 2002, the route was extended to the more obvious destination of Bexleyheath Town Centre and transferred to BX Garage, where various single and double deck types performed. In 2007 came the formal upgrade to double deck, with PVL, E, EN, WVL and WVN types all contributing at different times over the subsequent years.

Enviro400s share the 486 allocation at the time of this trip, as exemplified by Go Ahead London E243 (BX) seen at Bexleyheath Town Centre at sunset.

WVL, WVN and E classes provide the diesel allocation, although one or two new electrics in the form of DEL types were appearing each day at this time.

Route 472: North Greenwich - Abbey Wood

At North Greenwich, I switched routes to the 472 and operators to Stagecoach. At the time of my visit, this service had but a short time to continue, as it was due to be withdrawn and replaced by new “Superloop” Route SL11 later in January, so a final chance for me to sample the old service. Operated out of Plumstead (PD) Garage, the 472 uses a mix of diesel and hybrid Enviro400s, with classic and MMC versions appearing. I had 19817, a classic diesel Enviro.

A very busy trip, as we threaded our way back through the Millennium Village and Leisure Park, picking up lots of returning shoppers. At Charlton Station, we turned left onto Woolwich Road for an amble through the Woolwich Dockyard area close to the Thames Barrier, before reaching Woolwich Ferry where a long queue of vehicles was waiting to board. We hung a right to serve Woolwich Town Centre, a section which the replacement SL11 will ignore, preferring to continue direct to Woolwich Elizabeth Line Station. For now, we served the main town centre stops, before making our way out of town towards the home garage at Plumstead, although there was no driver change on this occasion to hinder progress.

From here, we turned off onto Western Way, passing Woolwich Crown Court and Belmarsh Prison, before arriving into Thamesmead along Central Way. We emptied out at the Town Centre and continued around the loop through the housing areas in the Crossway area. From the Boiler House, a straight run down to Abbey Wood Station, mirroring my earlier ride on the 244, although the 472 continues a little further to terminate under the flyover. A 50 min journey end to end and time to say a final goodbye to the route.

The 472 was originally the number for an Express Route between Woolwich & Thamesmead Alsike Road, introduced with “Bexleybus” in 1988 on Saturday Shopping Hours only. This version lasted only until 1994, but managed to pass through Boroline Maidstone and Kentish Bus before withdrawal, using various double deck types.

The current version of the 472 came in 1999 to provide a new link between North Greenwich Station and Thamesmead via Woolwich and replacing the erstwhile 272. Operated by Stagecooach / Selkent out of PD Garage throughout its life, it received the extension to Abbey Wood to connect with the new Elizabeth Line in 2022. Initially operated with Olympians, it was converted to low floor operation with Trident Alexander ALX400s in the early noughties. These were replaced in due course by Enviro400s, ending with the current mix of types.

A duo of Stagecoach Enviro400s, 19868 and 19817, of Plumstead (PD) Garage on the Route 472 stand at Abbey Wood Station beneath the flyover. I had just arrived here on the second bus.

Scenes like this will soon pass into history, as the 472 is withdrawn from 24th January 2026, being replaced by new Superloop Route SL11 operating express between the same terminals, the operator changing to GAL using NRMs.

Part Route 301: Abbey Wood - Bexleyheath Town Centre

At Abbey Wood, I had to run to catch my next bus, a short trip on Arriva London 301 back to Bexleyheath Town Centre via a slightly different (and more direct) intermediate route than the B11 I had been on earlier in the day. My 20 min run was aboard HV150, one of the usual Volvo Hybrids from Dartford (DT) Garage, although this service is due to pass to Stagecoach on retender in July 2026.

Route B15: Bexleyheath Town Centre - Horn Park (& back)

My final full route of the day was the B15, also operated by Arriva out of DT Garage, but due to pass to GAL out of BX Garage from later in January 2026.

The service runs every 20 mins during M-S daytimes, but a couple of buses seemed to be missing, one of the drivers telling me that they were suffering mechanical breakdowns with the elderly ENX class Enviro200s used. After a long wait, I boarded ENX24 with a few others at Bexleyheath Clock Tower. This was running some 15 mins late, but we made our way out of town and then up to Bexleyheath Station, before negotiating the back streets section via Elsa Road to rejoin the main drag at Welling. It was here that the next B15 caught us up and roared past.

After turning off along Welling Way to Rochester Way and Falconwood Station in hot pursuit, we made it down to Avery Hill, where the driver announced he would be turning short at Eltham. This prompted much anger from the passengers and arguments with the driver as to why he hadn’t transferred us to the other bus, especially as the next working after that was cut. I therefore had a 40 min wait in the cold for the following bus, which was ENX25. This driver was very apologetic about the long wait and said the other driver should have asked the Controller to hold the second bus a couple of minutes so that we could transfer - presumably Arriva are not taking much interest in the route now they have lost the contract!

Anyway, once aboard, it was a fast run through Eltham and on to Horn Park, where we paused briefly for a couple of minutes at the “hesitation point” on the terminal loop. I stayed on for the full trip back to Bexleyheath, which took just 40 mins, compared with a total of 1h25m for the outbound ride including the enforced wait in Eltham. Not a good advert for Arriva though.

The B15 was another “Bexleybus” venture, beginning in 1988 as a midibus route with RH/MR types between Joydens Wood & Welling via Bexleyheath. In 1991, the service passed to Transcity and then in 1993 to Kentish Bus, also with midis. The route returned to BX Garage in 1999, soon being converted to DMS low floor single deckers. Arriva took over in 2004, at which point the service was extended from Welling to Eltham.

In 2009, it was restructured to run between Bexleyheath & Horn Park, the Joydens Wood section passing to the B12 and the Horn Park extension being over new territory. Types operated since have been Cadets followed by Enviro200s of varying classes.

Arriva London Enviro200 ENX25 of Dartford (DT) Garage picks up at Bexleyheath Clock Tower on its next trip to Horn Park after I had ridden it back to this point, arriving at sunset.

This is another scene that was set to change soon after this view was taken, as the B15 contract passes to GAL from 24th January 2026, using SE types out of Bexleyheath (BX) Garage.

Part Route 301: Bexleyheath Town Centre - Abbey Wood

To end my day, I rejoined the 301, this time taking Enviro400 T309 of DT Garage back to Abbey Wood Station, where I arrived 20 mins later and transferred to the Elizabeth Line for the journey home.

Watton

And Finally…

Dennis Trident Alexander ALX400 17843 seen on the 472 at North Greenwich Station back in June 2019. This was before the route was extended from Thamesmead to Abbey Wood to connect with the new Elizabeth Line.

Plumstead (PD) Garage was among the last to operate this type with Stagecoach London, the 472 being one of their final haunts before they came off service just a few weeks later.

Edging into New Year in Edgware

My first TfL bus adventure of 2026 saw me catch up with a recent operator change and ride a grand circle from Edgware around North West London.

My first route of 2026 was the 292, which changed operator in December 2025 from Metroline to UNO. However, we start the new year with a classic shot of preserved AEC Regent III RT2177 at the Borehamwood Rossington Avenue terminus, on the occasion of a Running Day in July 2023.

The Running Day marked 50 years since the conversion of the 292 from crew RT to one person operation with DMS in 1973, as recalled by the board behind the bonnet.

Route 292: Edgware - Colindale - Borehamwood - Edgware

My first TfL bus rides of 2026 began at a sub-zero Edgware Bus Station on the first working day after the Christmas/New Year break. As many were still on holiday, both the roads and the buses were relatively quiet, a rare thing these days.

Top of the “to do” list was the 292, which passed from Metroline to UNO Buses on re-tender in December 2025. UNO have sourced various electric buses for the new contract, including a couple of TfL spec BYD B11E02 demonstrator models plus several BYD/ADL Enviro400EVs loaned from Stagecoach London. However, a few diesels make up the numbers, at least for now, mostly taken from the batch of Enviro400s obtained from First Bus London (formerly RATP London United).

On the day I travelled, a couple of the latter were out, so I duly boarded fleet no 1493 (ex London United ADE40426) at Edgware for the short southbound run to Colindale Superstores, a 10 min trip with the low winter sun in my eyes most of the way and precluding seeing much on the journey. After the 15 min layover, I rejoined the same bus for the full trip through to Borehamwood. The driver appeared to be route learning, as a colleague was with him giving directions and pointing out the significant features to be aware of when driving on this service. We picked up a reasonable load in Burnt Oak, presumably due to a gap in the parallel 32 and 142 routes over this section.

Turning into Station Road, we did the circuit of Edgware Bus Station again, before continuing along Hale Lane and Selvage Lane through typical suburban housing to Apex Corner. From here, the usual fast run along the A1 Barnet Way, where we encountered some remnants of winter snow at Scratchwood Open Space, where a few dog walkers were braving the elements. Swinging left at Stirling Corner, we entered Borehamwood, part of Hertfordshire and with HCC type Bus Stops replacing the TfL ones we had served up to this point. We picked up a fair number of short riders in the estate roads travelling to Borehamwood Tescos and other nearby shops. After serving Tescos, which occupies part of the site of the once much larger Elstree Studios, we made our way up the High Street to Elstree & Borehamwood Station, before continuing on the final leg via the estate roads of Theobald Street, Gateshead Road, Leeming Road and Aycliffe Road to the terminus at Rossington Avenue. 50 mins to here from Colindale.

After another break of just under 15 mins, I returned on the same vehicle to Edgware, thereby completing my rounder on the route. A bit busier in this direction, as more shoppers were emerging by this time and we took 45 mins for the trip, which included a slightly protracted driver change at Borehamwood Tesco.

It may not be obvious, but the 292 started in 1962 as part of the Trolleybus Replacement programme. It ran initially between Borehamwood and Colindale and on to Willesden Garage, replacing parts of bus 52 and trolleybus 666 on M-S, using RTs. The service included an “EXPRESS” element in M-F peaks between Borehamwood & Colindale, with buses displaying blue blinds and running non stop between Stirling Corner and Burnt Oak Station, but these workings only lasted until 1965.

Returning to 1962, within months, the Saturday service was replaced by a 292A variant which went to Edgware rather than Colindale and the following year received a long extension via the 142 to Watford Junction. In 1966, the 292A became Sats & Suns, replacing the 52 which had continued to operate to Borehamwood on Suns up until then.

OPO came to the 292 in 1973 with DMS conversion daily, with the 292A weekend variation then withdrawn, as the main 292 then became Borehamwood - Edgware, except M-F peaks when it continued to run to Colindale with some journeys to Grahame Park. 1980 saw Ms replace DMSs.

Tendering in 1987 resulted in London Country North East take the route with LR type Olympians, but due to strike action by drivers, the contract was transferred to Borehamwood Transport Services (BTS) in early 1988, using Scanias & Atlanteans. In 1993, the route assumed its present form when it was rerouted direct from Mill Hill to Edgware via Hale Lane, instead of the long way round via Burnt Oak, although it continued on from Edgware to Burnt Oak and Colindale along the Edgware Road. A new route, 305, took over the previous routeing of the 292.

Since 1993, the 292 has flip-flopped between the operators, spending periods with Metroline (using Ms again), Sovereign (with Olympians), London Sovereign (low floor mainly with SLE/VLP types) and Metroline (yet again! with VW/VWH types), until the latest change to UNO.

UNO took over the 292 from Metroline on 6th December. A mix of acquired and hired electric double deckers has been employed, together with a few existing diesels. One of the latter, Enviro400 fleet no 1493 is at Colindale Superstores during my rounder.

This is one of several former First Bus London / RATP London United examples now with UNO, which was formerly ADE40426 when at Hounslow (AV) Garage in its previous life.

Route 240: Edgware - Golders Green

Next on the list was the 240, an old favourite of mine as a fairly short but quite scenic local linking Edgware and Golders Green via Mill Hill and Hendon. Since my last ride on it, the former TE class Enviro400s had been replaced abruptly in 2025 by spare Wright StreetDeck Electroliners, a surprise given that the contract renewal is in April 2026 and although specified for electrics, it is rare for routes to receive these new vehicles on time, let alone several months early!

So it was that I boarded Metroline’s WDE2772 of Edgware (EW) Garage in Edgware Bus Station as the sole passenger, although a few more joined at the next stop. Then it was back along Hale Lane, although this time continuing straight on to Mill Hill Broadway, where there was an exchange of clientele. From here, after crossing the A1 at Mill Hill Circus, the nicest part of the route followed as we climbed up to the pond, cottages and general greenery of Mill Hill Village, before descending the hill down to Mill Hill East Station. From here, we continued across the Great North Way into Hendon, pausing at the site of the famous “Bell” pub, which is no longer there. Then across the North Circ and into Golders Green, terminating at the station after a smooth hassle-free run of 45 mins.

For a simple local route, the 240 has a fascinating history. It is easy to forget today that the old low bridge at Mill Hill Broadway once precluded through double deck running, so the route was split for many years, double deck with RTs on the Golders Green - Mill Hill section and TD single deckers on the overlapping Mill Hill East - Edgware section during the 1950s, although the single deck part was later subsumed into the 240A, which covered a slightly different route between Mill Hill East & Mill Hill (via today’s 221). The TDs on the 240A were the last to operate in London, not being replaced by RFs until 1962. Meanwhile, on the main 240, RTLs joined in the allocation with RTs in the mid 60s, with RMs later taking over on Sundays.

A through service between Golders Green & Edgware on the 240 finally came in 1966, with the building of a new railway bridge at Mill Hill Broadway in conjunction with the extension of the M1 motorway. Inevitably, the 240 was an early candidate for OPO, with SMS single deckers taking over in 1971. Double deckers returned in 1980 with M conversion, where they stayed for a remarkably long period, being one of the last routes to lose the type in 2003 when VPL low floor deckers replaced them. TE class Enviro400s became the norm from the late 2010s, which operated until the recent electrification of the route.

A final word about the 240A variant, which was replaced in 1966 by an extended 221 on M-S, but not on Suns, when it continued to run with RTs, by now over the full route between Golders Green and Edgware. In 1971, when OPO came to the 240, its SMSs also appeared on the 240A on Suns. However, in 1979, the 240A finally bit the dust when a Sunday service was introduced on the 221, removing the necessity for this unusual route.

The 240 has been retained by Metroline on retender from April 2026 on the basis of new electrics. However, its former diesels were replaced earlier in 2025 by spare Wright StreetDeck Electroliners, like WDE2772, seen on arrival at Golders Green Station after my ride on it from Edgware.

It remains to be seen whether these vehicles stay on the 240 or whether new ones currently on order replace them at Edgware (EW) Garage in due course.

Route 245: Golders Green - Alperton

After a lunch and comfort stop, I continued on my travels from Golders Green on the 245 to Alperton. This is operated by Metroline from Perivale (PV) Garage, with some workings from Athlon Road (AO) outstation, although vehicles are regularly swapped between the two. The current allocation at time of writing comprises a mixture of VWH hybrids, WHD hydrogen vehicles plus a few older VW diesels. I awaited one of the latter, the next to arrive being VW1368.

Soon, we were off, exiting the Bus Station with a throaty roar that typifies these Volvos. An easy run down to Childs Hill, before turning right along Cricklewood Lane, passing under the railway bridge just before reaching the Broadway. Another right along the Edgware Road past Cricklewood Garage, before turning left into the estate roads between Gladstone Park and the North Circ. After passing along Crest Road and Tanfield Avenue past typical inter-war housing, we reached Neasden Shopping Centre, although the bus doesn’t serve it directly north-west bound, the nearest stop being somewhat inconveniently situated near the North Circ underpass. A short traffic queue to contend with at the foot of Blackbird Hill, but once through it was a straight run up to the former Brent Town Hall, now an international school.

The 245 is one of the few routes here that does not serve Wembley Town Centre, instead continuing on along Forty Avenue, crossing Preston Road and on to North Wembley, once the site of a Metroline garage. After calling at the station, we made our way along East Lane to Watford Road, where we turned south past Barham Park and the edge of Horsenden Hill open space, one of the highest points in the area, the summit at 85m being the site of an ancient hillfort. Soon we were into Alperton, passing the site of the former bus garage which has now been replaced by a new development, leaving no trace of its former use. Arrival at Sainsbury’s was after a run of almost exactly 1 hour.

The 245 is another which is a surprising child of the Trolleybus Replacement Programme in 1962. When it began, it ran between North Finchley & Stanmore via Golders Green, Cricklewood and Colindale, largely replacing the 645 trolleybus, using RMs. In 1968, it was retracted back to West Hendon / Colindale at the western end, when the 251 was amended to cover the Edgware/Stanmore section. OPO came in 1970 with conversion to SM single deck, at which time the route was completely reconfigured, being cut back from North Finchley to Golders Green at one end and diverted at Cricklewood via Neasden and North Wembley to Sudbury Town at the other end.

The following years saw various switches between single and double deck operation, with double deckers returning in 1973 on conversion to DMS, which in turn were replaced by Ms in 1980. Another single deck interlude occurred from 1987-90 using spare LS Leyland Nationals, although the Ms then returned again, but not for long, as DT class Darts took over in 1991. The following year saw the extension from Sudbury to Alperton Sainsbury’s, the route then assuming its current form. By now with Metroline, the route was converted to low floor Darts in 1998, firstly with DL and later with DLD types. First London took the contract in 2008 with DM class Enviro200s. When First pulled out of London in 2013, the service transferred back to Metroline and was double-decked again with VWs, which remain part of the current allocation, supported by other types.

Mention should also be made of the 245A variant, which has been used twice:

• Firstly, for a route between Golders Green & Stanmore on Sats & Suns from 1964-68, which differed from the plain 245 by covering part of the 226 via Pennine Drive between Golders Green & Cricklewood on those days, rather than the normal route via Childs Hill. RM operated from Cricklewood Garage.

• Secondly, between Golders Green & Sudbury Town on Suns only from 1970-78. This again varied from the parent route number by covering the Pennine Drive leg of the 226 on that day instead of the usual M-S routeing. Again operated from Cricklewood using in turn SM, SMS and DMS types.

The 245 retains a few diesels as part of its allocation, together with VWH hybrids and WHD hydrogen buses. Volvo B9TL VW1368 in the winter sunshine at Golders Green Station before my ride aboard to Alperton.

The 245 allocation is nominally based at Perivale (PV) Garage, although some workings are from Athlon Road (AO) which is an outstation of PV.

Metroline operates the only hydrogen buses on TfL work, with a batch of Wright StreetDeck FCEV types at Perivale (PV) Garage. WHD2724 illustrates the type on the 245 at Golders Green.

Route 7 into Central London is the principal home of this type, but a partial allocation appears on the 245. Note the “I am a hydrogen bus” logo on the offside, positioned low down to avoid being hidden behind the side advert, which is blank here in any case!

Route 79: Alperton - Stonebridge Park - Edgware

From Alperton Sainsbury’s, I walked the short distance past the former garage and the station along Ealing Road to the first available stop for my final route, the 79. This would take me back to Edgware in due course, completing my large loop around North West London, but first I took the next bus to the terminus at Stonebridge Park Station, a short 10 min ride through the Heather Park area. This was First Bus London’s Volvo B5LH VH45304, a type which shares the route with ADH Enviro400H and VHR Volvo B5LH SRM classes at Edgware (BT) Garage.

After a 15 min layover, I reboarded the same bus for a trip along the whole length of the route to Edgware. Despite it being mid-afternoon, traffic and passenger usage was relatively light, as it was still the school holiday period, so we made reasonable progress. A quick trip back to Alperton and up Ealing Road to Wembley, with the only real congestion encountered being along the High Road, not an unusual occurrence! Filled with shoppers, we continued along Park Lane and Wembley Hill Road through typical “Metroland” suburbia to Preston Road Station. A gentle perambulation along Preston Hill and The Mall followed, until we arrived at Kingsbury Circle. Then along Honeypot Lane, with the obligatory double-run to serve Queensbury Station, which originated in the 1930s with the opening of the Metropolitan Line branch to Stanmore and was the result of a newspaper competition, “Queensbury” being a made-up name to complement nearby “Kingsbury”!

We then continued north along Honeypot Lane, before turning right into Whitchurch Lane and serving the next station on what is now the Jubilee Line, Canons Park. This is named after the large grounds of the Canons Park Estate, largely built on in the 1930s with the coming of the Underground, but with some woodland, grassland and lakes remaining. Soon after this, we arrived back into Egware, finishing at the station after another run of around 1 hour.

The 79 is a long standing route number in North West London but has gone through several changes over the decades. When I first knew it in the early 70s, it had already been converted from crew RT to OPO MB in 1969. In those days, there were two variants, which split at Kingsbury to different northern destinations:

• 79 - Burnt Oak to Alperton, with a M-F Peaks extension to Northolt, Target.

• 79A - Edgware to Alperton.

Both were converted back to double deck with DMS in 1974 and then to M in 1980, when the Northolt peaks extension on the 79 came off. However, a new extension was added to Willesden Junction in 1983 on M-S, with a separate extension to Ealing Broadway added in 1984 on Suns. However, later the same year the 79 was wihdrawn completely, replaced by changes to the 226 and 297.

This left the 79A to continue as an orphaned route between Edgware & Alperton, but when the route passed to London Buslines in 1979 under tendering, the opportunity was taken to renumber it as plain 79, which is the origin of today’s version of the route. After a period with DMS then Olympian operation, London Buslines was purchased by First Centrewest, who continued on the route until 1996. In that year, MTL London took over with MM class single deckers, although in 1998 they in turn were bought out by Metroline. EDR Darts then replaced the MMs. First returned to the route in 2001, restoring a top deck with TN class Tridents, later replaced with VNW Volvo B7TLs, until VW Volvo B9TLs took over in 2011 when the route passed back to Metroline again.

The route was reassigned to RATP London Sovereign in 2018, with a plethora of types appearing until RATP sold out to First Bus London in early 2025. The final route change came in 2023 with the diversion at Alperton to Stonebridge Park, which was introduced to improve bus connections to Heather Park following new housing developments in the area.

Back at my start point of Edgware, my rides were concluded for the day and it was time to make my way home after a successful trip.

Watton

A trio of First Bus London buses lined up at Edgware Bus Station on the 79 illustrate the main types to appear on the route. “Classic” Enviro400H ADH45033 leads an unidentified MMC version of the type, with Volvo B5LH Wright VH45304 (the one I travelled on) at the rear.

All these buses are allocated to Edgware (BT) Garage, the only type missing being the VHR variant of the Volvo B5LH, which also appears on the 79 from time to time.

New & Changed Routes in Herts

Back on home turf this time, to sample some more of the new and altered routes in Hertfordshire, following various changes introduced earlier in 2025.

In my report, “Hearts & Minds in Herts & Beds” of 16/10/25, I concentrated mainly on UNO plus L&D Busway operations, this time I focus mostly on Arriva Herts.

Arriva Enviro400 MMC 4569 of Luton Garage on the 321 at Luton Interchange before my long trip on it through to Watford. Whilst not a new route, it did receive a substantial frequency increase as part of changes from 31st August 2025.

This was the only vehicle of this type on the route when I travelled.

DAY 1

Arriva 321: Luton - Watford

I began my odyssey over the border in Luton at the Interchange by the station. The first target was the long trunk route 321, which winds its way through Herts down to Watford. A well known route, but one I had not been on for many moons. From 31st August, this service regained some of its former glory, when its frequency was doubled to every 15 mins M-S daytimes and 30 mins M-S eves & Sun daytimes, remaining Hourly early Sun mornings and evenings. This replaced the 721 between Luton & St Albans, which was withdrawn after less than 2 years in operation, but gave a significant boost over the previous frequency between St Albans & Watford.

Arriva operate the 321 out of Luton Garage with a PVR of 16, comprising about one third double deck and two thirds single deck. The double deckers are mainly the Volvo B9TLs with Optare Olympus bodies, but there was one Enviro400 MMC out to play when I visited, fleet no 4569, and this was the bus I joined for its next southbound trip.

A reasonable number of users as we made our way out of Luton, passing close to the site of the long closed Luton (LS) Garage. Approaching Stockwood Park, our progress was retarded by a long queue up to temporary lights, but on finally passing these, we made better time with a speedy run through the countryside past the grounds of Luton Hoo. From Kinsbourne Green, there was another slow moving line of traffic through to Harpenden Town Centre, which seems particularly blighted by congestion these days at peak times. After serving the various stops in the town, with passengers on and off in small numbers, we continued at greater pace through more countryside to St Albans, where we reached the site of another former London Country Garage, St Albans (SA), sadly now turned over to housing.

Most passengers alighted in St Peter’s Street, which acts as the effective Bus Station for the town. By now, we were more than 10 mins late, but a 5 min “hesitation” built into the schedule here which we didn’t take helped us to recoup some of this. Unusually quiet from here on, with not that many passengers and traffic flowing freely. Through Chiswell Green and on to the M25 Roundabout, taking the outside lane to avoid the traffic queue waiting to get onto the M1, leaving a couple of passengers waiting at the adjacent stop to board a 724 which was just behind us. Turning left at the lights into Garston, the former GR Garage has also been replaced by a new development of apartments.

By now, we had caught up the 321 in front, which had also been affected by the traffic and swept past it in North Watford. This section can also be congested at peak times, but we sailed through past yet another closed garage, Watford Leavesden Road (WT), which closed as long ago as 1952 when it was replaced by Garston (GR), but is the only one where the frontage is still there, incorporated into a commercial building. After calling at Watford Junction Interchange, we made our way along Clarendon Road into the Town Centre, by now bang on time again. Everyone else alighted at the central stops, with only me and the driver continuing on under Bushey Arches and round to the terminus at Watford General Hospital. 1h45m in total for the trip, not bad considering all the intervening traffic hazards and illustrating that delays encountered early on a long route can sometimes be made up on the latter stages.

The main double deck element of the 321 is represented by Arriva Volvo B9TL Optare Olympus 4105, seen in St Albans (St Peter’s Street) heading for Watford.

Double deckers provide around a third of the allocation on the 321 at the time of writing.

Part Arriva 321: Watford - St Albans

During the 15 min layover, the bus in front arrived behind us and left only 5 mins down on schedule, whilst a third bus then appeared, with the driver saying she was 45 mins late! However, I rejoined 4569, which departed at the allotted time. Two hesitations are built into the schedule, with 4 or 5 mins at both Watford Town Centre and St Albans St Peter’s Street, which help with late running, but which we were forced to take on this part of the journey. A run of about 1 hour back the way I had come to St Albans, where I alighted, encountering one of the Volvo double deckers proceeding in the opposite direction.

The 321 was once an even longer route, running from Luton to Uxbridge in London Transport and London Country days, although the through service was supplemented by a multiplicity of short workings over parts of it. It was converted from RT to OPO with AN types in 1972 and passed through operation by London Country North West, Luton & District and Arriva. Cut backs at the southern end saw Watford becoming the eventual terminus from the north.

The 321 frequency increase plus new route 300 between St Albans & Hemel Hempstead from 31st August 2025 replaced Route 721. Volvo B7RLE Wright 3944 of Luton Garage recalls the old order at Luton Interchange back in January 2024.

This route was only introduced in November 2023 via parts of the 321 & 302 to provide a new direct service between Luton & Hemel Hempstead, so was very short-lived.

Arriva 300: St Albans - Hemel Hempstead

After a well needed coffee and comfort break, I resumed my rides with a trip on new Route 300, which was introduced with the August changes to replace the St Albans - Hemel section of the 721. Arriva operate this out of Hemel Hempstead Garage, the three buses out on this occasion being a single decker (Volvo B7RLE) plus two doubles (an Enviro400 MMC and a “classic” Enviro 400). I caught the latter, fleet no 5462, one of two of the type remaining at the garage. The timetable is a little odd, with a 30 min service for most of the day M-S except evenings, but with longer gaps of an hour or more at peak times - presumably due to the buses being required on school services - but hardly conducive to usage!

Nevertheless, we had a good few takers, although mostly short-riders from the City Centre to the outer estates. The 300 proceeds down the hill past the magnificent edifice of St Alban’s Cathedral to Abbey Station, then up to the King Harry junction, where we hung a right along King Harry Lane, depositing a number at the Verulam Estate. Turning left onto Hemel Hempstead Road, we had a great rip-roaring run through the countryside to Leverstock Green, with its quaint little church, the “Leather Bottle” pub and village green. We picked up a couple more here for Hemel, before carrying on via the direct main road route down the hill to Hemel Hempstead Town Centre, terminating at Riverside a touch under 30 mins after leaving St Albans. Certainly the quickest route between the two places.

Arriva has a couple of Enviro400s at Hemel Hempstead Garage. One of the duo, 5462, with a very flickering blindbox, is seen on Hemel Town Service 2 at Bennetts End Shops during my rounder on it.

I also rode the other example, 5461, on the 300 from St Albans to Hemel earlier in the day.

