Heritage Bus Running Day: Dorking

Firmly back in the UK, Watton’s Wanderings attended the Classic Bus Running Day organised by the Amersham & District Motorbus Society in Dorking, Surrey, featuring rides on former LT Country Bus and LCBS vehicles.

Part of the cover from the excellent programme produced for the Running Day, which included timetables for the special services and details of the vehicle workings.

The photo of RT4748 at Reigate on a 414 working from Croydon to Horsham typifies long LT Country Bus routes of the 1960s and is by an unknown photographer.

Introduction

I had attended Classic Bus Running Days based on Dorking a couple of times some years ago, so it was good to return there after a considerable gap. Whilst not that far from London, with some other reasonable sized towns nearby, like Leatherhead, Guildford, Reigate and Redhill, the area is characterised by pleasant Surrey countryside and attractive small villages, offering some scenic rides.

However, the rural nature of the area, combined with a generally high income population and high car ownership, has meant that this is not exactly fertile bus operating territory, with successive cuts in services over recent decades. Sadly, the London Transport Country Bus and later LCBS Garage in the town (coded DS) closed in 1990, with the site now occupied by the inevitable block of flats. Running Days such as this help to rekindle memories of former times by reviving former routes, now mostly long gone, particularly when the actual types that ran on those services are used.

Arriving around 0930 on Sunday morning, I was able to purchase a programme at the Amersham & District Society stand outside the station, giving timetables plus vehicle working information on the special services.

Whilst awaiting the first departure, it was interesting to note that “normal” Sunday bus services in Dorking now comprise only a few routes:

TfL Route 465 (operated by Transport UK): Dorking to KIngston via Leatherhead (Hourly)

Surrey Route 32 (operated by Metrobus): Redhill to Guildford via Dorking (Every 2 Hours)

Surrey Route 93 (operated by Metrobus): Dorking to Horsham (Every 2 Hours)

Preserved RF633 at Dorking Station having just arrived at the start of the day’s operations, blinded for the 425, a long-standing Country Bus route between Dorking and Guildford.

Today, Route 32 covers this corridor, operated by Compass Travel on M-S and Metrobus on Suns, but at a lesser frequency than in the good old days.

Route 439: Dorking - Newdigate - Brockham - Dorking

For my first ride, I boarded preserved Leyland National SNB449 on the first anti-clockwise circular run of the day on Route 439. It is easy to overlook the importance of the National in Country Bus history, but the type played a significant role with LCBS from the 1970s onwards as the company amassed one of the largest fleets of the type in the UK. Indeed, it was the type I rode many times in completing my journeys around the LCBS network whilst it was still mainly intact.

This particular bus was one of the later Series B versions, which dispensed with the famous rear “roof pod” and some of the finer details of earlier deliveries. At least it had the more comfortable orange moquette seats which superseded the plastic covered ones of many previous examples. A decent run out of Dorking through North and South Holmwood, then via Beare Green, before traversing the winding country lane to the picturesque location of Newdigate Village, with a brief photo-stop. Then on through the idyllic countryside to Strood Green and Brockham Green, where there was another short photo opportunity. Finally, back along the main road back to Dorking to complete the 50 min round trip.

It is hard to believe that this was once a crew-operated route with RTs, which was unlikely to ever have been that busy except at peak times, even back in the day, as it is mostly extremely rural. Driver-only conversion came in 1965 with RFs, at which point the previously simple service between Redhill & Newdigate became a complex “frying pan” route also covering the previous 429 which was withdrawn. In addition to clockwise and anti-clockwise loops from Dorking, there was another leg serving Reigate & Redhill. MBs and then SNBs came to the route in the 1970s, which suffered a series of cuts until completely fading away into history.

Today, Newdigate is served by Metrobus 21 between Epsom & Crawley via Dorking, which operates just 6 journeys a day M-S at roughly 2 hourly intervals.

SNB449 recalls the Leyland National era on the 439 at Brockham Green during a photo stop on the circular route from Dorking. This is one of the cheaper Series B versions of the class without the famous roof pod.

After One-Man conversion in 1965, the 439 was a complex operation, with clockwise and anticlockwise loops from Dorking, together with a “frying pan” branch to Reigate & Redhill.

Route 414: Dorking - South Holmwood - Reigate - Dorking

Next, I switched to my favourite double deck type, the RT. The 414 was one of the lengthy trunk routes which characterised Country Bus operations in former times, running from Croydon to Horsham via Redhill, Reigate and Dorking. Part of this was recreated on the Running Day, over the Reigate to Capel section. I boarded RT604 on a southbound short-working to South Holmwood, proceeding out of town to North Holmwood, Mid Holmwood and then turning around at the “Holly & Laurel” where a few minutes stand time was taken. This bus is famous as the very last to operate in LCBS service, although not on the 414 but on the 403 from Chelsham Garage (CM), coming off on engine failure in 1978. It was one of only three to be repainted in National “leaf green” livery for passenger service at Chelsham and is luckily preserved.

After the break, I continued on its trip back through Dorking followed by a fast run along the A25 through Brockham and Buckland to Reigate, terminating at Red Cross. Another short stop before proceeding around the one-way system, passing not far from the former London Country Head Office and Reigate Garage (RE). Then back along the main road again to Dorking Station, total running time about 1h 5m in all.

The 414 enjoyed RT operation until 1972, when RCLs made spare from one-man conversions of Green Line routes in East London replaced them. There was an RML out to play on the 414 as well on the Running Day, a type that only appeared occasionally on the route during the vehicle shortages of the mid 1970s. One man conversion reached the 414 in 1977 with the ubiquitous Nationals, although the route itself was another to be eventually consigned to history. Anyone attempting a ride from Croydon to Dorking over the same route today would have to change at least twice!

RT604 on a short-working 414 at South Holmwood “Holly & Laurel” before riding it through to Reigate via Dorking.

This bus was one of only three to be repainted in National leaf green livery in 1977 and was destined to become the last of its class in London Country service at Chelsham Garage on the 403 during the following year.

Route 412: Dorking - Sutton - Ranmore - Dorking

In the afternoon, I switched to another of the long-gone Dorking rural routes, the 412, which I never rode in normal service, thus plugging a gap in my Country Bus experience and another benefit of such Running Days. This time, I had RF271, a Green Line example with its special livery, deeper seats and luggage racks that the bus versions didn’t have.

The route had Dorking as its mid-point and my first ride was on the southern leg to the village of Sutton, not to be confused with the Surrey town of the same name, now in Greater London. Indeed, the blind showed Holmbury St Mary as the main destination, with Sutton as a qualifier, designed to clarify to passengers which Sutton the bus was going to!

Another very scenic ride, through Westcott before turning off down a narrow lane through a wooded section to Abinger and continuing over more winding roads to the village of Holmbury St Mary. Beyond this, a short hop to the very rural terminus at Sutton “Volunteer”, although sadly the pub is currently closed. Hard to believe that such a route ever generated much traffic.

Following a photo stop, we returned whence we came back to Dorking, before continuing on the northern leg of the route out of town and up a steep hill to Ranmore Common, terminating by reversing into a even narrower lane off the main lane just after Dog Kennel Green. Ranmore consists of a handful of houses, but the woods here provide a convenient start point for local walks on the downs. Soon we were barrelling back down into Dorking and to the station once again, with a total round trip time of slightly under 2 hours including breaks at each end.

The 412 was another to “die the death of a thousand cuts” and is no more. However, almost incredibly, Holmbury St Mary still has a bus service today, Metrobus 22, which operates between Crawley and a loop to the west of Dorking, although only 5 times a day on M-F, with no weekend journeys.

RF271 is a former “Green Line” example of the class with deeper seats and luggage racks and is seen at the Sutton “Volunteer” PH terminus in deepest rural Surrey.

Note the blind reading “Holmbury St Mary” with “Sutton” as a qualifier, which was done to avoid any potential confusion that the bus might be going to the more well-known town of Sutton, now in Greater London!

Route 414: Dorking - Capel - Dorking

To end the day, I returned to the 414 and RT604 once again, this time on a trip from Dorking to Capel, which was the southern most point being operated to on the Running Day, apart from one early journey from Horsham and a late journey back there.

A fast run through the Holmwoods preceeded the countrified stretch into the village of Capel, terminating at Laundry Way, where we met up with RF271 again, which was operating a 449 to that point. Some passengers opted to change buses for the return run but I returned on the RT to Dorking Station to conclude my rides.

The 414 was upgraded from RT to RCL operation in 1972 after the latter became spare from “Green Line” OPO conversions in East London. RML2456 provides a reminder of Routemaster days on the route, whilst at Dorking Station on a Reigate journey.

RML appearances on the 414 were relatively rare, although they did happen, particularly as vehicle shortages began to bite in the mid 1970s.

Other Vehicles

Before ending, a brief word on the other buses that attended the Running Day on which I didn’t have time to travel.

MB90 was operating a few trips on the 439, a type that was spread thinly through the Country Bus area. Just one example came to Dorking in 1969 for the local 449 route, although a few others arrived in the early 70s for other routes as part of the RF replacement programme.

In addition to the Green RFs, a couple of red examples were in attendance, recalling the time when such buses were loaned to the Country area at times of vehicle shortage.

In terms of Routemasters, a non-authentic for the area but smartly presented RM835 represented the large fleet of such vehicles which operated in Scotland after ending London service, in this case with Clydeside Scottish in the Glasgow area.

MB90 recalls Merlin operation on the 439 in the early 70s, seen parked up opposite Dorking Station.

One MB was initially allocated to Dorking in 1969 for the 449, with further examples arriving in later years for the 425 and 439 to replace RFs.

Red RF406 at Dorking Station on a well-filled 439 circular working during the Running Day.

Red RFs were sometimes loaned to the Country area to cover vehicle shortages and did turn out at Dorking on routes like this.

Unusual guest vehicles might be non-authentic but provide a splash of colour on Running Days, as RM835 demonstrates at Dorking Station between trips on the 414.

Clydeside Scottish challenged the main Strathclyde operator to the south of Glasgow after deregulation in the late 80s and operated a fleet of ex London RMs in this livery which was designed to stand out.

And Finally…

Many thanks to the organisers, owners and volunteers who made the Running Day possible and such an enjoyable day out, enabling the rekindling of memories from the “olden days”!

Watton

How times have changed….

This poster appeared on single deck buses during London Country days to advise smokers to sit at the back of the vehicle. Smoking was also permitted upstairs on double deckers, all of which now seems strange but was an accepted and normal part of travel at the time.

Bosnian Wanderings (Part 3): Train from Sarajevo to Mostar

In the final episode of this trilogy, I take one of the “Great European Railway Journeys” from Sarajevo to Mostar, moving from Bosnia to Herzegovina, experiencing a scenic journey through mountains and gorges.

Map of the railway from Sarajevo to Mostar, which continues over the border to Ploce in Croatia, although there is only a limited summer service beyond Capljina.

The map only hints at the complex series of curves in the track which characterise the mountain section east of Konjic. Sarajevo to Mostar is around 80 miles and takes just over 2 hours.

Sarajevo Railway Station, the start point of my journey to Mostar, an example of Soviet “Brutalist” architecture from the late 1940s.

Services are sparse, with only some 18 departures in total from the station each day between about 0600 and 2200.

Sarajevo Railway Station

An early Sunday morning walk through the empty streets of Sarajevo from my hotel brought me to the city’s Railway Station, an austere Communist building dating from reconstruction in 1948.

My aim, to catch the morning train to Mostar, a scenic journey through the mountains, taking just over 2 hours. There are just two regular services a day on the route, leaving at around 0700 and 1700 from each end, but allowing enough time at the destination for a full day’s exploration.

The helpful lady in the Ticket Office sold me a return for just 22.50 BAM, which is the equivalent of just under £10 for a trip of around 80 miles each way - fantastic value - especially compared with a Day Return from my local station in Hertfordshire to London which costs around £25 for about 25 miles.

I then proceeded to Platform 2 for the 0715 train to Mostar, with 4 booked intermediate stops and continuing on to just short of the border with Croatia at Capljina. This was clearly a popular train, as we were awash with tourists of all nationalities, but the long Spanish-manufactured “Talgo” set had plenty of carriages to accomodate all in comfort. I took my comfy seat in a coach adjacent to the buffet car, which was open throughout the trip. These new sets replaced Soviet-era rolling stock as part of an upgrade of the route from 2016 onwards.

At the head of our train, a slightly grubby JZ series 441 electric loco built for Yugoslav Railways and now with ZFBH, the initials of the Bosnia & Herzegovina state-owned railway company. We departed bang on time to the blowing of whistles and the attendance of a seemingly large contingent of platform staff. With services few and far between from Sarajevo, the station has brief periods of high activity interspersed with long sleepy interludes!

Electric loco JZ 441 -913 delivered to Yugoslav Railways with its modern Spanish-built “Talgo” coaches on the 0715 departure to Mostar and Capljina in Platform 2 on Sarajevo Station.

The legend “ZFBH” on the front of the loco stands for “Zeljeznice - Federacije Bosne i Hercegovini” (Railways - Federation Bosnia & Herzegovina).

History of the Sarajevo to Ploce Railway

The railway from Sarajevo to Mostar covers the first section of the longer route to Ploce in Croatia, which is around 120 miles in total. Following the break-up of Yugoslavia after the Cold War, passenger services were suspended for many years south of Caplijna near the Bosnian - Croatian border, but were reintroduced on summer weekends only in 2022.

The line was built during the period of the Austro-Hungarian Empire in 1891 to the Bosnian gauge of 760mm, the main reason being to connect the interior with the Dalmatian port of Metkovic. Eventually, this port could no longer meet growing needs and an extension to a new one at Ploce was decided upon in the 1920s, although works were slow and not completed until 1942 during the German & Italian occupation. Later damaged by the withdrawal of German forces at the end of WW2, the line was again rebuilt and reopened in Summer 1945.

Modernisation in the 1960s saw conversion of the line to standard gauge in 1966 and diversion of the track in places where parts of the original line were flooded by the construction of a number of hydroelectric dams along the river section. Initially operated with diesel locomotives, electrification was the next stage of the upgrade project and was completed in 1969.

Sarajevo to Konjic

As we departed from Sarajevo, the first section of the route was fairly mundane as we proceeded through the urban surroundings of the city with residential and commercial properties each side of the line. Multiple tracks soon reduced down to one with periodic passing places. The first stop at Hadzici, some miles west marked the first major passing loop, with no platforms or station buildings as such, with a few passengers alighting or boarding by descending or ascending from track level.

After this the route began to become more interesting as the scenery became more countrified and mountainous. There are 99 tunnels between Sarajevo and Mostar and we soon started to encounter them in quick succession, some very short but others quite long taking several minutes to pass through. We began the descent through the Ivan Mountain to the Tresanica river, during which the railway has to descend over 500m through a series of tunnels, bridges and reverse curves. On one section, the river valley passes from the right hand side of the train to the left hand side and then back again!

Originally, the steepest sections of this route were operated as a cog railway, although this was later replaced with normal adhesion worked trains, which were made possible by the complex series of loops to reduce the ruling gradient.

Along with many others, I found myself constantly swapping sides in the train to get the best views, as we descended towards Konjic, the approximate mid-way point in the line and the only intermediate town of any size. This is often where up and down passenger trains cross and the only place with a full size station.

Looping the Loop - 1

The Ivan Mountain between Hadzici and Konjic is 1,534m tall and a major pass between Bosnia and Herzegovina. The railway descends through a series of tunnels and bridges beside the Tresanica river, looping through 180 degrees and back again to lose height.

On the outward trip, the train will soon enter a tunnel and emerge lower down to run over the track below in the opposite direction!

Looping the Loop - 2

Having crossed the bridge at the top of the photo moving right and then looped around to cross the bridge in the middle moving left, the train is now further down the mountain moving right again!

These manoeuvres can be confusing to the passenger’s sense of direction!

Konjic to Mostar

Leaving Konjic, the line continues across the Jablanica Lake, formed artificially in the 1950s after the construction of a hydro-electric dam. The route then passes beside the River Neretva, where both a road and the railway thread their way through a long gorge section with mountains towering above on each side. The left side of the train provides the best views over this section.

Small stations, or really just passing places with halts, are served at Jablanica and Dreznica, before the valley broadens out and the railway crosses the Neretva to approach Mostar, with increasing signs of habitation on approach. I noticed that even the smallest and remotest of passing loops seemed to be staffed with a railway employee visible to wave the train through or stop it with flags, in addition to the normal signalling system.

Between Konjic and Mostar, the railway follows the Jablanica lake and then descends towards the River Neretva, which it continues alongside through a gorge.

The mountainous nature of the terrain is evident in this view taken from the train on this stretch.

Arrival in Mostar

A large number of passengers alighted with me at Mostar, which we reached around 10-15 mins late on the schedule, due to waiting a couple of times in passing loops on the single track section for late-running trains coming the other way.

Mostar Railway Station is another that was rebuilt in Brutalist style during the Communist era, but later than the one at Sarajevo, during the 1960s. The structure is basic and not exactly attractive but not that much different from certain stations of the period in the UK! At least the site provides decent interchange, as the main Bus Station for onward connections to Dubrovnik and other destinations in Herzegovina and Croatia adjoins to the right when facing the frontage.

From the station, I was able to take a 15 min stroll parallel to the river down to the Old Town, where the narrow streets provide a range of cafes to eat and drink, with souvenir shops to browse. It is also possible to book inflatable boat trips on the river as an alternative means of transport.

The most famous attraction in Mostar is the Stari Most (Old Bridge) over the River Neretva, built in the 16th Century during the Ottoman era, destroyed during the Croat-Bosniak War in 1993 then reconstructed afterwards in the original style, reopening in 2004. A small museum in the adjoining ramparts tells the history of the bridge, whilst the local diving club organises dives and jumps from it at certain times of year when the water is at sufficient height. Tourists can join in on payment of a fee but there have been a number of life-changing accidents and deaths over the years from this, so is not for the faint-hearted!

Mostar Railway Station is another Soviet-era edifice, which even the trees, shrubs and fountain can’t make look attractive!

The station is about 15 mins walk from the Old Town.

Stari Most (Old Bridge) is a famous symbol of Mostar. Built in the 16th Century, it was destroyed in 1993 during the Bosnian War but rebuilt in original style afterwards.

The inflatable boats provide an alternative form of transport on the River Neretva, although the more adventurous can dive or jump from the bridge on payment of a small fee!

Return Journey

Late afternoon and I returned to Mostar Station at the end of my day out, where another sizeable crowd awaited the 1709 departure to Sarajevo.

Whilst waiting, I was able to examine a “Talgo” set which was stabled in the adjacent platform and which was eliciting a great deal of interest from certain passengers, who were intrigued by the single articulated wheelsets, designed to reduce weight and hence the wear and tear on the track.

My train eventually arrived a few minutes down and departed about 5 mins later than scheduled.

My return train pulls into Mostar Station on the 1709 departure to Sarajevo, where a good crowd awaits.

This the same loco as on the morning train in the other direction.

Close-up of the “Talgo” cars in Mostar Station, showing the articulated wheel sets that straddle the ends of the carriages.

This system is meant to reduce the wear and tear on the tracks.

Mostar to Sarajevo

My return trip was essentially the reverse of the outward one, although different views were possible in this direction by switching sides of the train. Another scenic run back along the gorge, past the dams.

At the mid-way station of Konjic, there was a scheduled pass with a southbound passenger service, similarly formed with a 441 electric loco and “Talgo” carriage set.

Then up into the mountains on the loop section over the bridges and through the various tunnels once again.

Passing Loops on the line, like the one at Dreznica, are usually manned with an adjacent cabin provided. There is a “station” at Dreznica, a bit further on, back on the single track section, which is a tiny halt with a small platform only long enough for the doors on one carriage to be opened.

In this picture, the expected member of staff appeared to be absent, with his dog deputising!

Back through the mountains on the return trip, this time ascending. We had passed over the section of track below a few minutes previously.

The train will cross this bridge in a few minutes time after looping around 180 degrees and pasing through one of the 99 tunnels between Sarajevo and Mostar.

Journey’s End

We arrived back in Sarajevo around 1920, a slightly faster run than outbound, with no delays on the passing loops in this direction.

It was then a short trek back to my hotel after a long but interesting day of travel!

watton

Trains that pass in the late afternoon…

We end this review with a study of loco 441-910 on the afternoon down train at Konjic, approximately mid-way between Mostar & Sarajevo, taken from the afternoon up train in the adjacent platform. My train, on the right, will now ascend the mountain section seen ahead via the tunnels, bridges and reverse curves previously illustrated

.

The low height of the “Talgo” coaches compared with the locomotives can be appreciated in this view.

Bosnian Wanderings (Part 2): Sarajevo Buses

In this second instalment of my Bosnian adventure, I review and sample bus operations in the capital.

As with the Trams & Trolleybuses, no official Bus Map is available. This privately produced diagram showing all public transport in the city is difficult to follow but provides a general overview of the network. Trams are in dark blue, Trolleybuses in light blue, Buses in red and Minibuses in green.

Buses & Minibuses - An overview

Buses in Sarajevo are operated by GRAS, the local authority owned organisation which also runs the Trams & Trolleybuses, together with Centrotrans, a private company which also operates longer distance bus and coach services in Bosnia. Some routes are jointly operated, although Centrotrans are the predominant bus provider in the city.

