Heritage Bus Running Day: Alton

The Alton Bus Rally & Running Day in Hampshire has been a regular fixture on the calendar for a number of years, but this was my first ever visit to the event.

Diagram showing the Country Services operated during the Running Day. There was an excellent programme booklet produced, which included details of vehicles attending, route histories, photos, service maps plus timetables, price £8.

Background

Sunday 20th July 2025 presented me with a dilemma, as there was an Amersham & District Classic Bus Running Day based on Hertford taking place, which is a favourite local event of mine, whilst on the same day, another regular rally was being held down in Alton, Hampshire, which I had not attended before. In the end, I opted for Alton, which would be something new and a bit different, given that I had been to Hertford events on several occasions over the years and had travelled most of the local routes multiple times on preserved buses!

I had been through Alton by bus last year, as part of an adventure riding some of the few remaining Trident ALX400s with Stagecoach in Basingstoke. That occasion had seen me take a return run on Route 13 (Basingstoke - Whitehill via Alton). This time, I was hoping for some further unusual types to sample.

Stagecoach is the principal operator in Alton these days, with routes to surrounding towns including Basingstoke, Guildford, Petersfield and Winchester. Certain local rural routes are operated by Cresta Coaches and Hampshire Community Transport.

However, the traditional bus company in the area was Aldershot & District, which once ran a large network of routes based on East Hampshire and West Surrey, using a green and cream livery. In 1972, Aldershot & District was merged with neighbouring Thames Valley, based in Berks and Bucks, under the made-up fleet name “Alder Valley”, which doesn’t exist as a place. National Bus Company poppy red soon became adopted as the colour scheme for the newly merged company.

In preparation for deregulation, Alder Valley was split in 1986 into Alder Valley North and Alder Valley South, with the former becoming The Bee Line and the latter reverting to plain Alder Valley and adopting a two-tone green and yellow livery. Eventually, after passing through the ownership of Q Drive, the Guildford & Woking operations became part of Arriva Guildford & West Surrey, whilst the rest of the company was sold to Stagecoach in 1992.

One of the older vehicles in service on the Running Day was preserved Aldershot & District Dennis Lance K3 with East Lancs body, fleet no 145, dating from 1950. Seen at Alton College whilst on circular Town Service 254 during the Running Day.

It has a lowbridge body with sunken upper deck gangway. After normal service, it had a period operating school and works contracts, until being sold for preservation in 1964.

Aldershot & District merged with Thames Valley to form Alder Valley in 1972. Leyland National 251 of 1976 is seen at Alton College on the 555 to and from the station.

Whilst this bus is preserved in the later two tone green and yellow livery, it would have been in NBC poppy red when new. It ended up with Guildford & West Surrey, being withdrawn in 1997.

Route 53: Alton - Selborne & Back

Now to the rides, beginning with a round trip to Selborne, south of Alton. The 53 was the original number for the A&D service over this corridor, which ran between Alton and Petersfield. Today, Stagecoach operates a M-S daytime service between these towns under the 38 number.

Despite the morning being a mixture of sunshine and showers, I chanced a journey on an Open Topper - former Southern Vectis Volvo Olympian 4641, preserved in “Island Breezers” livery. After passing through Alton, we made our way out of town into the rolling countryside, past farmland and lavender fields to the picturesque village of Selborne, with its thatched cottages. We reversed at Temple Turning, beyond the village, before continuing back to Alton without stand time. A pleasant 45 min trip to start the day.

Open Top Volvo Olympian with Northern Counties Palatine body 4641 at Alton College after returning from Selborne.

New to Solent Blue Line in 1998 as a covered top vehicle, it later passed to Southern Vectis and bears the “Island Breezers” livery from its days on the Isle of Wight.