Arriva 2: Hemel Hempstead Town Service

Whilst in Hemel, there was time to fit in a quick spin on one of the Town Services, so I opted for Arriva’s Route 2, on which 3 of the 4 buses were deckers, consisting of 2 Enviro400 MMCs plus 1 “classic” Enviro400, fleet no 5462. This was next to arrive at Riverside on a trip to Bennetts End, so I boarded with a good crowd. A 20 min frequency operates M-F Schooldays during the day, dropping to 30 mins M-F Non Schooldays and Saturdays. An Hourly service runs late evenings and all day Sunday.

A busy run out to the Nash Mills area of town, before turning up to Bennetts End, where we terminated at the shops. A 7 min break and then I continued on the same bus around the short terminal loop and back to town. Another well filled trip, with most alighting at Marlowes in the Town Centre, the former Bus Station now long gone. I stayed on with a fresh bunch of punters for the second part of the trip, proceeding via the Highfield and Grove Hill areas to Woodhall Farm, a newish estate near Cupid Green. A long terminal loop here with no stand time, before returning to town the way we had come. I alighted back at Riverside having completed the “rounder” after a total trip of 1h20m.

Hemel Town Services are a bit of a mish-mash in my view, with various operators, some routes having an “H” prefix and some not, unlike somewhere like Stevenage, where at least the town network runs under uniform “SB” numbers regardless of operator.

Arriva VDL SB200 Wright 3759 of Hemel Garage on the 302 to Welwyn Garden City in St Peter’s Street, St Albans.

Seen after I had ridden aboard to this point from Hemel Hempstead Town Centre. The vehicle is in de-branded “Max” livery.

Part Arriva 302: Hemel Hempstead - St Albans

To return to St Albans, I boarded the next bus to arrive on the 302, Arriva VDL SB200 Wright Eclipse Gemini 3759 in faded “Max” livery with branding removed. This was running about 15 mins late, presumably delayed on the previous trip, receiving some comments in Marlowes from passengers like “I thought you weren’t coming!”, which elicited a sarky response from the driver and various remarks from others aboard about how rude he was.

The 302 runs from Hemel to Welwyn Garden City via a different intermediate route to St Albans and we continued uphill out of town, passing the Midland Hotel, which stands opposite the site of the former Hemel Hempstead Station on the “Nicky Line” to Harpenden, a disused railway that is now a walking route. After ambling around the Adeyfield area, we rejoined the 300 at Leverstock Green, for another fast trip through the woods and fields to St Albans. However, unlike the 300, the 302 travels via the City Hospital, arriving in St Peter’s Street from the opposite end, where I left the bus after a 35 min run.

The majority single deck allocation on Arriva 321 is represented here by Volvo B7RLE Wright 3892, seen picking up in St Peter’s Street, St Albans.

This is the vehicle I rode later in the day from here back to Luton.

Part Arriva 321: St Albans - Luton

To end the day, I rejoined the 321 northbound to Luton, this time riding one of the single deck contingent, Volvo B7RLE fleet no 3892. We left St Albans already almost full and around 10 mins late. After picking up a crowd of home-going school students on the outskirts of the city, we had a good run to Harpenden, where most alighted. However, we then hit a wall of traffic through the town, which at least enabled a good appreciation of the local Christmas lights and decorations, as it was getting dark.

After a crawl at walking pace for the next mile or so, the traffic suddenly dissipated and we were at last up to a decent rate through Kinsbourne Green and back to Luton. However, the delay had cost us another 20 mins and we finally reached Luton Interchange half an hour down on schedule, a run of 1h5m from St Albans, rather than the 45 mins allowed. A slow end to the day, which tempered the reasonable runs I had experienced up to that point.

Arriva Wright StreetLite 4276 of Stevenage Garage loads on the 400 to WGC and Panshanger at Stevenage Bus Interchange. This was a new route from 2nd November 2025, replacing the former 908 and part of the 401.

The proximity of the new Bus Station to the Railway Station is evident, enabling easy interchange.

DAY 2

Arriva 400: Stevenage - Welwyn Garden City (Panshanger)

The following morning, I began the second part of my adventure at Stevenage Interchange. First item on the agenda was another new route, the 400. This was introduced by Arriva on 2nd November 2025, replacing the 908 between Stevenage and Welwyn Garden City, which was withdrawn, then continuing over WGC Town Service 401 to Panshanger. The service operates Hourly M-S not evenings. Additional shorts operate between WGC Bus Station & Panshanger as 401, providing a joint 30 min service over this section with the 400 on M-S daytimes. On Sundays, the 401 operates alone on a 60 min frequency between 0930 and 1830.

Wright StreetLites are the typical fare on the 400/401, with each bus generally operating in a cycle as 400 Stevenage - Panshanger, then 401 Panshanger - WGC - Panshanger, then 400 Panshanger - Stevenage. However, the day I travelled, there was an unusual bus out on the route, Enviro200 fleet no 4009, a former First and Tower Transit vehicle previously on TfL work as DM44269. The usual First interior was somewhat tarnished by a few of the purple seat cushions having been replaced with Arriva blue ones in a somewhat haphazard manner, which looked most odd!

Due to late arrival of the inbound bus, which had been delayed on its previous working on Stevenage Town Service SB18, together with a protracted driver change, we left the Interchange some 10 mins late with a load just into double figures. Down through the Stevenage Retail Parks, then on to the “Roebuck”, before the country section through to Knebworth. After this, we continued via Woolmer Green and Mardley Hill to Welwyn Church, where the village centre was snarled up due to parked cars in the narrow streets.

Thus far, we had run in parallel with the 301 (Stevenage - St Albans), but after Welwyn, we parted company with it, turning right at the Petrol Station on the edge of the village rather than left as per the 301. Then, a fast run along part of the old Great North Road through Ayot Green to Lemsford Corner on the edge of WGC. This was followed by a ride through the estates to the town centre, where everyone else alighted at the Bus Station. I stayed aboard, joined by a handful of others, for the continuation to Panshanger, via Bridge Road, Bessemer Road and Black Fan Road. At Sir Frederic Osborn School begins a lengthy terminal loop around the Panshanger area, with our outbound 400 changing to a 401 at this point (conversely, 401s change to 400s here). A 50 min run from Stevenage.

Arriva Enviro200 4009 of Stevenage Garage has arrived at WGC Bus Station after my ride aboard it from Panshanger on the 401. This route is a short working of the new 400 which operates through to Stevenage.

The bus is former First London & Tower Transit DM44269 and the only one of its type at Stevenage Garage.

Arriva 401: Panshanger - Welwyn Garden City

Now as a 401, we continued from Herns Lane in a loop around Daniells and on to Panshanger Shops in Moors Walk. Another loop followed, via the newer estate roads of Bericot Way, Lysander Way, Shackleton Way & Sylvan Way, back to Panshanger Drive and the Morrisons store. Shortly after, we rejoined the outward route in Black Fan Road and returned to WGC Bus Station. Just a 20 min trip, but quite well used.

Arriva’s Optare Versa 2404 of Ware Garage is on the 323 at Hertford Bus Station on route to WGC and Haldens after my ride on it.

The 323 was diverted via Sele Farm and extended from Hertford to Ware Fanham Common as part of the changes from 31st August 2025 to absorb the former Route 395, which was withdrawn.

Arriva 323: Welwyn Garden City - Ware (& back to Hertford)

Back at WGC Bus Station again, a short break before I moved on to my next route, Arriva 323. This existing service between WGC & Hertford was altered from 31st August 2025, when it was extended to Ware to absorb the 395, which was withdrawn. The loss of the latter is significant, as the 395 has provided the local service between the estates in Hertford and Ware for many decades.

Ware Garage provide the rolling stock for the 323, which normally comprises a mix of Wright StreetLites and Optare Versas. I had one of two Versas out, fleet no 2404, in traditional Arriva livery, which I boarded on its outbound trip to Haldens with a few others. After leaving WGC Bus Station, we proceeded from the town centre along Digswell Road to Knightsfield, before continuing to Haldens Shops and around the one way terminal loop. The return to town is via Bessemer Road, under the East Coast Main Line and back down Digswell Road to the Bus Station again, all through typical “garden city” suburbia.

A 5 min “hesitation” at the Bus Station, before we set off once again, proceeding via Bridge Road and Broadwater Road to the Peartree area of town, followed by Chequers and Howlands to the QE2 Hospital. After this, along Beehive Lane, where the once attractive pub is now closed and boarded up, before reaching Cole Green Lane and the outskirts of the garden city at Great Ganett. Suddenly, we left the housing behind and were into wooded country, passing the start of the “Cole Green Way”, a walking and cycle route over the disused railway line between WGC & Hertford, which closed to passengers in 1951. A fast non-stop run ensued over the A414 dual carriageway, with Panshanger Park on our left, before turning up Thieves Lane to serve new housing on the edge of Hertford.

Since the changes in August, the 323 has been rerouted via Welwyn Road and Bentley Road to the former 395 terminus at Sele Farm Estate, from which point it follows exactly the latter route. With a number on board, we made our way down into the county town via Windsor Drive Shops and North Station, reaching Hertford Bus Station which includes a few minutes hesitation. After collecting some returning shoppers, we continued along Ware Road past the site of the former London Country Hertford (HG) Garage at Fairfax Road, closed in 1989 and redeveloped for residential purposes. Passing under the A10 Viaduct, we progressed down into Ware, turning left over the level crossing by the station and into the town.

We picked up a good load at the start of New Road before making our way up Musley Hill and right into Homefield Road and Fanhams Road on the time-honoured loop around this area. Sadly, the large “Jolly Bargeman” pub at Fanham Common is now another to be closed and boarded up. Continuing around the loop via Cromwell Road and Musley Lane, we re-emerged in the town at Star Street. I stayed on the bus as we looped around Viaduct Road, then round the roundabout onto Hertford Road and back past Ware College towards Hertford. I finally alighted at the Bus Station after a total trip of 1h40m since I had boarded.

I am not sure whether the fusing of the 323 and 395 routes is a particularly good move - the previous operation was understood locally and worked reasonably well. Traffic congestion can affect Hertford at peak times, which may have an adverse effect on reliability. One small advantage of the new set up is that 323s now pass close to their operational garage at Ware, making driver changes a bit easier.

Vectare / Central Connect Mercedes Benz Sprinter minibus 222 on the 38A Hertford to Stevenage, seen in Hertford Bus Station before my spin on the route.

This route comprises just 2 trips a day in each direction on M-S, which are essentially positioning journeys for the 38, which operates between the same points but via a longer route through the villages. The 38/38A were previously numbered 384/383.

Vectare Central Connect 38A: Hertford - Stevenage

After lunch, I decided to return to my start point at Stevenage, which is linked to Hertford by various services, the most obvious being the long-established 390 (direct via Watton) or the fairly new 907 (via Ware and the A602). In addition, there are a number of infrequent village links, the 38 (Via Ware, Dane End & Benington) and the 378/379 (via Datchworth & Knebworth).

However, I plumped for the 38A, a variant which operates just twice a day M-S, departing Hertford at 1025 & 1425 and Stevenage at 1120 & 1420. These are really positioning journeys for the main(!) 38 service, itself just 5 or 6 trips each way per day. Vectare are the operator, normally using a couple of Mercedes Sprinter minibuses, although a larger bus occasionally subs. Fleet no 222 duly arrived at Hertford Bus Station and deposited 4 passengers from its previous 38 journey, before turning into a 38A for the return run to Stevenage.

I was the sole passenger boarding and we departed around 5 mins late, although I guessed that we would easily make this up, which we did! I am not a lover of minibuses, but it made a change to sample this most rural and unusual of operations on a 16 seater, 2 seats per row on the offside and 1 on the nearside, plus a back row of 5. For the first part of the route, we ran in parallel with the plain 38, along the main road to Ware Crossing, where we picked up a second (and only other) passenger bound for Watton-At-Stone. No-one else joined us as we made our way through the town and we flew up Wadesmill Road to Kingsway and then looped around the Old Vicarage Estate with no takers.

Turning into Westmill Road, we left Ware over the A10 Roundabout and along the A602 before turning off to serve the small village of Tonwell (pronounced “Tunnell”). Once again, a complete waste of time, and we resumed our journey along the main road again. Unlike the 38, which turns off to serve Dane End, Benington and Walkern, the 38A continues on to Watton-At-Stone, where we dropped our other passenger at Great Innings. No-one picked up here for Stevenage, although the more frequent 390 may have swept up any potential users.

Back to the A602, which we followed to Bragbury End, before diving off down a very narrow and winding lane a mile or so to serve the pretty village of Aston, with pub, green and cottages. Circling around the village centre, again the locals shunned us and we retraced our steps up the lane to Bragbury End. A hairy section of route with lots of blind corners, with oncoming cars and vans encountered a couple of times in each direction, necessitating a move almost into the hedge!

Once back on the main road, a straight run via Stevenage Football Club and Roaring Meg Retail Park to Stevenage Interchange, where we finished bang on time after a 50 min fairground type ride, in an unusual end to my 2 days riding around Herts.

The 38A and 38 were previously numbered 383 and 384, the latter being the traditional numbers which were changed somewhat gratuitously by Central Connect as part of an attempt to replace 3 digit numbers with lower numbers in recent times. The 384 can trace its origins back through London Country and London Transport Country Bus days, always being an infrequent link between Hertford & Stevenage via the villages and once continuing further on to Letchworth. There was once a 384A (Hertford - Great Munden) and 384B (Stevenage - Letchworth via Letchworth Gate), which disappeared many years ago, although I did manage to recreate a trip on the 384A one time aboard an RF during a Hertford Running Day a while back!

Watton

And Finally…

The 395 number has been associated with the Hertford & Ware Local Route for decades but was withdrawn from 31st August 2025. RT2083 recreates the original route at Ware Fanshawe Crescent on the Hertford Running Day held in April 2024. RTs ran on the 395/A until 1972 with odd visits for a few years afterwards.

The latter day version of the 395 was really the 395A variant via Fanham Common renumbered in the 1970s, which was replaced by the extended 323 on 31st August 2025.

Another String to my Bow

This time, I travel from North to Central London, then through the East End to the Bow area, before returning via The Isle of Dogs and Hackney to the outskirts of the City once again.

The 476 received a contract renewal with Go Ahead London from January 2024 with existing hybrids replacing its incumbent diesels. Before that happened, we see Volvo B9TL WVN14 at Northumberland Park Station back in June 2023.

This batch of vehicles was inherited from First and have largely been replaced at Northumberland Park (NP) Garage, although one or two per day still appear on the 476 at the time of writing.

Part Route 192: Tottenham Hale - Northumberland Park

By Greater Anglia train to Tottenham Hale, where I began my bus rides from the adjacent Bus Station with a short 5 min trip aboard Arriva ENN69 on the 192 a few stops to Northumberland Park at the end of the morning peak.

Route 476: Northumberland Park - King’s Cross

Crossing the railway by the footbridge, I came to the start point of my first full route of the day, the 476 to King’s Cross. Since I last travelled this route, it has been largely converted from diesel to hybrid, since Go Ahead London retained the contract last year on this basis. In the main, the allocation is a mix of EHV and MHV hybrids, and next off the blocks was MHV64, one of those transferred in to Northumberland Park (NP) Garage from Bexleyheath for the recent take up of the 144, but which also turn out on the 476 together with earlier examples already in place.

We left with a small number on board, although we soon became busier as we progressed along the route to the Tottenham High Road. Luckily, traffic was flowing well and we soon passed Tottenham Garage and ran via Seven Sisters and Stamford Hill to Stoke Newington. There must have been a gap in the 73s, which parallel the 476 from this point, as we took on a good number at most stops from here on. After circumnavigating Newington Green, we continued through Mildmay Park and on to Islington Green, passing on the way WVN15 coming in the opposite direction and one of a couple of Volvo B9TLs which still support the allocation. A bit of a queue to turn right at the Angel junction, but then it was a straight run downhill to King’s Cross, terminating in York Way beside the restored edifice designed by Lewis Cubitt and opened in 1852 for the Great Northern Railway. A reasonable 65 min run.

The 476 is quite a recent route, starting in 2003 between Northumberland Park & Euston, replacing the northern end of the 76. It was operated by First out of NP Garage with Olympians, although soon converted to low floor with VTL and VN types over the next few years. By the time GAL took over operations at NP, EN type Enviro400s were the norm, later replaced by WVN Volvo B9TLs also inherited from First. The only significant route change came in 2019 with the cut back from Euston to King’s Cross.

GAL Volvo B5LH MCV EvoSeti MHV64 at King’s Cross Station after my ride on the 476. The allocation is a mix of EHV and MHV hybrids in the main, although the odd Ee electric and WVN diesel is often in support.

This bus is a former Bexleyheath example, as evidenced by its “BX” garage code, transferred to NP with a few others for the recent take up of the 144, but also appearing on the 476 along with lower numbered examples that were already in place.

Part Route 205: King’s Cross - Marble Arch

Route changes in summer 2025 saw the 30 withdrawn between Euston and Marble Arch, with the 205 diverted from Paddington to Marble Arch to replace this section. As I had yet to ride the new part of the route, I joined Stagecoach Enviro400H 12315 of Bow (BW) Garage outside St Pancras Station to do just that. A straight run along the Euston and Marylebone Roads to Baker Street, then down Baker Street to Portman Square and on to the terminus at Marble Arch Station, a run of just over 20 mins.

Stagecoach Enviro400H fleet no 12317 stands ahead of 12315, the latter being the one I rode, at a sunny but wintry Marble Arch terminus. The 205 was rerouted here instead of Paddington in June 2025, replacing the 30 over this section which was cut back to Euston at the same time.

Both buses are from Bow (BW) Garage but these hybrids are due to be replaced by new electrics on contract renewal in August 2026.

Route 205: Marble Arch - Bow Church

After a 15 min break, I rejoined 12315 on its next trip back to base at Bow. Not many with me on the first part of the trip, which operates via Gloucester Place up to Marylebone Old Town Hall, before continuing back past Baker Street and Madame Tussauds Waxworks Museum to Regents Park, Great Portland St Station and Warren Street, where roadworks were in evidence but didn’t delay us. The rerouteing has severed the direct bus link between the various main line stations served and Paddington, but although the Elizabeth Line now provides a convenient and quicker step-free route between Paddington and Liverpool Street, the same cannot be said for the other stations, although the 27 covers much of the western section.

After calling at Euston, St Pancras and King’s Cross Stations, we made our way back up to the Angel Islington, with a long queue up to the lights there due to one lane being closed on the approach, costing a few minutes. Once past this, we made better time along the City Road, passing “The Eagle” pub, made famous by the old song “Pop Goes the Weasel”. At Old Street, we swung left to reach Shoreditch, before turning south towards Liverpool Street, where many alighted. A quieter run down to Aldgate then into the East End through Whitechapel, passing another well known hostelry, “The Blind Beggar”, where Ronnie Kray infamously murdered George Cornell in 1966, which led to Kray’s imprisonment. Onwards through Stepney to Mile End, finally reaching Bow Road and terminating just short of Bow Church, close to the operational garage in Fairfield Road. 1h20m in total, around 5 mins late.

Route number 205 has been reused several times over the years:

Version 1 - Probably the most well known incarnation, operating for many years between Hammond St and Chingford, but reduced to a Sunday only route in 1963 between Flamstead End and Chingford at the time of various route changes in the Waltham Cross area. Further changes in 1968 saw Upshire replace Chingford as the eastern destination. RT operated until the end, it was withdrawn in 1976, replaced by daily operations on the 217 and 279. There was also a 205A variant, running between Hammond St and Epping Forest Wake Arms on Sundays only from 1961 to 1976, with projections to Loughton Garage from 1971 onwards when that replaced Enfield as the operational base. Another RT route throughout its life.

Version 2 - A short route between Mill Hill Broadway and Colindale via the then new Grahame Park Estate, from 1980-81, using 1 SMS initially then 1 M. Replaced subsequently by other more frequent routes.

Version 3 - Began as a new route between Willesden Garage and St Raphael’s Estate in 1984 with M, but rerouted the following year to run between Park Royal ASDA and St Raphael’s / Wembley, with DT / DW Darts replacing Ms in the early 90s. Withdrawn in 1995 when it was replaced by the PR2.

Version 4 - The current route, beginning in 2002 between Paddington and Whitechapel, specifically to link many of the main line stations. Metroline were the first operator with TP types plus the odd SEL, out of Perivale (PV) Garage. It was extended to Mile End in 2007 and further to Bow in 2009 when Stagecoach took over the route. Scania Omnicities were the first type in this era, later replaced by Enviro400 hybrids. The route has been retained on retender from late 2026 with new electrics intended eventually.

Stagecoach London Volvo BZL MCV EV 86211 of Ash Grove (HK) Garage at Poplar on the D7 before my trip aboard to Mile End.

The route is currently operated by a mix of this type and Wright StreetDeck Electroliners.

Part Route 108: Bow Church - Poplar

At Bow Church, I hopped on GAL SEe20 of New Cross (NX) Garage on the 108 for the short trip through the back streets to Poplar, which took just over 10 mins.

Route D7: Poplar - Mile End

My last trip on the D7 was a couple of years ago, when Stagecoach had just taken over the contract from Go Ahead. At that time, a temporary diesel allocation of spare Enviro400s had been amassed at Ash Grove (HK) Garage, pending the arrival of the intended new electrics. Since then, the new buses have arrived and been placed in service, so I took the opportunity to sample the latest offering whilst in the area.

The route is now a mix of Wright StreetDeck Electroliners and Volvo BZL MCV EVs, with one of the latter, fleet no 86211, being on stand and the next to depart from Poplar All Saints Church. Both types feature all the expected modern interior features, including TfL style moquette with headrests on the seats. The previous working had departed late on the 12 min frequency and had taken most of the waiting customers along the route, so we only had a small number aboard as we progressed at a gentle pace. Soon we were on Prestons Road and entering the Isle of Dogs, of which there are several theories as to how it got its name, the most popular being that royal hunting dogs were kept there during the time of King Henry VIII.

Ambling around the perimeter of the island, never far from the River Thames, we eventually caught up with the bus in front and overtook. Reaching Canary Wharf, we were around 5 mins early, earning an admonishment from the Controller and a 5 min pause to await correct time. Not really the driver’s fault though, as we had hardly been rushing along and the previous bus being 7 mins or so late was clearing passengers after the extended gap. From Canary Wharf, we had an equally easy run via Limehouse up to Mile End, where we terminated close to the station after a 35 min trip on this short local (net of the 5 min enforced wait).

The D7 started in 1989 between Mile End & Poplar, replacing part of the 277, which was withdrawn between Limehouse & Poplar. Initially, this was just on M-S, with the 277 continuing over the full route on Suns, but the D7 became daily from 1993. For a short time in 1991-92, alternate journeys were diverted to Crossharbour ASDA instead of Poplar during M-S shopping hours.

East London were the initial operator with Titans, although the Sunday service used DRL Darts when introduced. First assumed the contract in 1999 using DML single deckers with a couple of double deck workings at peak times, although inadequacies in capacity saw a top deck restored at all times in 2003 using TN type Tridents. Go Ahead became the third operator on contract change in 2011 using WVLs, which lasted until the current era with Stagecoach from 2023.

The D7 contract was taken over from GAL by Stagecoach in December 2023. Pending the delivery of the current electrics, existing diesels made spare from other garages had to suffice, like Enviro400 19845, seen at Mile End Station soon after the contract began.

Subsequently, these buses were also used on the D6, but have since departed HK Garage.

Part Route 425: Mile End - Homerton Hospital

At Mile End Station, I had only a couple of minutes wait for Stagecoach Enviro400H MMC 11374, another Bow Garage inmate, on the 425 for a positioning ride via Victoria Park and Hackney to Homerton Hospital. A 25 min run, with congestion on the final stretch due to road closures in the area causing diversions on various bus routes.

Route 242: Homerton Hospital - Aldgate

My last full route of the day was the 242, another operated by Stagecoach from Ash Grove (HK) Garage and also now operated with a mix of Wright Electroliner and Volvo BZL electric double deckers. Having sampled the latter on the D7, I chose an Electroliner for comparison purposes on this trip, 82141. Whilst both types have similar features, the Wright product does have a roomier feel inside, although there is not much to choose in terms of the acceleration and smoothness of ride.

In a repeat performance to my ride on the D7, the bus in front left late from Homerton Hospital and we soon caught it up and overtook as we looped around the Millfields Estate area of Clapton Park. A straight run up Powerscroft Road, but then we hit a traffic queue in Median Road, which took an age to get out onto the main Lower Clapton Road, one lady even getting off at one stop, walking to the next and reboarding! Long term road closures in Hackney Town Centre have caused some major diversions to buses and a great deal of congestion, in the case of the 242, necessitating a diversion via Hackney Downs Station and Dalston Lane together with the 38, rather than using Graham Road, line of route being resumed just before Dalston Junction.

A left turn onto Kingsland High Street enabled us to resume a bit of speed and we continued south via Haggerston and Hoxton to Shoreditch. Turning into Commercial Street, traffic was slow but moving and soon we reached Aldgate East Station, hanging a right to our ultimate destination at Aldgate Station. The 65 min run was more or less what the padded schedule allowed, so in line with expectations.

The 242 is unusual in that the number was given to a new route whilst still being in use for the traditional service between Potters Bar and Waltham Cross, although as the latter was a commercial / HCC route entirely in Hertfordshire and not part of the TfL network, it was considered to be a vacant number in the London sequence and hence could be re-used by TfL.

The TfL version of the 242 replaced most of the former 22A and 22B routes in 1998, running between Homerton Hospital and Tottenham Court Road, operated by Arriva. Olympians served at first, but the route became one of the first in London to use low floor double deckers after just a few months, with the introduction of DLAs. By the 2010s, DW and T types replaced the DLAs, whilst the route itself was cut back to St Paul’s at the Central London end in 2017, then diverted to Aldgate two years later to cover a withdrawn section of the 67. Conversion to HV class hybrids came around this time. Stagecoach won the contract from Arriva in February 2024, using Enviro400 hybrids at first, both “classic” and MMC versions, until the arrival of the new electrics during 2025.

Alighting at the last stop of the 242 at Aldgate, I simply had to cross the road to the Underground Station for the journey home.

Watton

Lights ablaze, new Stagecoach Wright StreetDeck Electroliner 82141 of HK Garage pulls away from the last stop at Aldgate Station on the 242 after my journey from Homerton.

Stagecoach assumed the route from Arriva in February 2024 and initially used hybrids until electrics were available. Like the D7, a mix of Electroliners and Volvo BZL types now operates.

The Pecking Order in Peckham

On this journey, I travel to South and South East London, covering bus routes in and around the Peckham area.

New Routemaster LT721 of Arriva London’s Brixton (BN) Garage in its Aperol Spritz advertising wrap at Barts Hospital on the 59 before my ride on it to Clapham Park. The route was diverted to the latter point to cover the withdrawn section of the 45 from 1st February 2025.

The LTs seem to be the most popular choice for all over advertising, as most of their routes operate in Central London. Aperol is an orange and herbs based Italian aperitif.

Route 59: Barts Hospital - Clapham Park

I began in the City on a quiet Saturday morning, arriving by Underground at Moorgate, then walking via Barbican to Smithfield, where the famous meat market is situated and the only such operation still existing in Central London. Just around the corner, the renowned St Bartholomew’s Hospital, often referred to simply as “Barts”, start point of my first route, the 59. This was diverted away from its previous destination of Brixton Garage in February 2025 to Clapham Park, in order to retain the “round the corner” link from Brixton previously provided by the 45, when that service was rerouted to Morden to replace the withdrawn 118.

The 59 is operated by Arriva from Brixton (BN) Garage using NRMs, a number of which sport all-over advertising wraps, of which I am not a great lover, but nevertheless provide some variety in a sea of red buses. One such vehicle is LT721, sporting an orange based wrap for Aperol Spritz, an Italian liqueur based cocktail, which was the next departure from Barts. Only a couple of us boarded and we had a gentle amble along High Holborn to Holborn Station and into Kingsway, where we began to pick up a few more passengers. Around the northern arm of Aldwych and over Waterloo Bridge to Waterloo Station, before taking a right along Baylis Road to Lambeth North, where we paused for 4 mins at the Bakerloo Line Station due to early running.

Then a straight run along Kennington Road past the Imperial War Museum to Kennington Park, before continuing south along Brixton Road to Brixton Station, where we picked up several short-riders. Up the hill past Brixton Prison to the old Brixton Tram Depot, still in use as an overflow for nearby Brixton Garage. A right turn at the traffic lights and along the short new section via Atkins Road to the Clapham Park terminus at the junction with Kings Avenue. Interestingly, this point used to be referred to as “Streatham Hill Atkins Road” by TfL, before being re-designated as “Clapham Park” some years ago. A decent 50 min run to begin the day.