In addition to standard bus routes, there is a considerable minibus network, generally working to settlements in the surrounding mountains along narrow roads where conventional vehicles cannot operate.

As with the Trams & Trolleybuses, official information is rarely displayed at stops, not even route numbers, let alone timetables and maps.

Fares are the same as the other modes, with a basic 1.80 BAM (c80p) single fare applying on most routes, although electronic cards are available for locals to tap in on boarding.

GRAS tend to operate elderly Mercedes Benz O345 Citybus types dating from the late 1990s, this being the predecessor to the well known Citaro which came in the 2000s.

Centrotrans have a newer fleet, the majority type being the MAN Lions City in CNG and diesel versions with both standard and bendi lengths. There are a smaller number of Mercedes Benz Citaro bendibuses. They also operate the minibus fleet of mainly Isuzu Novocity types.

GRAS, which operates the Trams & Trolleybuses, are a minority bus operator in Sarajevo. They use a fleet of Mercedes-Benz O345 types, like no 298 seen on the 27 at Ilidza Bus Station, with route card in the windscreen. I rode sister vehicle 372 on the route, which was the next departure.

This type was the predecessor to the famous Citaro and date from the late 1990s - rugged performers now long in the tooth but still giving good service!

Not a bus I travelled on but this Mercedes O345 on Route 33 at Ilidza Bus Station demonstrates the nearside view of the class. Boarding is through the front door and alighting through the rear two sets.

This example displays very faint route details on the front destination screen but, as with all buses of this type, a route card in the windscreen is provided.

Route 27: Ilidza to Hrasnica (& back)

Arriving by tram at Ilidza, to the west of the city, not far from the airport, I observed the large adjoining Bus Station. As with the trams and trolleys, a series of basic shelters in rows, but no route numbers, timetables or maps anywhere. Locals clearly know where their bus picks up, but for the visitor, it is a matter of waiting until your bus departs the stand and seeing which pick-up stop it then proceeds to!

A mix of yellow GRAS and blue / white Centrotrans vehicles were parked up, the contrast between them being quite apparent - whilst the Centrotrans examples were modern MAN Lions City vehicles, the GRAS ones were very elderly Mercedes O345 Citybuses, built in the late 90s and the type that came before the now familiar Citaro.

I was after Route 27, which links the tram terminus with Hrasnica, a nearby town that is in process of being linked to the tram system by an extension, so I was interested to see what progress was being made on this. A slightly battered Mercedes fleet no 372 was next to depart, so I boarded with the throng. Leaving the Bus Station, we passed the shopping area before crossing the tram tracks and departing along a dual carriageway, where tracklaying was going on in the central reserved section for the tram extension. This is clearly a “pre-tram” bus, as the stops were adjacent to where the new tram stops were under construction.

After leaving the built-up area, a fast run along a short countrified section to the terminus at Hrasnica, a mere 12 min run in total. Whilst tracklaying had not reached this end of the route, digging for the foundations of the tram route were clearly in evidence, with the intended terminus opposite the bus stand.

It seemed that the route was shared between GRAS and Centrotrans, as a MAN Lions City bendibus was ahead of us and left first, whilst I awaited the return trip of my Mercedes. Observations indicated a joint 10 min frequency, alternately GRAS and Centrotrans. Incidentally, Covid measures were still apparent on the bus, with a faded sign on the back of the driver’s cab saying “Protective Mask is Mandatory”, clearly left over from the pandemic. I also noted that some buses and trams still had green ticks and red crosses on seats, remaining from the period when there were restrictions on numbers carried.

The return trip on the 27 was another short 12 min ride, although well used throughout.

Outer terminus of Route 27 is at Hrasnica. Mercedes O345 no 372 stands behind a Centrotrans MAN Lions City CNG bendibus awaiting departure time, showing the contrast between modern and older buses.

The tram route is being extended here from Ilidza, with work on this being apparent in the foreground. Track-laying was progressing from the other end of the extension towards this point.

Route 18 : Drvenija to Pofalici (& back)

Back in the city centre, my next bus ride was on another GRAS Mercedes, no 371, on Route 18. A quieter route than some, but still with reasonable usage. The first section of the ride was conventional enough, departing along the south bank of the river, then turning off to serve a back street housing estate, before returning to the main road. Swinging a right, we continued across the tram tracks to the west of the city centre and, passing over a roundabout, reached the interesting part of the route as we began climbing along a winding road. Very narrow in parts, with hairpin bends, in some places doing a 180 degree turn. One bend was so sharp, our driver had to reverse and take a second go at negotiating it. All this with cars and vans coming the other way and having to back up for us. Great fun!

After 25 mins, we reached the upper terminus at Pofalici, an area of modern housing. On the stand was a Centrotrans MAN Lions City on the same route, which departed 5 mins later. Meanwhile, our driver disappeared on his break - for an hour! It seemed that an hourly service was in operation, using 2 buses, one from each company, with one vehicle departing from the upper terminus after the next had arrived to avoid meeting on the narrow circuitous section. However, this seems a very inefficient use of vehicles, which would not be tolerated in the UK. With 25 mins running time each way, surely one bus could maintain this?

Nevertheless, an hour after I arrived, the other bus returned and we departed on the downward trip. More fun as we squealed around the hairpin bends descending into the city. The final section through the city streets seemed mundane in comparison.

Another Mercedes O345, fleet no 371, at the Pofalici terminus after a climb up from the city along narrow hairpin roads. The bus is on Route 18 as per the route card in the windscreen, despite details for Route 22 being shown very faintly in the blind box.

Two buses were operating the hourly service, one GRAS Mercedes plus a Centrotrans MAN Lions City vehicle. Stand time at the top is just over an hour, so that the buses do not meet on the narrow roads below!

Minibus 56: Latin Bridge to Jarcedoli (& back)

In addition to the normal buses in Sarajevo, there are a number of minibus routes, which generally serve the more mountainous areas surrounding the city where the roads are too narrow for conventional vehicles.

The standard type appears to be the Isuzu Novocity, which has a low floor section and wheelchair space at the rear. I took only one ride on the class, boarding Route 56 at the Latin Bridge terminus, one of three minibus services departing from this point. Only half a dozen on board for the outward trip, which soon began to climb away from the city centre. Soon, we were onto narrow mountain roads, dropping off at various small settlements. The final stretch was quite countrified and we terminated after a mere 12 min run amidst the trees.

After a short layover, I rejoined the minibus for its return trip. Only three of us at first, but we soon began picking up large numbers at subsequent stops on the way down. The advertised capacity is 21 seats + 4 tip-ups, all of which were soon taken plus a large number of standees. No idea how they all got on, it seemed a bit like a tardis! Due to the busier trip in this direction, we took 15 mins on the return. An interesting ride.

My only minibus ride was aboard this Isuzu Novocity diesel on Route 56 from the Latin Bridge. Seen after a hairy ride along winding narrow roads up the mountain at Jarcedoli.

There is a considerable minibus network to supplement the standard buses using this type, covering outlying mountainous areas where larger vehicles cannot operate.

Route 16B: Dom Armije to Kosevsko Brdo (& back)

Back on the conventional routes, I found another Mercedes O345 at Dom Armije on Route 16B, a rare example in Sarajevo of a suffixed number. This differs from the plain 16 by having a different outer terminus but covering much of the same roads. There didn’t appear to be a 16A! My bus this time was fleet no 293, an example with an orange based advertising wrap.

Compared with previous rides, this was a slightly more mundane “town service” type of operation. We proceeded north out of the city via the tram and trolleybus route before turning left and climbing briefly to a housing area above the city. A long terminal loop at the end, taking stand time part way round after just 15 mins from the start.

After the break, we continued on around the loop, picking up in ones and twos, eventually regaining our outward route at a row of shops. Back into the centre we passed the other bus on the route, a Centrotrans Lions City, with a joint 30 min frequency apparently maintained. We then encountered congestion on the one-way section on the north bank of the river due to resurfacing, with “two lanes into one” causing a tailback. Then we swung away to the terminus outside the Eastern Orthodox Cathedral where we had started, 25 mins in this direction.

My final Mercedes O345 ride was on Route 16B, a variant of the 16 which has a different outer terminus from the parent. No 293 is taking stand time at Kosevsko Brdo. This is a more conventional town service.

This was the only bus of this type I saw with an advertising wrap.

Route 17

Ahead on the stand was a Centrobus MAN Lions City gas bus on Route 17, so I transferred to sample this more modern class, a contrast with the older bus I had just ridden. Next stop screens and announcements inside. Also quite rare was the fact that the electronic destination displays on the bus were working - most vehicles seeming to get by with a route card in the front windscreen.

Back out of the centre to the north, but this time turning right rather than left, dropping our clientele off at various stops including a large medical facility. We terminated after another short run of just 15 mins at Breka, where there was a turning circle in front of some blocks of flats. Reboarding after the break, I returned the same way, apart from the one-way loop in the city centre, where the traffic problems of earlier seemed to have eased a bit, taking 20 mins on the return run.

It appeared that 2 Centrotrans MAN Lions City buses were maintaining a 30 min frequency on the route.

Centrotrans MAN Lions City CNG bus L1400 on the 17 at Dom Armije in the city centre. Note the gas pod on the roof. The electronic destination screen is working, which is quite rare, most buses using windscreen cards.

Partially hidden by the trees in the background is the Eastern Orthodox Cathedral.

Route 41: Drvenija to Gornji Velesici (& back)

Next on the list was Route 41, a one bus operation between the centre and the area north of the railway station. It seemed that the habitual vehicle was Centrotrans MAN Lions City Euro 6 diesel L1136, which I boarded at Drevenija on the south bank of the river. Despite a working front destination screen, this just showed the operator’s name, with a route card in the windscreen, although no route number displayed. However, a nice touch was the inclusion of the timetable on a couple of windows in the bus, which seemed to be the staff version, as it included details of the driver’s breaks! Nevertheless, useful, indicating a 60 min frequency M-S daytimes and 2 Hourly evenings and Sundays.

Quite full as we departed the centre via some back roads not served by other routes, soon arriving adjacent to the railway station. From here, we continued via a roundabout, then starting a short climb along a few winding roads to the terminus at Gornji Velesici, where a reverse manoeuvre was required onto the stand. Some good views of the city and surrounding mountains from this vantage point. After a 10 min break, we returned the way we had come. 20 mins each way.

Another MAN Lions City, this time a Euro 6 diesel version, no L1136, at the upper terminus of Route 41, Goraji Velesici.

Oddly, despite a working destination screen, only “Centrotrans” is shown, with a route card in the windscreen (minus route number!). Note the Bosnian flag in the windscreen, a touch probably added by the driver.

Route 31E: Vijecnica to Dobrinja

My final bus ride of the trip was on my last morning in Sarajevo and constituted my ride back to the airport. Centrotrans operate Route 31E from the city to Dobrinja, where I had boarded my first trolleybus at the start of the trip. Not sure why there is an “E” suffix to the route number, if it refers to “express”, this is certainly not the case, as all stops are served. Oddly, there is a premium fare of 2.30 BAM (£1) as opposed to the normal 1.80 BAM (80p)! Frequency appeared to be every 15-20 mins.

This is a bendibus route, with a few MAN Lions City types, but predominately operated with Mercedes Benz Citaros. I boarded one of the latter, fleet no 351, at the central terminus around the back of the City Hall. Just me at first, but we picked more up at the Catholic Cathedral and subsequent stops, soon becoming quite busy. The 31E parallels the tram tracks westwards along the main boulevard out of the centre, following them until a few stops short of the end of the line, where we turned left. Serving a short freehold section through a housing area, we soon joined up with the 103 trolleybus route into the outskirts of Dobrinja.

However, on the final stretch to the Bus Station, we parted company with the trolleybus to serve a different intermediate route via parallel roads to the terminus. Arrival was after a 50 min journey, back at where I had started my rides a few days before.

It was then a short walk back to the airport for my flight home after an interesting and varied trip, covering scenery, history, culture and, of course, the local transport!

Watton

Centrotrans operate a small number of Mercedes Benz Ciatro bendis, their principal route being the 31E between the City Centre and Dobrinja. Fleet no 351 is seen on the cramped stand behind the City Hall.

This was my final bus ride in Sarajevo, taking me back to my start point not far from the airport.

POSTSCRIPT…. LONDON BUSES IN SARAJEVO!

Since completing this article, I realised that some former London buses were exported to the then Yugoslavia after WW2 and operated in Sarajevo.

I believe that initially, some STD types operated in the late 40s / early 50s, but then a batch of RTLs was exported there in 1964, I think around 40 vehicles.

If anyone has any further information or photos of these buses in service in Sarajevo, please feel free to get in touch via the “Comments” section. Thanks.

Bosnian Wanderings (Part 1): Sarajevo Trolleybuses & Trams

In the first episode of this European adventure, I visit the capital of Bosnia-Herzegovina and travel on various forms of electric traction, including Trolleybuses, Trams and a Cable Car.

Trams & Trolleybuses are run by KJKP GRAS Sarajevo, a local government body. No official map of the system is available, but this version has been produced privately. The Tram system essentially runs on the north side of the River Miljacka and the Trolleybus system largely on the south although with a couple of branches to the north.

Since this diagram was issued, Trolleybus route 105 has been reintroduced between Trg Austrije (bottom right of map) and Vogosca (to the north west of the city). This route was destroyed during the Bosnian War in 1992 and re-opened in April 2025 after the infrastructure was finally restored.

Public Transport Publicity

Official publicity for public transport in the city is almost non-existent. The main system operator, GRAS, has an almost impenetrable website, whilst Centrotrans, which runs many of the buses, also provides limited information on-line. No official map is produced. Stops generally comprise only a basic shelter with no timetables, route diagrams or even route numbers, although some stops have a sign showing the name.

The only means of orientation was via privately produced system maps, which were not always easy to follow anyway and not necessarily up to date, but at least they provided a basis to work on.

The only places I saw a timetable were in display cases of the kiosks at terminals, where there was sometimes (but not always) a list of departures and even then, not necessarily for all routes serving that location!

Fares

At least fares are cheap, with a single ride costing 1.80 BAM (about 80p) on any trolleybus, tram or bus. There are no machines, tickets being purchased from the driver on boarding.

There is a Day Ticket valid on all forms of transport for 6.30 BAM (about £2.70), but these are not sold on board, only from kiosks at certain stops in the city. I was lucky to find an English speaking official at Dobrinja terminus on Day 1 who directed me to the kiosk and advised the lady on duty to sell me such a ticket.

However, on subsequent days, the other kiosks I went to were either closed or not selling tickets, so I had to revert to paying separately for each ride, although it was not much!

Longer term electronic passes for regular users such as commuters, students and seniors are available, as I saw them being touched on a reader at the driver’s cab by some passengers.

Sarajevo Trolleybuses - An Overview

Routes

Sarajevo’s Trolleybus system is relatively recent, having been introduced in 1984 coinciding with preparations for the Winter Olympics held in the city that year. Much infrastructure was destroyed during the Bosnian War in the mid 90s but was restored afterwards and continues to be so.

At the time I visited, there were 3 main Trolleybus routes in Sarajevo, with others comprising short-workings or providing infrequent “round the corner” links:

102: Otoka - Jezero

103: Dobrinja - Trg Austrije

105: Trg Austrije - Vogosca

The only other route I saw in operation was the 107, a M-F Peaks amalgam of parts of the 102 and 103 betweem Dobrinja and Jezero.

The 101 & 108 routes from Otoka to Trg Austrije / Dobrinja respectively appeared to be suspended (possibly withdrawn), as was the 104 Trg Austrije to Alipasino Polje, although apart from the loss of some direct links, all stops are covered by the other services.

Vehicles

The initial fleet in the 1980s consisted of Czech Skoda Trolleybuses, although following damage during the war, secondhand vehicles were drafted in from other European cities including Solingen, Geneva and Bern.

A major upgrade occurred in 2022, with the arrival of 25 new BKM Holding 43300D models built in Belorussia. These now provide the vast majority of the service.

For the future, 10 new Solaris “Trollino 18” articulated vehicles have been ordered in connection with the re-introduction of route 105 and are due for delivery in 2026.

My first Sarajevo Trolleybus ride was aboard no 69, one of a fleet of 25 Belorussian built BKM Holding 43300D models introduced in 2022. Seen on arrival at the Dobrinja terminus of the 103, not far from the Airport.

Many of the Trolleybuses are in advertising wraps like this, which is a shame as the standard yellow and black livery looks smart.

Trolleybus 103 (Dobinja to Austria Square)

Arriving at Sarajevo International Airport on the Ryanair flight from London Stansted, I could have taken the Airport Bus from the terminal to the city centre. However, there was a cheaper and more interesting alternative means of transport nearby, in the form of the 103 Trolleybus route. The outer terminus is at Dobrinjka, which the map showed to be around 1.5km away from the airport. After crossing the main road opposite the terminal and negotiating some back streets of housing, I emerged onto another major thoroughfare where I caught my first glimpse of the trolleybus wires.

However, I became slightly disorientated and, in error, began walking towards the city rather than to the outer terminus. When I realised my mistake, I simply jumped on the first trolleybus coming towards me for the short 10 min trip to the end of the line. This was full and standing, so a slightly uncomfortable ride, but quite short. The vehicle was fleet no 69, a modern BKM articulated trolleybus. Screens are fitted inside these vehicles showing next stop, upcoming stop and time to ultimate destination, with verbal announcements, although these were not working on this example, a not uncommon occurrence!

Dobinja is an outer suburb with housing and a shopping centre, the Bus Station being the terminus for Trolleybus 103 and various bus routes. I noted that the basic bus shelters had no timetables, maps or route numbers displayed, but the nearby kiosk did have a 103 Timetable showing departure times from each end of the route. This told me that the basic service interval was about every 6-8 mins M-S daytimes, every 10-12 mins evenings & Sundays.

I boarded fellow vehicle no 64 for the full run over the route to the city centre. Entrance is supposed to be through the front door, where you show your day ticket to the driver, tap your pass or buy a single ticket. The rear two doors are for alighting only, but I noted several passengers boarding through these. At the start of the journey, we were not that full and the driver called down to anyone not boarding at front to come up and pay. However, as we became busier and filled up with standees, he gave up as it was not possible to see who had jumped on through the exit doors by this point!

After serving the wider modern housing estate roads in the Dobinja area, we progressed along more winding, narrower streets, going up and down hill. As we approached the central area, we progressed along one of the main roads into the city, passing a large sports stadium and a mix of commercial properties and housing. Traffic became busier as we made our way along the south bank of the River Miljacka, finally arriving at the central terminus at Austria Square. A 40 min run, very busy and well used throughout.

The terminus is on the south side of the Latin Bridge over the river, crossing which brought me to the spot where Archduke Ferdinand of Austria-Hungary was assasinated in 1914, setting off a chain of events which led to the outbreak of World War 1. A replica of the car in which the Archduke and his wife were shot stands in the spot where it happened and there is a small museum adjacent which contains various artifacts relating to the event.

The nearside view of one of the BKM Trolleybuses in standard livery is demonstrated by fleet no 76 at Dobinja Bus Station. Route 103 is the main route between this area near the Airport and the city centre at Trg Austrije (Austria Square).

Note the basic bus shelter. No route numbers, timetables or maps are displayed at stops on all forms of public transport in Sarajevo, making navigation difficult!

Trolleybus 105 (Austria Square to Vogosca & back)

Back to Austria Square, where I saw that a new route had started only a few weeks prior to my visit, in April. This was the 105, which had finally been restored after being withdrawn when the infrastructure was destroyed in 1992 during the war. A timetable displayed in a window of the kiosk at the terminus showed the frequency to be a somewhat unusual 13 mins for most of the day on M-F, 18 mins on Sat and 22-23 mins on Sun.

I jumped on the next departure, another BKM vehicle, no 67. It seemed that the route was so new that the destination screens both outside and inside had not yet been programmed on any of the vehicles I saw, with a route number card in the driver’s windscreen showing the two terminals. The 105 follows the 103 a short way along the south side of the river, before swinging a right across a bridge to the north side of the city in parallel with Trolleybus 102 for a while.

Finally, we parted company with the other route and continued out of the city up into the hills, calling at various stops in small suburbs, before a winding greener stretch up to the town of Vogosca. I alighted with everyone else after a 40 min run at the old Bus Station, which I assumed was the terminus. However, I was wrong, as on boarding the next arrival, no 62, we continued for one more stop to another, newer Bus Station, where we terminated. I reboarded after the layover, returning to the outward route via a short terminal loop running parallel to the main road on which we had arrived.

Then it was back downhill the way we had come into the city centre, although I alighted a few stops short of the end at Skendrija, just north of the river, in order to connect with my next route. Next to this stop was a small mosque, one of many in the city that was destroyed during the Bosnian War and subsequently rebuilt. Nearby, a large area of open ground with ruined building walls around the side, which had been turned into a car park.

BKM Trolleybus 67 on Route 105 after arriving in Vogosca, a town in the hills to the north west of Sarajevo. The route was destroyed during the Bosnian War and was only reinstated in April 2025 after 33 years.

As yet, the electronic destination screens have not been programmed with details of the new route and cards in the windscreen showing the two terminals suffice.