Route 206: Alton - Bentley (Circular)

Next, I switched to my first single deck bus of the day, a restored Plaxton bodied Dennis Dart, which are now very rare in normal service but are becoming more frequent visitors to the preservation scene. This example, 3238, was a former Maidstone & District machine, which ended up with Arriva Kent Thameside at Northfleet Garage. It has been repainted in its original M&D traditional livery from the Arriva aquamarine and cream in which it ended its service days.

We departed in tandem with red RF486 for a trip on the circular 206 to Bentley, east of Alton. This was another A&D route which operated a handful of trips on a few days a week, serving a number of villages in a very rural area. Surprisingly, it still runs today, although local independent Cresta Coaches are the current operator.

After leaving Alton, we continued on the main road to Holybourne and Froyle, where we turned off at the “Hen and Chicken” to begin a circular around various narrow country lanes. After short pauses at Lower Froyle and Bentley Cross Roads, with some “hairy” sharp turns, we reached Blacknest Cross Roads, in the middle of nowhere, where there was a photo stop. Continuing on via Binstead Village, we rejoined our outward route at Holybourne and completed the loop back to Alton. 55 mins for the journey.

Dennis Dart Plaxton fleet no 3238 was one of a large batch delivered to Maidstone & District in 1997 and is restored to its original “retro” M&D livery. Seen here at Blacknest Cross Roads on recreated Route 206.

Originally working in the Medway Towns, this bus eventually passed to Northfleet Garage, by which time it had been repainted into Arriva blue & cream. It was withdrawn from service in 2015 and preserved.

Route 254: Alton Town Service

As we arrived back at Alton College, the heavens opened, so to escape the deluge I jumped on the next available bus with a large crowd for a spin on the local circular around the town, the 254. A&D ran similar town services under the 253/254 numbers back in the 70s. Stagecoach now covers much of this by rerouted out of town services instead.

My bus was ex Southern National Bristol VR 1122, not a local example but a type that would have been familiar in the area for many years. For me, it was good to ride a type that I had sampled in many parts of the country from the 80s through to the early noughties, particularly the West Country, Wales and East Anglia, in addition to much of Southern England. Whilst these were very basic vehicles, they were reliable and rugged workhorses and enjoyed a long service life in many parts.

From Alton College, we made our way into town, turning into the High Street, before looping around the southern end and then northbound to the station, providing interchange with South Western Railway services to London Waterloo and the preserved Watercress Line to Alresford. No time for a ride on it today unfortunately, but I will be back on a future occasion! After exchanging a few passengers, we continued back to the college direct, with a deep throaty roar from the engine that typifies this type of bus. A short 20 min circular ride.

Bristol VR fleet no 1122 worked for Western and Southern National from 1978 to 2003, since when it has had various owners in preservation. Seen at Alton College between trips on Town service 254.

Bristol VRs similar to this were once a common sight in Alton during Alder Valley days.

Route 38: Alton - Hedge Corner & back

More single deck action next, with my one former London bus of the day, red RF486. Not typical of the area, but a nice vehicle to ride nevertheless. We were on Route 38 to Hedge Corner, south of the town, a number that has its roots in the Alton - Portsmouth service operated by Southdown that once ran over this corridor as a replacement for the former Meon Valley Railway. The through bus is now long gone, but Hampshire Community Transport provides a very limited service on a few days a week to some of the villages at the Alton end.

After making our way out of town on the main road, we continued through rolling countryside through the villages of Farringdon and East Tisted, before turning at Hedge Corner, near to where a former bridge once took the Meon Valley Railway line over the road. A photo stop, before continuing back over our outward route back to Alton. 45 mins in all on a nicely preserved RF.

My one former London Bus ride on the Running Day was aboard RF486, which worked on various routes during the day, but is seen here at Hedge Corner on Route 38, as indicated by the label in the nearside windscreen. The blinds for LT Route 233 are a strange choice!

This bus operated in London Transport service from 1953 to 1973, then becoming a staff bus and a trainer, before final withdrawal in 1979.