The 59 number has a long association with South London, but has had three distinct incarnations:

• Version 1 - As a long cross-London route from West Hampstead to Chipstead Valley, switched in 1970 to Old Coulsdon. Originally Daily, it became a Sunday only service from 1948 when the 159 took over the M-S operation of the northern section and the 166 the southern section. RT operated for many years, RM and RML types mostly assumed control in the mid 60s. It was withdrawn in 1978 being replaced by the 159 and 190.

• Version 2 - The route resurfaced in 1985 between Brixton & Purley to replace the southern part of the 109, with short-lived extensions to Old Coulsdon at one end on Suns only and to Victoria Embankment on Sun mornings and Farringdon St in M-F Peaks at the other end. DMS, L, M and T types all appeared at different times, until the route came off again in 1994.

• Version 3 - The current 59 started in 1999 between Euston & Brixton Garage, this time replacing the northern end of the 109. There was an extension from Euston to King’s Cross from 2007 to 2019, but in 2023 the route was diverted to Barts Hospital to replace part of withdrawn Red Arrow 521. The latest change, in February 2025, saw the rerouting to Clapham Park as described earlier.

  Intended for low floor operation from the start, L type Olympians sometimes appeared to support the more usual DLAs, later supplanted by DWs. A brief period with HV hybrids from 2016 saw these replaced the following year with the current LTs.

The 59 was rerouted away from its previous destination of Euston to Barts Hospital in April 2023 to replace the western end of withdrawn Red Arrow route 521.

BYD Enviro200EV SEe14 of Waterloo (RA) Garage recalls the old order at the Waterloo terminus shortly before the end.

The eastern half of the 521 was replaced by the extension of the 133 to Holborn.

Part Route 50: Clapham Park - Streatham

In the well-heeled surroundings of nearby Kings Avenue, I swapped to another Arriva London bus out of BN Garage, ES147 on the 50, one of the recently introduced Wright StreetDeck Electroliners. A simple 15 min run to Streatham Station, with a quick driver change at Streatham Hill Station en route.

Transport UK’s Enviro200 fleet no 8337 of Walworth (WL) Garage, seen at New Cross Gate Sainsbury’s, after my ride aboard it from Streatham on the P13.

This batch of short single doored vehicles shares the route with a few MMC versions, but all are due for replacement by new electrics on contract renewal in 2026.

Route P13: Streatham - New Cross Gate

At Streatham Station, I crossed the road to the bus terminus beside the large Tesco store which stands on the site of the famous art deco Streatham Ice Rink, opened in 1931 and closed in 2011, replaced by a new Ice Arena on a new site to the south.

My next route was the P13, one of the Peckham Locals, which these days is not so local but a long meandering route! This is operated by Transport UK out of Walworth (WL) Garage, using Enviro200s, mainly fairly elderly short single door examples, but with a few newer MMC versions joining in. The route has recently been retained on retender from late 2026 with new electric single deckers promised in due course to replace the veteran diesels.

I had fleet no 8337, one of the older batch, with surprisingly few takers on departure from Streatham Station, although more joined us along the High Road. After Streatham Hill Station, roadworks forced us into a narrow northbound lane on the southbound carriageway, before we turned onto the first of the “back street” sections along Downton Avenue and Hillside Road. Parked cars in the narrow streets were an issue, particularly when meeting a van or bus coming the other way! Emerging onto Christchurch Road, we made our way to Tulse Hill, before continuing along Thurlow Park Road to West Dulwich. At Dulwich Common, a pleasant interlude of greenery, with rugby games in progress at Dulwich College and in the adjoining sports fields.

A traffic queue up to the lights at the junction with Lordship Lane, then once through, more narrow back doubles and along Underhill Road to East Dulwich, where we served the station and then the double run to Sainsbury’s. Crossing Dog Kennel Hill, the site of quadruple tracks back in the days of trams until the early 50s, we continued through the housing estate roads until we emerged at Peckham Rye. After serving Peckham Town Centre and double running through the Bus Station, we made our way via Queens Road Peckham Station to New Cross Gate, arriving at the Sainsbury’s terminus after a run of 1h20m, almost 10 mins late on the schedule due to general traffic congestion and delays along the narrower parts of the route.

The P13 started in 1988 as a midibus route operated by SR types between Peckham and Pepys Estate, marketed as “Peckham Hoppa”. In 1991, the service was diverted to Surrey Quays, with the Pepys Estate section replaced by the 199. Three years later, there was an extension at the other end to Forest Hill, replacing part of the withdrawn P2. Further adjustments were made in 1995, with another extension added to Streatham Garage via a section of withdrawn 115. The end of the century saw a conversion to DRL type Darts in 1999.

Low floor conversion came in 2001 with LDP Darts, but in 2004 a new contract saw the route pass from London Central to Travel London (later Abellio and then Transport UK). It was at the time of this change that the northern end of the route was altered to run to New Cross Sainsbury’s, with the P12 taking over the Surrey Quays leg instead. Initially, Darts were used, but this changed to the present Enviro200s in 2011.

Go Ahead London Enviro200 SE159 of Peckham (PM) Garage rests at Surrey Quays Shopping Centre on the P12 before my trip to Brockley Rise.

The P12 was retained by GAL on re-tender in October 2023 on the basis of new electrics but, due to delays in installing charging infrastructure at PM Garage, only a couple of SEe types per day appear thus far.

Route P12: Surrey Quays - Brockley Rise

From New Cross Gate, I had intended to take the Overground one stop to Surrey Quays, but due to engineering work, no trains were running and I had to walk to nearby New Cross Station instead. However, once aboard the train, it was a simple 5 min journey.

Walking to the Shopping Centre opposite Surrey Quays Station, my next ride was on the P12, another Peckham Local which has expanded over the years. This one is operated by Go Ahead London from Peckham (PM) Garage, but despite a new contract specifying electrics from October 2023, only a couple of such vehicles per day normally turn out, the balance of the allocation remaining with the existing diesel Enviro200s. Apparently this is due to awaiting installation of charging equipment at the garage, with a portable charger being used in the meantime for one or two vehicles.

As I arrived, so did SE159, and I had a short wait whilst the driver took his scheduled break. A good number of shoppers returning home joined me when I boarded and soon we were off, looping around the nearby retail park and calling at Canada Water Bus Station. A bit of a queue to get out onto Lower Road Rotherhithe, but then straight round to Jamaica Road. Turning into Southwark Park Road and into the contortions around Bermondsey, we faced severe traffic delays due to several sets of temporary lights with one-way working, plus additional traffic and extra passengers due to Millwall playing at home, which gave us a full and standing load!

After disgorging most of our clientele and crawling past the football ground, we eventually made it through to Peckham Town Centre, where things quietened down - but not for long. Reaching Peckham Rye, the driver announced we were on diversion due to roadworks blocking the route at Brenchley Gardens. Therefore, we missed out the whole loop via Nunhead Lane, Ivydale Road and Brenchley Gardens, instead proceeding direct via the 63 route along the length of Peckham Rye and Forest Hill Road to Honor Oak. This at least enabled us to make up some time on our late running and we were finally able to get up a decent speed to Honor Oak Park Station and on to Brockley Rise. Total trip time was 1h10m, less than 10 mins late, but we had been nearer 20 mins down at Peckham.

The P12 was another “Peckham Hoppa” midibus service beginning in 1988 on a circular route between Peckham & Brockley via Nunhead using SRs. In the late 90s, these were replaced with DRL Darts, some of which were given names after characters in the BBC Sitcom “Only Fools & Horses” including “Del Boy”, “Rodney”, “Uncle Albert” and “Cassandra”, as the series was supposedly set in Peckham. In 1999, the loop working was abandoned and the route extended to Brockley Rise.

In 2001, low floor conversion to LDP Darts occurred, then in 2004 came the northern extension to Surrey Quays in place of this section of the P13, referred to earlier. Then, in 2011, the current SE class Enviro200s replaced the LDPs.

GAL Enviro400H MMC EH192 of New Cross (NX) Garage on stand at Brockley Rise on the 172 before my final ride of the day to Aldwych. SE159 on the P12 behind is the bus on which I arrived at this location.

The 172 is another route awaiting new electric buses following retention by GAL on retender earlier in 2025.

Route 172: Brockley Rise - Aldwych

At the time-honoured stand at “The Chandos”, Brockley Rise, we pulled in conveniently behind my final bus of the day on Route 172. This was one of the usual hybrid double-deckers on the service, another GAL bus, EH192 of New Cross (BX) Garage. The route was retained by the incumbent operator earlier in 2025 with new electrics intended in due course but, as with many such contract renewals, the existing vehicles continue for the time being pending installation of sufficient charging facilities at the depot.

The kindly driver let me and another passenger board a few minutes prior to departure time to shelter from the rain, but soon we were away towards Crofton Park, calling at the strangely named “Brockley Jack” bus stop - after a nearby pub which reputedly takes its name from Jack Kade, leader of the 1450 Kentish Uprising, reflecting the fact that this area was once a rural part of Kent before becoming subsumed by the growth of London in the late 19th and early 20th Century. Continuing through early suburbia past Brockley Station, we joined the main Lewisham Way and continued to New Cross Gate Station, before passing the home garage, although not stopping for a driver change on this occasion.

The route then continued straight along the Old Kent Road, passing the retail site near the canal bridge which was once the location of Old Kent Road (P) Bus garage, closed in 1958 after cuts following the infamous Bus Strike of that year, although nothing of the garage now remains. A busy run over this section with afternoon shoppers, although we sped up past Bricklayer’s Arms and lost most of our load at Elephant & Castle. A quieter journey from here via Waterloo Station and over the bridge once more to the terminus at Aldwych, busy with matinee theatre-goers. A reasonable run of 55 mins from the start.

The 172 is another route number which has been used more than once:

• Version 1 - Archway to West Norwood via Central London in extremis but with different terminals along the route on M-F, Sat & Sun over the years. Crew operated with RT / RTL for many years, then RM and DM from the 1970s. After various cut-backs, was withdrawn in 1985.

• Version 2 - Willesden Garage to Euston on M-F only from 1987, replacing part of the 176. OPO with M types. Cut back at the northern end to Kilburn Park in 1988, but withdrawn in 1990, replaced by the 206.

• Version 3 - Grove Park / Catford Garage to Elephant & Castle / Moorgate from 1992, replacing southern section of the 141. Initially operated with L & T types. The northern terminus became Liverpool St from 1992, in which year began a short lived Sat Shopping Hours extension to Bromley North, which only lasted until 1994, when the route was shortened to run Brockley Rise to Liverpool St on M-F only, the 171 taking over the Catford Garage section. The City terminus was amended to St Paul’s Station in 1999, with daily operation restored in 2000. NV class Olympians then took over, but low floor operation came in 2001 with PVLs.

  Go Ahead lost the route to Abellio on retendering in 2011, who used Trident Alexander ALX400s and later on Enviro400s. 2017 saw a further rerouteing from St Paul’s to Clerkenwell Green and in the same year the service reverted to GAL using EH hybrids this time. The final change saw the withdrawal of the Clerkenwell to Aldwych section in 2019 as part of a package of revisions affecting Central London routes.

From Aldwych, I made my way along Kingsway to Holborn Station, where I joined the Underground for the journey home.

Watton

We end this article in the same way that it started, with another NRM on the 59 in an advertising wrap, this time Arriva’s LT734, which is promoting the benefits of winter holidays in Cyprus.

The Brixton Garage based bus is seen at Aldwych heading for Clapham Park at the conclusion of my rides for the day.

Swapsies in Haringey

Back in the land of TfL, I travel on a number of routes that have recently swapped operator or are due to swap types shortly, focused on the Borough of Haringey.

The 217 passed from Go Ahead London to Arriva from 15th November 2025 on a new 7 year contract, with ES class Wright StreetDeck electrics on order. In the meantime, VDL DB300 Wright Eclipse Geminis cover, like DW483 seen at Waltham Cross Bus Station before I travelled on it.

This is one of a batch displaced from the loss of the 144 at Wood Green (WN) Garage and transferred to Enfield (E) for temporary use on the 217.

Route 217: Waltham Cross - Turnpike Lane

My previous ride on the 217 was covered in my article On & Around the Great Cambridge Road dated 29/12/24. Some months previous to this, operator Sullivan Buses had given up its TfL work at short notice, including the 217, with a temporary contract for the route awarded to Arriva using mainly T type Enviro400s out of Tottenham (AR) and then Edmonton (EC) Garage. Towards the end of that year, the position was stabilised with a 1 year contract awarded to Go Ahead London using mostly WVN and EN types from Northumberland Park (NP) Garage, which was featured in the above article.

However, from mid November 2025, a new 7 year long term contract came into effect, awarded back to Arriva again, but this time operated by Enfield (E) Garage, incidentally taking the 217 back to its ancestral home which it occupied for many decades until 1990. Whilst new ES class electrics are promised in due course, for now, existing diesels provide temporary cover, mainly utilising DWs made redundant from Wood Green (WN) Garage a few weeks prior when the 144 was relinquished to GAL. One or two ES types also turn out in support, taken from the existing allocations for the 279 and 307 at Enfield Garage, giving a taste of what will eventually be the standard fare on the route.

On the day I travelled, a couple of Enfield’s existing DWs in the 5** series were out in addition to those in the 4** series inherited from Wood Green, the difference being that whilst the newly acquired ones had 217 blinds, the indigenous versions did not and were sporting crude cardboard signs with hand written route number in the windscreen, not a very professional approach.

However, I boarded DW483 (with full blinds) at Waltham Cross Bus Station just after 9AM on its next trip to Turnpike Lane. Expecting a trouble-free run at that hour, I was soon disappointed! As we turned from Hertford Road into Bullsmoor Lane, we joined a traffic queue which was proceeding at walking pace all the way up to the Great Cambridge Road. There is a Bus Lane just over the railway bridge, but this was too short to be of much use. Once we had turned left onto the A10, we sped up, although we picked up many passengers at most stops. After the Carterhatch Lane junction, we soon had to turn off again to serve Enfield Retail Park and were stuck in another slow queue up to the lights at Southbury Road, wasting more time. Unfortunately, the delay meant that the hot coffee I had consumed before the ride to warm me up on a cold day was beginning to have consequences, so I had to take the decision to abandon ship at Morrisons and make use of the facilities!

Fortunately, after returning immediately to the stop, the next southbound 217 appeared within a couple of minutes, so I duly boarded fellow DW479, which was more lightly loaded than the previous one and a more comfortable environment for the remainder of the journey. A reasonable run down past Lincoln Road, Bury Street and Church Street to Edmonton Cambridge Roundabout, with few stops. By White Hart Lane, I could see from LVF that we had almost caught up with my original bus, being only 3 mins behind by this stage. A final twist saw us stopped at temporary lights with single carriageway working in Westbury Avenue, but we eventually made it to Turnpike Lane Bus Station, where we terminated after a trip of 1 hour net moving time from Waltham Cross, exclusive of my enforced short break.

For those interested in my usual “potted history” of the route, this was included in the previous article referred to above, but read on for more references in the following sections.

The 144 passed the other way from Arriva to GAL on 11th October 2025. Once again, a temporary allocation has been gathered, this time at Northumberland Park (NP) Garage, comprising a mix of hybrids.

Volvo B5LH MCV EvoSeti MHV69 on stand at Muswell Hill Broadway represents one of the types used.

This bus was formerly at Bexleyheath Garage and still has its “BX” codes on the sides.

Part Route 144: Turnpike Lane - Muswell Hill

At Turnpike Lane, I was able to connect with my second route of the day, the 144. This is another which switched operators recently, although in this case, moving the other way from Arriva to GAL in mid October. Unusually, the contract was won on the basis of “existing electrics”, which will probably turn out to be Ee class deckers displaced by the arrival of newer vehicles on other routes once deliveries and cascades are complete elsewhere. For the time being, a collection of hybrids has been gathered at NP Garage for the service, comprising mainly MHVs from Bexleyheath and WHVs from Henley Road Garage, although existing NP vehicles also turn out including EHVs.

Next to arrive was a smartly presented MHV69, still with “BX” codes from its former home, so I jumped on with the crowd for the short trip up to Muswell Hill. A straight run through Hornsey and Alexandra Park, before ascending the steep hill to the terminus at the Broadway. A 15 min trip.

The other main type on the 144 is the Volvo B5TL Wright Eclipse Gemini. WHV61 of NP Garage is seen at Edmonton Green Bus Station after my ride on it.

This vehicle has been transferred from Henley Road (DS) Garage. In due course, existing Ee class electrics are intended for the route, once further vehicle cascades are completed.

Route 144: Muswell Hill - Edmonton Green

My intention then was to ride one of the WHVs on the full route back to Edmonton Green, but I had a bit of a wait. The scheduled frequency on the 144 has been reduced with the new contract from 8-9 mins M-S daytimes to 10 mins, but a couple of buses appeared to be missing. The working in front of MHV69 seemed to have been cut, as did the one after, meaning a 20 min gap before WHV61 finally showed up. This was a former Henley Road (DS) Garage inmate and had some interior damage, with a black patch crudely affixed to its white ceiling downstairs.

With a bus missing in front of us, progress was a bit lethargic to say the least and we were busy at virtually every stop with passengers on and off. Back down the hill to Hornsey and Turnpike Lane once again, before continuing to Wood Green Shopping City, where we exchanged our load. Then along Lordship Lane back to The Roundway and the Great Cambridge Road, which we followed to the Cambridge Roundabout, before turning right through Silver Street to Angel Corner, Edmonton. It was then a straight run up the Hertford Road to Edmonton Green, finishing at the Bus Station after another 1 hour run, nearly 10 mins down on schedule.

The 144 has a complicated but interesting history. The original version of the route ran between Turnpike Lane and Ilford, crew operated with RT (later with RM at weekends), until OPO conversion to DMS in 1974. Extended in 1977 from Turnpike to Muswell Hill, this section was transferred to the 144A in 1982, by which time the parent had become one of the few routes to operate both M and T types, although from different garages. In 1988, the service was rerouted away from Ilford to Chingford, although in 1991 it was withdrawn completely, replaced by new route 444 and changes to the 144A.

Turning to the suffixed variants:

• 144A (1st version). This ran between Alexandra Park and Upshire with RT / RTL, but in 1954 was renumbered 217, which is how today’s route of that number began.

• 144B. This ran between Alexandra Park and Forty Hill, also with RT / RTL, also renumbered in 1954, to 231, which is the origin of that current route.

• 144A (2nd version). Began in 1982 between Muswell Hill & Edmonton Green, with M operation. Renumbered plain 144 in 1994, as the parent number was vacant by that time.

Therefore today’s 144 is really the second 144A renumbered! It was one of the trial low floor routes in London, operated with Scania Wright single deckers (SLW type) from 1994, although the odd M double decker still appeared. Converted back to full double deck in 1999, types including DLA, DLP, VLW, DW, T and HV operated at different times over the years until the recent switch from Arriva to GAL.

8th November 2025 saw the 318 move from Arriva to GAL, also out of NP Garage. Single door Enviro200 SE248 is at North Middlesex Hospital before I rode it to Stamford Hill.

This is one of a batch of SEs formerly at Stockwell (SW) Garage for the G1, made spare when that route was lost to Transport UK earlier in the year.

Part Route 491: Edmonton Green - North Middx Hospital

From Edmonton Green Bus Station, I took Metroline Enviro200 DE1121 of Potters Bar (PB) Garage on the short 10 min positioning journey to North Middlesex Hospital.

Route 318: North Middx Hospital - Stamford Hill

My next full route was the 318, another which recently passed from Arriva to GAL on retender, this time in early November. Also operated by NP Garage, the service utilises some of batch of short single door Enviro200s released from Stockwell (SW) Garage in May when the G1 transferred from GAL to Transport UK. As I arrived at North Mid, SE248 appeared on cue and I had a few minutes to await its departure on the next trip. Upon boarding, the driver made an announcement that he would be diverting via Wilbury Way and the Great Cambridge to pick up line of route at White Hart Lane (that is, via route 444). This was due the usual route via Bull Lane being closed due to gas main works. The diversion was in place in both directions.

A straight run, with a handful on board, down to White Hart Lane and then around the eastern arm of The Roundway to Bruce Castle Park, site of Bruce Castle, a remodelled 16th Century manor house which is now a museum devoted to the history of the London Borough of Haringey. Crossing the Hertford Road, we continued on the loop around the narrow roads of suburban housing in the Northumberland Park area, before rejoining the Tottenham High Road near Bruce Grove Station. Continuing south, we passed Tottenham (AR) Garage, where the 318 was previously operated from by Arriva, whilst on the opposite side of the road, I espied the interesting little “High Cross Pub”, located in a rebuilt 1920s public toilet!

Down to Seven Sisters and South Tottenham stations, after which we again turned off to serve another loop around the narrow back streets of Stamford Hill, not covered by other routes, with several passengers on and off. Returning again briefly to the main road, we hung a left down Egerton Road to the terminus outside Arriva’s Stamford Hill (SF) Garage. Just over 40 mins for the ride on this relatively short route.

The 318 started as a 1 bus operation by Capital Citybus (later part of First) in 1996, providing new links to North Middx Hospital from Stamford Hill and Tottenham, via several previously unserved back streets. Initially, a Mercedes midi or a Metrorider was used. As the popularity of the service grew, so did the frequency, with low floor DMS class Marshall Darts being introduced in 2001. Arriva took the contract in 2006 with PDL Darts and retained it for the next 19 years, although EN and ENR type Enviro200s appeared from the mid 2010s onwards. The latest change sees the route return to its original base of NP with GAL.

The 41 was retained by Arriva on retender earlier in 2025, with new electrics expected in due course. For now, the service is mostly provided by a mix of hybrids & diesels. HV333 of Tottenham (AR) Garage at Tottenham Hale Bus Station illustrates the hybrid contingent.

This is the bus I later rode from Archway to Turnpike Lane on the return journey.

Part Route 349: Stamford Hill - Seven Sisters

At Stamford Hill, I switched to the 349, for a short ride back to Seven Sisters Station, a trip of less than 10 mins. This was aboard LT221 of Tottenham (AR) Garage, to which the route was reallocated recently to free up space at Enfield (E) for the uptake of the 217.

Route 41: Tottenham Hale - Archway

It was then a 10 min walk down to Tottenham Hale, to pick up my fourth route of the day, the 41. Whilst not changing operator, this one has been retained by Arriva on contract renewal in 2025 on the basis of new electric double deckers which have yet to be delivered. In the meantime, the service is mainly in the hands of hybrids and diesels, with the allocation being about 50:50 HV and DW types when I travelled. Tottenham Garage share their DWs between the 41 and 123, but when the latter route moves to GAL in February 2026, it is probable that the diesels will be made spare as there should then be enough hybrids to cover the 41 pending electrification.

The 41 may be quite a short local route, but it is extremely busy and one that seems to lap up as many buses as are thrown at it! A 5-6 min frequency operates M-S daytimes, so there was plenty of choice of vehicles to ride. I opted for DW466 on its next trip from Tottenham Hale. We had plenty of takers at almost every stop and by Seven Sisters, had already caught up the bus which had left 5 mins ahead of us. Squeezing through the parked cars and vans in West Green Road, we continued past the site of West Green Station near the junction with Philip Lane, which was on the Palace Gates branch line that closed to passengers in 1963. A little further on, we reached the location of another bit of transport history at Willow Walk, where the former West Green (WG) Garage was situated, this closed in 1962.

Turning briefly into Green Lanes, we had a significant passenger exchange at both stops serving Turnpike Lane Station. Making our way towards Hornsey, we swung into Tottenham Lane to call at Hornsey Station on the Great Northern route. Then on into Crouch End, with a mass exodus at the Broadway. With a slightly lighter load, we continued up the hill to the site of Crouch End Station on the former Alexandra Palace branch, closed in 1954, but with platforms still extant and now on a pleasant walking and cycling route from Finsbury Park to Alexandra Park. Reaching Hornsey Rise, it was but a short hop to the end of the route at Archway Station, where I alighted after a bustling 45 min run on this important link.

The 41 is a longstanding route between Archway and Tottenham Hale, although it once reached further east to destinations such as Walthamstow, Stratford and V&A Docks. It was cut back to Tottenham Hale under the “Reshaping” Scheme of 1968, being replaced by the 241 on the eastern leg. Due to its busy nature, RTWs were employed for many years in the 50s & early 60s, with RMs forming first a part allocation and then a full one from 1964. In 1981 came a short extension from Tottenham Hale Station to the nearby Ferry Lane Estate, which lasted until 1992 when this section was ceded to the W4 instead.

OPO came quite late for a suburban route, with M operation introduced in 1985. Tendering saw the 41 pass to London Suburban Bus in 1994 using Olympians and former London Titans, although this phase didn’t last long and the route reverted to Leaside Buses (later Arriva) after a couple of years, M types then returning. Low floor conversion in the noughties saw DLA, VLW and DW types performing at different times, although in recent years, HV class hybrids entered the mix.

DW466 is seen at the other end of the 41, Archway Station, after my trip aboard from Tottenham Hale. These vehicles were providing around 50% of the allocation on the route at the time of this trip.

Tottenham’s DWs are split between the 41 and the 123, but with the latter passing to GAL in early 2026, it is likely that this type will be soon be withdrawn here, as sufficient hybrids will then be available for the 41.

Part Route 41: Archway - Turnpike Lane

After a short break, I returned from Archway part of the way I had come to Turnpike Lane, this time on one of the hybrids, HV333. 25 mins on this leg.

Route 217: Turnpike Lane - Waltham Cross

To complete my rides for the day, I rejoined the 217 in order to return to my start point at Waltham Cross. Next off the blocks at Turnpike Lane Bus Station was DW467, this time a transferee from Tottenham to Enfield Garage. A large crowd of home-going school students boarded with the hordes and soon we were on the move - but not for long! Turning into Westbury Avenue, we were caught in a traffic queue to the temporary lights. After we eventually made it through, busy at most stops along the Great Cambridge past White Hart Lane to the Cambridge Roundabout. A good run from here to Church Street (the only decent one on the trip), before we hit slow moving traffic up to Bury Street, where the lights seemed to be short phasing. On to the next junction at Lincoln Road, where we joined the right hand lane to filter right at Southbury Road - which took an absolute age to navigate.

At Baird Road, a lengthy pause for a driver change, with two replacement drivers seemingly confused over whether this was their bus or not! After this was sorted, a painful run through Enfield Retail Park, where we got stuck on the narrow section of road. Back onto the A10 and yet another slow queue up to the Halfway House, where I noted a short-turned 217 approaching along Carterhatch Lane to return to Turnpike Lane. Reasonable progress past Hoe Lane to Turkey Street, where there was yet another queue to turn right at Bullsmoor Lane. Whilst this was free-flowing, Waltham Cross was snarled up and we literally inched our way around Monarchs Way to the Bus Station. A massive 1h25m for the trip - the longest ever in my experience - which compares with 35 min back in the halcyon days of RTs on the route! Admittedly, there was no M25 to attract traffic back then and the route did not deviate via Enfield Retail Park, running straight along the Great Cambridge. However, this is surely something that needs to be reconsidered, maybe with more bus priority measures on the A10, plus new lay-bys and stops on the main road near Enfield Retail Park, as Baird Road is very narrow and totally unsuited to buses.

Nevertheless, this trip aside, my other rides had been reasonable and I had accomplished all I had set out to do during the day.

Watton

And Finally…

One from the archives, with B20 Daimler Fleetline DMS2440 of Enfield (E) Garage on the 217B variant at Waltham Cross back in 1981. This was shortly after the route was extended from Ninefields North to Upshire, as the destination blind shows.

The 217B was renumbered 317 in 1987 and still operates, although now only between Enfield Town & Waltham Cross. The parent 217 was withdrawn between Waltham Cross & Upshire in 1982 in favour of a new 250A, which also didn’t stand the test of time.

Return to the Emerald Isle

In this latest adventure, I cross the Irish Sea again to check out the latest changes to buses in Dublin, with two more phases of the “Bus Connects” programme having been implemented during 2025 and a choice of 20 new routes to sample!

Phase 7 of “BusConnects” in Dublin was implemented in October 2025 and introduced 9 new routes, as shown on the map. 10 existing services were withdrawn with routeing changes to 2 others. The new “F Spine” routes (F1, F2 & F3) are shown in red, local “L” routes in green and radial services in purple.

This was the latest in a series of changes which began in 2021 and will eventually see the entire bus network in Dublin restructured.

Background

In my article Living the Liffey, dated 19/12/24, I reported on my previous trip to Dublin, in which I rode various new routes that had been introduced under the “BusConnects” scheme. Having begun in 2021, the plan is for the entire bus network in Dublin to be restructured, stage by stage, with a series of spine, local and other routes. Two further phases, 6 and 7, were introduced in January and October 2025 respectively, with a total of 20 new all-day routes, of which I covered 12 in this latest visit. Further details of the “BusConnects” scheme can be found in the above mentioned article.