Trolleybus 102 (City Centre - Jezero - Otoka - Jezero - City Centre)

Crossing the road at the Skenderija stop in the city centre, I transferred to the third of the main all-day Trolleybus routes, the 102. I couldn’t find a timetable for this route, but it appeared to be running at approximately 10 min intervals when I travelled. I joined another BKM vehicle, fleet no 70, with a large crowd for the short ride of about 10 mins up to the northern terminus at Jezero, where there is a turning circle by a row of shops. As is common, the visual “next stops” display inside wasn’t working, although the verbal announcements were!

After the break, I rejoined the same trolleybus for to ride the entire route. Downhill back into the city centre, passing a large leisure centre / stadium and a cemetery which included many Bosnian War victims. Then past a park which includes a tank monument commemorating its capture by the Bosnia Special Forces Unit from the Yugoslav People’s Army in 1992, which has been criticised in some quarters as a symbol of division rather than unity and not exactly promoting reconciliation.

Back in the centre, we encountered severe traffic congestion, the first of my visit, meaning it was a slow run over this section and along the south bank of the river. Proceeding west in tandem with the 103, we eventually swung right on the “branch line” to Otoka via an area of inner city housing. Despite this being the shortest of the main three routes, we took an overly long 45 mins for the trip. At the terminus, the driver took his poles off the wires, parked up and disappeared into the staff canteen, presumably missing a rounder to get back on schedule.

The traffic had caused a long service gap, as it was almost 25 mins before the next trolleybus appeared, although it was worth the wait, as it turned out to be one of the former Swiss HESS vehicles from the late 90s which was transferred here a few years back to replace older high-floor types, fleet no 652. In contrast to the slow slog on the previous journey, the driver of this veteran seemed to be on a mission and we departed immediately without stand time after filling up. A speedy run back through the city on this older vehicle, oozing with atmosphere. Just 30 mins back to Jezero, compared with 45 mins on the previous trip! There was barely time for me to grab a photo at the turning circle, before continuing back on the 10 min ride to the city centre again. This provided an enjoyable ending to my day on the trolleys and it was time to seek out my hotel for the night.

Ex-Bern Swiss-built HESS Trolleybus 652 seen at the Jezero turning circle on Route 102 to the north of the city centre which I rode to this point.

Dating from 1997, whilst 14 of this type were transferred here in 2019-20 as the first low-floor trolleys on the system, this was the only example I saw in service during my visit.

Rear end view of BKM Trolleybus no 72 at Drvenija, the first stop westbound on the 103 after leaving the city centre terminus at Austria Square.

These vehicles are often seen operating in battery mode, although the poles are up in this shot for recharging. The ropes for raising and lowering the poles can be seen together with the retaining hooks on the roof when the poles are down.

Sarajevo Trams - An Overview

History

The Sarajevo Tramway dates from 1885 and was the testing line for the capital of the Austro-Hungarian empire, Vienna. Originally horse-drawn, electric trams first appeared 10 years later. Narrow-gauge Bosnian tracks were replaced by standard-gauge in 1960.

Trackwork and many vehicles were damaged during the Siege of Sarajevo from 1992-95. However, services continued when conditions allowed, despite the danger to drivers and passengers from possible incoming shells and sniper fire.

Post-war, reconstruction occurred, with trams donated from other cities to replace those destroyed, including some from Amsterdam and Cologne.

Routes

The current system consists of a single main route running from west to east along the thin valley in which the city sits, with a long one-way loop at the central end, together with a short branch line to the Railway Station.

The routes I saw in operation were as follows:

1 - City Centre Loop to Railway Station (branch service)

2 - City Centre Loop to Cengic Vila (basically a short-working 3)

3 - City Centre Loop to Ilidza (main route)

The variants shown on the map as routes 4, 5 and 6 were not observed in operation, so may be suspended or withdrawn. In any case, these are either simply short workings of the 3 from either end or an infrequent round-the-corner link to the railway station from the western direction, so no stop is missing a service.

Vehicles

Trams in Sarajevo are an eclectic mix of old and new.

A number of Czech built “Tatra” cars from the 1970s are still in service, as are some former Cologne GT8 trams from the 1960s. A few of the Tatra cars have been rebuilt with a low-floor central section.

The modern “low floor” era is represented by several new Stadler “Tango” trams, of which more later.

Sarajevo still has a number of Soviet era “Tatra” trams in regular all-day operation. Set no 514 dating from 1975 is on Route 1 (City Centre Loop & Railway Station) on the northern part of the circular section.

The wall mural commemorates the genocidal massacre of more than 8,000 Bosniaks during the Bosnian War in 1995.

Tram 2 (City Centre to Cendic Vila & back)

Day 2 after a hearty breakfast and I resumed my electric traction travels by switching my attention to the tram network. I began at Bascarsija, adjacent to the old market area popular with tourists for its cafes, shops and stalls selling all sorts of souvenirs and on the long terminal loop through the city centre on the north bank of the river. In theory, this is the inner terminus, but in practice, inbound trams merely stop here and continue outbound around the circuit without stand time. The lady in the kiosk said she wasn’t selling day tickets, so I would have to pay on the bus, although at 1.80 BAM (about 80p) it wasn’t much!

First tram to arrive was no 516, one of the old Soviet era “Tatra” trams from the 1970s, that were once common in many Eastern European cities and which I had ridden many times over the years in places like East Berlin, Prague, Budapest, Riga and Kiev. Certainly very solid vehicles and clearly built to last! This was operating on Route 2, which is essentially a short-working version of the main east-west Route 3. Just a handful on board as we rumbled through the city centre, passing the Catholic Cathedral and the Eternal Flame to the war victims, moving from the narrower streets to wider roads as we progressed.

After this section, we entered the main boulevard with three lanes for normal traffic and a central section reserved for the tram lines. Along this stretch, we passed many tall buildings, including new hotels and commercial premises for large companies, but interspersed with some older properties which still bore bullet holes from the war. This area was known as “Sniper Alley” during the Siege of Sarajevo, where locals frequently had to dodge bullets when proceeding to or from work, school or shopping and where sadly many were killed.

At Cengic Vila, some distance west, we turned onto a separate terminal loop with a final stop, where the journey ended and the driver took his break in the adjacent staff canteen. After a break of around 15 mins, he returned and, taking pity on me, waved me back on board without needing to buy another ticket! Back the way we came until we arrived at the loop section, which in this direction we traversed beside the river on the north bank, past the Latin Bridge and the Town Hall, to the start point at Bascarsija once again. 20 mins on the outward run but 25 min on the return due to the longer section on the loop. It appeared that 2 Tatras were operating on a 30 min frequency on this route.

Another Tatra tram, this time no 516, also now 50 years old, at the Cengic Vila terminus of Route 2 to the west of the city. This is basically a short working of the long east-west Route 3, with a short terminal loop off the main line.

Like many of the old trams, this is in an all-over advertising wrap. Note the signs to the left and right of the tram showing the name of the stop, which appear at many (but not all) of the stations.

Tram 3 (City Centre to Ilidza)

Next, I switched to the principal tram route, the 3, which operates along the entire length of the line along the valley. This operates at an impressive 3 min frequency on M-F (all day) and every 5 mins at weekends. Every tram seemed to be full on this very busy service. A mix of old and new vehicles, but next in sequence was one of several German-built GT8 trams from the 1960s, formerly operating in Cologne and moved here in the early 2000s.

I duly boarded 3 car set no 561 and settled in for the westbound trip, initially over the same route as the 2, but continuing further along the long main road out of town, with much new development. At Otoka, we passed the main depot for the system, which had many rusting hulks of old trams in the yard. A couple of stops further on, we called at the large building housing the main TV / Radio Station for the city. Finally, a short stretch through more open country, under the flight path for the runway at the airport, before arriving at the outer terminus of Ilidza. A 45 min trip end to end.

Due to the frequent service, we joined the rear of a “tram queue”, a motley collection of different types. Adjacent, is a large Bus Station, with connecting services to outlying areas. There is also a shopping centre here which was thronged with locals.

Sarajevo also has a number of former Cologne GT8 trams, including 561, built in 1966 and transferred here in 2004. Seen after my arrival aboard it at the western terminus of route 3 at Ilidza.

This is the main east-west route in the city, operating up to every 3 mins on Mon-Fri and every 5 mins at weekends.

Tram 3 (Ilidza to City Centre)

I had the choice of a number of different types for the return trip, but I opted for no 549, one of a handful of Tatra sets that were rebuilt some years ago with a low-floor centre car and a refurbished interior. It seemed that as one full tram left, the next would draw up to the pick up stop, also fill up and leave a few minutes later. Packed with homegoing shoppers and others travelling into the city centre, we made our way back the way we had come, but took only 40 mins on the return.

A couple of stops on the outer section had screens showing the number of minutes to the next 4 departures, but oddly not on the inner section where there are more routes and such signs would be more useful. Despite a scheduled frequency of 3 mins, it seemed not uncommon for two or three trams to travel close together, but then with a 5-10 min gap. Probably inevitable on a close-headway service like this at busy times.

My return journey to the city centre on Route 3 was on a rebuilt Tatra set, no 549. Seen on the northern section of the long central loop.

A few sets were modified with a low floor central section and have an updated interior.

Tram 1 (City Centre Loop & Railway Station)

I ended my tour of the tram routes as I had begun, on another old Tatra, no 514, this time on Route 1 to the Railway Station. This is an infrequent route, as it appeared that just one tram was operating, on an approximate 35 min frequency. Not many passengers, as we made our way from the city centre westwards, turning onto the short branch off the main line with just two stops before arriving at the terminus after a mere 15 min ride.

Minimal stand time and then under 20 mins back again, an equally quiet run, although this was during the day. Apparently, the route is only busy at peak times when commuters are connecting to and from trains.

Tatra tram 514 again, seen at Zeljeznicka Stanica (Railway Station) on Route 1 during my round trip on the route.

The terminus is dominated by the Avaz Twist Tower, the HQ of a local newspaper company and the tallest skyscraper in Bosnia.

New Trams

The tram system in Sarajevo is in process of update, so if you want to ride the older cars, best to go sooner rather than later!

15 new Stadler “Tango” low-floor trams entered service during 2024, appearing on main route 3, the first new trams for the city in 40 years. These were purchased with finance from the European Bank for Reconstruction & Development and are in a smart yellow livery with blue skirt and black relief. They have 79 seats and capacity for 180 passengers.

Another 10 similar trams have been ordered and are due to arrive towards the end of 2025.

Although I didn’t travel on one, set no 003 is one of the 15 new Stadler Tango trams which entered service during 2024, pictured on Route 3 on the city centre loop at Bascarsija. These were financed by the ERBD (European Bank for Reconstruction & Development).

In the background is one of the many mosques in the city, most of which were reconstructed after the Bosnian War.

Trebevic Cable Car

The cable car is a gondola lift connecting the old city with the summit of Trebevic mountain (1,160m).

Originally opened in 1959, it was completely destroyed during the Siege of Sarajevo (1992-95), during which time the attackers used the surrounding mountains as a convenient vantage point for firing onto the city below.

The line was rebuilt after the war and reopened in 2018. Operator is J.P. Sarajevo d.o.o.

Summer operating hours were in force when I was there which are 1000 Sats & Suns and 1200 Mon to Fri until 2000. Different hours apply in winter.

The return fare is 30 BAM (about £13) for foreigners, although Bosnian citizens qualify for a reduced rate of 6BAM.

The line length is 2,200m and the journey time each way is around 10 mins.

I boarded one of the gondola cars at the bottom station for a quiet ride to the summit, with excellent views of the city below and the wooded slopes with little houses on the way. At the top, there is a restaurant / cafe with an outdoor terrace, plus a series of hiking trails through the trees, where I saw the remains of the Sarajevo Bobsled Track built for the 1984 Winter Olympics.

After a coffee enjoying views of the surrounding mountains, I returned on another of the continuously running gondola cars. A fitting end to my review of electric passenger transport in Sarajevo.

Watton

The lower station of the Cable Car linking Sarajevo with the mountain of Trebevic seen soon after departure on the ascent.

The large pinkish coloured building in the right middle background is the City Hall, rebuilt in original style after destruction in the Bosnian War.

We end this article with a view from Trebevic looking down on Sarajevo, showing ascending and descending gondola cars.

Taken from just below the summit station, showing the start of one of the walking trails through the woods.

Fastracking and Darting About in Kent

Six months on from my last trip, I revisit the Dartford & Gravesend area to catch up on developments in the “Fastrack” network and ride rare Dennis Darts with Arriva Kent Thameside.

The Fastrack Network in the Dartford / Gravesend area was revised from 5 April 2025. The new network map is shown above. Note the new “fastrack ELECTRIC” strapline, reflecting the entry into service of the first few Irizar Trambuses.

Fastrack Update

In a previous article back in December 2024, I reviewed the Fastrack services in Kent soon after they had passed from Arriva to Go Ahead. After a few months’ experience of operation, the existing format was found to be less than efficient and so a revised network was put into effect in early April.

The key changes from this date were:

A - Dartford and Bluewater. Minor rerouteing in Temple Hill.

B - Gravesend and Dartford. Extended from Dartford to Temple Hill to cover the C although with an “out and back” routeing replacing the previous circular operation. Also withdrawn from the long double run to Greenhithe and Ingress Park, now operating direct between Bluewater and Ebbsfleet International via the A2.

C - Dartford and Temple Hill. Withdrawn and replaced by extended B.

E - Gravesend and Castle Hill. No change for now, although the long term aim is to extend the A to cover this route when new roads are completed between Bluewater and Castle Hill.

F - New Route: Bluewater and Ingress Park via withdrawn section of the B. This is intended to be a temporary route until Galleys Hill Road is reopened (long term closure due to subsidence) when the B will be rerouted over the F between Bluewater and Ebbsfleet.

Since my last visit, a number of Mercedes Benz Citaros formerly on TfL work have been transferred to Fastrack duties and the first few Irizar ie “Trambuses” have entered service. Conversely, a number of the ex London SE type Enviro200s have now been withdrawn, whilst the hired in Volvos from Metrobus have been returned.

The Irizar IE class “Trambus” electrics have finally begun to enter service on Fastrack, initially on Route A. IE30 stands at Bluewater Shopping Centre before my ride on it to Dartford.

The red / grey livery is reflected on some of the new bus shelters being built at stops.

Fastrack A: Bluewater to Dartford

I began my rides at Bluewater Bus Station at the end of the morning peak, beginning as last time with a spin on Fastrack A. However, since then, the first few of the Irizar ie “Trambuses” have entered service on this route, chosen presumably because it passes close to the garage, where buses can be swapped for recharging when required. A check on bustimes.org showed that there were 3 x IE and 2 x SE out, so I let an SE go to await the next departure, formed of new IE30.

The bus was in the smart new red and dark grey livery with light grey lining. It sported new “fastrack ELECTRIC” logos and had legends towards the rear on both sides acknowledging the partnership between Go Ahead and Kent County Council plus the funding by UK Government. Inside, I noted the high backed seating with “fastrack ELECTRIC” logos repeated on the headrests, with a red and dark grey moquette edged in light grey faux leather. One row of seats in both the front and rear half of the bus was rearward facing, producing groups of 4 on each side, with very narrow tables between the forward and rearward facing seats in the rear section.

Straps were provided in the front half of the bus for standing passengers, whilst the small windows in the lower panels produced a light and airy if unusual appearance. Back to back screens suspended from the ceiling in the centre of the bus are meant to provide next stop, upcoming (next but one) stop then number of stops to the final destination, backed up by verbal announcements, but unfortunately these were not working on this bus.

We set off with only a few of us on board leaving Bluewater, but picked up more at Greenhithe Station and at the stops along Crossways Boulevard dual carriageway section, with its mixed residential and business properties. Then it was onto the “Bus Only” road across the M25 at the end of the Dartford Bridge and into the double run to Amazon on the other side, where a good number alighted. From here, we passed through “The Lakes” development along more segregated roads, before crossing the bridge at Joyce Green and entering the Temple Hill area. It was then along the estate roads, picking up more passengers for the short trip into Dartford Town Centre, terminating at Home Gardens near the station. A smooth 30 min run on this new electric vehicle.

The A now operates 24/7 on a 15 min frequency Daily including evenings with a 30 min service all night.

Rear interior view of the new IE class showing the high back seating with unusual design including “fastrack electric” logos.

Not visible here but there are narrow tables between the rear facing and forward facing groups of 4 seats one row back.

Arriva 414: Dartford to Horton Kirby and Back

In addition to riding the revised Fastrack routes, the second aim of my trip was to seek out the handful of remaining Dennis Darts with Arriva in the south east, which are all based at Northfleet (NF) Garage. There are five left and four were out to play on the day of my visit, with one on each of routes 414, 480, 482 and 483, their usual haunts, although they do sometimes appear on other services like the 489, 490 and 491.

Bustimes.org showed that Dart 1608 was on the 414, which has a one bus allocation operating on a rather unmemorable 65-70 min frequency M-S daytimes, although a second bus is required for the 414A Schooldays variation serving Wilmington Academy. On arrival at Home Gardens, I noted it was in the now almost extinct “cream scoop” livery and the only one of the batch to retain this variation.

Boarding the short Mini Pointer Dart at departure time, it was a quiet outbound run with only a couple of other passengers as we made our way out of Dartford through the suburb of Wilmington to the village of Sutton At Hone. Soon after this, we plunged off the main road down a single track country lane and made our way along very narrow roads to South Darenth, where a loop is performed, serving a retirement home which elicited a number of takers. Continuing through the village centre with its former mill now turned into business and housing units, we passed under the magnificent Victorian brick arched railway viaduct taking the London - Chatham - Kent Coast line over the valley, before arriving into the adjacent settlement of Horton Kirby. A second loop around this village, picking up more passengers, young and old, before back-tracking through South Darenth then on to Sutton At Hone and back into Dartford. Well used on the return run, if not on the outward trip. A delightful 55 min mainly country ride on a now rare vehicle.

Following withdrawal of the Stevenage examples a few months ago, just 5 Dennis Darts remain in service with Arriva Kent Thameside, all based at Northfleet Garage. 1608 is seen at Dartford Home Gardens on the 414 after my return trip on it to Horton Kirby.

This is the only one of the batch remaining with the cream scoop at the front.

Fastrack B: Dartford to Temple Hill, then Temple Hill to Gravesend

Back in Dartford Town Centre, I resumed my Fastrack rides, with a trip on the newly extended B. This now proceeds beyond Dartford to Temple Hill, replacing the C, although the routeing is different in that, instead of the previous long one way loop, the service now runs out and back, terminating at Sharp Way and merely going round the block on return. In practice, the fusing of the B and C is no real change, as the two routes used to interwork at Dartford Town Centre anyway, with most buses arriving on one route proceeding onto the other.

However, what has altered is the vehicle allocation. On my last visit, it was mostly SE worked with a few SENs, whereas now, the majority type appears to be MECs released from TfL work by the entry of electrics into service on the 108, although a handful of SE and SEN types continue in support. Next to arrive at Home Gardens was MEC46, which I jumped on for the short 10 min trip on the new extension to Temple Hill. A few other takers on the journey, as we made our way on the suburban ride to the new terminus at Sharp Way.

Ahead of us on the stand was fellow Citaro MEC32, so I was able to move up a working and catch it when it left a few minutes later. Back around the block and the reverse of the outward route through the estate roads to Dartford Town Centre again. Then straight on without the “hesitation time” that used to be the case when the C and B interworked at this point. Soon, we were onto the “Bus Only” road climbing out of the town centre, then joining the reserved section parallel to the main road towards Darent Valley Hospital. Having looped around to serve this point and exchanging a few users, we moved onto the next reserved “Bus Only” road downhill into Bluewater, calling at the Shopping Centre Bus Station.

From here, instead of the long loop through Ingress Park and back now covered by the F, we continued direct onto the A2 and a fast run to Ebbsfleet International, saving perhaps 15 mins on the previous timing. Contrary to the name, Eurostar services have not called at the station since 2020 although they may resume in 2026 according to the company. For now, only domestic High Speed “Javelin” services between London and The Kent Coast serve this location, making it somewhat of a white elephant in the opinion of many. Unsurprisingly, only a couple of passengers alighted and only one boarded here.

Onwards through the new development at Springhead Park, which provided better custom, before continuing on the final section into Gravesend, finishing at Garrick Street in the Town Centre near the station. A touch under 50 mins for the whole trip, much quicker now without the Ingress Park detour.

The B runs every 12 mins Daily during daytimes, 15 mins evenings, but now 30 mins late evenings and early Sunday mornings. Departures from each end start at 0430 and continue until 0030.

Some of the Mercedes Benz Citaros made spare from the electrification of TfL Route 108 have moved to Fastrack, where they appear mainly on Route B. MEC32 leads MEC46 at Temple Hill Sharp Way.

Fastrack B was extended to this point from Dartford Town Centre from 5th April, replacing the C.

Arriva 482: Gravesend to Kings Farm and Back

In Gravesend, I moved away from Fastrack for a while to find some more Arriva Darts. One of their usual haunts is the short local 482, which operates every 20 mins M-S daytimes, Hourly M-S evenings and 40 mins Sun daytimes. Bustimes.org showed the 2 buses on the route to be a short Streetlite and Mini Pointer Dart 1633, with the former just departing as I arrived, so I awaited the next arrival.