Route 57: Alton - Odiham & back

There was time to fit in one last out of town rounder, so I plumped for the 57 north of Alton to Odiham. I had travelled over part of this route last year on Stagecoach Route 13 which links Alton with Basingstoke, when I was chasing the last remaining Tridents in the area. The 57 number was used by A&D over this corridor back in the day.

My bus this time was a Leyland Titan, not a former London example, but one of the few that were operated by Greater Manchester when new but ended up with Swindon & District, in whose red and cream livery it is restored. Originally fleet no 4010 when new, it became 110 in its second service life.

Taking a short cut from the college through local estate roads, we avoided the town centre and turned onto the country road for a fast run through more nice countryside through South Wanborough and past the RAF Odiham base, before arriving into Odiham itself, where we paused at the George Hotel in the centre of this little town. We were accompanied on the trip by the Open Top Olympian I had ridden at the start of the day, our bus being the duplicate.

After a short break, we continued up to the roundabout on the edge of town, which we circled and continued back to Alton the way we had come. 50 mins for the whole trip.

Leyland Titans were common in London from the late 70s through to the early noughties. However, this is a former Swindon & District example, fleet no 110, back at Alton College after my return trip on it to Odiham.

This vehicle was one of only 10 new to Greater Manchester in 1979 as their 4010, which didn’t last long “up north” before moving to the south west.

Other Vehicles

In addition to the buses pictured so far, there were a considerable number of others present, some in service and some on display only. A few examples are shown in the following photographs.

Proving that Metrobuses weren’t just popular in London & Birmingham, here we see former Reading Buses MCW Mark I Metrobus 162 entering the Alton College site.

Preserved in suitable Reading Buses livery, with appropriate blinds, this vehicle dates from 1979. There was also a former London M at the rally.

G610BPH is a rare preserved Volvo B10M with East Lancs body, new to London Country South West in 1989 and bearing the attractive London & Country livery.

Seen picking up on the 254 Town Service at Alton College. To me, the style of this type looked ugly and old-fashioned, even when new!

Ex London Transport Leyland National LS30 new in 1976 smartly presented with white roof and silver pod picks up a crowd at Alton College on Town Service 254. Note the high backed coach type seating.

This vehicle was privatised to Westlink and also ran with Thames Valley Training and Overland Travel of Angmering prior to preservation.

Conclusion

All in all, an interesting day, well attended despite the rain which continued on and off until early afternoon. It made a change to ride some preserved buses other than the usual ex London ones that are the usual staple of Running Days that I normally attend.

Thanks to the organisers, the vehicle owners and volunteers that made the occasion possible.

Watton

To end, a shot from my previous visit to Hampshire. Stagecoach Trident Alexander ALX400 18523 in normal service on Route 13 takes a break at Whitehill during my run on it from Basingstoke and back in May 2024.

We passed through Alton en route and although a handful of Tridents remain in service at time of writing, most in the area have now been withdrawn including this example.

Go West Where The Skies are Blue

The song by the Pet Shop Boys neatly sums up my latest adventure riding buses in West London on a hot sunny day, with a long circular trip beginning and ending in Edgware.

First Bus ADH45065 of Westbourne Park (X) Garage hides behind the trees and street furniture on the Camden Town stand of Route 31 before my ride on it to White City.

The route passed from Metroline to First Bus on retender in April, with these hybrids released from withdrawn route 414 being used until new BDE class electrics are delivered later in the year.

Route 31: Camden Town to White City

A very warm day saw me at Edgware to begin a long circular tour of West and North West London, starting with a trip on the Northern Line to Camden Town.

Fortified with coffee, I made my way to the first pick up stop of the 31 in Bayham Street. This route transferred from Metroline to First Bus in April, the previous VMH types being replaced by ADH vehicles made spare from the recent withdrawal of the 414. Next off the stand was ADH45065 of Westbourne Park (X) Garage and a few boarded with me for the ride across inner North West London. After going around the block, we picked up more and continued past Camden Market up to Chalk Farm and Belsize Park. Despite lack of traffic, progress was lethargic due to 20mph limits. After circling the road junction at Swiss Cottage, we made our way a short distance along Finchley Road, before turning off through the back streets to Kilburn High Road and Kilburn Park.