The two operators in Dublin remain the state-owned Dublin Bus and the privately-owned Go Ahead Ireland, part of U.K. Go Ahead Group, with services initially split around 90%/10% between them, although the latter is growing.

In terms of vehicles, a summary of the main types was included in my previous article. Over the last year, Dublin Bus has been taking delivery of more new Wright StreetDeck Electroliners (EW class), but this has been partly offset by the transfer of Volvo B5TL Wright Eclipse Geminis (SG class) to Go Ahead. As a consequence, to cope with PVR increases, around 40 withdrawn buses have been restored to service, comprising “06” reg Volvo B7TL Alexander ALX400s (AX class) and “07” reg Volvo B9TL Enviro400s (EV class). Additionally, Go Ahead have received around 10 AXs from Dublin Bus which are normally employed on school services, but occasionally escape onto normal routes during school holiday times.

Dublin Bus Volvo B5TL SG595 of Phibsborough Garage at Dublin Airport on Route 24, which began in October 2025, before I rode it to the city centre.

This route replaced parts of Route 9 and 83 on the northside and introduced a new direct link from the Finglas area to/from the Airport. Note the poster in the bus shelter advertising new routes 19 & 24 to Merrion Square which share this stop.

DAY 1

Dublin Bus 24: Dublin Airport - Merrion Square

Arriving into Dublin from London Stansted on the Ryanair flight, I made my way from Terminal 1 to the adjacent Bus Station. Since my last visit, two new routes have been introduced linking the Airport with Merrion Square in the city centre, the 19 and the 24. The former operates via Ballymun and the latter via Finglas, providing these two areas with direct regular bus routes to and from the Airport for the first time.

I began with the 24, which was introduced in October as part of the Phase 7 “BusConnects” changes. A 20 min frequency operates on M-S, 30 mins early & late and all day Sunday. The operating day is very long, with departures from about 03.00 to after 23.00. Dublin Bus run the service out of Phisborough Garage, with a mix of SG, EW and PA types seen. However, I had SG595 for my trip, which left with a few on board, but certainly less busy than the traditional 16 and 41 services between the Airport and the City. To begin with, we followed the main Swords Road away from the Airport, but then turned off around the perimeter road, skirting the runway. After traversing various country roads, we crossed the M50 motorway and arrived at Charlestown Shopping Centre, a new development on the outskirts of Finglas.

A bit busier from here on, as we progressed along Jamestown Road and various estate roads past the Dublin Botanic Gardens to the inner suburb of Phibsborough, serving the shopping centre and then having a driver change near the garage. We then crossed the River Liffey over the Bridge of Dublin, then along High Street past Christ Church Cathedral. Turning right up Georges Street, we avoided the pinch-point at College Green, which is intended to become a pedestrian only zone. Then along Kevin Street to St Stephen’s Green, where we navigated around two sides, before arriving into Merrion Street past the Office of the Irish Taoiseach (Prime Minister) and various Government Offices to terminate at Merrion Square, which is lined with Georgian buildings and has a statue of playwright Oscar Wilde in a corner of the park in the centre. Traffic on the central section had delayed us a bit, so we took 1h25m for the trip, arriving some 10 mins down on schedule.

Dublin Bus Wright StreetDeck Electroliner EW126, also of Phibsborough Garage, at Merrion Square on Route 23 prior to my trip aboard to Charlestown Shopping Centre.

The 23 is another new service replacing part of the 83 and running in tandem with the 24 until diverging at the northern end.

Dublin Bus 23: Merrion Square - Charlestown

At Merrion Square, I switched to the companion route of the 24, the 23. The two routes run in parallel on an integrated frequency from the city centre, before splitting at their outer ends. Like the 24, the 23 operates every 20 mins M-S and every 30 mins early, late and all day Sunday, providing a joint 10-15 min service over the common section. The same mix of types was in evidence as on the 24, but this time I had one of the new Wright StreetDeck Electroliners, EW126, for my trip.

We departed on time with the expected smooth ride and fast acceleration on a modern electric vehicle. Back the way I had come through the city centre, with reasonable usage, but with a pause for a driver change on Constitution Hill, opposite King’s Inn Park, which enabled me to appreciate the Georgian edifice of King’s Inn (Dublin’s oldest law school). This is the closest stop to Phibsborough Garage in this direction.

After this we continued back to the Botanic Gardens and up Glasnevin Hill, parting company with the 24 and instead serving the Tolka Estate, before reaching the Jamestown Road industrial area and then ending at the new Charlestown Shopping Centre. Whilst the 24 basically replaces the old 83 in this area, the 23 covers the former 83A, although with a rerouteing to better penetrate the estate. 1h10m total journey time.

Dublin Bus Volvo B9TL GT43 of Harristown Garage stands at the southside Rossmore terminus of new Route F2 after I rode it from Charlestown on the northside.

This is one of 3 new services forming the “F Spine” along the Finglas Road which operate to different points north and south of the city, which were introduced in October. The F2 replaces parts of the former 9, 140 and 150 routes and provides some new links.

Dublin Bus F2: Charlestown - Rossmore

The October scheme saw the introduction of the “F Spine”, a corridor of three services between the Finglas Road on the northside and Kimmage on the southside, but with three separate northern and southern destinations as shown on the map at the beginning of this article.

I chose to sample the F2, which operates from Charlestown Shopping Centre to Rossmore. The frequency is every 15 mins M-S daytimes, 20 mins eves & Sun daytimes, 30 mins Sun eves. An hourly service operates at night, making this a 24 hour service. As the F1 and F3 also operate at these frequencies, a joint 5-10 min headway applies over the “spine” section depending on time of day, with the F1 & F2 running 24 hours providing a joint 30 min night-time service.

All three routes are operated by Harristown Garage, using a mix of SG and PA types in the main, but when I travelled a couple of GT class Volvo B9TLs were out in support and GT43 was on the next departure from Charlestown, which I hopped aboard. We made our way south through the estates of Finglas, before skirting the town centre and onto the main Finglas Road past the vast Glasnevin Cemetery down to Phibsborough and along Whitworth Road beside the canal to Drumcondra Road, essentially following former route 40 over this section. Then into the centre via Parnell Square to O’Connell Street, passing the Millennium Spike and the Central Post Office, still with bullet holes in the pillars from the Easter Rising in 1916.

After disgorging a large number, we continued via O’Connell Bridge over the River Liffey, around to College Green and skirting Trinity College, famous as the place where one can view the Book of Kells, a 9th Century illuminated manuscript. Around the corner to St Stephen’s Green, before traversing a new routeing along Cuffe Street and Kevin Street , before joining the former 54A routeing out of the city to the south. Through Harolds Cross and on to Kimmage, where we were delayed by roadworks and one-way working with “Stop/Go Boards” in operation.

From here, we followed former route 9 to Whitehall Road and Perrystown, from there proceeding via the former 150 routeing to Rossmore, the latter still operating but diverted to Limekiln Avenue. Such are the complications of “BusConnects”! Whilst we had left Charlestown on time, traffic delays south of the river caused a 10 min late arrival at the terminus, taking 1h35m end to end.

I then intended to return to the city centre on the next F2 and go to my hotel for the night, but GT43 then returned to the garage out of service with a faulty ticket machine, whilst the next working arrived 15 mins late and also left empty to make up time further down the route! Luckily, SG174 then showed up from the depot to take up the next duty, which I duly boarded. An interesting chat with the driver before we left, as he explained how the new F routes were still bedding down and would require timetable tweaking once more operational experience was obtained. A reasonable trip in this direction, taking only 35 mins to the centre, where I alighted at the end of my rides for the day.

Go Ahead Ireland Volvo B5TL fleet no 11622 at the Newtownmountkennedy (Newcastle Hospital) terminus of local route L1 from Bray. The bus has gained an amount of road dirt on the lower deck sides from traversing country lanes in the area.

This service directly replaced the former 184 in Phase 6 of “Bus Connects” from January 2025, although with a minor intermediate rerouteing. The bus is a former Dublin Bus SG that was transferred to Go Ahead.

DAY 2

Go Ahead Ireland L1: Bray - Newtownmountkennedy - Greystones

Fortified with a Full Irish Breakfast, I resumed my travels the following day, taking the DART train south along Dublin Bay from Pearse Station to Bray. This is a coastal town in County Wicklow about 12 miles from the city centre and a popular resort for Dubliners in good weather. It is overlooked by Bray Head, about 800 feet high, with a concrete cross at the summit, which can be seen from the town and is a good hike on a fine day.

Bray was one of the few areas to have a network of local buses in addition to links to/from the city centre, but these were subject to a radical shake-up with Phase 6 of “BusConnects” in January. 6 new “L” routes were introduced, which I planned to cover on this excursion. Improved daily frequencies are a feature of the new services.

I began at the beginning, with a trip on the L1, which departs from a new bus interchange outside Bray Station, as do most of the other local services. The L1 is essentially a direct replacement for the former 184 between Bray and Newtownmountkennedy via Greystones, although with a minor rerouteing. Go Ahead Ireland are the operator on the route, which runs every 30 mins daily, although with a later start on Sundays. The timetable is coordinated with the L2 (see later) to provide a joint 15 min frequency over the common section between Bray & Greystones.

Volvo B5TL double deckers are used, including some former SG class vehicles transferred from Dublin Bus, which can often be recognised by their dark blue Dublin Bus moquette inside, the examples purchased direct by Go Ahead having a lighter blue moquette with white motifs, although some former Dublin Bus vehicles have since been retrimmed in the new style. I boarded fleet no 11622, a former Dublin Bus SG, which had somewhat grubby lower panels and windows due to accumulated road dirt, an issue which seemed prevalent on Go Ahead vehicles in the area but not on the Dublin Bus ones - cleaning standards slipping at Go Ahead perhaps? Nevertheless, we made good time with a reasonable load out of Bray, via the Main Street, then up the hill out of town and down the other side, with occasional coastal views to our left, before arriving into the next town of Greystones. After serving some estate roads, we reached the town centre and called at the DART Station, before proceeding onwards with a lesser number of passengers. Making our way out of town via a winding road, we reached the village of Delgany, a pleasant location with stone buildings, lots of trees and a large golf course, but with some sharp turns on the narrow lane through the centre.

Then, a brief burst of speed on a dual carriageway section, before taking the turn off towards our destination of Newtownmountkennedy, another small Wicklow town with a long name, which has a shopping centre, some small industries and is the headquarters of the Irish Forestry business, Coillte. The L1 continues a mile or so beyond the town to the terminus at Newcastle Hospital, where I alighted after a 50 min run.

Surprisingly, it seemed that drivers take their breaks at this remote spot, as another bus was on stand ahead of us and formed the next departure 10 mins later. Thus I boarded fellow Volvo B5TL 11575, retracing my steps back along the route as far as Greystones Station, where I got off 20 mins later.

Go Ahead Ireland Wright StreetLite 12131 undergoes a driver change at Glenbrook Park on Greystones local route L3.

Introduced in January 2025, this route provides new links between estates either side of Greystones Town Centre and covers a section of withdrawn Route 84.

Go Ahead Ireland L3: Greystones Local

Whilst in Greystones, I took the opportunity to sample new local route L3, which connects estates on each side of the town with the centre. Also operated by Go Ahead, 2 buses provide a decent 30 min frequency daily from early till late, although this drops to hourly on early Sunday mornings. Wright StreetLite single deckers are the habitual fare, although when I travelled, one of the two buses was a Volvo B5TL double decker.

I caught StreetLite 12131 from the station on its next circuit, firstly proceeding north via the Greystones Harbour area, previously served by withdrawn route 84. At the edge of town, the route normally continues via estate roads to terminate at The Nurseries, but due a road closure for roadworks, was operating a different loop via an otherwise unserved road to a temporary stand a couple of stops short of the usual destination. Due to the short route, there are longish 10 min stand times at each end on the hourly cycle, but I rejoined the same bus for the return trip back across the town centre and out the other side to Glenbrook Park, a 20 min run, which included a fairly difficult 180 degree turn at one point! Our driver was a trainee with an instructor on board, who informed me that passenger usage was building as locals got used to the new service and that time-keeping was fairly good due to the short route.

After a driver change at Glenbrook and another 10 min layover, I returned to Greystones Station to complete the circuit - 1 hour in total but only 40 mins moving time.

Another transferee from Dublin Bus to Go Ahead Ireland, this former SG is now fleet no 11604 and is seen at the Newcastle Sea Road terminus of new Route L2 between my rides on it, with evidence of new building going on alongside.

The L2 replaced the Bray - Newcastle section of the former 84 in January 2025 and operates on a coordinated timetable with the L1 between Bray & Greystones.

Go Ahead Ireland L2: Greystones - Newcastle - Bray

I concluded my visit to Greystones with a ride on the other new service in the town, the L2. As mentioned previously, this operates on a 30 min daily frequency, providing a joint 15 min service on the common section with the L1. I caught Volvo B5TL 11604 on its southbound trip to Newcastle (one of two places with that name in the Dublin area and not to be confused with the one in North East England!). The L2 replaces former Route 84, which used to continue beyond Bray to Dun Laoghaire (and originally to Dublin City Centre), but now provides a localised service. However, there are two new Express services (X1 / X2), which each provide 3 “with the flow” M-F Peak services between Newcastle & Dublin City Centre.

Back to my trip and we progressed at a good rate out of Greystones, serving the new developments at Charlesland on the edge of town, before entering more open country. At the intermediate village of Kilcoole, a double run is made off the main road in each direction to serve the Sea Road Estate. Our reasonable load had dissipated by this time, with only a handful of us continuing over the country road to Newcastle, the bus doing a “U” turn at the Sea Road terminus after a 20 min journey.

During the break, a quick chat with the driver, who said that she liked driving the route as good time could be achieved on the rural sections, although there could be delays at peak times in Greystones and in Bray Main Street. She quoted a previous trip where, having arrived into Bray on time, it then took 12 mins (rather than the scheduled 2) to travel the last 2 stops to the station due to traffic congestion - not dissimilar to situations I have sometimes experienced in the UK!

The return run was uneventful and fortunately on schedule, back via Kilcoole and Greystones to Bray, arriving at the station after a 50 min trip. The improved daily service now offered on the L1/L2 routes seems to be well used and a definite improvement on the previous provision.

Dublin Bus Volvo B9TL GT99 on Route L12 at Ballywaltrim after riding it from Bray. The bus is operated by the Bray Outstation of Donnybrook Garage.

The L12 is a short local linking Bray & Ballywaltrim in tandem with new Route E1, replacing the former 145, except that the L12 deviates via the Herbert Road loop and operates to and from Bray Station, points not served by the E1.

Dublin Bus L12: Bray - Ballywaltrim (& back)

Back at Bray Station, lunchtime provided the opportunity for a quick round trip on the shortest of the new locals, the L12. This runs between the town and the suburb of Ballywaltrim, a corridor also served by new route E1, a replacement for the former 145 to and from Dublin City Centre. However, whilst the E1 proceeds direct along Main Street and takes the direct road to Ballywaltrim, the L12 provides a link to the station and deviates via Killarney Lane, Herbert Road and Kilbride Lane serving intermediate housing areas.

With a mix of SG and GT types allocated, I boarded Dublin Bus GT99 of Donnybrook Garage, although working from Bray Outstation. We left with a load of returning shoppers, depositing them at various stops along the route, which took only 15 mins to complete. At the Ballywaltrim stand, adjacent to a large roundabout, I stepped up a working, boarding GT21 for the return run. 18 mins in this direction, the extra time due to congestion in the Main Street when turning right for the station. A useful and busy little local route, operating every 20 mins M-S daytimes, 30 mins eves & Suns.

Go Ahead Ireland’s Wright StreetLite fleet no 12107 at the remote Enniskerry Golf Club terminus of Route L15, essentially in the middle of nowhere! This is a 1 bus operation between Bray & Enniskerry on an Hourly frequency daily.

This replaced the former 185 route in January 2025, but without looping through the Palermo Estate, which is now covered by the L14 instead.

Dublin Bus L15: Bray - Enniskerry (& return)

Before leaving Bray, a treat was in store with a trip on the L15. This is the direct replacement of former Route 185 from Bray to Shop River (Enniskerry Golf Club), although the new route operates direct without the deviation around the Palermo Estate of the old service, which has been transferred to the L14. With a 1 bus PVR, usually a Wright StreetLite, Go Ahead Ireland provides an Hourly service daily, but with a later start on Sunday. However, compared with some of the other routes mentioned, which have generous and even excessive stand times, this one is tightly timed and drivers have to put their foot down when they can - only 5 mins at Enniskerry and 3 mins at Bray Station in terms of layover on the hourly cycle!

I boarded the 1340 departure from Bray, formed of StreetLite 12107, which left 3 mins down after a driver change. This is the quietest of the local routes, but a few shoppers joined us in the Main Street, most of whom alighted on the outskirts of the town in the Dargle area. After this, winding country lanes through woodland to the picturesque village of Enniskerry, also served by Route 44 from the City Centre. This is situated on the Glencullen River in the foothills of the Wicklow Mountains, with Powerscourt Estate nearby which is a visitor attraction noted for its large house and landscaped gardens.

We continued on to serve a small housing estate on the outskirts of the village, where our final couple of other passengers alighted. Then just me and the driver along the country lane to the middle-of-nowhere terminus at the Golf Club, where there is a bus turning circle amid the trees, with a couple of nearby cottages for company. Although we were still 3 mins late, the driver took his statutory 5 min break, before I reboarded and we returned the way we came to Bray.

The return trip was another delight through the countryside with autumn tints in abundance and single digit passengers throughout. A faster run on the return and despite a traffic queue into Bray Town Centre, we arrived back at the station dead on time. A great rural run and worth a ride if in the area.

The final one of the new Bray locals introduced in January 2025 is the L14, with Dublin Bus Volvo B9TL GT95 seen at the Southern Cross end of the route. This bus is operated from the Bray Outstation of Donnybrook Garage.

The L14 replaced a former private bus company route between Southern Cross & Bray, then the Palermo loop of the 185, before continuing to Cherrywood, providing a link to the LUAS (tram) and serving a new estate.

Dublin Bus L14: Bray - Southern Cross - Cherrywood

It was now late afternoon and time for one more ride, so the obvious candidate was the remaining new route in Bray, the L14, operated by Dublin Bus from Bray Outstation of Donnybrook Garage with a mix of SG and GT double deckers. The route operates from Southern Cross, a shopping centre on the southern edge of Bray, through the town and on to Cherrywood. The route combines the former Finnegan’s 144 service with the Palermo loop of the 185 and a new extension to Cherrywood, thus linking Bray with the LUAS and also serving a new estate which is still under construction. A 30 min frequency operates daily although this reduces to hourly early Sunday mornings.

I caught GT95 on its southbound working from just around the corner to Bray Station, although it was 10 mins late arriving and then delayed a further 5 mins as the route crosses the railway here and we had to await the passing of two trains until the level crossing gates opened. Progressing along the sea front for half a mile or so, we then turned inland and up to the main road out of town, which we followed for a short distance before turning right onto a dual carriageway around the outskirts. We terminated just after the Southern Cross Shopping Centre after a run of 20 mins.

We were now 15 mins down on the schedule, absorbing all the stand time, but our driver took a 5 min break before the next trip, which thus left slightly late. A big crowd joined at the second stop outside the shopping centre, but we made decent time back into Bray, this time following the other part of the one-way loop to the station, as the seafront road is one-way in the other direction. Sticky traffic by this stage in the afternoon in the town centre, with a good number travelling to Palermo, where we described a circuit around the narrow roads of the concrete housing estate.

We had lost more time by this stage, but had a better run from here on, as we made our way along the main road through Shankhill, before negotiating a series of roads across the motorway into the Cherrywood area. Most of our remaining clients alighted at Cherrywood LUAS to interchange with the tram, but a few of us continued up new roads swimming in mud past various construction sites on the new Cornelscourt Estate. Before reaching the final stop, opposite some partly completed flats, a large mechanical digger had to back off to let us through! A 1 hour trip end to end, with a late arrival of around 15 mins or so.

The bus continued to a turning circle a few yards beyond the development, but I crossed the road to await its return on the next working, which I took just a few stops back to Cherrywood LUAS where I alighted 5 mins later. Taking the tram on the LUAS Green Line, it was around a 45 min trip back to St Stephen’s Green in the city centre, where my rides ended for the day.

The Volvo B7TL Alexander ALX400 has had a surprising resurgence with Dublin Bus, as around 20 withdrawn vehicles have been reinstated in 2025, taking numbers up to about 40 in normal service. That these “06” reg vehicles are still performing well at nearly 20 years old is testament to their reliability and good maintenance.

Whilst normally restricted to M-F Peak Hour duties, the class does pop up on all day service in ones and twos on certain routes. AX598 of Broadstone Garage was the sole example on Route 1 when pictured under the railway bridge at Shaw Street, before my return trip on it.

DAY 3

Dublin Bus 1: Shaw Street - Santry Shanard Road (& back)

After a couple of days of good weather, the heavens opened, with non-stop rain for the next day and a half! As with most cities, in Dublin, such conditions tend to create more car journeys and slower traffic. Not to be put off, I decided to continue my programme of bus rides, although taking a short break from new routes by tracking down an old favourite, the AX class Volvo B7TL Alexander ALX400. As mentioned at the head of this article, several withdrawn examples have been restored to service recently to cope with PVR increases resulting from “BusConnnects” changes.

Despite being mainly confined to school services and peak time workings, a handful of AXs can be found out and about on all day service on M-F, although routes and workings can vary. For example, the previous day, there had been 2 AXs out on the 11, but there were none the day after. However, a check on bustimes.org showed single AXs on the 1, 13 and 15 routes on this occasion, so I plumped for the first of these as the vehicle in question was on its way to the city centre and only half an hour away. Waiting under the railway bridge in Shaw Street to shelter from the rain, it wasn’t long before I heard the familiar Volvo engine roar, as AX598 of Broadstone Garage appeared at the stand.

The 1 used to be a longer route, from Sandymount on the southside to Santry on the northside, but the southern leg was replaced by the C1 and C2 in an earlier phase of “BusConnects”, leaving a short rump between the city centre and Santry. This in turn is due to be replaced with the introduction of the “A” spine routes in a future phase, so the current route 1 is on borrowed time. It runs every 12 mins M-F daytimes, every 20 mins eves, Sats & Suns. SGs are the typical allocation, but other types do appear.

After the layover, I duly boarded AX598 at the first pick up stop with a few others and we made slow progress through the city centre, crossing the Liffey and along O’Connell Street to Parnell Square. Then onto the busy Drumcondra Road northwards, where traffic was sticky and we were caught in queues at several sets of lights. Progress became easier on the continuation of Swords Road into Santry, where we hung a left and travelled through the housing estate on the Shanard Road loop, reaching the terminus half way round after a 45 min trip, a few minutes down on schedule.

The late arrival had eaten into our stand time, so it was less than 5 mins before we departed again to continue around the loop and back the way we had come into the city centre. Traffic was a bit easier on this trip and we took only 40 mins back to Shaw Street. Nevetheless, it was a nice surprise to see these superannuated buses still giving good service at nearly 20 years old - every time I visit Dublin I expect it to be the last time I travel on them, only for them to still be there on the next trip!

Dublin Bus operates the new L89 between Broombridge LUAS and Toberburr (Rivermeade Estate), replacing the former 40B with the October 2025 changes. Volvo B5TL SG500 of Harristown Garage is ready to depart from Broombridge in the rain.

2 buses operate on an Hourly Daily frequency with a running time of around 35 mins, resulting in long stand times at each end. The intention had been to extend the route from Toberburr to Swords, but this has not happened, at least for now.

Dublin Bus L89: Broombridge - Toberburr (& back)

After that trip down memory lane, it was time to resume checking out the new routes, so I walked the short distance to College Green and picked up the LUAS at Westmoreland tram stop for a trip out to the end of the line at Broombridge, to the north west from the centre, not much more than 15 mins away. This is where the depot for the LUAS Green Line is situated and is an interchange with Irish Rail services at the adjacent station, plus a couple of feeder bus services.

I was after the L89, operated by Dublin Bus out of Harristown Garage and a replacement for former Route 40B from October 2025. However, unlike the 40B, the L89 operates to a more direct route through Finglas and on a more regular hourly frequency daily, compared with the irregular service with long gaps that operated previously. Unfortunately, the intention to extend the route from the existing terminus at Toberburr to Swords (a nearby town not far from the airport) was not proceeded with at this stage, so the 2 buses allocated have somewhat wasteful stand times of 25-30 mins at each end to maintain the clockface headway demanded.

The friendly driver let me board SG500 10 mins ahead of departure time to shelter from the non-stop rain, but soon we were off and crossing the narrow hump backed canal bridge which is controlled by traffic lights and restricted to buses only. Turning right, we made our way past industrial units and woodland, before emerging onto the main Finglas road. After traversing the outskirts of the town and various estate roads, we entered the country section of route not far from the airport. From here, it was along winding lanes through the tiny village of St Margarets with church, school and a few cottages, before even narrower lanes out to Toberburr. The reason for the route is the Rivermeade Estate, which is a small housing estate in the middle of nowhere that would not be out of place in the city suburbs! Our double decker was more than adequate for the loadings on this quiet route, with passengers on and off in ones and twos throughout.

As we had only taken 35 mins for the trip, I had a lengthy 25 min wait for the return working, being thankful to reboard out of the wind and rain. A few takers from the estate, with a particularly hairy moment on the narrow lane soon afterwards when we met a large tanker coming the other way. Both vehicles had to shimmy past each other very slowly as our bus nearly took out a tree in the entrance to an adjacent farm! After that bit of fun, our driver put his foot down and we continued over the country roads back to civilisation at Finglas and back to Broombridge. Another 35 min run on an interesting route that has much more potential.

Switching back to the LUAS, I returned to the city centre once again.

Route 80 was another new one introduced with the October scheme, operated by Dublin Bus. Volvo Enviro400ER PA239 of Conyngham Road Garage has just arrived at Liffey Valley Shopping Centre after my trip from Palmerston Park.

The 80 is an amalgam of the southern end of withdrawn route 140 and the western end of the former 26.

DAY 4

Dublin Bus 80: City Centre - Palmerston Park - Liffey Valley Centre

The final weekend of my visit was largely taken up with meeting friends and sampling the food, drink and nightlife of the city. However, there was time to squeeze in a couple more new bus routes along the way!

Another of the “BusConnects” Phase 7 routes from October was the 80, which passed my hotel in the city centre. Operated by Dublin Bus from Coyngham Road Garage, it replaces parts of former routes 26 and 140, both withdrawn with these changes. This is a 24 hour route, operating every 15 mins M-S daytimes, 10 mins M-F peaks, 20 mins eves and Sun daytimes, 30 mins Sun eves and Hourly all night.

When I travelled, the allocation was a mix of SG and PA types and I caught one of the latter, PA239, an “extended range” Enviro400 City with modern interior features. We proceeded south from Georges Street through the Camden area, famed for its bars, eateries and night life, to Portobello and across the canal to Rathmines, terminating at the pleasant spot of Palmerston Park, where various dog walkers and joggers were exercising. Just 15 mins on this leg of the route.

After the break, I rejoined the same bus for the full run to Liffey Valley. Back through Rathmines to the city centre, but then avoiding most of the busiest section of The Quays by O’Connell Bridge, instead taking the 23/24 route referred to earlier in this article, joining the The Quays beside the Liffey further west. Passing the famed Guinness Factory, we stopped near Heuston Station, before reaching Coyngham Road Garage, where we paused for a quick driver change. Then onwards out of town beside the vast Phoenix Park through Islandbridge to Chapelizod Village, where we crossed the by-now much narrower River Liffey.

From here, a faster run along the dual carriageway to Palmerstown, where we turned off via the local roads to Liffey Valley Shopping Centre, which is a sort of Irish version of Bluewater. 6 main bus routes serve the recently built interchange adjacent to the main entrance. A 1 hour run end to end on the 80.

After purchasing some lunch supplies, I returned to the city centre, completing my “rounder” on the route aboard fellow Enviro400 City, PA62, a 50 min trip.

Back where we started at Dublin Airport! Volvo B5TL SG593 of Harristown Garage on Route 19 was not the one I travelled on, but illustrates the class on the service, which began in January 2025.

Like the 24, referred to earlier, the 19 operates to Merrion Square in the City Centre, but via a different intermediate route, providing a new direct link between the Airport and the Ballymun area. It also replaced the northern leg of the 11, rerouted to Phoenix Park.

DAY 5

Dublin Bus 19: Merrion Square - Dublin Airport

A lie in on the final morning, before leaving my hotel and returning to the airport for the flight home. Naturally, I found yet another new route to take me, this time the 19. Operated by Dublin Bus, this service began in January 2025 with Phase 6 of “BusConnects” and runs between Merrion Square and the Airport, like the 24 on which I started my rides. However, the 19 takes a very different intermediate route, its principal purpose being to provide a replacement for the northside leg of the 11 (which was diverted to Phoenix Park) and then new links from the Ballymun area to Dublin Airport, previously only possible by a change of bus.