In contrast to the countrified 414 I rode earlier, the 482 is a busy little town service and when 1633 appeared, we took on a full load. Leaving the town centre, we wound our way up to Kings Farm, calling at Echo Square, before embarking on a large loop of the area, with its mix of older and more modern housing. A couple of minutes “hesitation” is built in at Mungo Park Road, before continuing on through the Christian Fields area back to Echo Square. Thence via the reverse of the outward route back into town. A couple of minutes over the half hour for the circuit, with good custom throughout.

Arriva Dennis Dart 1633 of Northfleet Garage in standard livery on Gravesend Local Route 482 in the Town Centre after my run on it.

On the day of my visit, there was one Dart out on each of routes 414, 480, 482 & 483, but they occasionally appear on other services.

Arriva 483: Gravesend to Bluewater

To leave Gravesend, I switched to the 483 to take me back to Bluewater. This runs every 30 mins daytimes daily, with an Hourly evening service on M-S only. Until service changes in 2024, the 482 and 483 were combined as a through service operating under the latter number, but the split into two routes in Gravesend Town Centre allowed a more frequent service to be provided on the busier Kings Farm section. On the day I travelled, the 3 buses on the 483 comprised 2 short Streetlites and 1 Dart, 1613, which was a transferee from Stevenage to Northfleet when Dart operation ended at the former garage.

However, unlike my previous journeys which had all run more or less to time, there appeared to be some delays affecting the 483. Several at the stop were complaining that the prior departure had failed to show, although as all 3 buses were in service, presumably it had turned short due to late running. Our Dart eventually arrived just after it should have departed and eventually left full and standing around 8 mins late.

A slow chug out of town, with passengers on and off at almost all stops, as we made our way along Pelham Road to Perry Street. Then through the back streets of Northfleet, serving the Painters Ash area, before calling at Pepper Hill Sainsburys via a double run. From here, we skirted Springhead Park before arriving back at Ebbsfleet International, although a more convoluted routeing than Fastrack B. By now, we had emptied out to an extent and had an easier run through Swanscombe and the back doubles of Greenhithe, along some narrow roads including a lane with passing places, finally seeing a bit of greenery after the urban landscape earlier in the trip. Finally, we emerged near Bluewater once more, terminating at the Bus Station around 45 mins from the start. Late for his return trip, our driver left immediately without stand time, but it had been good to sample Dennis Darts again in a variety of settings.

Enviro200 MMC SEN58 on Route F at Bluewater Bus Station before my ride on it. This was a new service introduced from 5th April, taking over the previous double run of Route B between this point and Ingress Park.

This bus was formerly AE25 with Sullivan Buses when on TfL work.

Fastrack F: Bluewater to Ingress Park and Back

Next, I took the opportunity to sample the latest addition to the Fastrack fold, the F. This is a very short service, taking over the Ingress Park section of the B and operating at the same frequencies with through ticketing between the two routes. As mentioned earlier, this is intended as a stop-gap measure, speeding up the B for through passengers by eliminating the Ingress Park double run. The originally intended route for the B between Bluewater and Ebbsfleet via Greenhithe & Ingress Park will be implemented when Galley Hill Road in Swanscombe is reopened - it was closed a couple of years ago following a collapse due to subsidence, which is taking an extremely long time to fix!

On the day I travelled, the 3 buses on the F were all Enviro200 MMCs formerly with Sullivan Buses on TfL work - I had SEN58 (ex AE25), still unchanged from its London days with TfL layout and moquette. A small number of passengers on the trip I was on, a straight run from Bluewater up to Greenhithe Station and then via a short “Bus Only” road into the new Ingress Park housing development. Shortly after this, we called at Ingress Abbey, an imposing Neo Gothic Jacobean style country house, which was rebuilt in the 19th Century, but had previously served as a nunnery and a royal retreat for King Henry VIII. During the two World Wars, it became an army hostel and naval base, but today is a private residence owned by an oil and gas tycoon!

Continuing beyond the Abbey, we called at the local Community Centre and then ended at Manor Way Roundabout on the edge of the development. By the time I had alighted and crossed the road to the pick up stop opposite, the bus had circled the roundabout and returned. A couple of minutes hesitation are built into the timetable, but we departed again immediately via the reverse of the outward route, a few users but only single digit passengers throughout the journey. A mere 23 mins for the entire round trip on this little but interesting route.

New Bus Stops with “fastrack electric” logos are gradually being introduced.

This example is at Manor Way Roundabout in Ingress Park, terminus of Route F. Eventually, when Galley Hill Road is reopened following its long term closure due to subsidence, it is intended that Route B will be reintroduced to this area and Temporary Route F withdrawn.

Part Fastrack B: Bluewater to Dartford

With an hour or so to spare before going-home-time, I had time to fit in one more circular trip from Bluewater. I saw on bustimes.org that the doyen of the Citaros, MEC1 was en route from Gravesend on the B, so hopped on when it arrived for a final journey over part of the route back into Dartford. As with the other MECs, still in London condition inside. Just under 20 mins for the well used run via Darent Valley Hospital.

The usefulness of the reserved sections of road for Fastrack were apparent as there was a great deal of congestion on the adjacent lanes which were clogged with traffic coming out of Dartford and presumably heading mainly for the M25 and the Tunnel.

Final Run of the Day…

Interior view of IE32 showing the layout of the front section with rear and forward facing seats, straps for standing passengers, wheelchair area and the next and upcoming stop screens.

Fastrack A: Dartford to Bluewater

In Dartford Town Centre for the last time, I decided to finish in the way I had started the day, with a ride on one of the new IEs back to Bluewater on the A. By now the start of the afternoon peak, some delays were apparent, but IE32 arrived a few minutes down and left almost immediately after shedding one load and taking on another. A protracted run, as we were busy to the extent of being full and standing, some passengers annoying the driver by standing under the centre door sensors and others leaning against the wheelchair alighting buzzer, which elicited some exasperated comments! By Amazon, we had almost emptied out, most having alighted in Temple Hill and The Lakes.

On reaching Crossways Boulevard, at the nearest stop to the garage, the driver announced a crew change, but no new driver was in sight. When he phoned the depot, it emerged that the bus was to be replaced due to low charge and a minute or so later, IE23 drew up behind us with the replacement driver and we all duly transferred for the last stretch to Greenhithe Station and on to Bluewater. All this mucking about meant that the trip took 40 mins, almost 10 mins more than scheduled. However, I had completed all that I had intended for the day, so ended my trip with a sense of satisfaction!

Watton

The future…

The pantograph charger at the Gravesend Garrick Street terminus of Fastrack B & E has been installed and is being prepared for service.

Routeing through Tooting

On this journey, Watton’s Wanderings tries out a newly extended route, samples recently introduced electrics and takes a last ride on disappearing diesels in the Tooting area of South London.

TfL Map showing the extension of Route 315 from Balham to Springfield Hospital, Tooting, with the new and altered stops.

The extension was implemented as proposed with effect from 3 May 2025.

Route 315: West Norwood to Springfield Hospital (& back to Balham)

I journeyed by Southern train to West Norwood, where I alighted and walked the short distance to the northbound stop almost opposite the Bus Garage, first pick up for the 315 towards Balham. This obscure back-streets local hit the headlines by receiving an extension in early May from Balham Station to Springfield University Hospital, where there is considerable new development, some of it still in progress at the time of this visit. In addition, route G1, which passed from Go Ahead to Transport UK on the same date, was restored to serving the hospital via a double run, having been withdrawn from this section during rebuilding works.

Having just missed a departure, I had the best part of 20 mins to await the next one, which when it came was one of the usual Transport UK short single door Enviro200s, fleet no 8123 of Beddington Cross (BC) Garage. Just half a dozen on board as we left West Norwood behind and continued via the narrow back doubles towards Streatham, briefly rejoining the main roads in the St Leonard’s Church area. Then it was off into the smaller streets again for the rest of the trip through to Balham Station. Passengers on and off throughout but we were never into double figures on what was essentially a quiet run.

On then to the new extension, with me as the sole passenger to keep the driver company! Down Balham High Road via the 155 to Tooting Bec, where we swung a right into Trinity Road for a short distance, before turning left into narrow Glenburnie Road leading into Springfield Drive, the older housing giving way to new buildings around the hospital site. After dropping me at the last stop not far from the hospital entrance, the bus continued around the corner to stand. A 45 min run from the start on the extended route.

Slightly confusing as to where to reboard, as the drop off stop was marked “315 Alighting Point Only” and the stand was marked “315 Buses do not pick up passengers here”. Asking the driver, he agreed that it was unclear and kindly let me board at the stand, whilst explaining that he went around the terminal loop again to pick up at the hospital stop which was incorrectly marked as alighting only - a not untypical TfL cock-up! I rode the extension back to Balham, again as solo passenger, getting off when we resumed the existing route after 15 mins. Hopefully, usage will improve when locals get to know the new route is there, as it clearly provides useful new links.

The 315 celebrates its 30th Anniversary this year, having started in 1995, when it was introduced between Balham and West Norwood, replacing sections of the 115 and G1. Initially, it was operated by Londonlinks with long Metroriders, later morphing into Arriva London. The second operator, from 2001, was Connex (who later became Travel London) with Darts. 2006 saw Go Ahead London take over with LDP Darts, later replaced with SEN type Enviro200s. The switch to Abellio (now known as Transport UK) came in 2021 .

Transport UK Enviro200 fleet no 8123 of Beddington Cross (BC) Garage at the new Springfield Hospital stand on the occasion of my ride over the extension.

As can be seen, there is much new development around the hospital site, some of it still on-going.

Part Route 355: Balham to Clapham Park

From Balham, I took a short 10 minute hop aboard Go Ahead London SEe263 of Camberwell (Q) Garage on the 355 through Clapham North to Clapham Park. This route is in process of conversion to electrics and I noted one or two of the outgoing WS class Wright StreetLites mixed in with the SEe types.

Although not the one I rode, Go Ahead London Enviro400 City EV Ee206 of Merton (AL) Garage at Clapham Park demonstrates the new order on the 57.

The route was converted from the previous diesel Enviro400s to electrics in recent months to comply with its contract renewal requirements.

Route 57: Clapham Park to Kingston

My next complete route was the 57, converted some months ago by Go Ahead London to electric operation as part of its tender re-award. Enviro400 City EVs are now the standard fare, my previous ride on the route a few years ago being in the opposite direction aboard an E type Enviro400, now displaced.

First off the Clapham Park stand at Atkins Road was Ee217 of Merton (AL) Garage, which seemed to have a fault, as a warning buzzer was sounding in the driver’s cab for most of the trip. However, it cannot have been anything too serious, as we were able to complete the journey without incident. The interior was in the now familiar layout for new buses of high backed seating, wood effect flooring, USB ports and new style information screens.

Although we were quiet to begin with, when we turned onto the A23 and made our way past Brixton Garage to Streatham Hill and Streatham High Road, we became busier. Well used all the way through Mitcham Lane & Southcroft Road to Tooting Broadway, where one bus load was virtually replaced by another. A bit of a slog down through Colliers Wood and past Merton Abbey, although there was no driver change at the home garage. On via South Wimbledon Station and into Wimbledon Town Centre, where there was another exodus.

As we progressed on to Raynes Park, most of the remaining passengers dispersed and just as we entered the “freehold” section of the 57 through the leafy suburban housing of the Coombe Hill area, we were treated to a 5 min pause by the Controller for early running. After resuming, it was a straight run via Kingston Hospital and down into Norbition, where the usual traffic queue up to the lights at the London Road / Cambridge Road junction caused a slight hiatus. Once beyond this, it was only a couple of minutes run to the terminus at Kingston Fairfield Bus Station. A not bad 1h20m journey time on this long route, inclusive of the 5 min “hesitation”.

The 57 has its origins in a Tram Replacement route between Victoria and Tooting Broadway via Streatham, which started in 1951 with RT operation. The route gradually moved south, being extended to Kingston in 1964 but at the same time cut back at the other end to Stockwell. Two years later, it was truncated further at the northern end to Streatham, although this was soon amended to Brixton Garage. OPO came in 1971 with SMS single deckers replacing RTs, although a top deck returned on conversion to DMS in 1976/7. Metrobuses replaced the Daimler Fleetlines in 1989.

Tendering saw London & Country assume control in 1992 with Dennis Dominators, at which point the route was extended a short distance beyond Brixton Garage to Atkins Road, now known as Clapham Park. After a 5 year stint, Westlink (later London United) took over with Ms again, although within a year or so, VA Olympians replaced them, which in due course were replaced with low floor TA and then VLE types. Go Ahead took over in 2016 with E class Enviro400s, recently ousted by the current Ee electrics.

Merton Garage also operates the 131, which has similarly been retained by Go Ahead on re-tender on the basis of new electrics. Whilst a few Ee types appear, for now the balance of the allocation is made up with diesels and hybrids. WVN39 is one of the former and rests between trips at Kingston Fairfield Bus Station before my trip on it to Tooting.

This is one of the batch of Volvo B9TLs inherited from First which originally operated at Northumberland Park Garage in North London before moving south of the river.

Route 131: Kingston to Tooting Broadway

A lunchtime stroll around Kingston Town Centre brought me to the pedestrianised part of Clarence Street, where there is currently an exhibition of bronze statues by local artists known as “Wild Kingston”, which runs to late 2025, featuring animals including Gorillas, Elephants, Giant Tortoises, Rhinos, Hippos and a Baby Bengal Tiger. Any likeness to fellow bus passengers is entirely coincidental!

Back to Fairfield Bus Station, where my first route of the afternoon was to be the 131, like the 57 retained by Go Ahead London on recent re-tender and similarly operated out of Merton Garage. However, in this case, the intended full electric conversion had yet to take place, with a few Ee types being supported by WVN class diesels and WHV hybrids. A batch of brand new DEL type electric double deckers had commenced delivery and was undergoing type training at time of writing.

I was after one of the diesels and luckily WVN39 was on stand when I arrived back at the Bus Station. After a few minutes, it departed and I boarded with a couple of others. The First Bus heritage of the vehicle was instantly apparent with purple / light blue interior and appropriate moquette, this being one of several which migrated south to Merton from Northumberland Park some years ago after Go Ahead assumed operation of the latter garage. A slower journey, it has to be said, than on my inbound 57, partly due to the driving style and also caused by increasing traffic.

We ambled around Kingston Town Centre, calling at the new Cromwell Road Bus Station, before proceeding out of town and into Cambridge Road through to New Malden. Onwards to Shannon Corner, passing under the flyover, before taking the road beside West Barnes Level Crossing to Raynes Park Station. Here we rejoined the 57 for the rest of the trip, having operated over a different intermediate route between Kingston and Raynes Park. Back to Wimbledon, picking up a good load at the station, then through South Wimbledon to Merton Garage where this time we did swap one driver for another. Sticky traffic over this stretch to Colliers Wood but then a reasonable run back to Tooting Broadway Station. 65 mins end to end on this occasion.

The 131 was a longstanding route between Kingston and Walton-on-Thames, which gradually moved east and north. It began its migration in 1962, when it was extended from Kingston to Wimbledon to replace withdrawn Trolleybus 604, the route being mixed RT/RM at this stage. An unusual and long-lived extension on Sundays saw the route reach Clapham Common to replace the 155 on that day of the week, with some early morning journeys projected through to the Embankment Loop.

At the other end, the route began to retreat, being cut back to West Molesey in 1971 with a new 211 taking over the withdrawn section. By now fully RM operated, 1973 saw conversion to DMS OPO, with replacement by Ms occurring at the end of the decade. The 131 passed to London Country South West on tendering in 1987, using a selection of green double deckers from Leatherhead Garage, but this only lasted until 1990 when Westlink took the route using Titans, an unusual choice given that South West London was generally a Metrobus preserve at the time. 1994 saw the western terminus cut back to Kingston, with a new 411 assuming the West Molesey leg. The mid 90s saw transfer to London United using VA class Olympians.

The noughties ushered in the low floor era to the route with TA types, 2007 seeing the extension from Wimbledon to Tooting Broadway in lieu of the 493. Further type changes in the 2010s brought SP and VH classes to the service, but in 2017 Go Ahead took over using mainly WVNs inherited from First London, although other types have since been added to the mix as explained earlier.

The 337 passes from Go Ahead to Transport UK when the contract changes on 24 May 2025. The outgoing order is remembered by Enviro400 E154 at Richmond Bus Station after completing my ride on the route from Clpaham Junction.

My journey on this bus was a short one after the vehicle I commenced my journey with, E159, was turned short at East Sheen due to late running.

Part Route 77: Tooting Broadway to Clapham Junction

From Tooting Broadway, a 20 min positioning run on a Stockwell Garage inmate, Enviro400 MMC Hybrid EH289, operating on Route 77 via Earlsfield to Clapham Junction. I alighted at The Northcote, the commencement point for my final route of the day.

Route 337: Clapham Junction to Richmond

The 337, operated by Go Ahead London at this time, was due to pass to Transport UK, who had won the contract for the route from later in May. Therefore, a final chance for me to take a ride with the old firm on the existing Enviro400 diesels. E159 of Stockwell (SW) Garage was the next to depart the stand at Clapham Junction Northcote and I boarded alone at the first stop. We picked no-one up in St John’s Road, but on turning left we had a large number waiting for us opposite the station. Unfortunately, this part of South West London becomes very congested on a Friday afternoon and despite it not quite being the peak period, we endured a slow crawl almost all the way to Wandsworth Town Centre.

Once past the junction where the A3 diverged, it was easier going through to Putney, although we called at virtually every stop on this section. Past Dover House Road, we joined another queue over Barnes Common and beyond into Sheen. All this delay prompted an almost inevitable message from the Controller to turn short and we lurched off the main road to terminate at East Sheen, Black Horse, the first time I believe I have ridden a bus onto the stand there. The 337 wasn’t the only one experiencing delays, as a 493 was also on the stand and the 33s seemed to be operating in tandem as I awaited an onward connection.

Frustratingly, this short turn is not much more than 5 mins away from the ultimate destination at Richmond Bus Station and I had a 10 min wait for the next 337, which was sister Enviro E154. This was practically empty on the short trip, my fellow passengers from the previous 337 having continued on the parallel 33. Including the enforced change at East Sheen, it had taken 1h15m to travel the route from one end to the other, compared with the scheduled 1 hour at that time of day and 50 mins off peak journey time. However, at least I had completed what I had set out to do!

It is hard to believe now that the 337 was once part of a much longer route 37, which once ran all the way from Peckham to Hounslow. In 1991, the 37 was split into three, the original number being retained for the Peckham - Putney section, whist the outer end between Richmond - Hounslow became the H37. The middle part between Clapham Junction and Richmond became the 337. Initially operated by London General with Ms, with the odd VC thrown in, the route passed to London United in 1999 also with Ms to begin with although soon converted to low floor double deckers with VA/VP types. Arriva became the third operator in 2004 using DWs at first but then replaced with VLAs. Go Ahead assumed the route in 2011 with the current Es, taking it back to its original garage of Stockwell, although it did operate out of Putney for a short time. Now the route is on the move again, with its transfer to Transport UK imminent.

It was then a short walk through Richmond Town Centre to the station, where I joined the Mildmay Line of the Overground for the trip home.

Watton

And finally…

It may be forgotten that the 131 once operated with green buses! London Country South West had the contract for 3 years from 1987-90 and used a variety of double deckers including ex Greater Manchester Atlanteans like AN378, seen amid demolition work in Wimbledon before leaving for West Molesey.

The 3 front blind box apertures were inherited from its Manchester days. Whilst the route number is legible, the small boxes make the via points and ultimate destination difficult to read!

Through the Archway

This time, I ride mostly outgoing types on a variety of bus routes in North and North West London, focused on the Archway area.

How it used to be…

Back in 1986/7, Potters Bar (PB) Garage operated a number of secondhand Volvo Ailsas previously with South Yorkshire and West Midlands PTE, together with the 3 experimental vehicles purchased by London Transport for future vehicle evaluation. The third of the trio, V3, is seen on the 263 outside its home garage in 1987.

This bus was unique in having front and rear staircases, which are behind the plain panels each side of the lower deck windows.

Route 263: Barnet Hospital to Highbury Barn

I began my day at the top end of the TfL Bus Map in Barnet. My first route was the 263, for which Metroline has recently retained the contract. New electric buses are specified, but in the meantime, the service continues with a mix of diesels and hybrids. On the day I travelled, this comprised VW/TE/VMH/VWH types.

There were half a dozen VWs out and I joined VW1197, which arrived out of service from Potters Bar (PB) Garage at Barnet Hospital after an extended gap, despite it being fairly early on a quiet Saturday morning. We got going with a handful on board and soon acquired more passengers as we made our way through Barnet. A reasonable run followed down to Whetstone and on to North Finchley. Plenty of usage through to East Finchley Station, before we took the rerouteing introduced in 2023 via Highgate Village as part of the replacement for withdrawn 271. Down the hill to Archway Station, where a large number alighted.

However, I stayed on as we continued south through Holloway to Highbury & Islington, for once not delayed at the badly-planned revised layout at Highbury Corner. It was then a short hop to the terminus at Highbury Barn, a slightly strange destination but presumably the nearest point to Highbury & Islington Station where the route can turn and stand. The 65 min journey was nearly 10 mins longer than scheduled at that time of day.