After this, we were sent on diversion due to roadworks, taking the long way round via the 6 almost to Queens Park, then the 36 to rejoin line of route at The Chippenham. Onwards via Harrow Road to Westbourne Park, although there was no driver change at the garage on this occasion. Along Pembridge Road to Notting Hill Gate, where we emptied out before hanging a right through Holland Park to Shepherds Bush Station. Just me and one other passenger on the final section to White City, where there is now a ridiculous 10mph limit. The 1h10m running time was more or less as scheduled but seemed excessive, a good example of how slow certain TfL routes have become in recent times and surely off-putting to users.

The 31 is a long standing route, which ran for years between Camden Town and Chelsea and saw all variants of the RT class over the years (RT, RTL and RTW). Conversion to RM came in 1972, which continued until the controversial conversion to MA midibuses under the “Gold Arrow” brand name in 1989. These soon proved inadequate, with DW and then DM single deckers later replacing them. In 1999, new route 328 replaced parts of the 28 and 31, the latter being cut back from Chelsea to Notting Hill Gate.

Double deckers returned with VNWs in 2004, an extension to Shepherds Bush coming 2 years later, amended to White City in 2008 to serve the then new Westfield Shopping Centre. Operator First was replaced by Tower Transit in 2013 when First withdrew from London, but the route passed to Metroline in 2018, initially with VW types that were soon replaced with VWHs. However, history repeats, with First coming back to London in 2025 and returning to the 31. New electrics are promised in due course, but hybrids provide a stop-gap allocation.

Metroline VWH2093 of Greenford (G) Garage on the temporary stand at White City Bus Station before I rode it to Southall, the route being temporarily cut back here due to roadworks preventing use of the normal Shepherds Bush Green terminus.

Metroline retained the contract on the 95 from April, with these double decks released from elsewhere being used pending the arrival of new electric single deckers.

Route 95: White City to Southall

Next on the list was the 95, which has been retained by Metroline on recent re-tender, with its former DE single deckers being replaced by VWH double decks released indirectly from changes elsewhere. This is intended as a stop-gap allocation pending the arrival of new electric single deck vehicles.

Also, due to roadworks at Shepherds Bush Green, the route has been temporarily cut-back a short distance to White City, with buses standing in the Bus Station but picking up at White City Station as the first stop. Having just missed one, I had a 15 min wait before VWH2093 of Greenford (G) Garage appeared. I boarded with a handful of others for the trip to Southall. We soon turned onto the A40 Western Avenue, which provides a fast run when traffic is free flowing. Not too bad, although we encountered a small queue up to the lights at East Acton. After clearing this, our driver put his foot down and we had a good run up to Park Royal, although there was another hiatus due to congestion on approach to the Hanger Lane gyratory.

Once again, having negotiated this, we again picked up speed, reminding me of fast RT rides in the “good old days” on the 105 over this stretch. Past the art deco frontage of Perivale Hoovers, now a Tesco superstore, and on to South Greenford Station, before turning off down to Greenford Town Centre. No driver change, so we continued on around the back doubles serving suburban housing, before final approach to Southall Town Hall. 4 way temporary lights at the Uxbridge Road junction were a nightmare, but despite a 5 min delay, we only took 45 mins end to end, an excellent run considering. A complete contrast with my slow trip on the 31 earlier!

The 95 came in 1992, taking over the Shepherds Bush - Greenford part of the 105 and converting it to MA class midibus operation. MTL London took the contract in 1996 with MM single deckers, later replaced by Metroline who preferred DML and then DLD type Darts. First appeared on the scene in 2006, with the temporary use of VNW double decks, before converting the route to DML Darts and then DML Enviro200s. Metroline returned in 2013 when First quit London, who incorporated the Enviro200s into their DE class.