The 19 operates every 20 mins daytimes, 30 mins early and late daily, between about 0330 & 2330. To assuage concerns from residents of Wadelai Park, who feared that replacing their local route 11 with the 19 would result in buses to and from the estate being full with airport passengers, additional short trips have been inserted at M-F peak times between the city centre and Wadelai to provide a 10 min headway.

Thus I boarded SG175 of Harristown Garage at Merrion Square, the route being a mix of SG and PA types. Reasonably well used, but not as busy as the more direct routes to the airport, although I had made sure to leave in plenty of time so wasn’t in a rush. We began via the traditional route through the city centre, past Pearse Station, Trinity College and along O’Connell Street to Parnell Square. Turning onto the Drumcondra Road, we hit a traffic queue just past the station, due to “two lanes into one” at the next set of lights caused by roadworks. Fortunately, only 5 mins or so delay, and traffic was fine once past this point.

Turning off along St Pappins Road, we circumnavigated the Wadelai Estate formerly served by the 11, before continuing on to Ballymun Road into Ballymun Town Centre. Then, another loop to serve new developments in the Poppintree area, before crossing the M50 motorway and onto more countrified roads around the airport perimeter. Arrival at Dublin Airport was after a 1 hour run.

Overall, an interesting trip, with 12 out of 20 new routes in 2025 covered so far. By the time of my next trip, there will probably be several other new services to add to the list, with Phase 8 of “BusConnects” planned for 2026!

Watton

We began with a diagram of the Phase 7 routes of “Bus Connects” - we end with one showing the Phase 6 services introduced in January 2025 and also covered in this article.

The “E” spine routes, E1 & E2, are shown in red, the “local” routes in green and radial services in purple. 11 new all day routes plus 2 Peak Hour “Express” routes were introduced in this phase, with 11 former services withdrawn.

Kent Country & Round About

In the second part of my journey to the Kent borderlands and South East London, I try out Go Ahead’s new Country Bus operation together with some TfL fringe services into the countryside around Orpington.

Go Ahead stepped in when Arriva withdrew from the 477 in late October and introduced their own version of the route under the “Kent Country” brand. This is one side of the attractive leaflet which is available on the buses used for the new service. The other side contains the full timetable.

Route 477: Dartford - Orpington

My day began bright and early at Dartford Station, where I awaited the 08.35 departure on Go Ahead’s new “Kent Country” route 477 to Orpington. After Arriva announced their intention to withdraw from the route in late October, a major campaign was launched locally to find a replacement operator, led by the local MP, Laura Trott. Whilst Go Coach recently introduced a competitive service over the northern section between Dartford and Swanley, the loss of the southern part of the route onwards to Orpington meant that the village of Crockenhill in particular would have no bus service.

Fortunately, Go Ahead stepped into the breach with their own version of the full route between Dartford and Orpington, which began on 26th October. Three Enviro200s, SE199-201, have been transferred from TfL work into the Fastrack Garage for the service and are repainted in a special light green livery with signwriting showing the main points served and nicely retrimmed inside with green moquette.

Boarding SE199, a brief chat with the friendly lady driver elicited that it was a nice route to drive and that efforts are being made to promote the service. A useful timetable leaflet has been produced with details of fares and an exhortation to send in comments and suggestions, which can be obtained from the driver or from a rack behind the cab. She told me that running times are generally achievable, although some tweaking may be needed at peak times once more experience has been gained and the service settles down. The frequency is generally hourly but with some slightly longer gaps at peak times so that the route can still be operated with 2 buses. Interestingly, a Sunday service has been introduced, the first for some years on this corridor, at the same frequency but with a later start in the morning.

Go Coach had already introduced a competitive operation over part of the route between Dartford and Swanley, which generally runs every 30 mins during M-S daytimes. It remains to be seen whether this continues in the same form in the longer term, as 3 buses per hour on this section seems a bit like overkill, particularly as for much of the day departures are at uneven intervals - typically from Dartford at 28, 45 and 58 mins past each hour. An hourly service by each operator at even 30 min intervals might be more sensible in my view.

Soon we were off, just me and the driver at first, as we made our way out of Dartford through Wilmington, now virtually a suburb of the town. Then into the first country section weaving our way across open farmland to the next village of Hextable, where we picked up 4 passengers. From here to Swanley, it is continuous ribbon development and we deposited 2 at ASDA, pausing for a couple of minutes to await correct departure time. Onwards via Swanley Station and around the Azalea Drive estate, before rejoining the main road a short distance out of town into the pleasant village of Crockenhill, where 3 more joined us. Open country after this, winding along the narrow road between high hedges and a wooded section along a deep gully. At several points we had to pull in to allow traffic coming the other way to pass. This section was the reason the 477 retained Routemasters for so long in London Country days, as wider modern buses were seen to be a problem and indeed the route was the last to be RMC operated, only losing them in 1980.

Soon, we came into the outskirts of St Mary Cray, meeting up with the TfL network and continuing on to Orpington, terminating at the Walnuts Centre in the High Street after a run of just under 50 mins, a touch ahead of schedule. A total of 7 other passengers apart from me on the trip wasn’t many, but this was a Saturday and I understand it is busier during the week. Hopefully, weekend usage will build as locals begin to realise the route is still there!

A comparison with the 1980 timetable shows that, back then, a 30 min frequency operated, Hourly eves and Suns, with many journeys continuing on to Chelsfield Village, a section now covered by TfL services. On Sundays, certain trips continued to Joyce Green Hospital at the other end of the route. There were also odd journeys to Kelvin Parade in Orpington, although the main terminus then was at the Station. The route passed from London Country to London Country South East, then Kentish Bus (who renumbered it 27 for a while, before reverting to the original number) and finally to Arriva, who were the operator until last month.

Competition on the Dartford - Swanley section of the 477 is provided by Go Coach (now rebranded Go Bus). Not a bus I travelled on, but their Enviro200 MMC fleet no 7531 is seen at Dartford Station.

Despite the similarity of name, this is an independent operator, not part of the Go Ahead Group!

Route R8: Orpington - Biggin Hill (Circular)

After a much-needed coffee break, I walked up to Orpington Station for the first of three rides on local TfL services, beginning with the one bus R8 to Biggin Hill. This is operated by GAL out of Orpington (MB) Garage, the prefix originating from the name “Roundabout”, which was the original branding used for minibus services in the area when introduced by London Regional Transport (as it was then known) back in 1986.

Several TfL routes in Orpington have been retained by GAL on contract renewal recently, with a fleet of new Enviro100 EV buses gradually entering service, including on the R8. However, presumably due to the allocated electric being on charge at the garage, Enviro200 no 173 was operating the next trip. Only one bus is required on the service, which runs at intervals varying between 1 hour and 90 mins on M-S daytimes and early evenings.

Leaving the station, we looped around the town serving the High Street and Walnuts Centre, picking up a handful on the way. Then out to Green St Green, passing the garage, before entering the country section along very narrow lanes. Much of the route is operated on a “Hail and Ride” basis and has a very provincial feel about it, totally unlike most TfL services. Past High Elms Country Park and various farms until arriving in the pretty village of Downe, also served by the 146 from Bromley. Calling at the picturesque church, we squeezed past several parked cars to Downe House, former home of the naturalist Charles Darwin and now a museum, where a couple of American tourists who had boarded with me at Orpington Station alighted.

More farms, horses and cows in the fields, then a strange sign saying “Caution Cats Crossing” just before a Cat Shelter. A couple more dropped off before we entered the outskirts of Biggin Hill, with housing replacing the country views. A one-way loop is operated around the village, with a “hesitation point” of a couple of minutes at the Post Office, before continuing around the circuit and back the way we had come. A few passengers over this section, which was equally hairy on the return when we met vehicles coming the other way! Back via Downe to Green St Green, where there must have been a gap on the parallel 358 which we joined at this point, as we picked up a large number of short-riders into Orpington. Looping around the High St section again, we arrived back at the station after a round trip of 1h15m. Overall, a pleasant and scenic ride.

This is the second use of the R8 number, the first version applying to a route between Cockmannings Estate and Chelsfield Village between 1992 and 2001, which was replaced by adjustments to the R3 and R4. The current incarnation began in 2004, initially operated by TGM Buses with a midibus, although Metrobus took control a year later, now part of GAL. Small buses have always been a feature, with Optare Solos appearing for many years until short Enviro200s took over.

Go Ahead London Enviro200 no 173 of Orpington (MB) Garage is on stand at Orpington Station ahead of my journey along the lanes to Biggin Hill on the R8.

This short single doored vehicle was subbing for the now more usual Enviro100 EV on the route (which has a 1 bus PVR) and was replaced by SEO12 on the following trip.

Route R10: Orpington & Knockholt (Circular)

Next up, I transferred to another of the local “one bus” country services, the R10. This is unusual (for TfL) in not only being a circular route, but jointly operated with the R5, each operating a different way around the Knockholt loop, the R10 being the anti-clockwise version. The bus runs approximately every 75 mins M-S daytimes, alternately on the R5 and R10.

We had another GAL short single door Enviro200, fleet no 169 of MB Garage. Once again, the bus loops around the Orpington High St area to serve the shops, where we picked up a few users. Back again to Green St Green, although this time we continued on the main road through the village to the roundabout and onto the long loop section, passing the former bus stand at the “Rose & Crown” pub. We were then onto the narrow and winding Cudham Lane, once again having to pause at certain points when we encountered cars or vans coming the other way. More nice countryside and the quaint “Blacksmith’s Arms” at Cudham, before turning into the lane up to Knockholt Pound, where we exchanged some passengers. At Park Corner, we left the loop for the double run up to the village of Halstead, which after circling around, continued back to Knockholt, where we resumed the circular section. Slightly wider roads on this section enabled our driver to put on a bit of speed up to the delightfully named village of Pratts Bottom - apparently the Pratts were a noble family once seated in the area and the “bottom” referred to means a valley or hollow!

Arriving at the Sevenoaks Road roundabout, we were able to continue at a reasonable rate of knots back up to Green St Green, where we had a speedy driver change at Glentrammon Road, adjacent to the bus garage. Then back into Orpington again, serving the High Street before arriving at the station after a round trip of 1h5m. Another scenic delight and well worth a spin on the route!

The Knockholt Circular was once the province of London Country routes 431 and 471, but joined the London Bus network in 1986 with the coming of the “Roundabout” scheme based on Orpington. Initially, both the clockwise and anticlockwise loops came under the R5 number, but the latter was renumbered R10 in 2008 to avoid confusion. Metrobus were the initial operator with a Dennis Dart, although Stagecoach had a 5 year stint from 2013-18 also using a Dart. Metrobus, by now part of Go Ahead, returned in 2018, this time employing an Enviro200.

Like the R8, the R10 also traverses some narrow country lanes. This view from inside Enviro200 no 169 was taken on the approach to Cudham.

The R5 and R10 operate alternately in opposite ways around the Knockholt loop using 1 bus.

GAL Enviro200 no 169 of MB Garage at Orpington Station after my circular trip around the R10.

This bus together with 173 pictured earlier were inherited from Metrobus who didn’t use class codes. Unusually, they were not reclassified into the SEN series like other vehicles inherited by GAL.

Route R9: Orpington - Ramsden Estate (Circular)

For the third of my trio of "Roundabout” routes, I turned to the R9, yet another circular operated by GAL from MB Garage. However, this time, in contrast to the two previous country excursions, this one is very much a town service. Whilst scheduled for longer two door Enviro200s, only one of the original batch was out on the day I visited, the other two buses allocated being an SE and a SEN.

I joined SEN10 on its next round trip, its First heritage being evident on boarding with its purple and light blue based interior although with blue Go Ahead moquette. This can be a busy service but, on this occasion, our short single door vehicle was able to cope with the load. After progressing through the High Street, we returned to Court Road and along to the Ramsden Estate. A simple one way loop operates here, along Tintagel Road before a brief country stretch along Chelsfield Lane on the edge of the estate, before returning via Avalon Road and thence back the way we came into the town centre and up to the station. A simple 30 min run.

This was another route which was once operated by London Country under the 493 number, although certain journeys continued to Chelsfield and Green St Green. With the coming of the “Roundabout” scheme, the route became part of the London network, initially under its original number. However, in 1996 it was sensibly incorporated into the “R” services, becoming the R9. First were the operator to begin with using high floor Darts, although later replaced with low floor versions. Metrobus took the contract when it was reassigned in 2007, still with Darts, but later replaced with Enviro200s. Double deckers have often substituted over the years and indeed, my previous ride in 2022 was aboard Enviro400 E225.

The route received a 3 year contract renewal with GAL earlier in 2025 using existing vehicles.

Enviro200 SEN10 of MB Garage on the sloping approach road to Orpington Station on the R9 is devoid of the usual Go Ahead London fleetname on the front panel. This bus is one of those inherited from First.

Like the sign outside the adjacent newsagent’s shop, the R9 allocation is a bit of a lottery, with this former First SEN sharing the route with a GAL SE and a former Metrobus Enviro200 on the day of my visit .

Route 477: Orpington - Dartford

Back at Orpington Station, I walked back down to the War Memorial at the end of the High Street for my return trip to Dartford on the 477. The 1455 departure was formed of SE201, the third of the trio in “Kent Country” green livery, with the same lady driver as my morning trip who welcomed me back aboard. 3 other passengers, although one other potential user got off when being told that his Oyster card was not valid on the route!

Once clear of Orpington, we made good progress through the lanes back to Crockenhill. 2 had alighted by now and we didn’t gain any more custom until arriving into Swanley, where we found 2 other passengers. 1 off in Hextable and 1 more on in Wilmington and that was it for this journey, a total of 6 other passengers plus me. Once again, I was the only person to travel the entire route.

A slightly longer trip in this direction, 55 mins, although we arrived back at Dartford on schedule at 1550 after a slight delay due to busy traffic on the town centre one way system. Go Ahead seem to be intent on making the 477 a success and hopefully usage will grow over the coming months. Who knows, with Arriva apparently on the decline in the area, maybe we will see more “Kent Country” services in the fullness of time!

Watton

The Kent Country light green livery is seen to good effect on SE201 at Dartford Home Gardens after my trip on it from Orpington.

SE199-201 have been refurbished with green moquette and this new livery for the service, which operates out of the Fastrack Garage.

Clear Blue Water

On my latest travels, I ride TfL and Fastrack routes in the news, mainly based on Bluewater Shopping Centre, with journeys to and from South East London and the Kent borderlands.

Although I travelled on a subsequent departure, Stagecoach celebrity Enviro400 hybrid 12345 “Selkent Ambassador” of Plumstead (PD) Garage makes a fine sight on stand between trips on the 96 at Bluewater Bus Station.

The “retro” livery is a version of that worn by London Transport buses in the 1930s, but is a view that will no longer be possible on the 96 after 24th January 2026, when the route passes to Arriva.

Route 96: Bluewater - Woolwich

My day began on arrival at Bluewater Shopping Centre, over the border from London in Kent, but a point served by 3 TfL routes in addition to various local services including the “Fastrack” network, of which more later in this article. The large out-of-town shopping centre opened in 1999 and is located in a former chalk quarry just outside the M25 motorway.

First route of the day was TfL route 96 from Bluewater to Woolwich, which is due to transfer to Arriva on re-tender from January 2026, so probably my last opportunity to sample it with the incumbent operator, Stagecoach. The current offering comprises a mix of “classic” Enviro400s and the newer MMC version, both diesel and hybrid, out of Plumstead (PD) Garage. Although I espied Enviro400H 12345 “Selkent Ambassador” on stand in its smart retro 1930s style livery, I caught a standard diesel version, 10183, on a subsequent trip.

A surprising number of takers despite the relatively early hour before many of the shops opened, after which we powered up the reserved road out of the quarry to the first stop at Darent Park Hospital, where we exchanged a few passengers. The 96 then runs non-stop to Dartford Town Centre, although not via Fastrack roads, but along Watling Street, The Brent and East Hill. A reasonable number boarded at Dartford Station, before we made our way out of town up West Hill towards Crayford. After negotiating the one-way system here, we continued through the brief leafy stretch of the route onwards to Bexleyheath, where a “bus jam” at the Clock Tower cost us a couple of minutes.

Good progress out of Bexleyheath until temporary lights at Crook Log, which cost a few more minutes, followed by more of the same at Welling Station. I have to say that the proliferation of road works seems to have almost reached plague proportions in many parts of London in recent years - I can’t recall it ever being as bad back in the “good old days”, or is it just my selective memory? After this, things quietened down as we continued into Plumstead, passing the site of the old Plumstead (AM) Garage at the junction of King’s Highway, closed in 1981 and now occupied by a Wickes store. Then along Plumstead High Street to the station and the new garage (PD) which replaced the old one together with the former Abbey Wood (AW). A driver change, then we got going again for the final section into Woolwich. Oddly, despite being accurate throughout the rest of the journey, the on-board i-bus announcement described the Woolwich Station stop as “Shoreditch High Street”, which caused some consternation! I continued two more stops to the final one in Thomas Street, alighting after a run of 1h15m, almost 10 mins more than scheduled.

The number 96 was previously given to a route between Putney Common and Redbridge, latterly RT/ RTL operated, but withdrawn in 1958 as part of the Post Bus Strike cuts. However, it was re-used the following year, 1959, for a Trolleybus Replacement Service between Woolwich and Dartford, the former 696 simply losing its first 6 in the process. There was a glut of spare RTs in the late 50s, which were used on the initial phases of the Trolleybus conversions and the 96 was a beneficiary of this. Route-wise, there was a M-F Peaks extension to Woolwich Victoria Way and then Charlton, which lasted from the late 60s to the early 80s.

OPO came fairly early on to the 96, as it was one of the first routes to be converted to DMS in 1971. The type was replaced in the 80s first by T and then L types, although with the coming of “Bexleybus” in 1988, the route received blue and cream Olympians plus some re-purposed DMSs, the latter being seen as a retrograde move at the time. Further tendering in 1991 saw the route pass to Kentish Bus with more new Olympians, until yet more change in 1999 resulted in the route passing to Stagecoach, who have operated it ever since. That year also saw the extension from Dartford to Bluewater, initially express, but later with an additional stop added at Darent Park Hospital. During the Stagecoach era, types operated have included Northern Counties Olympians, Trident ALX400s and Scania OmniCities, until the current mix of Enviros took over.

Part Route 96: Woolwich - Welling

After a short break, I returned to Thomas Street and retraced my steps part way on the 96, this time taking one of the hybrid Enviros, 12288. An ok run until we hit the queue for the temporary lights at Welling Station, which caused a frustrating delay, given that I was alighting at the next stop! 25 mins from Woolwich on this one.

Go Ahead London have recently converted the B16 to new Wright GB Kite Electroliners. SEL5 of Bexleyheath (BX) Garage is seen in the pouring rain at Kidbrooke Wingfield School after I rode it to this point.

The B16 has been operated continuously from BX since the route’s introduction in 1989.

Part Route B16: Welling - Kidbrooke

From Welling, there was a choice of routes on my itinerary. Either the B15 - to ride it with Arriva before it passes to Go Ahead in January - or the B16 - to sample the new SEL class electrics for the first time. In the end, I plumped for the B16, as the B15 seemed to be affected by various roadworks resulting in late running and short-turns on the day I travelled.

Go Ahead London’s SEL5 of Bexleyheath (BX) Garage duly appeared in Welling High Street, with a good load, bound for Kidbrooke, so I boarded. The interior gave a reasonably good impression of a new electric single decker, with the usual modern features we now take as standard. The only issue was the info screens, which although displaying the correct route and ultimate destination, kept showing incorrect next stop information, often two or three stops behind the one coming up. However, the verbal announcements were accurate, which must have caused some confusion to the unwary. This seems to be a recurring issue with new TfL buses - why is it so difficult to get accurate next stop information, when other operators outside of London rarely appear to have such problems?

Nevertheless, I made it through to the Kidbrooke Wingfield School terminus, after a run of some 40 mins, by which time the rain was bucketing down!

Route B16: Kidbrooke - Bexleyheath

At the terminus, I decided to await the next departure on the B16, which was in the hands of SEL9. Upon boarding, it soon became apparent on the return run that the same issues were affecting the info screens on this vehicle as on the previous one. Making our way around the loop in Kidbrooke, we served the station followed by the Tudway Road area, before making our way past Sutcliffe Park to the Eltham Road. We then sped up and had a decent run up to Eltham Church, although progress was impaired by busy traffic in the High Street. Then along Westmount Road and Rochester Way, before skirting the greenery of Oxleas Wood down to Falconwood Station. After this, we negotiated the twists and turns of the back doubles around the suburbia that characterises this area of London, before turning into Westwood Lane back up to Welling High Street.

From Welling, we were fairly busy as we continued back up to the roadworks at Crook Log and then encountered turgid traffic into Bexleyheath Town Centre - a distinct contrast with the rapid progress we had made for most of the run until Welling. After dropping everyone else at the Clock Tower, just me and the driver continued to the Garage, where I alighted after a total journey time of just under an hour from the start.

The B16 began with “Bexleybus” in 1989 between Kidbrooke Ferrier Estate and Bexleyheath, replacing parts of the 160 and B1, and operated out of BX Garage where it has stayed ever since. Apart from minor rerouteings in the Kidbrooke area, the basic route structure has also remained the same. Initially SR and MRL midibuses were used, later replaced with DRLs. Low floor conversion in 1999 saw DML then LDP Dart types, until SE class Enviro200s took over in the mid 2010s. These have just been replaced with new SEL electrics, although I did see one old SE out in support on the day of my trip.

Double decks have played a small role on the route over the years, as there is no physical restriction to their use, with PVL, WVL, WVN, E and EN classes all popping up from time to time.

Back in October 2019, Dennis Dart Plaxton LDP206, also of BX Garage, is on almost the same spot as the previous picture at the Kidbrooke terminus of the B16.

This was one of the last of the type then in service at BX and indeed with GAL. It was withdrawn shortly afterwards.

Part Route 229: Bexleyheath - Erith

At BX Garage, I was able to observe comings and goings for quite a while, as I had an extended 25 min wait for my next bus on the 229. This was annoying, as I was only on a short positioning trip to Erith Town Centre. No idea as to the reason for the delay, although I suspect that roadworks further along the route played a part. Eventually, I boarded a packed Arriva T323 of Dartford (DT) Garage, which was full and standing after the gap in service. Luckily, only a 15 min journey to Erith, where I alighted.

Arriva’s Enviro400 T304 of Dartford (DT) Garage is at Erith Town Centre on the 428 before I travelled aboard it to Bluewater.

The route has been retained by Arriva on retender from January 2026, with conversion to new electric vehicles intended in due course.

Route 428: Erith - Bluewater

I arrived at Erith just as Arriva Enviro400 T304 of Dartford (DT) Garage appeared on an inbound 428 and I had only a 5 min wait before it departed on its next trip back to Bluewater. A fair crowd boarded with me and we bowled along the dual carriageway section through to Slade Green, before taking the detour around the narrow roads to penetrate the housing in that area. Back on the main road, it was a straight run along Thames Road and Crayford Road to Crayford Town Centre, where we joined up again with the 96 that I had ridden in the opposite direction earlier.

Whilst traffic was queuing by now coming into Crayford in the other direction, we had a free run out of town and on to Dartford. After calling at the station, the 428 becomes express like the 96, calling only at Darent Valley Hospital and Bluewater. Like the 96, it traverses East Hill, The Brent and Watling Street to the hospital, but then it takes a long diversion around the “normal” roads into Bluewater, whereas the 96 runs direct via the Fastrack road. This added maybe 5 mins to the journey, which seems extraordinary - why can’t the 96 and 428 follow the same route over this section? Nonetheless, the overall 50 mins trip time wasn’t too bad!

The 428 was the successor to well-known London Country trunk route 480 over its Erith - Dartford section, which began as a commercial service and became a TfL route in 1999, still with Arriva as operator who succeeded London Country and Kentish Bus. It was initially single deck with Darts, later replaced by Cadets and then by ENX type Enviro200s. Double decking with T class Enviro400s occurred in 2021, although the odd DW has also appeared.

The route has been retained by Arriva on retender from 2026, with new electrics expected in due course.

Go Ahead Enviro200 SE47 on Fastrack Route E at Bluewater Bus Station before my trip on it to Gravesend. The route was extended from Castle Hill to Bluewater in August.

This bus is the lowest numbered of the class still in normal service with GAL.

Fastrack E: Bluewater - Gravesend

Back at Bluewater, I had one more order of business to deal with before concluding my rides for the day. Since Go Ahead assumed control of the “Fastrack” routes from Arriva in late 2024, I had made two visits - one to sample the initial network and a second to ride the revised services some months later - both of which featured in previous articles.

A further small change was made in August 2025, when Route E between Gravesend and Castle Hill was projected to Bluewater via a new Fastrack only section, which had always been the intention but was delayed pending necessary roads being ready. Route E runs every 30 mins daily and I had just over 10 mins wait for the next departure from Bluewater Bus Station, formed of elderly Enviro200 SE47, the lowest numbered example of the class left in normal everyday service.

Boarding with a few others, we stormed away from Bluewater and made our way immediately onto the new section of route, serving new housing in Eastern Avenue and Longhoughton Avenue. We then turned into the new “bus only” road, which currently serves a sea of nothingness except mud and building sites. Before long, we emerged into Castle Hill, where we lost and gained a few clients. It was then over the existing section of route through the Castle Hill development and down to Ebbsfleet International Station (which has no international trains!) before continuing through the woods and on to the section beside the River Thames at Rosherville, another area of new housing, finally emerging in Gravesend Town Centre where we terminated after a run of just under half an hour.

Diagram showing Fastrack Route E, including the recent extension from Castle Hill to Bluewater over a new bus only road.

Fastrack E: Gravesend - Bluewater

Route E interworks with the B at Gravesend, so SE47 that I had arrived on duly transformed into a B, leaving me to await the next E off an inbound B - currently a mix of SE, SEN and MEC types. As it happened, the next E was in the hands of SEN65, a former Sullivan Buses and Abellio London Enviro200 MMC that I had ridden on Route A during my first trip a year previously.

We departed bang on time with a few on board, making our way back through Rosherville and Ebbsfleet to Castle Hill. A number continued on the new section, which seems to be building usage, arriving back at Bluewater Bus Station after another trip of a touch under 30 mins. A useful little addition to the network to end my rides for the day.

Watton

And Finally…

Back in 2021, when Scania OmniCity types were still in service with Stagecoach London, we have 15112 of Plumstead (PD) Garage on the 96 ahead of another on stand at Bluewater Bus Station.

Note the maximum 30 passengers poster on the entry doors which applied on double deckers at the time due to the Covid pandemic.

Redeployed Diesels in North West London

Despite declining numbers across the capital, diesel buses still play a significant role with Metroline in North West London. On this journey, I ride double and single deck versions plus one of the few remaining minibuses.

This autumnal scene at Kilburn Park is perhaps a suitable metaphor for the autumn years of the Volvo B9TL with Metroline! VW1179 of Cricklewood (W) Garage rests between trips on the 32.

The majority allocation on the route is comprised of LT class New Routemasters, but a few VWs were providing support at the time of this visit.

Route 32: Edgware - Kilburn Park

My day began after the morning peak at Edgware Bus Station. Despite the conversion of Edgware (EW) Garage routes to electric in recent times, a few diesels still appear on routes from other Metroline garages in the area including the 186 and 292 (Harrow Weald) and 32 (Cricklewood). My target on this occasion was the latter route, with LVF showing 4 Volvo B9TL VW types out in support of the usual LT class New Routemasters. Since conversion of the 210 and 266 to electrics earlier in 2025, I had thought that VWs might have been removed from Cricklewood Garage, so the retention of a handful was a surprise.

After letting a few LTs go, one of the quartet, VW1179, duly appeared and I boarded for its next southbound trip. A reasonably quiet run at first, as we turned out of Station Road for the long straight run down the Edgware Road. Good progress through Burnt Oak and Colindale to West Hendon, before crossing the North Circ at Staples Corner. No driver change at Cricklewood Garage on this trip, but we picked up a large number at the next few stops, presumably due to a gap in the parallel 16s. Full and standing by Brondesbury, our good timekeeping was marred by roadworks in Kilburn with temporary 3 way lights, which cost a few minutes. Depositing most of the crowd in Kilburn High Road, just a few of us continued around the corner to the terminus at Kilburn Park Station. Our journey time of just on an hour was some 8 mins more than scheduled.

There were two previous incarnations of the 32 route number: Firstly, between St Helier & Worcester Park, operated with RT until 1956, when it was replaced by the 77A and 127. Secondly, between Victoria & Wanstead via the 25 and 10, operated with RTL as part of the Trolleybus replacement programme (!) from 1959-64, always a sickly child which soon withered and died.