The 263 originated in 1971 as an RM route between Barnet and Archway / King’s Cross / Farringdon St at different times, largely as a replacement for the northern section of the 104. It was an early convert to OPO in 1972 with DMS types, replaced in 1980 with Ms. In 1983, part of the service was extended to Potters Bar, although with a separate leg to Barnet Hospital. When PB received a number of secondhand Metrobuses and Volvo Ailsas in 1986/7, they appeared on the 263, although these were replaced later in the decade with S class Scanias.

The Potters Bar leg came off in 1994 and two years later the route passed to Leaside Buses with DBS types, although in 2001 the route was subcontracted to First for a short period with Ms. Metroline returned in 2002, initially with TA types, but later replaced with TPs. In 2009, the route was extended to Holloway Nags Head, by which time TEs had become the usual allocation. The further extension to Highbury Barn came in 2014. Recent years have seen more fluidity in the mix of types as described at the start.

Fast forward to 2025…

The 263 was retained by Metroline on re-tender from April with new electrics in due course. For now, existing vehicles continue, like Volvo B9TL VW1197 of PB Garage which I rode from Barnet, seen at the Highbury Barn terminus.

At the time of writing, the route was a mix of VW/VWH/VMH types.

Part Route 4: Highbury Barn to Finsbury Park / Part Route 254: Finsbury Park to Clapton

From Highbury, I took a very short 5 minute ride on Metroline VMH2474 of Holloway (HT) Garage on the 4 to Finsbury Park, where I changed to the 254 for another 15 minute positioning trip aboard Arriova LT597 of Stamford Hill (SF) Garage to Clapton Pond.

Metroline DEM2685 typifies the Enviro200 MMC allocation from Holloway (HT) Garage on the 393 and is pictured at Chalk Farm Morrisons after my trip on it from Clapton.

This route provides a convenient link to Camden Market, one of the entrances to which can be seen behind the bus.

Route 393: Clapton Pond to Chalk Farm

Next, a route I had not been on for a long while, one of those useful but rambling back-streets services, the 393. This is operated by Metroline out of Holloway (HT) Garage using a batch of Enviro200 MMCs. DEM2685 was the first to depart the stand in the centre of the roundabout at Clapton Pond and I boarded with a few others. Soon we were off on the loop around the Jack Watts Estate serving the back doubles of Clapton, with plenty on and off. Back to the Upper Clapton Road, which we crossed and followed Cazenove Road to Stoke Newington. Another passenger exchange, before circumnavigating the common and making our way past the Town Hall and beside the green open space of Clissold Park to Green Lanes.

More back streets then traversed via Highbury New Park down to Highbury & Islington Station. Then northbound up the main Holloway Road to the Nags Head via the reverse of the route I had travelled earlier on the 263. Roadworks had closed the normal direct route along North Road, so we were put on diversion down the Caledonian Road to Brewery Road then along York Way, rejoining line of route at Camden Park Road, encountering some congestion on this stretch. Then the final section through Kentish Town to Kentish Town West and Chalk Farm, terminating at Morrisons beside the bustling Camden Market. A 1h10m trip in all.

The 393 began only in 2003 between Clapton and Holloway Nags Head, operated by East Thames Buses with DW class Cadets. In 2007 it was extended to Chalk Farm Morrisons, when Arriva took the contract with ENS Enviro200s. Metroline became the third operator in 2019 with the current vehicles.

Although not the one I travelled on, elderly Enviro200 DE1143 of Metroline’s Holloway Garage demonstrates the outgoing class on the C11 as it embarks on a trip to Brent Cross from Archway.

New Wright GB Kite Electroliners have been delivered to replace these veterans but are being used temporarily on the 153 until the longer versions for that route enter service.

Route C11: Archway to Brent Cross

I walked through the crowded market to Camden Town Station, which was rammed with visitors, taking the Northern Line a short distance to Archway, departure point of my next route.

The C11 moved from Cricklewood to Holloway Garage in 2024, taking its elderly Enviro 200s with it. The contract has been retained by Metroline on the basis of new WSE class electrics, which have been delivered but are being used for now on the 153 until the longer WSEL versions intended for that route have been put into service. Therefore, a last chance perhaps for me to sample the old -timers on the C11. DE1139 was the next to arrive at the first pick-up stop at Archway and I jumped on with a good crowd.

This was a busy and slow run as we made our way past the Whittington Hospital and through the back streets to Parliament Hill Fields. Then onwards via Gospel Oak to Hampstead Heath, where we crawled up the hill past the Royal Free Hospital. Then down Haverstock Hill to Belsize Park, before continuing via Primrose Hill to Swiss Cottage and Finchley Road Station. More congestion around West Hampstead caused a slow run up to West End Green, before a slightly easier run through to Cricklewood Station. We were quieter on the last stretch through the Clitterhouse Estate to Brent Cross, finally arriving at the Shopping Centre after an extended run of 1h 10m. As with many routes these days, much slower than they used to be a few years ago due to the combined effects of 20 mph limits, cycle lanes, narrowed roads, speed humps and inconsiderate parking all leading to increased congestion!

The C11 was famously one of London Transport’s initial minibus routes, introduced in 1972 between Archway & Cricklewood with Ford Transits. The route was converted to Bristol LH BS types in 1975 and extended to Willesden Green in the following year. The longer BLs replaced the BSs in 1981 and a year later the service was cut back to West Hampstead but extended at the other end to King’s Cross. The Brent Cross extension at the northern end was introduced in 1984.

1990 saw the route pass to R&I Coaches with Darts and a split into the C11/C12, with the C11 essentially assuming the form it retains today. Operator changes in subsequent years saw MTL London, Metroline, Thorpes and Metroline (again!) take turns with various Dart types, until the current DEs were introduced in 2010.

Another Volvo B9TL, this time VW1287 of Cricklewood (W) Garage, at Archway Station on the 210. This is the bus I rode from Brent Cross to Finsbury Park.

This route is another awaiting new electric vehicles and at the time of this journey was being operated with a mix of VW and TEH types with the odd VWH thrown in.

Route 210: Brent Cross to Finsbury Park

Brent Cross Shopping Centre Bus Station is usually extremely busy and this occasion was no different! A large number surged forward when Metroline VW1287 of Cricklewood (W) Garage pulled up to the 210 stop, but luckily I was nicely positioned to board first. This route is another which has been retained on re-tender on the basis of new electrics which have yet to arrive. In the meantime, existing vehicles continue in service, comprising a mix of VW diesels and TEH hybrids on the day I travelled.

In contrast to the earlier turgid runs on the 393 and C11, this trip on the 210 was a fast run, with positive driving where conditions allowed, helped by the fact that much of the earlier congestion around lunchtime appeared to have dissipated. We left Brent Cross Station behind and were soon into Golders Green, omitting the Bus Station and stopping at the Hippodrome. A powerful run uphill past the Bull & Bush to Hampstead Ponds followed, before taking the pleasant section through the greenery of Hampstead Heath and past Kenwood House.

A short delay due to roadworks with single lane working and temporary lights, but then we were back at Highgate Village and soon down the hill into Archway again. The final section through the Victorian and Edwardian housing around Hornsey Rise was a contrast to the countrified Hampstead Heath, but we arrived at Finsbury Park Station after a decent 45 min run.

The 210 is a long-standing route linking Finsbury Park and Golders Green, the extension to Brent Cross coming with the opening of the Shopping Centre in 1976. Prior to that, there was a long Sunday extension to Leyton from 1963-70 to cover the 236 which was withdrawn on that day. From 1970-71, the reverse situation occurred, when the 236 was extended over the 210 on Sunday!

The 210 was one of the last crew-operated RF routes, being converted to OPO in 1970. In the 70s, types progressed from RF to SMS to LS, which continued until Grey Green took the contract in 1990 with Volvo East Lancs single deckers. The route passed to Thorpes in 1998 with Darts, although that company was taken over by Metroline in 2004. Double deck conversion took place in 2008, initially with TA types, although TEs increasingly appeared in tandem, with VWs and then TEH / VWH hybrids then added into the mix.

To finish, I stepped up a working, boarding sister vehicle VW1181 in front and retraced my steps a short way to Archway Station, where I transferred to the Northern Line back to my start point at High Barnet.

Watton

We end this report with another retro photo, taken back in 2019 when Metroline operated a batch of Trident Alexander ALX400s on the 210. TA642 of Cricklewood Garage stands at Brent Cross Shopping Centre.

These vehicles were withdrawn soon after this view was taken.

Heritage Visit: Beamish Museum

I end my wanderings around the North East of England with a visit to the Beamish Outdoor Museum in County Durham, featuring rides on preserved trams and buses in a recreated traditional northern town and pit village setting.

Visitors enter the museum site through an entrance arch formed by a steam hammer. These were developed in the 19th Century for tasks such as shaping forgings and driving piles.

Local buses drive through this down the hill to the Main Entrance during opening hours.

Background

Beamish is an open-air “living” museum in County Durham, with the guiding aim being to preserve and portray urban and rural life as it was in North East England at the culmination of the Industrial Revolution, much of the restoration being specific to the Victorian and Edwardian eras.

Covering an area of 350 acres and set in a basin-shaped steep-sided valley, it uses a mixture of original, relocated and replica buildings, together with associated artefacts, working vehicles and equipment, as well as livestock and costumed interpreters.

It first opened to visitors in 1972 and has been gradually added to and improved over subsequent years.

A “Chaldron Wagon” stands outside the main entrance to the museum. These were used to transport coal from the earliest days of railways in the 19th Century.

The long brake lever seen poking out on the left was for control when running down slopes by gravity.

Overview of the Site

The Main Entrance Building includes all necessary facilities, together with an exhibition explaining the history and other aspects of the site, plus a souvenir shop.

Passing through this, the visitor reaches the roadway, tramway and footpath which encircles the site. The “Town” on the opposite side of the site is a 15-20 min walk from the entrance, but many prefer to ride on the preserved trams or vintage buses instead.

In addition, visitors can take rides on the Town Railway and Pockerley Waggonway when operating, although these start and finish in the same platforms.

Apart from this, the main sites of interest are a 1900s / 1950s Town, a 1900s Colliery / Pit Village, 1940s / 1950s Farm and the 1820s Pockerley Old Hall. The Tram and Bus Depots can also be visited.

Map of the Beamish Museum site displayed inside the Entrance Building.

The large site covers some 350 acres and is situated in a basin-shaped valley with woodland areas, farmland, recreated towns and a colliery / pit village. Transport is provided by a circular tramway and road 1.5 miles long using preserved vehicles.

Tramway

Preserved Trams operate on a circular route in both directions around the site, with stops at the Main Entrance (south), Foulbridge / Home Farm (west), Town (north) and Pockerley (east). The complete loop takes around 15 mins to ride. The track is mainly single track with passing loops at the stops. The infrastructure is mainly relocated from genuine North East tramway locations.

Between 4 and 6 trams are usually available for operation, with 3 out on the day I visited. Others are undergoing restoration in the Tram Depot at Foulbridge.

I began with an anticlockwise circuit of the site to get my bearings aboard beautifully restored Sunderland Corporation car no 16, taking a seat at the front on the top deck. Unwary visitors unfamiliar with trams of this generation seemed puzzled by the reversible wooden seats and I had to demonstrate a couple of times how they could face forwards in the direction of travel! The driver and conductor were attired in suitable period costume, as were the other tram crews I saw.

Departing from the Main Entrance, we set off down hill through the woods and into an area of open farmland, stopping at Pockerley, where we passed another tram going in the opposite direction. Then on up to the Town, passing firstly the 1950s area with cinema, hairdressers and other period shops, before turning the corner to the 1900s section which depicts mainly Victorian buildings in a 1913 setting. As we paused at the Town stop to cross over with another tram, I was able to admire the various shops, pub, terraced houses and small park, all of which are open to visitors.

After leaving the Town, we continued onto the single track section past the Railway Station and Fairground, following a winding course through farmland up to Foulbridge. This is the stop for the 1940s Farm and enabled a good view of the Tram Depot and Bus Garage. Below us, down a steep road, was the Pit Village and Colliery, served only by bus.

Finally, after awaiting for another tram to pass us, we completed the circuit back to the Main Entrance through a short wooded section. A great ride!

Sunderland Corporation Tramcar no 16 calls at the Museum Entrance before embarking on an anticlockwise circuit of the site.

Built as open-top in 1900, it was fitted with a roof after the First World War. Withdrawn in 1954, it survived in various guises until rescued for restoration by the museum in 1989.

The top deck interior of Sunderland Tramcar No 16 at the Town stop during my circuit aboard.

Modern day users seemed fascinated by the reversible wooden seating!

Second Circuit

For my next tram ride, I opted for a clockwise circuit, again commencing at the Main Entrance. This time, I started off aboard Sheffield Corporation car 264, an unusual example restored with open balconies at each end on the upper deck. Proceeding back to Foulbridge, I continued on the Town stop, where I broke the journey and alighted for a brief wander around to explore.

After this, I caught a later tram, this being Blackpool Tramcar 31, an open top example. Continuing past the 1950s Town and through the open country to Pockerley, I ended with an uphill ride back to the Main Entrance.

All the trams I rode were extremely popular with visitors and well-filled, as the day progressed long queues began to develop, so I was lucky to arrive early!

Sheffield Corporation Tramcar 264 calls at the 1900s Town stop, with the “Tramway & Omnibus Waiting Room” just visible behind. To the left, the Jubilee Confectioners is a restored traditional sweet shop and appears to be drawing a crowd.

Built in 1907 and withdrawn from service in 1956, the car has been restored to its 1920s condition with open balconies on the upper deck.

Blackpool Tramcar 31 dates from 1901 and, despite being later converted to covered top, has been restored to its original open top condition. It is seen approaching the Bus & Tram Depot stop above the Pit Village and is crossing from the single track section onto the passing loop.

The car remained in use at Blackpool until the 1980s, latterly as a engineering overhead inspection car, but was subsequently restored at Beamish.

Buses

There are a variety of preserved and replica buses at Beamish, housed in the Northern General Transport Bus Depot, which can hold up to 8 vehicles.

These include a couple of 1910s replica buses - a London B type in Newcastle Corporation livery and a Northern General Daimler. The latter was out to play when I visited, so I mounted the platform and up the steep winding stairs to the open top deck for a spin. The bus route follows the anticlockwise circuit of the trams from the Main Entrance, with the conductor informing me that each vehicle was operating on approximately a 20 min frequency. A sedate run followed (maximum 12mph!), taking the roadway beside the tram tracks for most of the way - via Pockerley, Town and on to Foulbridge - except that when we arrived at the latter, we made a detour down to the Pit Village, this being the only bus to do so.

Alighting at the last stop, I had a convenient 20 mins or so to admire the colliery with its winding house and its adjacent railway workings, together with a quick look at the Pit Village that features period miners cottages, school, chapel and shops which can be entered. Much of the equipment here was relocated from nearby mines after closure.

When the Daimler returned, I reboarded for the short trip back up the hill to Foulbridge, before completing the circular route to the Main Entrance.

Whilst I didn’t have time for further rides, I did take a close look at the other two buses in service that day - a Rawtenstall Corporation Leyland Titan PD2 and a Rotherham Corporation CVG6, both 1950s vehicles and nicely restored.

Not quite what it seems!

This is a 1980s built replica of a 1910s Daimler CC motorbus, seen arriving at the Pit Village terminus with crew in period attire, before I rode it back to the Museum Main Entrance.

The vehicle is based on those purchased to extend the Gateshead Tramway network beyond their terminals. Originally equipped with solid tyres, these have now been replaced with more comfortable-riding but less authentic pneumatic tyres!

Former Rawntenstall Corporation Leyland Titan PD2/12 no 18 of 1953 is in Scout of Preston livery and is seen approaching the Museum Entrance.

The conductor stands on the platform in classic pose.

1954 Daimler CVG6, no 220, of Rotherham Corporation stands at the Main Entrance Bus Stop.

This , together with Darlington Corporation CVG5 no 4 of 1964, were purchased as exhibits to fit in with the development of the 1950s Town on the Beamish site.

The reconstructed colliery represents the coal mining industry which used to dominate the area, the museum site being situated in the former Durham coalfield.

Note the brick winding engine house and red painted winding gear, which came from local mines, with railway wagons to the left. The reconstructed 1900s town is in the far distance.

Railway Heritage

In addition to the railway sidings adjoining the colliery, with traditional coal wagons, there is a reconstructed station named Rowley depicting a small passenger and goods facility operated by the North Eastern Railway (NER). There is a short running line through a cutting around the side of the Town, but passenger rides were not operating on the day I visited.

The station building dates from 1873 and was in a state of disrepair after its original line closed in the 1960s until the museum acquired it and relocated it here some years later. The signal box is an 1896 structure relocated from Carrhouse near Consett. There is a goods shed originally from Alnwick and a coal yard. At the rear is a large building entitled “Beamish Waggon and Iron Works Established 1857", used to service and store the locomotives and stock used on the railway.

Finally, close to Pockerley Old Hall dating from the 1700s, with its estate presented as that of a well-off tenant farmer in late Georgian times, is the Pockerley Waggonway. This represents the year 1825, when the Stockton & Darlington Railway opened, which is being celebrated this year as the 200th Anniversary of Railways in the UK (and indeed the world). The Great Shed is based on Timothy Hackworth’s erecting shop and houses the locomotives and stock, which visitors can ride when operating over a short section of track from a single adjacent platform, but which was not in service when I was there.

Rowley Station depicts a North Eastern Railway passenger and goods facility in the region during the early 20th Century. There is 1/4 mile of track over which passenger rides are sometimes given.

Both the station building and signal box were relocated here from their original sites nearby.

Conclusion

I enjoyed my visit to the Beamish Museum, which is highly recommended. The Adult Entry Fee of £33 is expensive but allows unlimited return visits within 1 year.

Future developments include expansion of the 1950s Town with a period Bus Station, which the relevant buses will be diverted to serve together with a proposed Trolleybus route. The museum already has a working preserved Newcastle Sunbeam S7 Trolleybus from 1948.

Go North East, Young Man!

Continuing my northern odyssey, I track down former London buses with Go North East and sample some of the remaining Dennis Pointer Darts with Stagecoach North East, featuring rides in the Newcastle, Gateshead, South Shields, Durham, Sunderland and Chester-le-Street areas.

Now fleet no 6151 at Riverside (Gateshead) Depot, former London WVL505 was one of the first batch of the class to transfer to Go North East and is seen picking up returning shoppers in Central Newcastle on the 58 service to Heworth during my previous visit in 2022.

Note the signwriting showing the frequency and points served, plus the special “East Gateshead Rider” livery.

Overview of Buses in Newcastle

On my previous visit to the area in 2022, I had concentrated on riding Arriva North East services around Durham and Go North East routes in Newcastle / Gateshead, both of which featured ex London buses (of which more later!). Prior to that, back in 2000, I had covered Arriva Northumbria services to the north and north-east of Newcastle which included a ride on one of the last surviving Bristol VRs to Morpeth and back, plus one of my first trips on the (then) new Plaxton Pointer MPD Darts, together with a selection of ECW Olympians on Go Ahead Northern services to the south of the city.

Back to the present, the three main operators in Newcastle are:

• Go North East - Operating mainly out of town to the south and west of the city, with depots in Consett, Hexham, Gateshead, North Shields, Sunderland and Washington.

• Stagecoach North East - Operating cross-city / local services in Newcastle, with depots in Slatyford and Walker, plus local services around South Shields and Sunderland, with depots also in those places.

• Arriva North East / Northumbria - Operating mainly out of town to the north and north east of the city, with depots in Ashington and Blyth plus an outstation in Alnwick. Also operating local services around Durham with a depot in that city.

Stagecoach North East have a dozen Dennis Pointer Darts left in service. 35189 is seen at South Shields Interchange before departing on local service 18 to Brockley Whins.

This was one of 8 examples remaining at South Shields at this time, the other 4 being at Hartlepool.

Stagecoach North East: South Shields Locals

DAY 1: Having not sampled Stagecoach services in Tyne & Wear before, I began in a small way on this visit with a trip out to South Shields to track down some of the few remaining Dennis Darts in service with the company, of which a dozen remain in the North East.

Stagecoach operate various local services around South Shields plus longer distance services to Newcastle and Sunderland. The South Shields fleet is mainly single deck, comprising mostly Enviro200s (supported by the Dennis Darts), although new electric Yutong E12 vehicles based at Wheatsheaf Depot in Sunderland work into the town on routes from that city. In addition to the electrics, Sunderland operates examples of the Enviro 300 and Enviro200 single deckers. There are a smaller number of double deckers, comprised of Enviro400s (both “classic” and MMC version) at both depots.

In contrast, the two Newcastle depots at Slatyford and Walker operate a predominantly double deck fleet, mainly with Enviro400 types (MMC, standard diesel and hybrid), together with a smaller number of single deckers including Enviro300, Enviro200MMC and standard Enviro200 types, but that will have to wait for another visit!

The Metro “Yellow Line” transported me from Newcastle Central to South Shields somewhat quicker than the Go North East bus 27 had done on my previous visit. On arrival, I made way down from the platform to the Interchange (Bus Station) beneath, a modern building with nose-in stands behind glass doors. As with other Tyne & Wear PTE (Nexus) transport hubs, despite stop specific timetable information provided, other facilities like toilets and information like maps & timetable leaflets are sadly lacking. Luckily, I was able to access what I needed via the Stagecoach and Go North East websites, plus the invaluable bustimes.org for the vehicle workings.