Metroline TE1444 at Yeading Barnhill Estate is one of half a dozen diesel Enviro400s still in service at Greenford (G) Garage. These buses appear mainly on the E9, with odd appearances on the 92 and 282.

TEs are now small in number with Metroline, the only other garages still operating them being Potters Bar (mainly on the W8) and Uxbridge (mostly on the U3 and U4).

Route E9: Ealing Broadway - Yeading - Greenford

As traffic around Southall Broadway was so bad, I opted to take the Elizabeth Line from Southall Station to Ealing Broadway, start point of my next route, the E9.

This is another Metroline service out of Greenford Garage and is a mix of types, featuring TEH, VMH and VWH hybrids, but also the small number of diesel Enviro400s still remaining at that shed. The third bus to arrive at a thankfully shady Haven Green was one of them, TE1444, which arrived late and departed immediately with me on board. A straightforward run through the back streets to Argyle Road and on to Greenford Town Centre, before continuing on to Yeading Roundabout where the traffic lights were out of action, causing a lot of honking from other vehicles as we forced our way out into the melee! No problems after this and we had dropped the rest of our load by the time we reached the terminal loop at Barnwell Estate. A quick 30 min journey.

After the layover, I rejoined the same bus, but in this direction, there was a slow moving queue up to the offending Yeading Roundabout, which cost about 10 mins. Busy all the way back to Greenford, where I alighted - 25 mins just to navigate this short part of the route. The next E9 had almost caught us up by this point and was only a couple of minutes behind.

The E9 began in 1990, serving new roads for buses in Yeading and initially had spurs to Barnhill Estate and Smiths Farm, although the latter leg was ceded to the E10 in 1997. RW midibuses started it off, later replaced with DM Darts and then DML Enviro200s. Metroline again benefited from First’s withdrawal in 2013 and reclassified the vehicles within the DE class.

Double deck conversion came in 2016 when Abellio took over using Enviro400s, although after a 5 year term, the route reverted to Metroline with TEs.

Outwardly similar to the TE class, although sounding very different, is the hybrid version like TEH1461, another Greenford Garage bus, seen at Mount Vernon after my trip on it from Ealing Hospital.

The 282 contract with Metroline was extended for 2 years from March 2025.

Route 282: Greenford - Ealing Hospital - Mount Vernon Hospital

After purchasing some lunch, my rides continued in the afternoon with the 282, beginning with a 15 min trip to the terminus at Ealing Hospital. Yet another Metroline route out of Greenford Garage, although this time mainly hybrid operated - I had TEH1461. Outwardly and inwardly similar to the diesel TE I had just ridden on the E9, although with a very different engine sound, reminding me of the similar situation in former times between standard RTs and RTLs!

After the break, I reboarded for the full run on the route to Mount Vernon Hospital. A busy trip most of the way, with traffic quite heavy but reasonably free flowing. Back through Greenford and on to Yeading, where the traffic lights were still playing up. Then it was an ok run along the dual carriageway past the Target Roundabout up to Northolt Station, before turning off along Eastcote Lane to Eastcote Station. Onwards to Northwood Hills, with a few remaining bits of Middlesex countryside in between the surburban development providing a reminder of how this area used to look before the development of “Metroland”.

Then it was on to Northwood, where we discharged most of our clientele before the final section to Mount Vernon, passing near to where the exterior scenes of the BBC sitcom “The Good Life” were filmed, doubling up as Surbiton. No sign though of Tom & Barbara bringing logs home from the common, or Margo and Jerry out shopping on this occasion! We arrived at the terminus after a lengthy 1h15m run.