The current version of the 32 is one of those rare routes in London - one that still runs between its original terminals with minimal change! It came in 1970 between Edgware and Kilburn Park to replace the southern section of the 142. Crew RM operated for just a few months, it was converted to OMO with DMS the following year. It enjoyed M operation for a long period between 1980-2000, although LN class Lance single deckers appeared for a short period in the late 90s. The route had a M-F peaks bifurcation to Grahame Park / Mill Hill Broadway of a few journeys between 1981 and 1996.

The noughties saw low floor conversion, with types including TA, TP and TE appearing, although the odd M was still seen for a while and this became one of the last routes on which I rode the type. Hybrids became the norm from 2016, with TEH and then LT classes being the usual fare. The 32 has remained with Metroline throughout the period of tendering and has only ever operated out of Edgware and Cricklewood Garages.

Metroline have part-converted the 206 at Willesden Junction (WJ) Garage to double deck with spare VWs to release DEL single deckers for the new contract on the 224 from mid October. VW1393 is at Wembley Park The Paddocks after my ride on it here.

When delivered, new VMSL electric single deckers will comprise the principal allocation on the 206, with one BDE double decker at school times, so this is a temporary situation.

Route 206: Kilburn Park - Wembley Park

At Kilburn Park Station, I transferred to my second route of the day, the 206. This has hit the headlines recently by receiving a partial double deck allocation of spare VW diesels to free up DEL class single deckers for the takeover of the 224 by Metroline from 11th October. On the day of my trip, LVF showed an eclectic mix of buses out, the double deckers comprising a few VWs plus one BDE electric, the single deckers consisting of an older DE, a couple of slightly newer DELs plus a VMSL electric! In due course, the plan is for new VMSL electrics to be the main type on the route, with a BDE double decker on school-time journeys.

I let a couple of single deckers go, before boarding VW1393 of Willesden Junction (WJ) Garage on the following departure. This bus is one recently released from Lampton (SG) Outstation by the conversion of the 81 to hybrids. Our driver for the first part of the trip was apparently route-learning, as he was accompanied by an instructor who was pointing out key features of the road layout as we progressed. A slightly protracted trundle through the narrow back streets on the first part of the route, with parked cars reducing road width to a single lane in places. Nevertheless, we took on a reasonable number of passengers as we continued via Queens Park, Brondesbury Park and Willesden to Harlesden.

A driver change at the nearest stop to the garage took a few minutes, but we made better progress from Harlesden Station along Brentfield Road past the grand edifice of the Swaminarayan Temple and across the North Circular. After “looping the loop” to serve Brent Park Tesco, we continued up to Wembley, where we served the new developments in the stadium area. Emptying out at Wembley Park Station, it was then a short hop up to the terminus at The Paddocks, where we arrived a few minutes down on schedule after a run of 1h15m.

I can recall two previous versions of the 206 route number - the first being a long-standing route between Hampton Court & Claygate, RF operated until 1976 and then BL until withdrawal in 1978 as a victim of Surrey County Council cuts; the second a route between Walthamstow Central & Loughton via Chigwell, LS operated from 1981-86 and then passing to Eastern National with their single deckers until replacement by the W14/W15 in 1989.

The current 206 started in 1990 as a new route between Kilburn Park and St Raphael’s Estate, with the latter remaining the terminus until 2011 when it was rerouted to Wembley Park The Paddocks in lieu of withdrawn route PR2, the 224 taking on the St Raphael’s leg in its place.

Metroline were the initial operator with DT high floor Darts, supplanted in due course by various low floor Dart types. First took the route in 2012 with DMV class Enviro200s, although the contract novated back to Metroline the following year when First left London. Latterly, older Enviro200 plus newer MMC versions formed the principal allocation.

Part Route 206: Wembley Park - Brent Park Tesco

After a truncated break at The Paddocks of just over 5 minutes, I reboarded VW1393 and retraced my steps a short distance to Brent Park Tesco, where I alighted 15 mins later, taking the opportunity to stock up on lunch supplies.

Enviro200 DEL1972 of Athlon Road (AO) Garage on the 224 at the St Raphael’s Estate terminus before I rode it through to Alperton.

This is one of a batch that was inherited from First after their previous period in London as seen from the light blue and purple interior.

Part Route 224: Brent Park Tesco - St Raphaels

Next, I tackled the 224, which transferred from First to Metroline on 11th October. Enviro200 DEL1972 of Athlon Road (AO) Outstation was first to arrive, so I boarded for the short run of just 5 mins to the St Raphael’s terminus, where there was a long break as the previous working was just leaving as we reached the terminus on the 20 min frequency.

Route 224: St Raphaels - Alperton

I rejoined DEL1972 for its next trip over the full route to Alperton. A fairly quiet journey compared with the other routes on this adventure, as although passengers were on and off in ones and twos throughout, we only once got into double figures. In fact, I was the sole passenger from St Raphael’s, no-one else joining until Brent Park where we picked up a few. After going round the loop to serve Tescos, we broke free and continued via a short stretch of the North Circ, before turning left along Brentfield Road in the reverse of the way I had come earlier on the 206.

At Harlesden Station, we turned right over the railway bridge and then looped around Central Middlesex Hospital and Park Royal ASDA, before passing through the area of industrial units to Twyford Abbey Road and the double run to Iveagh Avenue. This section is due to be replaced with a new routeing to better penetrate the new Park Royal development, but is on hold until a new “bus gate” is installed. For now, we continued over the existing route up to Stonebridge Park, passing the famous ACE Cafe on the North Circ, known as a meeting point for rockers, bikers and petrolheads.

On the final stretch, we were making good progress through the Heather Park Estate, now shared with the 79, before being brought to a halt by a long queue up to the lights just before Alperton Station, which cost probably 7 or 8 mins. Depositing most of our remaining clients at the station, I continued with the driver and a couple of others to the final stop at Sainsbury’s, arriving after a trip of just under an hour.

The 224 number also had a couple of previous incarnations, the first being a route between Uxbridge & Poyle / Staines / Laleham, RT, then RF, then SMS operated, until withdrawal in 1978, another to fall foul of “out county” cuts. The second iteration applied for a route between Uxbridge & Stockley Estate from 1979-89, essentially the former 224B renumbered and featuring DMS, SMS, M and LS operation at different times, until replacement by the U5.

Today’s 224 was another born in 1990, initially a double deck M operation by Centrewest (later First) between Willesden Junction and North Wembley Preston Hotel, replacing part of the 226. It was converted to MA midibuses in 1991 and cut back to Wembley Hill Road in 1995, the 223 taking the abandoned section. Low floor conversion came in 2001 with DML / DM Dart types appearing in the ensuing years. 2011 saw the rerouteing to St Raphael’s in place of the 206, as mentioned earlier, by which time Enviro200 DMLs were the norm. When First left London in 2013, the route passed to Metroline with the same vehicles.

London United (RATP Group) took the contract in 2018 with DE class Enviro200 MMCs, with the route being cut back from Wembley to Alperton the following year to assume its existing form. RATP sold out to First in early 2025, but this was short-lived on the 224, which has now returned to Metroline!

The proposed rerouteing of the 224 in Park Royal is shown in green and blue on this diagram. However, on my trip, we followed the traditional route shown in red.

Despite being intended for introduction when the contract passed from First to Metroline earlier in October, the new routeing was delayed due a bus gate in Twyford Abbey Road not being ready.

Route 83: Alperton - Golders Green

A quick changeover at Alperton Sainsbury’s, where I barely had time to cross the road after getting off the 224, before VW1401 roared up to the stop on my next route, the 83. This is a well-known North West London trunk route, operated by Metroline out of Perivale (PV) Garage and Athlon Road (AO) Outstation, with buses frequently swapped between the two locations. The former Alperton (ON) Garage site which was once associated with the route is now unrecognisable, with a new development rapidly replacing the old bus depot which closed in 2021 after a “last hurrah” with an Open Day that I attended.

Despite an expected busy run, we made good time past Alperton Station and along Ealing Road up to Wembley Town Centre. The usual slog along the High Road, followed by a protracted run past Wembley Stadium through Wembley Park, after which we sped up as we past the Grade 2 listed former Brent Town Hall, now the Lycee International de Londres Winston Churchill and down to Blackbird Cross. A good thrash along Church Road then down the hill in KIngsbury Road, catching up with the 83 in front at The Hyde, which we pursued up the Edgware Road.

At West Hendon, we swung a left past Hendon Station, overtaking the other bus. It was then via Hendon Central to Brent Green, a section of route which was swapped with the 183 back in 1978 so that the latter could pass its then operational garage at Hendon (AE). Over the final stretch across the North Circular and on to Golders Green Station, we encountered unusually slow-moving traffic, but we terminated at the Bus Station after a total journey time of just 1 hour, a few minutes quicker than scheduled.

I first encountered the 83 in the 70s, by which time it had been converted from RT to RM (back in 1966) and operated from Golders Green to Ealing Broadway / Hanwell Broadway, although in former times it had reached Hayes and Brentford, together with a Summer Sundays extension (until 1964) to serve the then tourist attraction (!) of London Airport Central (now Heathrow). The route was extended to Ealing Hospital in 1979, but a major change came in 2016 when daughter route 483 took over the western section and provided new direct links to Harrow, at which time the 83 was cut back to Alperton from the north.

There was an 83A variant, which operated on Sundays only between Golders Green to Kew Green with RT until 1955. The suffix was revived in 1969 when part of the 83 between Wembley and Ealing Broadway was converted to one man operation on Sundays with MB, although it was removed in 1971 when the whole route went over to this form of operation on Sundays only. That day of the week saw in turn MB, DMS then M operation over the following years, until the M-S service also submitted to OPO with Ms in 1982.

The 83 received a batch of VN class Volvo Olympians in 1997, which were the last new ones of this type in London and in fact anywhere. Sadly, they were short-lived, being replaced by low floor deckers in 2004, with TN, VTL and VNZ types all putting in an appearance. After being operated by Centrewest, then First for many years, the route passed to Metroline in 2013, by which time Volvo B9TLs were the usual fare, although the inherited First examples have now been supplanted by Metroline’s own. Some hybrids now join in the mix, with the route about two thirds VW and one third VWH on the day of my visit.

Not the one I travelled on during this trip, but sister Metroline Volvo B9TL VW1246 of Perivale (PV) Garage at Golders Green Station illustrates the type on the 83 during a previous visit to the area in 2021.

At the time of my latest journey, the 83 was about two thirds VW diesel and one third VWH hybrid operated.

Route H2: Golders Green & Hampstead Garden Suburb Circular

At Golders Green, there was just time to squeeze in a final short ride on the local H2 route. This is unusual for London (these days) in being a midibus route, serving the narrow roads of Hampstead Garden Suburb.

I boarded Metroline’s OS2499 of Cricklewood (W) Garage, although the bus sported incorrect “CW” codes! This is one of a batch of 6 Optare Solos for the H2 & H3 routes. We departed with half a dozen on board and picked up a few more at the fixed stops in Golders Green Road and Hoop Lane, before entering the “Hail & Ride” section in Hampstead Garden Suburb. A circular route is followed, via various narrow roads. The suburb was founded by Henrietta Barnett in 1906, with the local school being named after her. The idea of the “Garden Suburb” was based on the planning and development of Letchworth Garden City, with cottage type housing and gardens. However, in this case, it was not intended to be self-contained, with no industry, shops, pubs or other services. Green space was provided, as we passed an extension of Hampstead Heath and other areas of park and woodland.

Halfway around the loop, the route traverses a short section of Falloden Way, providing access to local shops, before diving back into the Garden Suburb and serving Henrietta Barnet School, followed by the Central Square dominated by two large churches. Users on and off throughout the trip, arriving back at Golders Green Station after a 30 min perambulation.

The H2 reaches its 50th Anniversary next year, having started in 1976 as a replacement for the former “Dial a Ride” service in the area. Initially operated with FS type Ford Transit minibuses, these were replaced by Iveco midis in 1989 when R&I Coaches took over the contract from London Buses. Metroline became the operator in 2000 with Metroriders, Marshall Midis and then Optare Solos performing in turn. Arriva had a stint from 2006 with their Solos, until Metroline returned in 2018 with the current vehicles.

MInor changes have been made to the routeing of the H2 over the years, with an H1 variant operating at school times between 1993 and 2013 to Henrietta Barnett School. Another variant, the H3, replaced a former bifurcation of the H2 to serve the Hilltop area in 1996 and still operates today.

Metroline Optare Solo OS2499 of Cricklewood (W) Garage on Hampstead Garden Suburb circular H2 at Golders Green Station before my spin on the route.

This type of vehicle was never common in London and is now very rare. Note the incorrect “CW” garage code above the front wheel!

To complete my journey, I adjourned to the adjoining Northern Line station at Golders Green for the short trip by London Underground back to my start point at Edgware, after a successful day of interesting bus rides.

Watton

And Finally…

Preserved RM2208 recalls the Routemaster period on the 83 on the occasion of the Alperton (ON) Garage Open Day in September 2021. RMs appeared on the route from 1966 to 1982.

The garage, part of which is seen in the background, closed after this event and has now been demolished. It existed from 1939 to 2021 as an operational bus depot.

East London to Essex

Back on TfL territory, on this trip I ride a mixture of diesel, hybrid and new electric buses on a journey beginning in the East End and ending over the border in Essex.

My day began with a ride to Canning Town on Route 300 aboard Go Ahead London’s elderly Enviro200 SE107 of Silvertown (SI) Garage, seen at the East Ham Wordsworth Avenue terminus.

This type is becoming rare in TfL service, the 300 being one of their last strongholds in East London.

Route 300: East Ham - Canning Town

My adventure began at Loughton Station in Essex on a Saturday morning, where I travelled to East Ham via the Central, Jubilee and District lines of London Underground.

A short walk brought me to Wordsworth Avenue, start point of the 300 bus to Canning Town. This route is operated by GAL out of Silvertown (SI) Garage and is one of the last homes in East London to the classic Enviro200 single deck type. SE107 was on stand and I boarded when it departed, receiving a friendly “Welcome to London!” from the driver after I explained I was from Hertfordshire!

This route is one of those rambling services TfL is so keen on, which takes a circuitous journey between terminals not that far apart. Being fairly early in the day, it was a quiet trip, with passengers on and off in ones and twos, but never more than a dozen aboard. We set off around the back streets of East Ham, before emerging in the High Street and making our way along the Barking Road, then turning off around the narrow roads of typical East London housing along Park Avenue, Folkestone Road and Vicarage Lane. Back on the main road, we continued over the A13 to Beckton Bus Station, where we exchanged a few customers. Then along Tollgate Road to Newham Way, before turning off down Prince Regent Lane to Custom House and then back up Freemasons Road across the A13 again to Barking Road. Swinging a left, the final stretch was along the main drag into Canning Town, where the traditional East London Market was just getting going. We terminated at the Bus Station a touch under 50 mins from the start.

The 300 dates from 1993, when it began with MRL midibuses between East Ham and Cyprus Windsor Park Estate. After conversions to SR, DRL and PD types, it was rerouted away from Cyprus to Canning Town in 1999. Low floor Dart conversion came in 2005, with the route passing from its original operator Stagecoach to GAL five years later using Enviro200s. There was a rerouteing in the Custom House area in 2022 as part of changes in connection with the opening of the Elizabeth Line.

Stagecoach have been putting new Volvo BZL MCV electrics into service at Lea Interchange (LI) and Ash Grove (HK) Garages. 86182 looks shiny at the East Ham Central Park stand before I rode it to Walthamstow Central on the 58.

This was my first trip on the class with Stagecoach London.

Part Route 115: Canning Town - East Ham

From Canning Town, I took a 20 min positioning trip back to East Ham the quick way straight along the Barking Road aboard GAL Enviro400 MMC hybrid EH158 of River Road (RR) Garage on the 115, alighting at the Central Park terminus.

Route 58: East Ham - Walthamstow Central

Next on the agenda, a new type for me, with a ride on Stagecoach Volvo BZL MCV electric 86182, one of the type which converted the 58 from diesel Volvo B9TLs in 2024 out of Lea Interchange (LI) Garage. LVF was a bit confusing, as it showed buses terminating at South Grove in Walthamstow, but buses were indeed running through to Walthamstow Central via the normal route, although there was a diversion in place in the opposite direction due to roadworks.

Boarding the bus, I was struck by the seeming low height of the lower deck interior which had fairly flat cove panels. TfL style moquette on the seats rather than the usual Stagecoach design, together with new style information screens. Nevertheless, a smooth ride with rapid acceleration, as our driver made a quick getaway up to the Barking Road and a speedy run to the Boleyn, where we turned off. Passing the redeveloped former West Ham stadium site and close to the long-gone Upton Park (U) Garage, progress was retarded by temporary lights just past Upton Park Station, which cost us a few minutes.

A busy run over this stretch, with plenty of passengers, as we continued up to Forest Gate Police Station and along the Romford Road a short distance, before turning north to Forest Gate and Wanstead Park Stations. A slower run bumping over the humps in Dames Road and Cann Hall Road, before hanging a right up to Leyton Station. A couple of minutes whilst we had a driver change at Leyton Town Hall, but then we continued with reasonable progress along Church Road, across the Lea Bridge Road into Markhouse Road, before turning off into South Grove just before St James’ Street Station. After a trip time of 1h10m, we arrived at our destination of Walthamstow Central, not a bad run.

The 58 was a replacement for Trolleybus 685 in 1960, operated for many years with RMs. It ran between Walthamstow Crooked Billet and Canning Town, with peak time extensions to Silvertown / North Woolwich when the docks were still a significant source of custom. 1978 saw a northern extension to Chingford Mount, although when route 158 assumed this leg in 1981, the 58 shrank back to Leyton Gloucester Road apart from certain times of day. OPO conversion to Titans came in 1983, with the rerouteing to Walthamstow Central and the loss of the docks extension beyond Canning Town following in 1988. The final route change occurred in 1993, with East Ham becoming the southern terminus.

Low floor conversion with Tridents happened in 2001, with First replacing Stagecoach as operator in 2005 using TNLs initially, later replaced with VNs. In due course, Tower Transit took over First’s operations in the area, but Stagecoach returned in 2022, using the same vehicles until electrification in 2024.

Demonstrating the nearside view of the class, fellow Volvo BZL MCV EV 86188 leads another at Walthamstow Central Bus Station bearing its electric bus credentials.

The 58 was the first route to use the type, being introduced to Lea Interchange (LI) Garage in 2024.

Route 275: St James’s Street - Barkingside

After a brief lunch stop, I walked from Walthamstow Central up to St James’s Street for my next route, the 275. This has been retained by Stagecoach on contract renewal from February 2026, but with new electrics intended in due course, so I took the opportunity to ride the existing diesels and hybrids which form the existing allocation.

I joined Enviro400 diesel 19870 of Leyton (T) Garage, one of the highest numbered of the class, for its next trip to Barkingside. As with the 58, a diversion was in force due to the roadworks at Walthamstow Central, but the normal route was being followed in this direction. We ambled back up to the Bus Station, picking up a good load, before continuing past the market to Bell Corner, where we turned right past the art deco Town Hall, before turning off along Hale End Road where there was another set of temporary lights. A bit of a queue up to Highams Park due to the level crossing gates being closed when we arrived, but then a better run along The Avenue through inter-war suburbia. Then through the leafy edges of Epping Forest to Woodford Green.

From here, there is a major diversion due to the bridge over the Central Line in Broadmead Road being closed for repairs. Therefore, we turned south along Woodford Green High Road, Woodford New Road and then a speedy run along the North Circ from Waterworks Corner to Charlie Brown’s Roundabout, before taking Chigwell Road and Broadmead Road back to line of route. This is obviously long term, as “E” tiles and timetables were in place on stops along the diversion.

Back on route, we continued via Woodford Station to Woodford Bridge, before the final stretch up the hill and down into Barkingside, finishing at the Tesco Superstore terminus after a total run of 1h10m.

Classic diesel Enviro400 19870 of Stagecoach’s Leyton (T) Garage at St James’s Street before my trip aboard to Barkingside.

Just peeking in behind is Enviro400 hybrid 12133 on which I travelled for the return trip. New electrics are promised for the 275 with its forthcoming tender renewal in 2026.

Part Route 275: Barkingside - Walthamstow Market

For the return run, I was able to step up a working, as Enviro400 hybrid 12133 was ahead on the stand and left 5 mins later. This was one of the early batch of hybrids with its dark and light green interior providing a contrast with the usual blue and orange Stagecoach scheme. It had been retrimmed with standard blue moquette though, which looked a little odd against the green.

A fairly rapid run in the reverse direction, but this time I alighted at Walthamstow Market 55 mins later, before the roadworks diversion to St James’s Street, which was via Leyton Bakers Arms, Lea Bridge Road and Markhouse Road.

The 275 was another Trolleybus replacement route, also beginning in 1960, in place of the 625. It was extended beyond the former Trolleybus turning circle at Woodford Napier Arms, which still exists and I saw on my ride, to Woodford Bridge. At the other end, it ran to Turnpike Lane, Winchmore Hill or Enfield Town at different times of day and days of the week in typical confusing London Transport fashion! It was simplified on OPO conversion to MB in 1968, becoming a shorter route between Walthamstow Central and Woodford Bridge only, with a short extension to Claybury Hospital added 5 years later.

After double decks came back with DMS types in 1975, it was projected to Barkingside Fulwell Cross in 1977. The early 80s saw periods with Titan and then Leyland National operation, before tendering resulted in the route passing first to Eastern National then Thamesway with Bristol VRs. For a short time, there was a Sunday extension to Claybury Broadway, covering part of the 129, which didn’t run on that day at the time. In 1992, Grey Green took the contract, during whose tenure the route was extended to the then new Barkingside Tesco. Arriva acquired Grey Green in 1998, with Olympians being the usual fare by then.

2000 saw the extension at the other end to South Grove and eventually St James’s Street. Low floor buses in the form of VLWs came in 2005, but Stagecoach gained the route in 2012, initially with Tridents but later replaced with Enviro400s.

A reminder of how it used to be on the 275, with Trident ALX400 18209 on stand at St James’s Street Station back in 2019.

Leyton Garage was both the first and the last to operate Tridents with Stagecoach London and this shot was taken in their final months.

Route 20: Walthamstow Central - Debden

Final route of the day was the 20, which was also operating on diversion towards Walthamstow Central, but via the normal route towards Debden. Despite some evident late running and one or two buses being turned short at Leyton Green, I was lucky to secure an on-time departure aboard another Stagecooach Enviro400 hybrid, this time 12136, also of Leyton (T) Garage. The service is intended for the Enviro400 City hybrids acquired from HCT Group when Stagecoach took them over, but since reallocation from Walthamstow Avenue (WA), the older “classic” hybrids based at Leyton often appear - in fact, 6 of the 9 buses out on the 20 when I travelled were these, with a number of the City versions being on the 56 instead.

A strangely quiet run from Walthamstow to Leyton Bakers Arms over deserted roads, with a 2 minute “hold” at Shernhall St for early running. Once past Whipps Cross, we sped up as we entered the pleasant section through the forest up to Waterworks Corner, then on to Woodford Green. Fairly empty from here past the “Horse & Well” and the outskirts of Buckhurst Hill through more greenery into Loughton, where we performed the double run to serve the station. In the High Street, we picked up quite a few returning shoppers, before ascending the hill to the site of the two former Loughton (L) Garages, the older one marked with a plaque. Sadly, nothing remains of the “new” garage opposite, only opened in 1953 and now replaced with a housing development. Memories of happy days here riding RTs on the 20A, 167A, 205A and 217A.

We then trundled around the Debden Estate, dropping off and picking up a few short-riders. Arrival at Debden Station was just a couple of minutes over the hour from the start.

The 20 is scheduled for Enviro400H City vehicles but older “classic” bodied Enviro400 hybrids also appear. 12136 is at Debden Station after I rode it here from Walthamstow.

Such appearances have become possible since Stagecoach reallocated the route from Walthamstow Avenue (WA) to Leyton (T) Garage.

Part Route 20: Debden - Loughton

After the 10 min layover in Debden, I reboarded 12136 for the short 20 min trip back to Loughton Station, where I alighted at the end of my trip.

The 20 group has an interesting history, with the parent route first appearing between Leytonstone & Epping in 1948 when the 10A was renumbered. In 1966, it was withdrawn, replaced by the 20A and 20B, although the number returned with “Reshaping” in 1968 between Walthamstow Central and Loughton. RT operated for just a few months, it was converted to OPO with MB the following year and extended to Epping in place of the 20B. Upgrade to DMS came in 1976, with the route then being diverted to Debden rather than Epping when it swapped this leg with the 20A. Titans had a short stay at Loughton Garage during 1982, before they were replaced with Leyland Nationals.

Tendering in 1986 saw the 20 pass to Eastern National using Bristol VRs and the closure of Loughton Garage. Grey Green took over in 1992 with Volvo single deckers apart from a few double deck journeys at school times. By the noughties, Arriva had acquired Grey Green and introduced low floor double deck operation with VLW then DLA types. Go Ahead took a turn from 2012 using WVLs, until HCT Group assumed the contract 7 years later with new Enviro400 City hybrids, which passed to Stagecoach in 2022.

Daughter route 20A began in 1954 using STDs between Leytonstone and Debden, although these were replaced within a year by RTs. Upon OPO conversion to DMS in 1976, the swap of northern ends with the 20 saw the 20A go to Epping instead of Debden. In its final year of 1982, the 20A was converted first to T and then LS operation and ended as a short route between Loughton & Epping only, with just a 1 bus PVR, a sad comedown and the victim of “out county” funding cuts.

The 20B took over the northern bit of the 20 in 1965, running between Epping Town and Loughton Station, with projections at one end to St Margaret’s Hospital and a M-F peaks extension to Buckhurst Hill Station at the other. OMO RF operated, it ran at first just on M-F and Sun, with the 20 continuing to cover it on Sats. However, a year later, the 20B became a daily service, although Sats curiously retained crew RT operation. It was withdrawn in 1969 when further changes were made to the 20 and 20A as outlined earlier. Although I never rode the 20B back then, I was able to put the omission right on the occasion of a Running Day organised by the Epping - Ongar Railway in February 2023, when the route was recreated for one day with vehicles which included an RT!

Watton

And Finally…

Back in 2023, Route 20B was recreated during an Epping - Ongar Railway organised Running Day. Here is RT2150 at Loughton Station during my trip on it.

The 20B ran from 1965-69 between Epping Town & Loughton with journeys to/from St Margaret’s Hospital and a M-F Peaks extension to Buckhurst Hill Station. Unusually, it was RF OPO on M-F & Sun, but crew RT operated on Sats.

Hearts & Minds in Herts & Beds

In this adventure, I go local and travel on some new and recently changed routes mainly with UNO Buses and Arriva in the Hatfield and Luton areas.

UNO Buses made extensive alterations to their Hertfordshire based services from 31st August. This leaflet provided an outline route map of the new network and explained the changes on a route by route basis.

I picked up a copy of this on one of the buses I travelled on together with a full timetable for the 242/243 routes.

DAY 1

UNO Route 242: Hatfield - Waltham Cross

I had ridden the 242 with UNO back in January 2025, soon after it passed from previous operator Metroline and gained an enhanced hourly M-S daytime service over the whole route between Potters Bar & Waltham Cross. At that time, single deckers were the norm, usually Enviro200s. However, since then, the route has been upgraded to double deck operation and, from 1st September, gained an extension from Potters Bar to Hatfield Business Park, replacing a section of the 610. Also, with the introduction of new route 243 between Barnet and Hatfield, a joint 30 min M-S daytime service is provided over the common section with the 242 north of Potters Bar, a frequency not seen on this corridor for many a long year. In addition, the operating day is slightly longer than previously.

On this journey, I resolved to cover both routes and began on a damp morning opposite the UNO Garage in Hatfield Business Park. The service alterations introduced at the beginning of September have seen a recasting so that most routes in the area now either terminate at or pass the garage, thereby making driver changes easier and eliminating much dead running.

I began with the 08.40 departure on the 242 to Waltham Cross. Enviro400 City 254 had arrived on a previous working but then departed on another route, so I had to await Enviro400 MMC 261, which emerged from the garage about 5 mins late. Hopping aboard with another passenger, we soon began to pick up more as we trundled around the Business Park, with its mix of housing, retail, small business units and university campuses. Passing the restored former control tower, I was reminded that the whole site was once an airfield and aircraft factory, opened by de Havilland in 1930 and passing through Hawker Siddeley to British Aerospace, who closed it in 1993. During WW2, the Mosquito fighter bomber was developed here, followed by the Vampire jet and then the Comet and Trident commercial airliners. Following closure, the land was used for the filming of the Spielberg movie “Saving Private Ryan”, before being developed for its present uses.