Route 7: South Shields Circular via Marsden (anticlockwise)

This is a town service operating every 15 mins M-S daytimes, every 30 mins eves & Suns. Sister route 8 operates at the same frequency on the clockwise loop. Mixed Enviro200 and Dart operation on the day I travelled, with one Enviro400 double decker in support. I had Dart 35261 for my trip, which was a quiet run with only a handful of passengers, as we left the town centre and proceeded via the garage at Chichester (pronounced with a hard “i” rather than the soft one for the West Sussex location of the same name!). Victorian and Edwardian housing gave way to post war estates as we proceeded towards the coast at Marsden, before turning back towards the town centre via Westoe, an inner suburb. A little over half an hour for the journey.

Route 18: South Shields - Brockley Whins (& back)

This service operates west of the town to Brockley Whins, an enormous mainly post-war housing estate close to the former Boldon Colliery. Another frequent service running every 15 mins M-S daytimes, 30 mins eves & Suns. On the day I travelled, 2 x Darts and 2 x Enviro200s were providing the allocation. This time, I had Dart 35189. A busier journey than the previous one, with good usage in both directions. We made our way out of the town centre to Chichester again (but via a different intermediate route), before continuing via the Simonside Estate, which has a main thoroughfare named “Dame Flora Robson Avenue” after the famous actress who was born in South Shields. Crossing a main road, the bus entered the Brockley Whins estate and described a large terminal loop, which seemed to last forever as we passed through identical looking streets of housing. Eventually, we completed the circuit and returned the way we had come to South Shields. A 55 min rounder.

Route 3: South Shields Circular via Biddick Hall (anticlockwise)

Another circular town service, again on the 15 min M-S daytime, 30 min eves & Sun frequency. Route 4 provides the clockwise version of the same route on an identical headway. An Enviro200 / Dart mix, routes 3 & 4 being interworked with the afore-mentioned 7 & 8 at the Interchange. I boarded my third Dart, 35233, for the 40 min round trip. A good number of shoppers carried from and to town on this journey, with a mix of older and more modern urban scenery. As with the other rides in the area, we passed the large and impressive Grade II listed Edwardian Baroque Town Hall near to the Bus Station, with statue of Queen Victoria outside.

Good to experience rides on Dennis Darts once again, as they are now very thin on the ground, the examples I travelled on acquitting themselves well mechanically despite being nearly 20 years old. In addition, all were clean and well presented inside, showing that superannuated buses can still give great service.

The offside view of the once common but now rare Dennis Dart is represented by 35222 departing South Shields Interchange on circular local 8 via Marsden.

I rode sister vehicles 35189, 35233 and 35261 during my travels here.

Go North East 50: South Shields to Durham

For the rest of my trip, I switched my attention to Go North East, the draw being that they operate a number of ex London buses, which currently include almost 50 WVLs, around 30 Es and half a dozen or so DOEs, with more possibly arriving soon. I had ridden some of the first WVLs to arrive during my 2022 visit, but not the other two types which had transferred at a later date.

Early lunchtime and I left South Shields on the long trunk route 50 to Durham. This operates every 30 mins M-S daytimes, every 60 mins eves & Suns, although there is no evening service on the Chester-le-Street to Durham section. The main allocation is Volvo B9TLs, of which a couple on the day I travelled were former London examples. I was lucky that former WVL287 (now plain 6215) was on the next departure and I boarded with a good crowd.

This is a long and winding service, comprising both urban and country sections, so the opportunity from some fast running on the latter in a former London bus! After departing South Shields, we made our way through the suburbs of Chichester and West Harton, before crossing the Newcastle - Sunderland railway line and leaving the built up area. Then, seemingly in the middle of nowhere, we reached the enormous Nissan Factory, with the surrounding industrial units interspersed with farms and open country - a strange mix! After this, we entered the new town of Washington, named after George Washington, whose ancestral family seat can be visited at Washington Old Hall. As with many new towns, the old settlements survive, with modern estates in between. We called at the old town with the unusual name of Concord, where there is a small Bus Station, before continuing into Washington New Town proper, where there is a larger Bus Station at The Galleries Retail Park. During a scheduled 4 min “hesitation” here we had a driver change, where I was able to observe a number of little Optare Solos in “Washington Pinks” livery on local services.

Continuing on through the Washington estates, we left the town and entered a country area through the lanes before reaching Chester-le-Street, mid way between Newcastle and Durham on the East Coast Main Line, which passes adjacent to the town centre on a high viaduct. Another “hesitation” was taken in the High Street, before leaving for the final stretch to Durham. Beyond here, the 50 turns off the direct main road to Durham served by trunk route 21 to proceed via Waldridge Estate, then through open country back to the main Durham Road. Upon entering the outskirts of the city, the Arnison Centre Retail Park is served, before continuing via County Hall and the University into the centre. We terminated at the new Durham Bus Station after a good 1h 40m thrash.

Go North East Volvo B9TL 6201 of Sunderland Depot is former London WVL304 and is at the Langley Park terminus of route X20, before returning to Sunderland via Durham.

The WVLs were appearing in ones and twos on various routes including the 20, X20, 50 and 56 alongside the majority scheduled types, so you have to be in the right place at the right time to catch one!

Go North East X20: Durham to Langley Park, then Langley Park to Sunderland

Whilst in Durham, I noted ex London WVLs in ones and twos on odd routes including routes 20 and X20 which link the city to Sunderland. The X20 is one of those routes which stretches the “express” concept of the “X” a bit far, as for much of its length, it serves all stops! Nevertheless, it is up to 10 mins quicker between Durham and Sunderland than the plain 20. The X20 runs every 30 mins M-S daytimes, every 60 mins eves and Suns.

Spotting another ex Londoner in the form of WVL304 (now fleet no 6201) on the X20, I hopped aboard it for the 30 min run to its western terminus at Langley Park. As with the previous bus, this WVL had been neatly single doored and fitted with new moquette. This took me back part of the way I had come before diving off into deepest County Durham to serve former pit villages.

After a short layover at Langley Park, I reboarded for the full run through to Sunderland. The area is characterised by large former mining villages with countryside in between and we passed through Witton Gilbert and Sacriston, calling at the “Aged Miners Home” at the latter. Then through Nettlesworth and Plawsworth, before arriving back into the outskirts of Durham at the oddly named suburban village of “Pity Me”, the origin of which has several disputed derivations. We then called at the Arnison Centre one last time before taking a different intermediate route from the 50 into the city centre.

We took a scheduled 5 min pause at Durham Bus Station, before departing via the suburbs and then open country over a fast dual carriageway “A” road section, finally becoming an “express” route. Arriving into to the small town of Houghton-le-Spring, we traversed a narrow main street section after calling at the picturesque church, followed by a call at an edge of town retail park built on the site of a former colliery. Then, another short stretch of fast running on the main road before turning off to call at various stops in Doxford Park, an industrial and technology park, only served in M-F PM Peaks into Sunderland and in the opposite direction in the AM Peak. Interestingly, whilst proceeding through the park, we passed the Arriva UK Head Office.

The final section of route was through the southern suburbs of Sunderland, in tandem with various other services, an unusual feature on this section being a series of “No Car Lanes” for use by buses and commercial vehicles. We then reached the city centre, terminating at the Bus Station or “Sunderland Interchange” as it is known. 1h 35m end to end on this trip, which was well used throughout.

Go North East 6095 is an indigenous Volvo B9TL based at Sunderland Depot and is seen at Sunderland Interchange before my journey on it to Newcastle.

This is one of a batch of vehicles in a special orange livery with signwriting for route 56 between the two cities. There was one WVL out on the service when I travelled.

Go North East 56: Sunderland to Newcastle

By now late afternoon, it was time to return to Newcastle, so I opted for Route 56. This is marketed as the “City Rider”, mainly operated by Volvo B9TLs in a mainly orange livery. A frequent service operates every 12 mins M-S daytimes, 20 mins Sun daytimes and 30 mins evenings.

Next off the stand was fleet no 6095 with high backed seating and USB charging points. Only a few boarded at the Interchange, but we picked up more as we proceeded through the city. Then it was out of town over the Wearmouth Bridge, looking like a smaller version of the similar arch bridge over the Tyne in Newcastle and indeed designed and built by the same firms. Passing through Monkwearmouth on the northern bank, we continued through the suburbs of Southwick and Hylton Castle before again reaching the Nissan Factory which I had encountered earlier in the day on the 50. On this stretch, we passed a lone WVL going in the other direction, which was out supporting the indigenous Volvo B9TLs on the route - the WVLs being in standard red and blue Go North East livery.

Noted on this stretch and in general at the areas I visited on this trip, was the preponderance of substantial brick built bus shelters at many stops away from the city centres. Whether this is a deliberate move to prevent vandalism or for some other reason, I have no idea!

Continuing on through the outskirts of Washington, we called again at Concord Bus Station, which I had also visited earlier. However, this time, we took a northerly route through the villages of Usworth, Donwell and Springwell, after which we passed the headquarters of the Bowes Railway, built to transport coal from pits in Durham to boats on the River Tyne and which is today the world’s only preserved standard gauge cable railway.

The last stretch of route took us via the Gateshead suburbs of Wrekenton and Sheriff Hill (calling at the large Queen Elizabeth Hospital), before proceeding downhill into Gateshead Town Centre. Calling at the Interchange, we were soon over the Tyne and back into Newcastle City Centre, terminating near the Monument (built in recognition of Earl Grey, UK Prime Minister from 1830-34, and celebrating the passing of the Great Reform Act of 1832). 1h20m for this particular journey.

Two ex Londoners for the price of one here!

Enviro400 E134 (now 6963) reunites with Volvo B9TL WVL332 (6225) at Heworth Interchange. Both vehicles are now allocated to Gateshead Riverside Depot.

Routes 51 & 52 are circulars from Gateshead - the former operates clockwise and the latter anticlockwise.

Go North East: Gateshead Locals

Route 57: Newcastle - Wardley (and back to Gateshead)

DAY 2: After a hearty breakfast, I resumed my travels the next morning, walking a short distance back to Monument in Newcastle City Centre. Almost immediately, I was confronted with a familiar face, as ex London Enviro400 E131 (now 6960) roared into view on the 57 and halted at the outbound pick up stop. Despite this being a route I rode during my previous visit, I couldn’t resist another spin, but this time on an E rather than a WVL as on the last occasion. This particular example had been neatly single doored and fitted with new red moquette inside, so I settled down with a few others as we made our way out of the city and across the Tyne to Gateshead.

The 57 is unusual in that it runs every 30 mins daily, except that the evening service operates as a shuttle at the outer end between Heworth Metro and Wardley only. After Gateshead Interchange, we made our way uphill past the QE Hospital and then turned off the main road via the Leam Lane Estate on one of several routes that link Gateshead with Heworth. After calling at the Metro Station, we continued on along a short fast dual carriageway section, before turning off to Wardley, yet another of the large housing estates that characterise the area. By now, I had the bus to myself and reaching the Turning Circle after a 45 min run, we continued on without stand time, performing a loop around the Ellen Wilkinson Estate, named after the local MP who was one of the leaders of the Jarrow marchers to London in the famous 1936 protest to demand jobs for unemployed shipyard workers.

Then a second loop which was more countrified beside the local golf club, before proceeding back the way we had come through Heworth and on to Gateshead Interchange, where I alighted after a 50 min trip on this leg. After a quiet run around Wardley, we became very busy with shoppers on the final section into Gateshead.

Route 94: Gateshead Circular (via Leam Valley anticlockwise)

I then switched my attention to the third ex London class to feature in the area, as a few DOEs have migrated from their old haunts at Sutton Garage to the North East. DOE3 was the first one I saw (now numbered 6974), performing on local circular route 94. This is one of a pair which serves the Leam Valley, the 93 running clockwise (which I had done last time on a WVL) and the 94 anticlockwise. Each route runs every 20 mins M-S daytimes, 30 mins eves & Suns. Both are a good bet for an ex London bus, with WVL, E and DOE types spotted on this occasion. Surprisingly, although repainted into Go North East red and blue livery, this DOE still retained its dual doors and London style interior.

Another well filled journey as we made our way out of Gateshead downhill to the Team Valley, crossing the main Durham - Newcastle road. The Team Valley section is mainly along a dual carriageway, with industrial and retail units lining the route. After this, we began climbing again, through Low Fell on the Durham Road and the suburb of Beacon Lough, to approach the QE Hospital from another direction to earlier on the 57. On via Felling to Heworth once more, before completing the circle via East Gateshead, serving the stadium and industrial area, before a change of scenery as we reached the modern Gateshead Quays development, with its arena, conference centre and university, linked by the Millennium Bridge across the Tyne to Newcastle. We took about an hour for the circular trip.

Route 51: Gateshead Circular (via Heworth anticlockwise)

To complete my trio of routes around Gateshead, I found another former London Enviro, this time E109 (now simply 6958) on the 51. This is one of another pair of local circulars, the 51 operating a clockwise loop and the 52 anticlockwise. Interworked with the 93/94, unsurprisingly they run at the same 20 min M-S daytime and 30 min eve and Sun headway. However, unlike the example I had ridden earlier on the 57, this particular E was still in London condition inside with two doors and original moquette, although it had been repainted into red and blue like the others.

Yet another intermediate routeing out of Gateshead to Sheriff Hill and the hospital, before continuing to Felling and Heworth. This was followed by an alternative route through the Leam Lane Estate, to Springwell Estate and Wrekenton, before diverting away from the direct route into Gateshead to serve more estates in the Beacon Lough and Low Fell areas. Quite hilly in parts, but our old London bus coped just fine! 65 mins for the round trip.

Go North East Trident Optare Olympus 6974 starts its next trip on the 51 at Gateshead Interchange after my ride on its previous working on the 94. The bus was formerly DOE3 with Go Ahead London when it was based at Sutton Garage.

The 51/52 and 93/94 circulars interwork at Gateshead.

Go North East 4: Heworth to Houghton-le-Spring

Having sampled the ex London types in the morning, my quest for the afternoon was to seek out another rare class, Mercedes Benz Citaros, of which Go North East had just 11 examples at this time (not former London ones), based at Washington Depot, mainly for route 4, although they do appear on other services. After some lunch, I made my way from Gateshead to Heworth on the Metro, northern terminus of the 4. The service operates every 15 mins M-S daytimes, 30 mins eves & Suns.

Most of the Citaros are in a special pink & blue based livery for “Connections 4”, but next to arrive was one of the few in standard red and blue colours, fleet no 5358. A fair number boarded with me at Heworth Interchange, before we set off along the dual carriageway, turning off at Follingsby, where we served an industrial park dominated by a large Amazon. Continuing across country, we arrived into Washington, calling at Concord Bus Station in the old town, before serving Washington Galleries Bus Station in the new town, where we had a scheduled “hesitation” and a driver change.

Leaving this point, it was a mix of green stretches and settlements, as we passed through Shiney Row and Fence Houses, before arriving into our final destination of Houghton-le-Spring. A couple of minutes under the hour for the trip.

A low bridge en route restricts this route to single deckers, which included a couple of Streetlites and an Optare Solo in addition to the Citaros when I travelled on it.

At the time of my visit, there were 11 Mercedes Benz Citaros with Go North East, all based at Washington Depot. 5358 has just arrived at the Houghton-le-Spring terminus of Route 4 from Heworth.

Most of the batch are in a pink and blue livery for “Connections 4”, which is their main allocation, but this is one of three in standard livery.

Go North East X1: Houghton-le-Spring to Peterlee; then Peterlee to Newcastle

With time for one more route to end the day, I opted for a ride on the X1, beginning with a trip from Houghton-le-Spring to its outer terminus at Peterlee. There was one WVL out on the service, but it was at the other end of the route, so I took one of the more usual Wright StreetDecks, fleet no 6370 in gold and red “X-Lines” livery.

Up to this point, the buses I had caught had been reasonably punctual, but this one was running 15 mins late for reasons unknown and turned up in tandem with the next bus, which was on a scheduled shortworking to South Hetton. The X1 has a frequency of every 30 mins M-S daytimes, 60 mins Sun daytimes, between Newcastle & Peterlee, with additional shorts to Easington Lane or South Hetton providing a 15 min service M-S daytimes and 20 mins Sun daytimes over that section. An Hourly evening service runs Newcastle to Easington Lane only.

I jumped aboard and settled into my comfy high backed seat with convenient USB port, for the short run of just under half an hour to Peterlee, cross country via various large villages. We soon arrived at Peterlee Bus Station, a place I had visited on my previous trip in 2022, when I had ridden Arriva routes between Durham and Hartlepool. Peterlee is another new town, near the coast but not on it, in the triangle between Sunderland, Hartlepool and Durham. Local services in the town are provided by Go North East Optare Solos operating as “Peterlee Purples” in a special livery. Arriva & Go North East run the main out of town routes.

After a break to stretch the legs, I caught the next X1 to Newcastle on the half hourly cycle, 6368, another in the gold and red “X- Lines” livery, which attracted reasonable custom. Leaving the town, it was cross country once again, calling at the former pit village of Easington, before continuing via South Hetton, Easington Lane and Hetton Le Hole back to Houghton-le-Spring. The “Bonnie Pit Lad” pub we passed at Easington Lane was just one of many I saw during my visit which reflected the mining history of the region.

From Houghton, we took a faster route than the 4 via a dual carriageway “A” road back to Washington, earning our “Express” route credentials. After a double run to the Galleries Bus Station, we resumed our speedy trip along the main road a short distance to Springwell Village, before taking a similar route to the 56 into Gateshead although (as we were an “X” service) only stopping at main stops on the way and saving a good few minutes.

From Gateshead Interchange, it was once more over the bridge into Newcastle, terminating at Eldon Square Bus Station, one of two in the city centre. A 1h30m trek from Peterlee, but with some good fast running included.

There are a sizeable number of Wright Streetlites and Optare Versas with Go North East. One of the latter, 8325 of Washington Depot, awaits departure time at the Chester-le-Steet terminus of Route 29 which, together with sister route 28, connects the town with Newcastle the long way round.

I rode this bus to this point from Newcastle and then back to Beamish Museum.

Go North East 29: Newcastle to Chester-le-Street (and back)

DAY 3: My final day in the North East dawned a little overcast but dry and I ended my tour with a trip to the Beamish Outdoor Museum, a place I had always wanted to visit but had never previously got around to. The story of this will have to wait until the next article, but in the meantime, I will cover my final Go North East bus rides of the trip.

Beamish is served by Routes 28 and 29, which run between Newcastle and Chester-le-Street indirectly via slightly different intermediate routeings. Each runs Hourly M-S daytimes, giving a 30 min combined service. On Sundays, only the 28 runs Hourly during the daytime. On M-S evenings, a 28B variant covers an amalgam of the 28 & 29 on an Hourly basis. These are single deck routes using Optare Versas and Wright StreetLites.

I had Versa 8325 for my outward trip, which I boarded at Eldon Square Bus Station with one other passenger. After proceeding in the usual manner across the Tyne to Gateshead, we looped away from the direct route to Chester-le-Street served by frequent trunk route 21, instead serving estate roads below Low Fell in the Team Valley, before rejoining the main road further south. However, a short distance further on, we again descended into the Team Valley, leaving the urban section behind and entering a countrified area through more former mining villages including Kibblesworth, Ouston and Pelton. At Beamish, the bus descends to the Museum Main Entrance during opening hours, providing a very direct service! As there was still half an hour before the museum opened, I stayed on the bus for the final stretch through more villages down into Chester-le-Street, passing under the impressive railway viaduct carrying the East Coast Main Line and terminating at the end of the High Street. 1h10m from Newcastle.

A driver change during the layover, after which I reboarded for the 15 min trip back up to the museum, this time alighting for my visit. Later, I caught StreetLite 5462 back from Beamish to Gateshead, where I finally concluded my trip to the North East with a last ride on the Metro one stop to Newcastle Central. Changing there, I made my way into the main station for the LNER Azuma service back home.

Retro View 1:

Arriva North East Volvo B7TL 7485, previously VLW39 when in London, at Crook Market Place on the X46 service back to Durham. Taken at the time of my previous visit in 2022.

This vehicle has since been withdrawn.

Postscript… Arriva North East

Whilst I did not ride any Arriva routes on this trip, I had covered a reasonable selection of their services around Durham on my last visit to the area in 2022. This included journeys on several ex Arriva London VLAs and a VLW.

A couple of examples are illustrated here to end this review of the North East.

Today, Arriva’s double deck services in the area are in the hands of Enviro400s, both “classic” and MMC versions.

Watton

Retro View 2:

Arriva North East also had a number of ex London VLAs in Durham back in 2022, including 7416 (former VLA144), captured on route 64 at the Arnison Centre, a retail park on the outskirts of the city.

Whilst this and similar vehicles had been upgraded to “MAX” status with high-backed seating, this did not save them and all have since been withdrawn.

Great North East Railway Journeys

Following in the style of Michael Portillo, I travel to the North East of England by Azuma, explore the recently reopened railway between Newcastle and Ashington, then take a last ride on the outgoing Tyne & Wear Metro 1970s rolling stock which is due for imminent replacement.

LNER Azuma 801230 stands at the head of an Edinburgh service at Newcastle Central Station after my arrival on it from the south. On the left, another Azuma, with 801107 at the rear, is on a southbound service.

These trains were constructed between 2017-20 with 42 sets in service, 12 x 5 car sets and 30 x 9 car sets, with the 5 car sets able to operate in pairs.

LNER Azuma to Newcastle

An early morning departure from “down south” aboard the LNER Azuma service from King’s Cross to Edinburgh, whisked me to Newcastle along the East Coast Main Line (ECML) in around 3 hours, with an on-time arrival into the Tyneside city. A quiet journey with only a handful of passengers in my carriage, most unusual, but then it was the first normal weekday after the Easter Holiday.

I had one of the Class 801 electric sets, of which LNER has 42 in total, although there are also 23 of the similar Class 800 version which are bi-mode with both electric and diesel motors for operating “beyond the wires” to certain destinations.

Class 158 Diesel Multiple Unit 158796 at the new Ashington Station after my trip over the line from Newcastle.

The new station opened in December 2024 when the service from Newcastle commenced.

The “Northumberland Line”

Whilst I have travelled the ECML many times, not so my next line, which is a new addition to the network. The line from Newcastle to Ashington reopened to passengers on 15th December 2024, the previous service having been withdrawn in 1964. Fortuitously, the line remained in use for goods traffic, formerly based on coal from the local mining industry, but more recently focused on biomass, alumina and container trains to and from nearby Lynemouth Power Station and the Port of Blyth.

Being a matter of upgrading an existing line to passenger standards, when the “Restoring Your Railway” campaign was launched by the previous Government, the “Northumberland Line”, as it is known, was a leading contender. The area has seen much new housing development, so with increasingly congested roads, the building of new stations with decent sized car parks along the route was a no-brainer to attract commuter and leisure traffic to and from Newcastle.

The service on the “Northumberland Line” is operated by Northern Trains. There are large car parks at most of the new stations including Ashington.

The old station here closed in 1964 and its remains are slightly to the north of the new site.

Northern Trains: Newcastle to Ashington

A 30 min train service operates M-S daytimes, Hourly evenings and Sundays, so I didn’t have long to wait for the next departure from Newcastle Central. With an end to end journey time of 35-40 mins, it requires 3 DMUs to maintain the service, which on the day I travelled comprised two Class 158s and one Class 156. I had two car unit 158 796 for the outward run, which arrived into Newcastle with a full load, although only a handful of us boarded for the return run, but this was to be expected just after the morning peak. A clean refurbished interior provided a reasonable ambience for the journey.

The first part of the trip followed the ECML north to the first stop at Manors, on the outskirts of the city centre. Beyond this, at Benton Junction, we took the sharp curve onto the branch. Initially double track, the route becomes single at Benton East Junction, with down trains having a scheduled wait here of a few minutes to enable the next up train to clear the single line section. As this was running 5 mins late, we had a protracted stand. Once we got going again and onto the single track section, the line slewed around to parallel the Tyne & Wear Metro Tynemouth Loop for one stop between Palmersville and Northumberland Park. At the latter, a new interchange station was in process of construction, one of several on the new line which is not yet open.

The line then diverts away from the Metro across open country and enters another double track section at Holywell Junction. This becomes single again at Seghill Junction and we slowed down on approach but were not stopped by a biomass train which passed us on the double track section, showing that timings are tight on the line in order to maintain the schedule. Back onto single track, we arrived at the first of the new intermediate stations at Seaton Delaval, which is open with a single platform and basic facilities but a large car park which was reasonably full.

After departing, we entered the next double track section in open country at Red House Farm Junction, where the third DMU was waiting to cross us with a southbound service. Soon after, we pulled into Newsham Station, another basic structure, although this time with two platforms. This is not far from the town of Blyth and we skirted urban development to the next station, Blyth Bebside, another still being built at the time of this journey.

Passing through another mix of urban and country sections, we arrived at Bedlington, site of another new station yet to open, where there is a junction - a freight only line to Morpeth diverging to the left whilst we took the right hand fork to Ashington. Along this stretch, another freight line to the Port of Blyth diverges to the right, but we continued through the country until reaching the built-up area on approach to Ashington. The Lynemouth Power Station double track line carries straight on, but we took the junction to the left into the single platform terminus at Ashington.

The delay en route had produced a 45 min journey, which had eaten up the stand time, so after changing ends, the driver departed on the next up working after just a couple of minutes.

A board showing the mining history of Ashington featuring illustrations by local school children.

At the bottom is a diagram of the line showing the intended intermediate stations, not all of which were yet open at the time of my visit.

Northern Trains: Ashington to Newcastle

Whilst awaiting the next departure, I had just under half an hour to check the surroundings. The new Ashington Station is a basic one, with waiting shelter, ticket machine and another large car park which was partly occupied. To the north of the buffer stops, the remains of the old Ashington Station can be seen, although all that still exists are a couple of overgrown platforms and a footbridge which looks like a replacement for the original.

The next service arrived at the appointed time, formed of unit 158 817, with a 7 minute scheduled turn-around. Busier in this direction, with a couple of dozen boarding at Ashington. As we progressed south via the reverse of our outward route, I noted the large number of level crossings on the route - at least 8, although I may have miscounted - some of which were over main roads and causing traffic queues. The main structures traversed on the line are 2 high viaducts over river valleys, otherwise the route is a mix of country and urban scenery, with a fair amount of new housing which offers potential traffic for the service.

A good number joined us at the two open intermediate stations at Newsham and Seaton Delaval, after which we were about three-quarters full. When the other stations are opened, it seems possible that 2 car trains may not be sufficient, such is the likely popularity of the new link. We took just 35 mins back to Newcastle on the up service, as we had no delays accessing the single line sections in this direction. With journey times like this, it seems many are transferring from local buses, which take up to an hour or more for the journey from Ashington to Newcastle. This is a line which deserves to succeed.

Another Class 158 DMU, 158817, under the overall roof at Newcastle Central Station after my return run aboard from Ashington.

The new service is already proving popular with locals who are using it in good numbers.

Back at Newcastle Central, I left the main station and walked outside to descend to the Tyne & Wear Metro.

Tyne & Wear Metro Map showing the two lines.

Having ridden the “Yellow” line on my previous visit, this time I focused on the “Green” Line.

Metro History & Operations

The Metro is publicly owned and operated by the Tyne & Wear Passenger Transport Executive (Nexus) and was the UK’s first light rapid transit system, the original network being opened in stages between 1980-84. Subsequent extensions were opened in 1991 (Bank Foot - Airport) and 2002 (Pelaw - South Hylton).

Much of the initial network ran over former local British Rail lines which, incredibly, had been de-electrified in the 1960s and converted to DMU operation! Therefore, the Metro was seen as an opportunity to upgrade and expand on what had become very run-down services by the 1970s. However, in addition to replacing existing lines, the network included some 6 miles of new infrastructure, of which some was in tunnels (mainly under Newcastle City Centre) and some was elevated (including the QE II Bridge across the Tyne and the Byker Viaduct). The Bank Foot / Airport branch followed the route of a freight line which had not seen passenger services since the 1920s. The South Hylton extension unusually uses National Rail infrastructure from just beyond Pelaw to Sunderland, over which section it shares tracks and signalling. The Sunderland - South Hylton section follows a former freight line.

In terms of future expansion, a business case is under development to extend the line from South Hylton to Washington and then in a loop back to Pelaw, partly using the alignment of the former Leamside Line, closed by BR to passenger traffic in 1964 but used for freight until the 1990s.

Metro Rolling Stock

Rolling Stock on the Metro comprises a fleet of articulated units, known as Metrocars and classified Class 599 on the National Rail system. Built by Metro-Cammell in Birmingham, 90 two-car units were delivered, of which the majority remain in service at the time of writing, usually operating in pairs. They have worn three basic liveries over their long lives: firstly, yellow and white, which were the colours used by Tyne & Wear PTE at the time; then at mid-life refurbishment in the late 90s a new livery of red, blue or green bodies with yellow front and rear ends was adopted; finally a further refurbishment in the early 2010s saw a new black, grey and yellow scheme adopted.

However, the end of service for these veterans is in sight, as a fleet of 46 new Stadler five-car units (classified Class 555) is in course of delivery and testing, although the target of full entry into service during 2024-5 seems unlikely to be met due to various teething problems with their introduction. Although a few units began entering revenue earning service from December 2024, the changeover process appears slow, with most spending their time stabled in the sidings at South Gosforth Depot. As I returned from my visit, it was being reported that the handful of few new trains already in use had been pulled from service, due to issues with the doors - quite unbelievable that something like this would only come to light at this stage and had not been picked up at an earlier stage of testing.

The outgoing Class 599 Metro sets operate in pairs. Unit 4009 leads another at Airport Station on a South Hylton service.

These sets date from 1975-81 and most were refurbished between 2010 and 2015. They are now on their third different livery.

Metro: Central Station to Airport

As with London Underground, a complex range of tickets is available for travel on the Tyne & Wear Metro, including a smart card option known as “Pop Pay As You Go” (PAYG), which works in a similar way to the TfL Oyster. However, for the visitor, a good choice is the “TNE Day Saver” which costs £7.50 and gives unlimited travel for 1 day on Metro, buses, the Shields Ferry and local rail within County Durham, Northumberland and Tyne & Wear - very good value. (A slightly cheaper version at £6.80 is available covering just Tyne & Wear).

Passing through the barrier at Central Station Metro, I descended the escalator to platform level. Although I had ridden the network on previous visits, my purpose on this occasion was a final journey on the outgoing Metrocars before their imminent demise. Having covered the “Yellow Line” on my last visit in 2022, this time I opted for a round trip on the “Green Line”.

I had just a few minutes to wait before an Airport-bound service arrived, led by unit no 4049 and I hopped aboard. A good number left us at the next stop, Monument, and at the following station, Haymarket, I was able to secure the coveted front seat beside the driver’s cubicle with a great forward view, a unique feature to this stock which is sadly not perpetuated on their replacements! After Jesmond Station, we emerged into the daylight and followed the former suburban railway line stopping at West Jesmond, Ilford Road and South Gosforth, where we had a driver change.

Departing South Gosforth Station, we parted company with the “Yellow Line” which diverged to the right on its circular route via Tynemouth back to Newcastle, taking instead the left hand fork onto the Airport branch. Almost immediately, we passed Gosforth Depot, where a number of new Class 555 units could be seen in the sidings. After calling at Regent Centre, we continued all stations to Airport, with the section beyond the original terminus at Bank Foot being a fast run through largely open countryside. Around 25 mins to the terminus at Newcastle Airport (known simply as “Airport”), which is situated in a cutting close to the terminal building, which is accessed through a short walkway. Very convenient for flyers and airport staff.

Metro Unit 4013 at the head of a Newcastle Airport service at South Hylton, which is to the west of Sunderland.

Brand new Stadler Class 555 sets have been delivered to replace these veterans and were undergoing testing at the time of my visit.

Metro: Airport to South Hylton

Both Metro lines currently operate on a 12 min M-S daytime frequency, 15 min eves & Suns, providing a joint frequency of double this over the common section between Pelaw and South Gosforth. A modest increase to a 10 min M-S frequency is planned for when the benefits of the new rolling stock and various infrastructure upgrades are completed.

Therefore, as the train I had arrived at Airport on was just departing as I returned to the platform, it was a 12 min wait for the next one. We had arrived with a full load, but there must have been a lull in plane arrivals, as only a handful joined the next service, enabling me to take my favourite front seat on unit 4009.

A decent run on the return, joining with the “Yellow Line” again at South Gosforth, then into the tunnel section at Jesmond. This time, I stayed on at Central Station and we soon emerged onto the blue bridge across the River Tyne which takes the Metro between Newcastle and Gateshead. Once over, we plunged into the darkness again almost immediately, calling at Gateshead Station, located beneath the Interchange served by local buses. Just before the next station, Gateshead Stadium, we emerged above ground, running parallel to the National Rail line as we called at Felling, Heworth and Pelaw. Beyond this, the “Yellow Line” diverges to the left towards South Shields, but we took the right hand line which descends to join the National Rail route through to Sunderland. A sign beside the track reminds drivers to change over radio control systems at this point.

Once on the “main line”, a faster run along a route which is mainly straight, passing a mix of northbound Metro trains and Northern Rail Class 156 DMUs. Calling at Fellgate, Brockley Whins, East Boldon and Seaburn, before arriving into Sunderland with a stop at the Stadium of Light on the outskirts. Just north of the River Wear, we passed through the former Monkwearmouth Station, a classical structure now converted into a pub / restaurant, calling instead at the much less impressive and basic St Peter’s Station just to the south. Then over the Wear Bridge and through the tunnel into Sunderland Station, with vents in the tunnel roof to allow smoke to escape during the days of steam trains.

After Sunderland Station, we parted company with the National Rail network, to swing right and high up beside the river, calling at the stops on the South Hylton branch - Park Lane, University, Millfield and Pallion - before a short countrified stretch into the terminus (for now) at South Hylton. Unlike Airport, which has two platforms, this is a single platform affair. 65 mins end to end.

Between Gateshead and Newcastle Central, the Metro crosses the River Tyne over this bridge.

The mouth of the tunnel taking the line under the city centre can be seen in the distance.

Metro: South Hylton to Central Station

A short break to stretch the legs enabled me to cross the road beyond South Hylton Station to view the former course of the railway which continued on beyond here and is now a footpath - although plans are to extend the line through to Washington, as mentioned earlier.

Returning to the station, I was in time to catch the next service on the 12 min cycle, with unit 4013 leading. A straight run back the way we had come via Sunderland, Pelaw and Gateshead to Newcastle Central, taking around 40 mins.

Alighting back at Central Station, it was time to proceed to my nearby hotel and my bed for the night after a long day’s travel, looking forward to fresh adventures in the morning!!

Watton

And Finally…

App

roaching Callerton Parkway Station on an Airport bound service, about to pass a southbound train to South Hylton.

The old Metrocars with their driver’s cubicles to the left at the front with adjacent passenger seats provide an excellent forward view, sadly a feature to be lost on the new rolling stock!

Silver and Black Under The Thames

In this report, Watton’s Wanderings samples the new and revised TfL bus services between East and South East London that commenced with the opening of the Silvertown Tunnel on 7th April 2025, which also include a minor change to the existing route using the nearby Blackwall Tunnel.

The “Superloop” network finally gained its 10th route (for now) with the introduction of the SL4 between Canary Wharf & Grove Park via the newly opened Silvertown Tunnel under the Thames on 7th April. Go Ahead London BYD BD11 electric EBD75 of Henley Road (DS) Garage leads another of the class at the Canary Wharf terminus.

EBD55-75 are in “Superloop” livery with signwriting for the SL4.

Route SL4: Canary Wharf to Grove Park

By Jubilee Line to Canary Wharf, where I emerged into the Good Friday sunlight and made my way to West India Avenue, near Westferry Circus, start point of the latest recruit to the “Superloop” family, the SL4. This route began on 7th April 2025 to coincide with the opening of the new Silvertown Tunnel under the River Thames, providing new links between East and South East London. It is operated by Go Ahead London from Henley Road (DS) Garage, using a batch of new BYD BD11 electric double deckers. As with previous “Superloop” routes, the buses are in a red and white livery with appropriate branding and line diagrams showing the main stops on the ‘tween decks side panels.

The SL4 operates every 8 mins M-F daytimes and every 15 mins Sats, Suns and all evenings. I had about 5 mins to wait before EBD75 departed the stand opposite and circumnavigated the roundabout to the first pick-up stop where I boarded. Inside, in addition to route diagrams showing the stops on posters affixed to the cove panels, I noted the various new features of these vehicles, including high backed seating, wood effect flooring, USB ports, the latest info display panels, mood lighting and step edge lighting on the stairs which activates automatically in dark conditions such as passing under bridges or going through tunnels!

Unusually, the SL4 serves all stops at each end of the route, with only the central section through the Silvertown Tunnel being express. We picked up a few passengers on the initial section, which duplicates the existing D3 between Canary Wharf and Leamouth - surely unnecessary, it could be limited stop serving only Canary Wharf Station and East India Station in between. To serve the stop at Leamouth Orchard Place, the bus has to perform a double run, going around the same roundabout twice, which caused some consternation to a few passengers on board. Again, not sure that this is necessary, surely stops could be located on the main road to avoid the additional loop.

From here though, we were onto the new section of route and soon entered the Silvertown Tunnel, with signs indicating that there is a charge for vehicles using it and the Blackwall Tunnel, although bus passengers have a free ride for the first year of operation in an attempt to encourage people to switch to public transport. Passing under the cable car linking the Royal Docks and the Greenwich Peninsula, we entered via the southbound portal, where the nearside of the two lanes is a designated Bus Lane, although controversially lorries are also allowed to use it. A 30MPH speed limit applies.

After less than a couple of minutes, we emerged onto the south side of the river, passing close to North Greenwich Station but not serving it. We continued on via the dual carriageway before turning off to serve the first stop on this side at Shooters Hill Road / Kidbrooke Park Road. All stops served from this point on, via existing route 89 across Blackheath to the station. Then via the 202 down to Lee, before continuing along the 261 to the terminus at Grove Park Station. Being a quiet morning on a Bank Holiday, we took a mere 40 mins end to end, not bad at all and much quicker than such a journey could have been made previously, which would have required at least 3 different buses.

Line diagrams showing the points served by the SL4 appear on the interior cove panels of the new EBDs. Unusually, the SL4 serves all stops at each end of the route with an express section in the middle through the tunnel, rather than being limited stop throughout like most other “Superloop” routes, with the exception of the SL6 which operates in a similar way.

Route SL4: Grove Park to Canary Wharf

For the return run, I was expecting to board the next bus off the stand, but EBD62 arrived out of service from the garage and formed the first departure. The driver appeared to be undergoing route and/or type training, as an Instructor was in the front nearside seat and was giving him directions. A busier journey in this direction and we carried a good number of short riders over the first section through Lee to Blackheath Station several making use of the new “round the corner” links. Past the funfair on Blackheath itself and onto Shooters Hill Road, before rejoining the dual carriageway at the Sun In The Sands Roundabout for a fast run back through the Silvertown Tunnel northbound. The double loop was again traversed at Leamouth to serve Orchard Place and we then picked up many at almost every stop, until we were full and standing, due to running just ahead of an empty D3! We arrived back at Canary Wharf after a trip of 50 mins, some 10 mins longer than the southbound run.

The SL4 is a useful new route, however I feel it could benefit from a limited stop operation throughout and a possible extension to Bromley at the southern end to provide interchange with other “Superloop” services. No doubt time will tell how usage builds up and whether such changes are felt necessary.

Approaching the southbound portal of the Silvertown Tunnel aboard EBD75 on my first SL4 journey. The IFS Cloud Cable Car passes overhead, linking the Greenwich Peninsula with the Royal Docks.

Note the sign advising of the toll charge introduced for both the Blackwall & Silvertown Tunnels, although bus fares through are free for 1 year to encourage usage.

DLR Replacement: Canary Wharf to Poplar; Part Route 108: Poplar to North Greenwich

The DLR was not running from Canary Wharf to Stratford due to planned engineering work, but as I arrived at Canary Wharf Station, LT696 appeared on the Rail Replacement Bus Service. Confirming with the driver that it called at All Saints, I hopped on for a couple of stops to Poplar via Blackwall, which took only 10 mins.

At All Saints Church, I crossed the road to the 108 stop, for a short trip southbound through the Blackwall Tunnel aboard GAL SEe14 of New Cross (NX) Garage. Until the recent changes, this was the only route linking East and South East London, and has received a short diversion via a new slip road just after passing through the tunnel to North Greenwich Bus Station, saving a couple of minutes on the old routeing which was slightly longer.

Poster explaining the extension of the existing route 129 through the Silvertown Tunnel to Gallions Reach.

This was on display at Canning Town Bus Station, a point not served by the extension!

Route 129: North Greenwich - Gallions Reach

At North Greenwich, I switched to the second of the routes to serve the new Silvertown Tunnel, the 129, an existing service which has received a long extension through Docklands to Gallions Reach. Also operated by GAL, the 129 moved from New Cross (NX) to Henley Road (DS) Garage with the changes, exchanging its former diesel Enviro400s for new electric BYD B11s in the process. However, unlike the examples on the SL4, those on the 129 are in plain London red livery. The 129 frequency has been increased from x12 to x8 mins M-F daytimes, x12 to x10 mins Sat daytimes and x20 to x12 mins eves and Suns.

I jumped on EBD91, which was next to depart and was well filled, obviously the new links already proving popular. Looping around from North Greenwich to the tunnel approach, we were soon passing through the Silvertown Tunnel northbound. However, once through, instead of carrying straight on as per the SL4, we turned off into Docklands close to Royal Docks Station. We then followed the 330 past West Silvertown and Pontoon Dock Stations, before reaching Connaught Bridge, where we did a double run to London City Airport as per the 473 & 474. After this, we continued along Royal Albert Way a short distance, before turning off via the 376 beside Beckton District Park, then linking up with the 262 through to Beckton Station and on to Gallions Reach Station. From here, we covered the final stretch, a short new section of route with a terminal loop through a new housing development at Great Eastern Quay, finishing at Magellan Boulevard. The new extension adds about half an hour of running time to the 129, effectively doubling its length.

Go Ahead EBD12 is at the Gallions Reach terminus of the 129, which serves a new development at Great Eastern Quay.

Henley Road Garage received new EBD76-99 for the 129, but this is an earlier example which was transferred in prior to the latest deliveries. These are all in standard red livery unlike the “Superloop” batch.