We picked up a large number of students on this section, as we continued past The Galleria shopping centre and then did the double run to serve The Forum (main university campus), where many alighted. Returning to the town centre and then on through the residential area of South Hatfield, we picked up and set down in ones and twos at most stops. Leaving Hatfield, we had a brief spurt through country before turning off to serve Welham Green and Brookmans Park, both of which provided more custom. Arriving into Potters Bar, although most of our clientele left the bus at the station, it was interesting to see that around half a dozen stayed on to travel over the new direct link to Cuffley, Cheshunt and Waltham Cross.

After this, we were onto the traditional section of the 242, past Tescos and along the High St to PB Garage, with a few joining us on this stretch. Then, the expected fast run through the countryside to Cuffley, although we did pick up one lady at Northaw “Two Brewers”. Two passengers alighted in Cuffley, after which we ascended the hill to Goffs Oak War Memorial. From here on, we gained one or two passengers at almost every stop, with many travelling to Brookfield Farm for shopping. Navigating the Rosedale Estate, we made our way to the Brookfield Centre and then through the narrow Whitefields Road area to Flamstead End, before continuing on to the “Old Pond” at Cheshunt. The final section via Theobalds Grove to Waltham Cross was traversed in record time and we arrived at Waltham Cross virtually on schedule after a total journey of 1h40m. Due to ongoing works at the Bus Station, most non-TfL routes including ours were terminating instead at Waltham Cross Railway Station, where there was a temporary stand and dolly stop.

ADL Enviro400 City 254 stands in front of the UNO Bus Garage in Hatfield Business Park after completing a trip on the 242, which was extended to this point from Potters Bar over part of the former 610 as part of the changes from 1st September.

This vehicle is one of those branded for “The Comet” route 614 (Hatfield - Queensbury), but which now often also appear on the 242 and 243.

UNO Part Route 242: Waltham Cross - Potters Bar

After a 10 min layover, I rejoined fleet no 261 for the return run as far as Potters Bar. This bus had previously been branded for withdrawn Route 601, the “Alban Way”, but although the exterior legends had been removed, the interior still had the route diagrams on the cove panels, a potential source of confusion for users. However, the bus did have a box containing the new 242/243 timetable leaflets at the front, which was a positive move.

The run back from Waltham Cross to Potters Bar largely mirrored the outbound run, with passengers well into double figures throughout most of the trip. A crowd of about a dozen boarded at the Old Pond, most of them local travellers to Whitefields Road or Brookfield Farm. Others joined us there for trips back to Rosedale, Goffs Oak and Cuffley. As expected, quieter on the Cuffley - Potters Bar stretch, but we had a few takers.

I alighted at Potters Bar Station after a 55min trip, pleasantly surprised by the better than expected usage on both journeys on this bus. Hopefully, custom will continue to build as people get used to the fact that there is a regular bus service over this corridor again. Who knows, we may even see the reintroduction of a 30 min service between Cuffley and Waltham Cross in due course!

Enviro400 MMC 261 illustrates the other main type which now appears on the 242, seen at Potters Bar Station after my ride on it here from Waltham Cross.

The vehicle has had its “Alban Way” branding removed but the outline of this is just visible between decks. Unfortunately, the interior branding on the cove panels had not been dealt with similarly.

UNO Part Route 243: Potters Bar - Barnet

A half hour break at Potters Bar Station allowed me to stock up on supplies before continuing my journey on new Route 243. This has replaced former Central Connect 84B between Potters Bar and Barnet, with the same one way loop working at the latter as the previous service, whilst continuing north to Hatfield in parallel with the newly extended 242 in place of the withdrawn section of the 610. An hourly service operates M-S daytimes, with a slightly extended operating day to the former 84B.

For this trip, I had another Enviro400 MMC, this time fleet no 258, another de-branded “Alban Way” example. Slightly confusingly, the 243 operates in a different way around Potters Bar from the 242, performing a double run from the High Street to the Station via Mutton Lane in both directions from its north-south axis, whereas the 242 operates in a “U” shape from Little Heath via Darkes Lane, Station, Mutton Lane, High Street and Bus Garage southbound and the reverse northbound. So, for example, if you are travelling from PB Garage to Hatfield, you need to remember that the 242 departs from the southbound stop and the 243 from the northbound stop on the opposite side of the road!

We had only a single digit load and after a lengthy wait for the lights to change when turning right from Mutton Lane into Barnet Road, had a reasonably fast run over the countrified section to Hadley Highstone, where we picked up a couple of short riders into Barnet. Whilst the loop working here has been simplified since the original “twice past High Barnet Station” arrangements were abolished, it is still a bit of a faff getting stuck in traffic past Barnet Church and down the hill to loop around the back streets and back up the hill again through to Barnet Hospital. Our passengers alighted either at The Spires or at the Hospital and no-one joined us on this section, so it was all a bit of a waste of time, during which we lost 5 mins on the schedule. 30 mins from Potters Bar Station on this run.

Another Enviro400 MMC, 258, stands in the rain at Barnet Hospital on the new 243 (Barnet - Hatfield), during the “hesitation” on the loop section at this end of the route.

The 243 runs in tandem with the 242 between Potters Bar & Hatfield on a combined 30 min M-S daytime frequency, but maybe the former might have been better numbered 303 in a nod to history over this corridor!

UNO Route 243: Barnet - Hatfield Business Park

After the scheduled 5 min “hesitation” at Barnet Hospital, I continued on the northbound 243 over the full route back to Hatfield. At least we departed Barnet fairly smartly from this point, sneaking around the back of The Spires via Stapylton Road and Salisbury Road to the High Street. Our driver had a bit of difficulty performing the sharp left turn on a large double decker out of Salisbury Road, having to advise a car driver coming the other way to move forward so as not to collide with him!

A few more joined us for the return trip to Potters Bar, with another fast run northbound through Hadley Highstone and beyond. The double run to and from Potters Bar Station from the High St via Mutton Lane seems unnecessary and a bit of a time waster - surely better to operate as per the 242 from this point onwards on a standardised routeing? We then proceeded through Little Heath, Brookmans Park and Welham Green, with a few on and off at various stops, our driver being a little timid on the narrower sections of route compared with the southbound run on the 242 earlier.

Arriving back into Hatfield, we became something of a local route again, transporting short riders between South Hatfield, the Town Centre, The Forum, The Galleria and the Business Park. We completed our journey back at the UNO Garage after a run of 1h15m in total.

Volvo B7RLE 370 loads at Luton Interchange on the 610 bound for its truncated southern destination of Hatfield Station. I had ridden this bus here on its previous trip.

This bus is in “Tigermoth” livery with signwriting for the 653, demonstrating the perils of branding when buses stray from their intended routes.

UNO Route 610: Hatfield - Luton (& Back)

At the Business Park, I switched to the truncated and slightly rerouted 610, which now runs between Luton and Hatfield Station. A 30 min service operates M-F daytimes, Hourly evenings and on Sats. I began with the short trip to the terminus at the Station, a simple 20 min run through the town aboard Volvo B7RLE 366.

However, then things went wrong! After a comfort break, I intended to take the next 610 departure at 14.45, which would get me to Luton in time to catch the last southbound X10 back to Hatfield, which route I intended to finish on. Tracking the inbound 610 on bustimes.org, I saw that it was a Citaro and after dropping his load at the entrance to the station, the driver continued into the Bus Station. Whilst there was another bus on Stop 2 where I was waiting, Stop 1 ahead was free, so I was expecting him to pull in there, but he simply continued past without stopping despite my wild waving in his direction and departed with no passengers!

This meant a long wait for the next bus at 15.20, which turned out to be another Volvo B7RLE, 370, whose driver fortunately did bother to stop to pick me up. However, it also meant that I could not catch an X10 on return from Luton, but would have to return on the 610, messing up my intended schedule. Whilst we began quietly enough as we made our way through Hatfield Town Centre, we picked up a large load of students at The Forum, who took several minutes to board, some not having the correct card or ticket to travel. Eventually, we got going and continued via The Galleria and the Business Park, finally breaking free from Hatfield onto the pleasant section through the country lanes and picking up a bit of speed.

Soon, we powered past the famous “Crooked Chimney” pub, followed soon afterwards by a glimpse of the 18th Century Brocket Hall and its grounds, a stately home now known for its two championship golf courses and its conference and dining facilities. Onwards to the large village of Wheathampstead, with its quaint church, High Street and little bridges over the River Lea, where we lost and gained a few passengers. Then through the ribbon development to Batford, before turning left up the hill into the town of Harpenden, famous as the home of the late comedian Eric Morecambe.

After negotiating sticky traffic in the High St and overtaking a northbound Arriva 321, we made up time with a largely non-stop run through Kinsbourne Green and past the grounds of Luton Hoo into Luton itself, dropping off at various stops, many passengers having travelled through from The Forum. We arrived at Luton Interchange, beside the Railway Station, after a 1h25m run, although around half of this had been spent pootling around Hatfield!

There was a big crowd waiting to board the bus for its return run at 17.00, so I left it until the next working at 17.30, formed of Mercedes Benz Citaro 317, which at least allowed me to sample a different type. Whilst we had a reasonable number aboard, this was a much quieter and more comfortable trip than the outbound one and we made better time. I arrived back in Hatfield, alighting at The Galleria, 1 hour later exactly.

With dusk beginning to close in, Mercedes Benz Citaro 317 is seen on the 610 at The Galleria in Hatfield after my journey aboard back from Luton.

The 610 sees a mix of single deck types, with Mercedes Benz Citaros, Volvo B7RLEs and Volvo B8RLE MCV Evora types all appearing.

DAY 2

Luton is a place I have visited several times over the years, firstly in the 70s when I rode London Country RT and RF routes in the area, together with United Counties Bristol Lodekkas on town services. In later decades, I returned during the Luton & District era covering Bristol VR and Leyland National types. Since Arriva became the main operator, I have sampled Olympians followed by Tridents and Darts, together with rides on the Luton - Dunstable Guided Busway in recent years.

Luton & Dunstable Bus Network Map from June 2025 showing routes of all the main operators: Arriva, Centrebus, Grant Palmer, Stagecoach & UNO, except for certain works and school services.

Arriva Route L: Luton - Linmere (& back)

On the second day of my adventure, I returned to Luton, this time basing myself on the Interchange, which is really the Bus Station adjacent to the Railway Station. Whilst several operators work in the town, the largest remains Arriva, as successor to London Country and United Counties in the area. A significant recast of services was undertaken in June 2025, with new routes introduced and changes made to others. I wanted to sample some of the new and extended services.

Among the changes, were alterations to routes serving the Luton - Dunstable Guided Busway, which features various lettered routes operated by Arriva, Centrebus and Grant Palmer. On a previous visit, I had ridden Arriva routes A and Z from Luton Airport to Dunstable, which were revised to form a “frying pan” operation, with the A operating clockwise around the loop in the Dunstable area and the Z operating anti-clockwise. It also introduced two new services linking to developing areas, the first being the L to Linmere which is a new area of housing north of Lewsey Farm / Houghton Regis, in the triangle between the M1 and A5, which was my initial route of the day.

I boarded new Volvo B8RLE MCV Evora 3205 on Route L at Luton Interchange, one of a fleet of 30 new single deckers of the type bought by Arriva specifically for local and out of town services using the Busway. Unlike many places, integrated tickets known as “HipHop” are available covering Arriva, Centrebus and Grant Palmer services at £3.50 for a day (Busway routes only) or £6 a day (all routes in the Luton/Dunstable area), which are very reasonable. The L operates every 15 mins M-S daytimes, every 30 mins M-S eves and Sun daytimes.

Soon, we were off with a good load and almost immediately onto the Guided Busway, where we sped up to the line speed of 40mph, although in some parts there is a 50mph limit. The Busway was built on the route of the disused railway between Luton and Dunstable, which many feel would have been better utilised for a reinstated heavy rail line. It runs for just over 8 miles in total, of which almost 5 miles are on guided track.

However, after calling at the Clifton Road stop, we left the Busway at Hatters Way Retail Park, immediately transferring from a fast dedicated track to a busy road chock-a-block with morning school traffic! Past this though, we were travelling out of town “against the flow” via Chaul End and under the M1 to L&D Hospital, where we turned right off the main road. We then ambled along the estate roads in Lewsey Farm, before switching to new roads on the outskirts of Houghton Regis and into the Linmere development, where we followed a one-way loop through the stark new housing in close pursuit of a Grant Palmer Volvo B9TL double decker on Route Jo. My first time to this part of town by bus.

Despite a 3 minute “hesitation” built into the schedule here, we continued straight on without pause due to late running, completing the loop and returning whence we came back to Luton via the reverse of the outward route. Reasonable usage, although most joined in the traditional Lewsey Farm area - hopefully custom will improve from the new development once awareness increases. Whilst a joint 7-8 min M-S daytime frequency is scheduled on common sections with the A / Z routes, we ran in tandem with an A for part of the trip back to town, a problem with late running. Arrival back at the Interchange was after a round trip time of 65 mins.

A fleet of 30 new Volvo B8RLE MCV Evora single deckers entered service with Arriva at Luton Garage during 2025 for use on routes operating via the Luton & Dunstable Busway. Fleet no 3212 is at Luton Interchange on Route L (Luton - Linmere), introduced with the June changes.

The signwriting for the Busway and Luton Airport can been seen together with the guide wheel for the Busway to the right of the front tyre.

Arriva Route 23: Luton - Sundon Park (& back)

Next, I switched to my only double decker of the day, one of the batch of Volvo B9TL Optare Olympus buses transferred from Arriva Midlands to Luton to replace the former Trident Alexander ALX400s, all of which are now withdrawn. The deckers tend to appear mainly on out of town route 321, where they form a part allocation, together with local routes 23 & 23A, plus odd journeys on other services like the 1. At school times, the buses on local services tend to disappear onto school routes, with single deckers taking over on the main routes.

However, mid morning saw fleet no 4104 out to play on the 23, which operates between Luton & Sundon Park, then over a relatively new section to serve the Ocado and Lidl Distribution Centres in Linmere. An Hourly service operates M-S from 0500 to 2300 and Sun from 0900 to 2300. On M-S daytimes, an hourly 23A variant provides an additional service over most of the route, before diverging after Sundon Park to Upper Sundon, with a 30 min service at those times on the common section.

We left Luton Interchange with a small number on board, which included a lady who was conducting a survey on usage. Departing the town centre, we made our way a short distance along New Bedford Road, before turning off via the narrow back streets to Biscot Mill, with passengers on and off in ones and twos. Passing through the Saints area of town, we emerged onto the Leagrave Road, which was a little sticky with traffic due to queues up to the various sets of lights including a temporary set in Leagrave High Street. After Leagrave Station, we continued past the greenery of Sundon Park, before turning off to loop around the estate roads.

From here, it was new territory for me, as we roared around some winding country lanes, before emerging into the new development of Linmere, which I had visited earlier from another direction. However, rather than serving the housing area, the 23 calls at the massive Ocado and LIDL Distribution Centres, with only a couple of passengers alighting at the latter.

Tight timing meant we continued on the return journey without pause and no other takers on the new section. Progress was good for the first part of the trip, until we reached Leagrave High Street, where the temporary lights caused a 5-10 min delay. However, once through, we made up some time and arrived back at Luton Interchange after an interesting round trip of 1h25m.

Volvo B7RLE Wright Eclipse 3940 is typical of the usual rolling stock on Arriva Route 1 (Farley Hill - Dunstable via Luton), when seen at Luton Interchange.

However, Wright Streetlites also appear, together with the odd double decker Volvo B9TL Optare Olympus.

Arriva Route 1: Luton - Farley Hill - Dunstable

Next, I tackled Route 1, which largely replaced the former 31 between Luton & Dunstable, with the addition of a loop around the Farley Hill area. Whilst there was an odd decker out later in the day, at the time I rode it, a mix of Volvo B7RLE and Wright Streetlites were providing the service. I boarded one of the former, fleet no 3940, for its perambulation out to Farley Hill and back. A decent 15 min frequency operates M-S daytimes, every 30 mins eves and Sun daytimes, hourly Sun early and late.

We had a reasonable load as we progressed up the steep hill out of town, before turning off to complete the circuit around the vast housing area, pausing briefly to await time at Friars Way and again at Priestleys. More joined us for local trips back into town, before a driver change back at the Interchange. As a “non Busway” route, we continued via the bustling Bury Park area, passing near the Luton Town FC stadium. Busy traffic caused a bit of a slog from here along the straight run via Chaul End and the L&D Hospital, after which it was a bit faster through to Dunstable Town Centre, terminating at ASDA after a total trip of 1h30m.

A plethora of signage at the start of the Luton Dunstable Busway just beyond the Interchange in Luton Town Centre.

Note that a 24 hour service is in operation to and from Luton Airport.

Arriva Route H: Dunstable - Thorn - Luton Airport

At Dunstable ASDA, I transferred to another new route, the H, for a run out to another new housing area at Thorn, to the west of Houghton Regis, another first for me. A 20 min run, with a handful of passengers, aboard another of the new Volvo B8RLEs, 3220. A 30 min service operates M-S daytimes, Hourly M-S eves and Sun daytimes.

After just a couple of minutes “hesitation” at the Thorn terminus, adjacent to some industrial units, I reboarded to complete the whole trip through to Luton Airport. A few passengers joined in the housing area before we continued through country lanes back into Houghton Regis, where there was an exchange of customers in the High St. Then along a short section of Busway back into Dunstable, where we called at the main stops in the town centre.

We then sped up as we entered the main section of the Busway, for an excitingly fast run at line speed back into Luton, certainly quicker than the 1 and taking just 15 mins from Dunstable Town to Luton Interchange. Most alighted here, apart from some airport passengers and airline personnel, of which some more joined us for the final stretch. Between the Interchange and the Airport, we traversed the Bus Only road and called at Luton Parkway Station, before arriving at Luton Airport Bus Station 10 mins later. The overall trip time end to end was a decent 45 mins.

Volvo B8RLE MCV Evora 3225 disappears along the Guided Busway from Luton Town Centre towards Dunstable on Route H (Luton Airport - Thorn). This was a new service starting in June 2025.

Note the car trap designed to prevent vehicles other than guided buses from using the Busway.

Arriva Part Route A: Luton Airport - Luton

To return to the Interchange, I boarded another Volvo B8RLE on the A at the adjacent stand, which was leaving first. The A & Z are the main routes to and from the Airport, each running every 15 mins M-S daytimes, 30 mins M-S eves & Suns and Hourly all night, providing a 24 hour service. Just 10 mins on this short trip.

Centrebus Enviro200 fleet no 501 at Luton Interchange after my circular trip via Caddington Woods and Caddington Village on the 230.

Unusually, this is a FREE service, sponsored by CaSE Community Trust. Buses operate an anticlockwise circuit on a hourly basis M-S daytimes, but strangely there is no clockwise version, meaning some short trips in one direction involve a long journey around the loop in the other direction!

Centrebus Route 230: Luton & Caddington Woods (Circular)

There was time to fit in one more route before heading home, so I plumped for the circular 230 service out to Caddington. This is a FREE service, sponsored by the local community trust. It is operated by Centrebus, with Enviro200 fleet no 501 being the allocated bus on that day. An Hourly service operates between 0600 - 2000 M-F and 0900 - 1700 Sat.

A full load of home going shoppers and students were aboard when we left, before continuing along the A505 adjacent to the Busway. Traffic congestion at Hatters Way Retail Park caused a bit of a delay, but we then made better progress via Chaul End and L&D Hospital, before turning off the Dunstable Road at Skimpot Tesco. It was then an uphill run through the trees to the new development at Caddington Woods, where most alighted.

I continued on with a few others along country lanes into Caddington Village, where we called at the attractive green before traversing the Elm Avenue loop. Then more pleasant countryside to Slip End, with a handful on and off, before emerging just north of Kinsbourne Green adjacent to Luton Hoo. However, rather than taking the direct route back into Luton, the 230 dives off past the Capability Green Business Park to Luton Airport Parkway Station, before the final section into town and back to the Interchange.

We took 5 mins more than the scheduled 50 mins, but the bus was still on time for its next trip 1 hour after the previous one. A useful service, but a longer trip than the former direct route via Farley Hill for Caddington residents. Also, as the bus only operates one way round the loop, certain short journeys between two points would take much longer in the opposite direction - for example, Caddington Woods to Caddington Village is only a 5 min trip, but the reverse would take 55 mins! Perhaps funding could be found for a second bus running the other way round on the opposite half hour?

Archive Shot 1…

Dennis Trident Alexander ALX400 5445 in Luton Church Street on Route 27 to Marsh Farm, which I rode on a previous visit to the town in March 2021.

These vehicles are now all withdrawn from Luton Garage, being replaced by secondhand Volvo B9TL Optare Olympus type from Arriva Midlands.

Archive Shot 2…

Dennis Dart Pointer 3836 also in Luton Church Street back in April 2021 after a ride from Dunstable.

Darts are now withdrawn from Luton and Route 31 has been renumbered Route 1 with an extension to Farley Hill.

And Finally… Flashback to Luton 50 Years Ago!

My trip to Caddington on this journey reminded me of a previous “Green Rover” trip to Luton, way back in April 1974 during the era of London Country, which had a small garage in the town coded LS (said to be “Luton Strawhatter”, after the former owners Strawhatter Coaches who were absorbed into Green Line in 1934).

Memories of that day are a bit hazy, but I recall that a friend and I arrived in Luton aboard a Green RF on Route 366 from Welwyn Garden City, a service which still runs today in modified form operated by Centrebus. We left Luton later on trunk route 321 which was then AN operated and at that time ran all the way to Uxbridge - this also survives today with Arriva but now goes no further than Watford.

However, whilst in town, we did a round trip on local route 360 from Luton to Caddington and back aboard Green RT3478, which was the highlight of our day. After the conversion of the 321 from RT to AN in 1972, the 360 was the sole remaining regular RT route in Luton. This short service ran up Farley Hill and on to Caddington Village, looping around the Elm Avenue estate, before returning to town. Just 22 mins were allowed for the rounder with an RT, although the use of a one-man operated RF on Sundays saw an additional 1 minute allowed for the running time! I was able to reprise my RT trip on the 360 with a second visit in July 1975.

A timetable from that time shows a 30 min service ran on M-S from around 0600 to 2300 using one bus, with a 15-20 min frequency in M-F Peaks requiring 2 buses. The Sunday RF service started later at 1100 and operated approximately hourly. Of interest is that there were a couple of extra trips which extended from Caddington to Dunstable on M-F mornings (except Thursday which was early closing day) and on Saturday afternoons, which ran 90 mins apart to allow just enough time for shopping in Dunstable before returning to Caddington.

The 360 passed to United Counties in December 1976, with the closure of LCBS Luton Garage coming soon afterwards in January 1977 as the other routes based there were reallocated elsewhere. Today, there is no direct bus over the former 360 route to Caddington, with passengers being treated a circuitous journey on the 230 instead - such is progress!

Watton

Archive Shot 3…

London Country RT3478 at the Park Square terminus of the 360 Luton & Caddington local service after my round trip aboard in April 1974. Sadly, this bus went to Booths of Rotherham for scrap in 1976.

Note the “lazy blind” display which avoided winding every few minutes on this short route. The driver sits in his cab with feet up smoking his pipe whilst the conductor leans against the bonnet in classic pose chatting to his mate during the short layover.

From Bakerloop to Suttonloop

Back on the TfL bus rides this week, starting with a trip on the new “Bakerloop” BL1 on its first day and then taking another loop around the Sutton area on old and new vehicles.

Go Ahead London Enviro400 City EV Ee47 of Waterloo (RA) Garage at Lewisham Molesworth Street on Saturday 27th September 2025, the first day of new “Bakerloop” Route BL1.

This route is the precursor to the proposed extension of the Bakerloo Line from Elephant & Castle to Lewisham. It is intended to be “temporary”, but is likely to be around for at least 10 years based on current timescales!

Route BL1: Waterloo - Lewisham

Arriving at Waterloo Station by Underground around 08.30 on Saturday 27th September, my initial thought was that I was travelling on a train exactly 200 years after the first regular passenger railway opened between Stockton & Darlington in 1825! However, it was fitting that I was about to travel on the first day of another new service, this time the “Bakerloop” bus between Waterloo and Lewisham. This is an “express” service, marketed by TfL as part of the “Superloop” family, intended to stop at or near the proposed stations on the Bakerloo Line extension from Elephant & Castle to Lewisham. Due to protracted timescales on such major building projects, it is unlikely that the line will be open until at least 2035, so the bus will probably be around for a while.

Crossing Waterloo Road, I joined a small band of fellow enthusiasts who had the same idea as me at Stop D, the first pick up for the southbound BL1. The timetable showed a 12 min frequency M-S daytimes, 15 min eves & Suns, so we didn’t have long to wait before Go Ahead London Ee47 purred up to the stop, resplendent in its new chocolate livery with signwriting for the new route. The BL1 is operated out of Waterloo (RA) Garage, a natural choice for the allocation, given that the base has had few routes since the Red Arrow services were withdrawn. A slight surprise is that 12 existing electrics formerly at Northumberland Park (NP) Garage, which are 5 years old, have been refurbished and repainted for the service, rather than brand new vehicles being specified.

Boarding the bus, I was immediately struck by the Bakerloo Line style brown-based moquette with which the seats have been retrimmed. No fares are being charged for the first week to encourage usage, but passengers still have to tap in to be charged an amount of £0, presumably so that numbers can be monitored. Soon we were off and the express nature became apparent, as there are only 7 stops in total over the route in this direction.

Within 5 mins we were at Elephant & Castle, where there are 2 stops on either side of the roundabout, in London Road and on New Kent Road. Then, a fast run over the flyover at Bricklayers Arms, to the next stop at Old Kent Road Tesco. Proceeding down a largely empty Old Kent Road, we called at Ilderton Road only, before passing New Cross Garage and stopping at New Cross Gate Station. Another non-stop section into Lewisham, where we dropped off in Loampit Vale near the station, before terminating in Molesworth Street behind the Lewisham Centre. A creditable 32 min run, although this was 5 mins down on the schedule, despite minimal traffic and passengers just into double figures throughout.

The Bus Stops on the BL1 have brown “E” tiles for the route number and “Bakerloop” wording at the bottom.

Note the strapline “Part of the Superloop Network”. Superloop vinyls appear on the cab door inside the buses and Superloop signs on the top of bus shelters served.

BL1 Poster at Lewisham Centre Bus Stop describing the new route.

This is an experimental electronic screen with buttons at the bottom which can be pressed to show the next Live Arrivals on each route serving the stop, Posters describing route changes, Timetables for each route and General Information about TfL buses. Strangely, all in black and white.

Upper Deck interior of Ee48 at the start of my trip from Lewisham to Waterloo.

The new moquette in Bakerloo Line colours is apparent.

Route BL1: Lewisham - Waterloo

Walking around the corner to the front of the Lewisham Centre, I noted the Bus Stop flag with its brown “BL1 Express” E-tiles and “Bakerloop” legend underneath. An electronic panel beneath displayed a BL1 poster, timetable and minutes to next bus, if the appropriate buttons were pressed, together with equivalent information for other routes serving the stop.

For the return run, I had Ee48, similarly adorned to my previous bus, with a reasonable crowd boarding with me. Again, many were enthusiasts sampling a first day run, including a lady with her very young grandson who she said was mad on buses and excited to be on the first day of a new route! There is an extra stop on the return, as the BL1 calls at Lewisham Clock Tower and in Loampit Vale. Otherwise the stops are as in the opposite direction.

A busier journey, both in terms of passengers and traffic, meaning we took 37 mins for the trip back to Waterloo. Once again, this was 5 mins more than the schedule allowed, despite no significant delays. Nevertheless, certainly a much quicker trip than using other bus services. No doubt the BL1 will become a useful addition to the network.

Ee48 at Waterloo Station demonstrates the rear view of the “Bakerloop” livery on the first day of operation after my journey on it from Lewisham. The chocolate based scheme reflects the Bakerloo Line colour.

5 year old Ee38-49 formerly at Northumberland Park (NP) Garage have been refurbished and repainted for the BL1. Oddly, brand new buses were not specified.

Part Route BL1: Waterloo - Elephant & Castle

Having completed my “rounder”, I hopped on Ee39 for just one stop back from Waterloo to Elephant & Castle, where I alighted in London Road less than 5 mins later to continue my rides on other services.

Back to “normal” routes and GAL Volvo B5TL Wright Eclipse Gemini WHV170 of Stockwell (SW) Garage at St George’s Hospital Tooting on the 155.

This typifies the usual type on the route and was the bus I travelled on to this point from Elephant & Castle.

Route 155: Elephant & Castle - Tooting St George’s Hospital

My next ride was on was the 155, chosen because it provided a convenient link down to the Tooting area where I could hook up with the S1 on to Sutton & Banstead. Normal fare on the route, operated by Go Ahead London, comprises Wright Hybrid Volvos and I had WHV170 out of Stockwell (SW) Garage.