Route 129: Gallions Reach to Lewisham

After a short break to observe comings and goings at the new Great Eastern Quay destination, which already seemed to be attracting good custom, I boarded a subsequent departure formed by EBD97. Reasonable numbers on the extension via the reverse of the outward journey. As we approached Royal Docks, I noted one of the electric BYD E200EV single decks on the Silvertown Cycle Service (designated “SCS” by TfL) in a special silver/blue/green livery. This route is only for cyclists and has bike racks on board. It operates between North Greenwich, Millennium Way and Royal Victoria DLR Station, Non-Stop. Every 12 mins daily, 0630 to 2130.

Then it was back through the Silvertown Tunnel, via Millennium Way to North Greenwich Station, before continuing on over the previously existing section of route through Millennium Village Retail Park to East Greenwich, Greenwich Town Centre and finally into Lewisham. We terminated at Molesworth Street after a total end to end journey time of 1h15m.

The 129 has certainly grown from its humble beginnings as a short North Greenwich - Greenwich local service in 2006, operated initially by Travel London with Enviro200s. Go Ahead London took over in 2011 with ED single deckers, although it was later upgraded to double deck with PVL, WVL and E types being the main performers at different times. The Lewisham extension came in 2022 as part of a package of changes associated with the opening of the Elizabeth Line, when it replaced part of the 180 over this section.

The 129 began as a short route between North Greenwich and Greenwich, but in May 2022 it was extended to Lewisham to replace a section of the 180, as WVL355 demonstrates in Molesworth Street during the first month of operation to this point.

Back then, the route was operated by Morden Wharf (MG) Garage, who had a few WVLs still in the old charcoal skirt and yellow band livery, although part of it is missing here!

Route 108: Lewisham to Stratford

To complete my tour of the routes through the Silvertown and Blackwall Tunnels, I switched back to the 108, this time covering the whole route from Lewisham to Stratford International. Sadly, the Mercedes Benz Citaros which provided such sterling service on the route for some years have now been withdrawn and replaced by early Enviro200EV types redeployed from the former “Red Arrow” routes after their withdrawal a couple of years ago. I had SEe15 of New Cross (NX) Garage, refurbished and upseated from its former life in Central London.

The 108 is a very busy service and could do with double deckers, as we were full and standing on leaving Lewisham Shopping Centre. However, height restrictions in the Blackwall Tunnel permit only single deckers these days, although there were no such problems back in RT days in the 50s and 60s, as the type successfully ran on the route for some years. Today, double deckers do operate a supplementary operation on the route at times of special events at the O2 Centre, but only over the North Greenwich - Lewisham section.

Despite many alighting in Blackheath Village, we picked up more passengers in replacement as we continued via the Royal Standard, Westcombe Park and the Millennium Retail Park. However, most alighted at North Greenwich Station and it was a more comfortable journey through the Blackwall Tunnel to Poplar. We then followed the diversion via Langdon Park and Devons Road Stations, introduced in 2016 when the 108 swapped its direct route to Bromley-by-Bow with the D8 - a retrograde step in my opinion, as it slows down the longer distance 108 whilst speeding up the quieter local D8 route with no real benefits.

At Bow Church, we caught up with the 108 in front and operated in tandem with it through to Stratford, serving the London Aquatics Centre, Stratford City Bus Station and ending at Stratford International Station. 65 mins for the whole trip was reasonable given the busy first half of the journey.

As mentioned, the 108 was RT operated at one time, famously featuring buses with specially strengthened tyres due to excessive rubbing against the kerbs in the old Blackwall Tunnel, which was then single bore with one lane each way. Running between Bromley-by-Bow and Lower Sydenham / Crystal Palace, it was cut back to Blackheath at the southern end on OPO conversion to MB single deckers in 1968. In 1970, the route was re-extended, this time to Eltham, with an extension at the other end to Stratford coming in 1977. Then, in 1986 the southern destination was amended to Lewisham. At the northern end, an extension to Wanstead to replace part of the 10 in 1988 only lasted around 5 years before a cut back to Stratford again. 2016 saw the change in terminus from Stratford Bus Station to Stratford International Station.

The 70s saw type changes from MB to SM and then to LS, which continued until 1989 when the route transferred from London Buses to Boroline under tendering using Lynxes. Kentish Bus assumed control in 1992, still with Lynxes, until these were replaced with Volvo B6 types. Harris Bus had a go on the route with Excels in 1997, but when they failed in 2000, East Thames Buses took over. Go Ahead London has been the operator since 2009, operating firstly DWL types, then MEC until the current SEe conversion, completed in Feburary 2025.

Go Ahead BYD Enviro200EV SEe15 of New Cross (NX) Garage at Stratford International after my trip on it from Lewisham. The 108 has gained a minor reroute southbound using a new slip-road to reach North Greenwich from the Blackwall Tunnel.

The route is now operated by a batch of these early SEe class vehicles which have been upseated and refurbished from their previous life on “Red Arrow” routes 507 & 521, withdrawn in 2023.

After alighting at Stratford International, I made my way around the corner to Stratford City and entered Stratford Station for the journey home at the end of a successful day crossing and re-crossing the Thames via two different tunnels.

Watton

The SEe vehicles replaced the Mercedes Benz Citaros formerly on the 108, with the last examples of the latter withdrawn in February 2025. First of class, MEC1, of Morden Wharf (MG) Garage in the rain at Lewisham back in December 2021 recalls the good old days.

Docklands Diesels & Eastern Electrics

Firmly back in TfL territory on this adventure, sampling some outgoing diesels and the latest electric buses in East London, covering routes in the Stratford, Docklands and Ilford areas.

Stagecoach have recently converted the 257 to electric operation as part of its tender renewal specification. Wright StreetDeck Electroliner 82078 of Leyton (T) Garage is at Stratford Bus Station after I rode it from Walthamstow.

The unusual roof design of the Bus Station can be clearly seen in this view. The inverted fabricated canopies are designed to channel rainwater into a drainage system at the bottom of each cone, keeping users dry whilst providing an interesting and elegant structure.

Route 257: Walthamstow Central to Stratford

Back in the capital after my recent provincial trip, I alighted from the Overground at Walthamstow Central on a fine spring morning just after the morning peak and made my way to the adjacent Bus Station. My first route of the day was the 257, converted only weeks previously by Stagecoach London to electric buses using Wright StreetDeck Electroliners in accordance with the terms of its contract renewal. 82078 was next to depart and I boarded with a few others, to be greeted by the now familiar modern spec of new vehicles for TfL service.

After a promising start, we soon encountered a problem due to roadworks and temporary lights at the Leyton Bakers Arms junction, which was causing delays in all directions. We were stuck in a queue on the approach and what should have taken 6 or 7 mins from Walthamstow took more than 20. However, once past this point, we had a clearer run and made up some of the time, making reasonable progress to Whipps Cross and then through the pleasant fringes of Epping Forest. Even Leytonstone, often prone to delays around the High Street, was flowing quite well and we continued south past Harrow Green to the Thatched House. Soon we arrived at Maryland Station, before the final stretch into Stratford, arriving at the Bus Station after a 55 min run, around 10 mins down on schedule.

The current 257 is the third incarnation of this number, the two previous versions relating to a Trolleybus replacement route for the 557 between London Bridge & Chingford (1960-68) and a West London local between Hounslow & Beavers Farm (1974-87).

Today’s 257 came in 1988 as a replacement for the northern section of the 262 between Stratford & Chingford Mount using Titans. After a short term extension to Fantaseas Swimming Pool from 1990, the route was cut back to Walthamstow Central in 1992 and passed to Capital Citybus at the same time. First Capital, as it later became, experimented with DML single deckers on the route in 2001, which proved a disaster and double deckers returned with TNLs within months. Stagecoach had a stint from from 2005 with Trident Alexanders, followed from 2012 by Go Ahead London with WVLs, only for Stagecoach to return in 2017 with a mix of older Enviro400s and the newer MMC version.

Some of the Enviro400s released from the 257 at Leyton have moved over to Ash Grove (HK) Garage to convert part of the D6 to double deck operation. 19850 demonstrates at Crossharbour ASDA amid typical Docklands architecture.

The single deck Enviro200 MMCs released have gone south of the river to take up the new contract on the 225 recently won by Stagecoach.

Route D6: Ash Grove to Crossharbour (& back to Mile End)

From Stratford, I transferred to the Central Line a couple of stops to Bethnal Green, walking up Mare Street towards Hackney in search of my second route, the D6. This has recently received a partial conversion to double deck, using some of the Enviro400s released from the 257 by its electrification. Stagecoach Ash Grove (HK) Garage now uses the class on both the D6 and D7. In turn, some of the single deck Enviro200 MMCs from the D6 have moved to South East London for the take up of the 225 contract which was recently won by Stagecoach from Go Ahead.

At Ash Grove, start point of the D6, there seemed to be a slight hiatus in the service, as two buses emerged from the garage virtually in tandem, 19850 and 19847. I boarded the former, but we were soon overtaken by the other which presumably was first in sequence. An easy run back down Mare Street past Cambridge Heath and Bethnal Green, before swinging a left along Roman Road through typical East End territory. We then turned right to Mile End Station, where we paused a couple of minutes for scheduling reasons. Continuing on down to Limehouse, we made another left onto the East India Dock Road to Poplar, before finally turning onto the Isle of Dogs and over the various bridges before arriving at Crossharbour ASDA, our final destination. A straight 35 min run.

I then retraced my steps part of the way on the D6 aboard fellow Enviro 19847. There was a short delay due to the Blue Bridge being raised to allow a boat through, but we were soon on our way again and I alighted at Mile End Station after a journey of just over 20 mins.

The D6 replaced the southern end of the 106 in 1989, running between Isle of Dogs ASDA and Hackney Central, but was cut back somewhat churlishly to Ash Grove in 2013, annoyingly short of its previous main traffic objective at that end of the route. After initial periods of double deck (Titan) and single deck (Leyland National) operation, this route was another to pass to Capital Citybus (later First Capital) in 1992, double deckers being replaced with single deck DMLs in 1999. Go Ahead became the operator in 2011 with SE type Enviro200s, with CT Plus taking over with Enviro200 MMCs in 2018, although they were subsumed into Stagecoach in 2022.

The 330 is currently a mix of Enviro400 MMC and older Enviro400 types from West Ham (WH) Garage. 19854 is one of the latter and stands at the Pontoon Dock terminus, also known as Silvertown Thames Barrier.

Shadows reflected from nearby shrubbery and trees produce a mottled effect on the side of the vehicle.

However, scenes like this will soon be history as the route is due to pass from Stagecoach to Go Ahead London in early May 2025.

Route 330: Wanstead Park Station to Silvertown (& back to Canning Town)

From Mile End, I rejoined the Central Line one stop eastbound to Stratford, with cross-platform interchange to the Elizabeth Line just two stops to Forest Gate. From here, a short walk north to Wanstead Park Station and the first stop of my third route, the 330. This route is due to pass to Go Ahead on re-tender in May 2025, so a last opportunity for me to ride it with current operator Stagecoach.

For now, the service operates out of West Ham (WH) Garage using a mix of Enviro 400 MMC and older “classic” versions. I boarded one of the latter, 19854, on its next southbound trip. Not particularly busy as we progressed through Forest Gate and down through Upton Park, where the former West Ham United Football Ground has been replaced by modern housing developments, changing the nature of the area. At “The Boleyn”, we turned towards Plaistow and the busy main road section to Canning Town. A driver change at the Bus Station, before continuing on the extension through Docklands to Pontoon Dock, although there seems to be some confusion over the destination, which is displayed on some buses as “Pontoon Dock” and on others as “Silvertown”, the final stop actually being the one beyond Pontoon Dock Station at Silvertown, Thames Barrier! Just under 40 mins end to end.

After the layover, I returned on the same bus a few stops back to Canning Town Bus Station, although the first pick-up in this direction was at a poorly-sited dolly stop roughly half way between Thames Barrier and Pontoon Dock Station.

The 330 started in 1993 between Wanstead Park Station & Blackwall, although it was cut back to Canning Town in 1999 allegedly due to frequent traffic delays on the Blackwall section. The extension to Pontoon Dock came in 2022 as part of local bus route changes associated with the opening of the Elizabeth Line.

After beginning with DRL type Darts, it was double-decked in 1995 using Scanias. Low floor conversion in 2000 saw Trident Alexanders take over, later replaced with the current Enviro 400s.

The 147 was largely converted to hybrid operation at its last contract renewal with Go Ahead London. MHV3 is one of the refurbished examples for the route from River Road (RR) Garage seen at Canning Town Bus Station, the western terminus.

Whilst mainly a mix of MHV and WHV types, a few E type diesels still appear.

Route 147: Canning Town to Ilford

My next route, the 147, provided by far the busiest journey of the day. This was supposedly converted to hybrid operation by Go Ahead London at the last contract change using a mix of refurbished MHV and WHV types. However, a few diesels still appear, with half a dozen Enviros out to play on the day of my visit. After letting an MHV and a WHV go, the third departure from Canning Town Bus Station was formed by E173 of River Road (RR) Garage.

Initial progress was slow as our driver gingerly threaded his way through the parked vehicles each side of the narrow roads through the Keir Hardie Estate section. Arriving at Custom House and back onto main roads, we made better progress, although we gradually filled up with passengers as we continued eastwards through Plaistow and Upton Park to East Ham. An exchange of passengers in High Street North and by East Ham Station we were full and standing. Turning off into the back streets around Browning Road and Little Ilford, we made slow and painful progress over the final section into Ilford. The last stop at Hainault Street was closed due to roadworks, but several (including me) were unaware of this and the driver didn’t play “The next bus stop is closed” message at the previous stop, Ilford Library. Therefore, a few exchanges between annoyed passengers and the driver as he sailed past the closed stop and reluctantly allowed us off around the corner in Hainault Street. The scheduled journey time of just under an hour turned into a total trip time of around 65 mins.

The 147 is a long standing route between East Ham and Ilford via the back doubles, although at the time of OMO conversion in 1971 from RT to SMS, it ran between East Ham & Redbridge, with a M-F Peaks extension at one end to Royal Albert Dock and a Suns extension at the other to Leytonstone. This was simplified with the changes of “Busplan 78”, when it became East Ham to Redbridge daily. In 1983, it began its advance into Docklands, with an extension to V&A Docks, replaced two years later with Keir Hardie Estate and finally Canning Town in 1999. At the other end, the cut back from Redbridge to Ilford occurred in 1986.

The service was double decked again in 1975 on conversion from SMS to DMS, with Titans taking over in 1981. The noughties saw low floor conversion with Trident Alexanders, which continued until Stagecoach lost the route to Go Ahead in 2016 using E type Enviros, until hybrids became part of the mix in 2023.

Proving that Enviro400s still turn out on the 147, E173 of River Road Garage departs from Ilford Library at the eastern end of the route.

This is the bus I rode on its previous trip from Canning Town to Ilford.

Route 396: Ilford Hill to Goodmayes King George Hospital (& back)

To end the day, there was just time for a rounder on short route 396, which I had yet to sample since its conversion to new Enviro200 EVs last year. SEe334 is one of the highest numbered examples of the class and I boarded at the Ilford Hill stand outside Sainsburys. Lots of short riders joined us at Ilford Station, presumably due to a gap in other services bound for Gants Hill. Then we were off passing the greenery of Valentines Park, before encountering a traffic queue at Gants Hill Roundabout. Once through, it was a fast straight run along the Eastern Avenue dual carriageway, deviating briefly to call at Newbury Park Station beneath its unique concrete canopy. Then a right turn at Little Heath to our destination of King George Hospital, just over half an hour’s run.

A 10 min break, then back the way we came, with a fair number of takers on the return trip. The expected queue to get onto the A12, after which it was an easy ride back through Newbury Park and Gants Hill, although a slow slog on the final section back into Ilford. Another run of a touch over 30 mins. Notably, in both directions, we ran virtually in tandem with a 296 (Ilford - Romford), there seemingly being no attempt to coordinate the timetables of the two routes over the long common section.

The 396 was a new service in 1996 over its current route, operated initially by First Capital with Excel single deckers. Stagecoach took a turn from 2002 first with Darts and then with Optare Versas, until Go Ahead assumed control in 2019 with SE Enviro200s, later replaced with the current SEe electrics. Interestingly, both Stagecoach and Go Ahead put out one or two double deckers per day on a fairly regular basis, although this practice seems to have diminished considerably since electrification.

After arriving back at Ilford Hill, it was a short walk to Ilford Station and the Elizabeth Line, for the journey home at the end of my day out.

Watton

Go Ahead London retained the 396 on retender in 2024 using new electrics. BYD Enviro200EV SEe334 of River Road Garage rests between my trips on it at King George Hospital, Goodmayes.

At the time of writing, this batch forms the highest numbered of the class, which now extends to well over 300 units.

And finally…

Double deckers frequently put in guest appearances on the 396 during its time with Stagecoach and initially also with Go Ahead. E71 proves the point at King George Hospital back in November 2019.

Since conversion to electric single deckers, such visitors have become much rarer.

Tied Up in Notts!

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

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

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

Arrival & Route 29 Newark to Mansfield

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

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

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

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

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

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

Mansfield Bus Station

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

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

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

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

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

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

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

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

Route 7: Mansfield - Oak Tree Estate (Circular)

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

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

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

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

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

Route 16: Mansfield - Clipstone (& back)

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

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

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

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

This vehicle is another which originated with Stagecoach East.

Route 12: Mansfield - Shirebrook (& back)

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

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

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

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

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

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

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

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

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

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

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

Route 28B: Mansfield - Eakring (& back)

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

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

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

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

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

pronto: Mansfield - Chesterfield - Mansfield - Nottingham

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

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

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

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

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

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

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

Watton

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

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

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

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

Heritage Bus Running Day - Route 19

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

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

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

The Route & Timetable

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

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

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

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

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

The Vehicles

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

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

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

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

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

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

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

Morning Rides

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

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

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

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

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

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

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

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

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

Afternoon Rides

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

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

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

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

Now to the History: The RT Era

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

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

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

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

History: The 19A

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

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

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

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

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

History: The Routemaster Era

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

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

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

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

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

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

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

OPO Conversion & After

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

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

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

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

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

Conclusion

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

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

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

Another good load awaits the next southbound trip.

Heritage Railways: The Nene Valley

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

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

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

The Line

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

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

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

History of the Line

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

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

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

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

Preservation

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

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

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

The Ride

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

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

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

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

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

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

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

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

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

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

Wansford Station

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

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

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

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

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

Locomotives & Rolling Stock

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

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

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

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

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

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

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

Various other locos are undergoing restoration or stored awaiting restoration.

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

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

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

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

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

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

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

Getting There

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

Watton

Hounding in Hounslow

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

How it used to be……

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

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

Route 203: Staines to Hounslow

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

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

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

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

Back to the present……

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

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

Route 81: Hounslow to Slough (and back)

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

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

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

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

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

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

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

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

Route E8: Hounslow to Ealing Broadway

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

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

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

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

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

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

Part Route 65: Ealing Broadway to North Brentford Quarter

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

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

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

Route 235: North Brentford Quarter to Sunbury Village

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

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

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

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

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

Part Route 216: Sunbury Village to Sunbury Cross

Part Route 290: Sunbury Cross to Staines

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

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

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

Watton

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

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

Get Your Kicks on Route 66!

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

A foggy morning in Leytonstone…

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

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

Route 66: Leytonstone to Romford

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Route 256: Noak Hill to Hornchurch

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

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

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

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

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

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

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

Route 370: Hornchurch to Lakeside; Lakeside to Romford

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

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

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

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

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

Watton

To end with, a vintage view!

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

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

Circling the Herts & Essex Borders

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

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

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

Part Route 724: Hertford to Harlow

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

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

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

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

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

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

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

Route 509: Harlow to Stansted Airport

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

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

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

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

Part Route 510: Stansted Airport to Bishops Stortford

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

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

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

Route 511: Bishops Stortford Circular

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

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

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

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

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

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

Route 36: Bishops Stortford to Buntingford

Route 37: Buntingford to Stevenage

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

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

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

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

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

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

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

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

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

Route SB7: Stevenage to Great Ashby (& back)

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

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

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

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

Part Route 907: Stevenage to Hertford

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

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

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

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

Watton

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

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

Repurposed Deckers in Bexleyheath & Bromley

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

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

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

Route 99: Woolwich - Bexleyheath

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

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

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

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

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

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

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

Route 401: Bexleyheath - Thamesmead

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

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

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

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

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

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

Route 401: Thamesmead - Bexleyheath

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

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

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

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

Route 269: Bexleyheath - Bromley North

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

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

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

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

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

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

Route 246: Bromley North - Westerham (& back)

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

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

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

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

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

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

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

Watton

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

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

Eclectic Electrics in South London

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

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

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

Route 133: Holborn to Streatham

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

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

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

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

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

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

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

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

Route 255: Streatham to Balham then Balham to Pollards Hill

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

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

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

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

Part Route 60: Pollards Hill to West Croydon

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

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

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

Route 403: West Croydon to Warlingham (and back)

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

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

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

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

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

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

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

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

Tramlink: West Croydon to New Addington

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

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

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

“In with the new”….

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

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

Route 64: New Addington to Thornton Heath

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

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

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

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

“Out with the Old”….

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

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

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

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

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

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

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

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

Watton

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

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