A few boarded with me at the Elephant, before we began our long straight run in parallel with the Northern Line through Inner London to the suburbs. Whilst the 155 is considered a trunk route, it is less busy than others on comparable radial corridors due to the faster Underground alternative for many journeys. Making our way along Kennington Road, we passed Kennington Station, with its unusual lead-covered domed roof which was typical of the City & South London Railway and not just a decorative feature but designed to hide the hydraulic lift winding gear when new in 1890.

Continuing on, we reached Oval Station, close to the nearby famous cricket ground which bears its name. Then on to Stockwell Station, which was rebuilt when the Victoria Line was extended through here to Brixton to provide interchange with the Northern Line. Making our way further south, we passed in turn Clapham North, Clapham Common and Clapham South Stations, the common providing a welcome splash of greenery along this mainly built up route. At Clapham South, the concrete structure marking the entrance to the former WW2 air raid shelter was visible on the edge of the common - sheltering up to 8,000 people during the War, it is now open for guided tours organised by the London Transport Museum on selected dates.

However, we trundled on through Balham, where a bomb fell on the Underground Station in 1940, sadly killing around 70 people sheltering there, which also involved a bus falling into the crater in the middle of the High Road, the photo of which became a powerful symbol of the London Blitz. We then arrived into Tooting, calling at Tooting Bec Station before joining a slow moving traffic queue down to Tooting Broadway, where almost everyone alighted. It was then just a few stops around the back streets to terminate at St George’s Hospital after a reasonable 50 min run.

The 155 began in 1951 as a replacement for Trams 2 & 4, from Wimbledon to the Embankment, operating in a loop via Blackfriars or Westminster in the same way as the trams had done. Initially, route numbers 155B or 155W were displayed depending on the direction of travel, but this was soon abandoned in favour of ultimate destinations “BLACKFRIARS & EMBANKMENT” or “WESTMINSTER & EMBANKMENT”. Begun with RTL operation, these were replaced with RTs by the end of the 50s. Over the years, the Embankment section withered away, the off-peak destination becoming Elephant & Castle, with the Embankment only served in M-F Peaks and early mornings by the 70s. At the other end of the route, there was a Sunday only extension to West Molesey / Hersham in the late 60s / early 70s, but the entire Sunday service was replaced by an extended 131 in 1973, leaving the 155 as M-S only.

RTs lingered on the 155 quite late in their lives, only being replaced by RMs in 1977. However, just before the end, I managed a trip by RT from Wimbledon around the Embankment during one afternoon rush hour. In 1984, the Embankment journeys were replaced by Aldwych as a destination, but this extension was withdrawn a year after OPO conversion to DMS in 1986, the route then going no further north than Elephant. In 1990, more tinkering saw the route diverted at Stockwell to Vauxhall, with Ms taking over from DMSs in the same year. A Sunday service was also restored at this time. Two years later, the route was converted to DW midibuses and withdrawn between Stockwell and Vauxhall. This unsuitable form of operation didn’t last though and double deck Ms returned in 1996, with a restoration of the route to Elephant once again.

Another single decking attempt came in 1999 with conversion to LDP Darts, together with the cut back at the southern end to Tooting St George’s Hospital, giving the route its current form. Since then, double decks have come back (again!) with PVL, WVL, E types performing, until the present hybrids took over in 2015.

Go Ahead London Enviro200 SE173 of Croydon (C) Garage arrives at Lavender Fields on the S1 before I rode it to Banstead.

These elderly buses replaced the OM class Optare Metrocities inherited from Quality Line, but not for long, as the S1 passes to Transport UK in November 2025.

Part Route 264: Tooting St George’s Hospital - Figge’s Marsh

At St George’s, I only had a short wait for Ee87 of GAL’s Croydon (C) Garage on the 264, for the 15min positioning journey on the 264 via Tooting Broadway, Amen Corner and Tooting Station to Figge’s Marsh, where I disembarked.

Route S1: Lavender Fields - Banstead

I then walked along Victoria Road a couple of stops to the Lavender Fields terminus of the S1. As the name suggests, there were once fields of lavender here, with Mitcham Lavender Oil being distilled and marketed in toiletries from the 18th Century onwards. Now, of course, the area is covered by housing.

Next bus to arrive was Go Ahead’s Enviro200 SE173 of Croydon (C) Garage, typical of the current offering on the route and the successor to the OM class Optare Metrocity types inherited from Quality Line when the contract passed over. However, the new order will be short-lived, as the service moves to Transport UK on re-tender in November. So, a final opportunity for me to sample the present vehicles.

We departed on schedule with half a dozen aboard, making our way back to the main road and then down into Mitcham Town Centre, where we had an exchange of passengers. Then on through the greenery of Mitcham Common, calling at the isolated Mitcham Junction Station. Passing close to Goat Road (GM) Garage, we made our way through the narrow back doubles via Mill Green to Green Wrythe Lane and suburban housing to Rose Hill Roundabout. Swinging a left, we served St Helier Hospital, before turning right over more back streets unique to this route, including a “hail & Ride” section, finally emerging at Sutton Green.

After traversing the various stops in Sutton Town Centre and calling at Sutton Station, we again left the main road to loop around more suburbia on a “Hail & Ride” basis, before joining up with other routes again at Sutton Hospital and The London Cancer Hub. We then crossed Downs Road in Belmont, for a speedy stretch across the wooded delights of Banstead Downs into Banstead itself, where we dropped off at various stops before finishing opposite M&S. 1h10m end to end.

The first incarnation of the S1 was as a circular from Stratford via East Ham from 1969-89, which began as a MBS Flat Fare route and progressed through DMS and T operation, before being replaced by changes to the 104 and 238.

Today’s S1 came in 1993 as a Sutton area midibus route between Beddington Corner & Sutton Station, operated by London & Country (later Londonlinks). Optare Metroriders were used initially. In 1996, the route passed to London General and was extended from Sutton to Banstead in lieu of a section of the 80, using Marshall Midibuses. Epsom Buses (trading as Quality Line), took the contract in 1997, initially with Metroriders but later with Mini Pointer Darts. 2000 saw an extension at the northern end to Hackbridge, but the following year saw a rerouteing to Mitcham Cricketers instead.

A further extension, to the current terminus at Lavender Fields, came in 2014, at which time Optare Metrocities took over. Quality Line operations were taken over by the RATP Group in 2017, but on closure of the depot in 2021, the route passed to GAL. 2022 saw some minor rerouteings in Belmont and St Helier, with SOE class vehicles joining the mix. Both the OM and SOE classes have since been replaced by elderly SEs, which will no doubt continue until the route passes to Transport UK.

My previous trip on the S1 back in Summer 2023 included a ride on Enviro200 Optare Esteem SOE6, then at GAL’s Goat Road (GM) Garage, seen on stand in Banstead.

This class is now extinct in TfL service.

Part Route S1: Banstead - Sutton

After a break for a late lunch, I resumed my rides by retracing my steps a short distance on the S1. This time, I had an even older bus, SE76, still with “BX” codes from its former home at Bexleyheath Garage. Last time I was here, over 2 years ago, I caught one of the few remaining SOEs in service, but these are now all gone, with the older Enviro200s likely to follow them soon.

A busy run, with plenty on and off throughout, apart from the fast stretch across the Downs. 20 mins later I alighted at Sutton Grove Road.

The new order on the 151 is represented by new Wright StreetDeck Electroliner DEL14 of Sutton (A) Garage, seen at Wallington Shotfield after my ride on it.

Whilst this type have been operating with Arriva and Stagecoach in London for a while now, these are the first of this class for GAL.

Route 151: Sutton - Worcester Park - Wallington

Final route of the day was the 151. This route has been one of several “lasts” for me, as I rode my last Sutton Garage PVL, WVL and DOE on the 151, the latter only last year. So, it made a change to chalk up a “first” on the route, with a ride on one of the new Wright StreetDeck Electroliners thereon. Originally, the plan was for the Enviro400 City EV types ordered for the rest of Sutton’s double deck routes to also appear on the 151, but they failed a route test, allegedly due to grounding issues on the slope at Worcester Park Station. Therefore, a batch of DOEs continued in service for a couple of years pending the arrival of the new DEL types.

I began with a ride from Sutton Town Centre to Worcester Park, with DEL14 being the next to appear. This type of bus is one I have ridden with Arriva and Stagecoach in London, but not before with Go Ahead, of which these were the first examples of the class to enter service, although now with more at other garages. The usual modern interior features were apparent, but oddly the bus was fitted with very narrow info-screens on each deck, showing just the next stop name in white out of blue above the route number in black out of white below. It seems every batch of new vehicles has a different configuration these days, a contrast with the standard displays of the original “i-bus”.

Nevertheless, a reasonably swift and quiet run out of Sutton, through Cheam Village and North Cheam, on to Worcester Park, where we terminated 20 mins later.

I had hoped to step-up a working, as there was another departure in front of us, but as this turned out to be a lone WHV on the route, I gave it a miss and awaited DEL14 once again, 12 mins later. There followed a fairly rapid run back through North Cheam and Cheam Village to Sutton, prompting me to assume that a driver change was in the offing! Sure enough, we arrived at Sutton Green, where the relevant announcement was played and we had a protracted changeover of about 5 mins. Once on the way again, we were caught in a queue past Rose Hill Park, where the circus was in town and traffic was turning in and out of the car park.

After this, we made better progress, almost circumnavigating Rose Hill Roundabout, before serving St Helier Hospital again and then making our way through the back doubles to Wrythe Green and Hackbridge Corner. We then powered past the delights of Beddington Park, before arriving into Wallington, terminating in Shotfield after exactly 1 hour from the start.

The 151 is now on its fourth incarnation as a London Bus Route, the previous versions being:

• Hackbridge - Morden - Belmont (until 1970) RT operated at the end

• Sutton - Carshalton Beeches - Belmont (Oct 1970 to April 1971 only) RF operated

• Lewisham & Kidbrooke Ferrier Estate Circular (1972 to 1981) RT / RM / DMS operated in turn

The present version of the 151 began in 1984 between Wallington and Worcester Park, replacing a section of the 127 and offering support over part of the 213. There have been a couple of attempts to shorten the route, by cutting it back to either Cheam Village (2006-7) or North Cheam (2008-11), but vociferous complaints led to its reinstatement over its original full length. Always operated out of Sutton Garage, its principal types have been successively DMS, M, LDP, PVL, WVL, DOE and DEL, although other classes based at that shed have put in appearances.

As my bus rides were now over for the day, all that was left was to walk to nearby Wallington Station, to catch the Southern service to Victoria and thence home.

Watton

And Finally…

A reminder of the old order on the 151, where we see Enviro400 Optare Olympus DOE 44 of Sutton (A) Garage at Worcester Park Station in Summer 2024.

Whilst these vehicles are now all withdrawn from TfL service, many have been cascaded to other Go Ahead companies for further use.

Heritage Bus Running Day: Catford

Watton’s Wanderings spends the day riding preserved buses on TfL Route 54 in South East London and visits Stagecoach London’s Catford Garage on an Open Day to celebrate its 111th anniversary.

The operation of heritage vehicles on TfL Route 54 was organised by the London Bus Museum, who produced this flyer to advertise the event.

Around 20 buses, mainly ex London, provided the service, plus a few from elsewhere. In addition to the main operation between Blackheath & Elmers End, some trips ran to/from the former extremities of the route at Woolwich and Riddlesdown at the start and end of the day.

My first bus of the day. AEC Regent RT1705 on stand at Elmers End Green at the start of the day, before I rode it through to Blackheath Royal Standard.

This bus has one of the early roof box bodies with the fairing over the bonnet, which was discontinued on later versions.

Route 54 Heritage Day

The latest London Bus Museum Running Day took place on Saturday 13th September 2025, featuring heritage vehicles on TfL route 54. The main service ran between Elmers End Green and Blackheath Royal Standard, although some journeys started from Riddlesdown or Woolwich at the start of the day, with corresponding return trips to those places at the end of the day, these being the original terminals of the route for many years until the early 1970s. The special buses, which were in addition to the “normal” TfL service, ran at approximately 10 min intervals between about 0930 & 1700. There were certain short trips to/from Lewisham for meal relief purposes.

Around 20 buses took part, the majority being former London types from the 1940s to the 1980s, although there were some more modern vehicles and some guest entrants from elsewhere in the country. Types seen in service included:

• Ex London Red Buses: RT, RM, RML, DMS (Daimler Fleetline), LS (Leyland National), MEC (Mercedes Citaro), G (Wartime Utility), T (Leyland Titan), V (Volvo Ailsa)

• Ex London Green Buses: RMC, RF

• Other: M&D DH478 (AEC Regent V), Hedingham L148 (Leyland Tiger - rebodied ex Green Line coach), Chaseside 101 (Enviro200)

In addition to the Running Day, an Open Day was held by Stagecoach London at Catford Garage to celebrate its 111th Anniversary year, so it was possible to combine some rides on preserved buses with a visit to the garage, which is precisely what I did!

RM2208 at Blackheath Royal Standard, complete with “TL” garage codes, recalls the Routemaster contribution to the 54.

Although mostly associated with the RT class, RMs were scheduled on the route on Sats in the mid 70s and appeared occasionally during the week as substitutions.

Route 54 History

My association with the 54 dates from the mid 1970s, when it ran between Croydon Fairfield Halls (M-F) / West Croydon (Sat/Sun) and Woolwich Arsenal Station, operated from Catford (TL) Garage. At that time, it was still crew operated M-S, with RT on M-F, RM on Sat (although the odd RM appeared on M-F as did a few RTs on Sat). On Suns it was OPO with DMS. As noted above, there had been extensions in earlier years, beyond Croydon to Selsdon (M-S) and Riddlesdown (M-F Peaks) and beyond Woolwich Arsenal to Woolwich Industrial Estate (M-F Peaks), but these projections all ceased by 1973, which is when Sunday OPO began.

Daily conversion to OPO using DMS occurred in April 1978, when 4 of the remaining 5 RT routes in South East London lost their RTs, leaving just the 94 operating the type in the area. In turn, Titans replaced DMSs in 1983. Then, in 1985, the service was standardised at the Croydon end to terminate at West Croydon daily, but extended at the other to the new Charlton ASDA, although this latter projection was withdrawn after a matter of months.

L class Olympians appeared from the late 80s to the late 90s - firstly, when Plumstead (PD) had an allocation (which varied from a partial to a full share at different times) and, secondly, when Catford (TL) gained a few examples of the class.

The early 90s saw a short period in which the Sunday allocation was converted to midibuses of the MRL, SR and MW classes - highly unsuitable, even on a Sunday - but double deckers returned later in the decade.

1997 saw a conversion to newer VN type Olympians, then in 2000 came the controversial cut back of the route from West Croydon to Elmers End in connection with the introduction of the Tramlink scheme, in which through passengers were expected to change from bus to tram or vice versa to complete their journeys over the withdrawn section. A somewhat churlish decision in my view.

Low floor conversion came in 2003, using Tridents, but after many years with Stagecoach / Selkent, the route passed to Go Ahead Metrobus in 2009 for a 5 year stint using Optare and Scania double deckers. The 54 returned to its old firm and traditional garage of Catford in 2014 when Stagecoach took the contract back using Enviro400s, later replaced with MMC versions. Both diesel and hybrid examples have performed.

RT4779 at Elmers End Green after I had ridden it here from Blackheath. This example has the later style of body after the route number had been moved from the roof dome to the side of the via points box.

The 54 had an RT allocation for a remarkable 28 years from 1950 until 1978, being one of the last 10 routes to retain them.

Route 54: Elmers End to Blackheath (& Back)

I last rode an RT in “normal” service on the 54 during early April 1978, about 2 weeks before full OPO conversion to DMS, although I managed another ride on the type some years later when preserved RT1702 performed a few trips on another Running Day. Therefore, with 3 RTs scheduled for service this time, my aim was to reprise former times with a “rounder” on a couple of them.

As I walked from Elmers End Station to Elmers End Green just after 9AM, the rain which had been falling for the past hour stopped just as RT1705 passed me and occupied the offside stand alongside the green. This was due to form one of the first departures of the Running Day and I duly clambered aboard with the throng when it departed. This was a “roof box” example, with route number on top of the front dome, all of which were withdrawn before the standard versions. With the traditional “ding ding” from the conductor, we swept away to the pleasant purr of the AEC engine and made our way to Beckenham, past the war memorial and along the High St to Beckenham Junction Station. As is usual on these occasions, we turned many heads from the public at the sight of an old bus, with our conductor explaining to various surprised passengers who were unaware of the special operation that we were a free service calling at all the usual 54 stops!

Climbing Beckenham Hill, we made our way over the summit and down the other side, passing large houses on the way. Reaching the pond at the bottom, we turned left into Bromley Road and made our way up to Catford Garage, where preparations for the Open Day were being made. We became busier as we progressed to Rushey Green, past the shopping centre and onwards into Lewisham, which we traversed without too much delay at this relatively early hour. It was then up Belmont Hill to the leafier climes of Blackheath, passing through the village and then across the open expanse of the heath itself, before terminating at the “Royal Standard” - amazingly the pub of that name is still there, unlike those at many other traditional London bus terminals which have closed in recent years. An excellent run of around 50 mins.

I took a break to observe proceedings, during which an RM and a Green RF came and went as part of the Running Day fleet. For my return trip, I awaited the next RT, which was scheduled 30 mins after my arrival, but turned up several minutes late, although it didn’t really matter. This was a standard vehicle, RT4779, which I had ridden on previous Running Days, but well worth a further trip. A busier run on the return, as traffic had built up and more passengers were trying to board. As we crossed Blackheath, we had our picture taken by various lines of photographers anxious to secure a good backdrop.

Whilst progress was slower in parts, we made up time as we were full for most of the way, with the conductor giving 3 bells to the driver several times during the trip. In Lewisham Town Centre, we paused for a crew change, many passengers being impressed that the drivers wore traditional uniforms and were agile at stepping up and down from the cab, despite being of more mature years! Once we got going, a good run back to Catford Town Centre and beyond, with a large number leaving at the garage for the Open Day, although quickly replaced by a fresh crowd.

Then back over Beckenham Hill into Beckenham itself, where the High Street was very congested and slow moving, causing us to drop a few minutes. Once at the War Memorial though, we sped up on the final stretch back to Elmers End Green, terminating after a longer run in this direction of about 1 hour. A great round trip, evoking memories of simpler (and definitely less traffic congested) times.

The only remaining Guy Arab wartime bus, G351, preserved by the London Bus Museum, did a few trips and is caught on stand at Elmers End Green. I then rode it to Catford Garage for the Open Day.

The 54 was not associated with the class, which featured ST and STL types in the 40s, but nonetheless provided a fine sight. Note the brown painted roof which was meant to make the bus less visible from the air during wartime.

Route 54: Elmers End to Catford Garage

I had noted on the trip from Blackheath that another interesting vehicle was a few workings behind us, the restored Guy Arab from 1945, G351. This is the sole remaining example of the wartime “utility” buses ordered by London Transport to fulfill a dire need for new vehicles before RT production resumed in 1947.

Whilst I had seen it on previous Running Days, I had never ridden on it, so I determined to take a trip this time. Boarding at Elmers End Green, I was impressed by the standard of its restoration, with brown leather covered seats and its plaque on the front bulkhead downstairs showing that it only operated in London from 1945 to 1953, before being sold to Burton Upon Trent Corporation, who ran it until 1967 before passing into preservation.

A surprisingly smooth ride for a veteran vehicle, which made it up and down the hills with ease. Its construction may have been basic, but it had the feel of a strong and sturdy bus. This type never operated on the 54, which used ST and STL types at the time, but nevertheless the experience filled a gap in my personal bus rides history. I alighted at Catford Garage, to take a break from the rides and visit the Open Day there.

Plaque on the lower deck front bulkhead inside G351 showing its history.

The utility buses were a short-term fix for London Transport and only served a short time in the capital, in this case from 1945-53. G351 then moved to Burton Upon Trent Corporation until being preserved in 1967.

Catford Garage Open Day

It is always interesting to see “behind the scenes” at a London bus garage! Over the years, I have attended many such Open Days, with Metroline and Stagecoach being particularly good at putting on such events, often with preserved bus rides as an accompaniment. Garages I have been inside have included:

North London: Alperton, Holloway, Potters Bar, Willesden

East London: Barking, Bow, Leyton, Romford, West Ham

South & West London: Bromley, Fulwell

Of course, there have been open days at several other garages over the years, but I have been unable to attend all of them!

Now, it was time to add Catford to the list, as I entered the hallowed portals for the first time on the occasion of an Open Day to celebrate 111 years. The entry fee was £5, with a programme available for an additional £3, all proceeds going to Macmillan Cancer Support, which is the favoured charity of Stagecoach London.

The programme produced by Stagecoach for the Catford Garage Open Day contained a potted history of the garage and its routes, together with photos of the various types that have operated over the years.

Sales proceeds from this together with the £5 entry fee went to Macmillan Cancer Support. Note the “Catford Cat” logo, which appeared on midibuses based here in the 1990s.

Catford Garage History

Catford Garage was opened by the London General Omnibus Company (LGOC) in 1914, initially coded “AN” and operating mainly the famous “B” type double decker on local routes including the 47, which is still run by the garage today in modified form. During WW1, the garage was requisitioned by the military and was also used as a driver training centre.

In 1920, the garage returned to civilian use and passed to Thomas Tilling as part of a pooling agreement between the LGOC and several independent operators. After adopting the code “L” from its former Lewisham base, this was changed to the now familiar “TL” code in 1924. By 1930, the older solid-tyred open-topped vehicles began to be replaced by Tilling built ST types, of which one remains in preservation today, ST922.

In 1933, Thomas Tilling and the LGOC became part of the London Passenger Transport Board, later known simply as “London Transport”. Catford Garage received newer STL types which shared the allocation with the ST class. WW2 saw many of Catford’s buses parked overnight in nearby streets to prevent a direct hit on the garage from destroying a large number of vehicles.

Post war vehicle shortages saw a few Bristol K types loaned by Eastern National and United Automobile operate at Catford during 1949/50, but none of the utility classes ran here. RT type buses began entering service in 1948, a process which spread to all Catford’s routes by the end of 1950, with this being the only class operated for the next 18 years. RM type Routemasters began to appear from 1968. The final RTs operated by Catford (and the last in South London) were withdrawn from Route 94 in 1978, whilst the last RMs on Route 36B (the final crew route at TL) came off in 1992.

OPO vehicles came in 1970, firstly SM class single deckers, but then from 1972, DMS double deckers started to arrive and later appeared on most Catford routes. During 1979, London Transport’s bus operation was divided into separate operating districts, Catford becoming part of Selkent District, which covered much of South East London and parts of Kent. The DMSs were replaced by T class Leyland Titans in 1983, with single deck LS type Leyland Nationals arriving a year later. In preparation for privatisation, the London Bus Districts became separate companies in 1988, with Catford Garage becoming part of the South East London & Kent Bus Company, initially still a subsidiary of London Buses Ltd.

The late 80s/early 90s was the period of the “midibus revolution” and Catford took part, operating SR & MW class Mercedes, MR class Metroriders and DW class Darts. Full size Dennis Lance LA & LV class single deckers were also delivered towards the end of this period. On privatisation in 1994, Catford Garage became part of Stagecoach Selkent, later merged with the East London operation to become Stagecoach London. The first new buses for Catford after privatisation were VN class Volvo Olympians, which were the last traditional high-floor vehicles here. Low-floor buses in the form of Dennis Tridents and Dennis Darts began arriving in the late 90s, with all older types replaced by 2003.

In 2006, Stagecoach sold its London Bus operations to Macquarie Bank and the company was renamed the East London Bus Group, operating under the previous East London and Selkent fleet-names, with buses at Catford regaining the latter. However, in 2010, the company was sold back to Stagecoach and buses were rebranded back to that name. Second generation low floor buses in the form of Enviro400 double decks and Enviro200 single decks came to Catford from 2007 onwards, with later deliveries being of the MMC design. With a couple of exceptions, Catford’s current Enviro400 double deckers are the hybrid version.

Coming right up to date, electric vehicle charging infrastructure was installed at Catford Garage between 2021-23, with Enviro400 City EV buses entering service on the 160 and Wright ElectroLiner EV types on the 199. The intention is for the facilities to be expanded as further routes are converted in future.

At the time of this visit, Catford Garage had a fleet of 151 buses, with a PVR of 130, operating on 14 routes.

Catford (TL) Garage retains its original frontage, now 111 years old.

Seen here with a few of the visitors on the Open Day.

Catford Garage Display

Entering the main garage building, the first section was laid out with various stalls selling the usual selection of transport-related merchandise, including books, models, DVDs, destination blinds, maps, timetables and other ephemera, together with food and drink.

Moving to the right, into the car park beside the garage, there was a display of previous bus types to operate at TL parked up, some of which are illustrated below.

Meanwhile, to the left, inside the garage, there were various current bus types in special liveries including Enviro400 MMC Hybrid 11011, which had been repainted into a retro London Buses “tape grey” livery (red with thin white band and grey skirt) and named “Selkent Envoy” to celebrate 111 years of Catford Garage. Older vehicles in this section included preserved RT1702 and a Dennis Trident. Parked over the pits with their rear compartments open were an Enviro400 MMC hybrid and an Enviro400 City EV, enabling an interesting comparison between the engine of a hybrid and the battery packs of an electric.

Daimler Fleetlines had a relatively short stay on the 54, from OPO conversion in 1978 until replacement by Titans in 1983.

Although blinded for the 54, DM1002 seen in Catford Garage yard, is one of the crew operated examples, rather than the DMS variant which ran on the route.

The only difference was that the DM had an additional bench seat on the nearside between the front and centre doors in place of the AFC cabinet.

Catford Garage operated Leyland Titans from 1983 to 2001. Some of the routes operated are illustrated here in this line up.

T1064 on the left has the plain upper deck front windows fitted to some examples and is in the later London Buses “tape grey” livery. T747 (centre) bears the special livery it gained to celebrate the Golden Jubilee of London Transport in 1983. Meanwhile, T23 on the right displays the original livery with white upper deck window surrounds applied to early members of the class.

Leyland Olympian L97 in the garage yard on the Open Day, blinded for the 180, which was operated by Plumstead (PD) Garage.

Catford Garage was not a major operator of the class, but did operate a small number on various routes between 1995-99.

Enviro400 MMC Smart Hybrid 11011 has been repainted into a retro “tape grey” London Buses livery and renamed “Selkent Envoy” to celebrate 111 years of Catford Garage.

The Selkent name and hops logo was initially used by London Buses when the organisation was split into local districts prior to privatisation and again during the brief period when Stagecoach sold its London operations to Macquarie Bank from 2006-10.

The rarely seen view of the engine compartment on a modern electric double decker showing the banks of batteries. Enviro400 City EV 84160 is seen over the pits inside TL Garage.

These vehicles are the current allocation on Route 160 (Catford Bridge - Sidcup Station).

Route 54: Catford Garage - Blackheath - Elmers End

Leaving the garage, I returned to the main road and the bus rides, with the aim of completing my second rounder on the 54 for the day. The option of a ride on an RM was denied, as the next one to arrive was full and standing, so sailed straight past the stop! However, the alternative was not far behind, in the form of Leyland Titan T961, a type I was very familiar with for many years and remember fondly on the 54 and other Catford Garage routes.

Boarding with a large number of others, I was lucky to find a seat, as we left with a full and standing load. A nice positive run aboard what was one of my favourite types of second generation OPO buses, together with Ms and Ls, all of which had their individual characteristics. We powered up from Catford to Lewisham and then over the final stretch to Blackheath, taking 30 mins from when I boarded, arriving slightly early on the schedule for the first time during the day.

After a 20 min break, I rejoined T961 on its return run, this time taking it all the way back to Elmers End. After crossing Blackheath, we were caught in a traffic jam down to Blackheath Station, where a parked ambulance attending an incident was blocking one carriageway on the narrowest section. Once past, we sped up again and made up some time down to Lewisham. After contending with more sticky traffic in Lewisham Town Centre, we broke free and had a decent run through Catford and back to the garage, where we exchanged a number of passengers. We had a reasonable run from here to Beckenham, although the High Street section was still slow moving. Finally, we put our skates on and made it back to Elmers End Green, completing the trip in 65 mins. Nice to ride a Titan again in London after a good many years.

I then made my way back to Elmers End Station just as the rain began to fall again, after a great day out, reliving memories of times gone by. Thanks as always on these occasions must go to the organisers, vehicle owners and volunteers who made the event possible.

Watton

My final trip of the day was on Leyland Titan T961 from Blackheath to Elmers End, recalling a type I well remember riding on the 54 in former times.

Titans were scheduled on the 54 from 1983 to 1997, although appearances continued until they were withdrawn from TL in 2001.