The 282 dates from “Reshaping” in 1968, when it replaced part of the 232 between Greenford and Northwood, with journeys to Mount Vernon only at hospital visiting times in those days. One man operated from the start with MB types, although in common with many routes, upgraded to DMS double deck in 1975. “Busplan” in 1979 saw the route extended to Mount Vernon at all times and at the other end to the then Southall Garage. Metrobuses took over in 1982 and, with the closure of Southall Garage, the route was diverted to Hanwell Garage instead, until that in turn was chopped.

The route was another to suffer the unfortunate fad of midibus conversion in 1990, using RWs, although a few double deck journeys remained at peak times. Ealing Hospital became the southern terminus in 1993, with DM single deckers assuming control at the end of the decade. Double deckers returned in 2003 with TN types, replaced in 2014 with TEs, which in turn were supplanted by the current TEH types. This route is one which stayed with First and its successor Metroline in this part of London.

First Bus Enviro200 MMC DLE30269 takes stand time at Mount Vernon Hospital before returning to Harrow Town Centre.

This route operates from the Canons Park outstation of Edgware (BT) Garage, which passed from RATP Group to First Bus earlier this year when the former pulled out of its London operations.

Route H11: Mount Vernon Hospital to Harrow

At Mount Vernon, I switched to the other TfL route serving that location, the H11. This is operated by First Bus which took over from RATP Group on return to the capital. Enviro200 MMC single decks are the normal fare and next to arrive was DLE30269, operating from the Canons Park (CP) outstation.

Just two of us joined at the hospital and we roared off back down the hill to Northwood, at first running in parallel with the 282 through the town and under the Iron Bridge to Northwood Hills. There, we parted company and continued straight on through to Pinner, serving the pleasant centre still with village type surroundings.

After this, we turned off from the main road routeing, briefly following the H12, before entering the “freehold” section through the hinterland of North Harrow, which was well used on this trip. Meeting up with the 114 and 140 at Porlock Avenue, we made our way into Harrow Town Centre, terminating at the Bus Station after a decent 40 min run.

The H11 was a product of “Harrow Buses” in 1987, operated with MR midis and taking over the western leg of the 183 plus new territory between Pinner and Harrow. Initially, it ran no further west than Northwood Station as the 183 had done, but was usefully extended to Mount Vernon in 1992. Sovereign took over the route in 1990 with Mercedes Midis, with SDP class Darts appearing from 1999. Eventually becoming part of London United in the noughties, DPS Darts and then DE Enviro200s became the norm, prior to the present vehicles assuming control.

Enviro400H MMC ADH45286 of First Bus Edgware (BT) Garage at Edgware Bus Station after my arrival aboard it from Harrow.

The 340 currently sees a mix of ADH, BCE, VH and VHR types, so it seems that anything goes!

Route 340: Harrow to Edgware

There was just one more route left to complete my grand circle - the 340 from Harrow to Edgware. Also now operated by First Bus, the route is operated by Edgware (BT) Garage using a mix of hybrid types, but first to pull up at Harrow Bus Station was Enviro400H MMC ADH45286. A large home-going crowd joined me aboard as we left Harrow Town Centre and fought through the traffic to Harrow & Wealdstone Station.

Despite queuing traffic in the opposite direction, we had a free run up Wealdstone High St to Harrow Weald Garage and beyond, joining the suburban section with big houses through to Stanmore Broadway. Timetable padding caused a 5 min stand here before continuing down to Canons Park and into Edgware from that direction. A 45 min journey to Edgware Station, which we could have done quicker given the prevailing conditions.

Alighting from my final bus, I reflected that I had travelled on this route on its first day back in 1987, when it replaced part of the 140 between Harrow and Edgware. Back then, its intended double deckers were not yet available, so spare Nationals were used for a few weeks, until the Mark II Metros and Volvos took over.

With the demise of Harrow Buses, Arriva became the operator in 1991, using LR Olympians out of Garston Garage. These were replaced in the noughties with low floor deckers, initially the “DLA-alikes” but later hosting most of GR’s double deck types. The ill-fated SW Wright StreetDecks came in 2016 and these transferred to far off Palmers Green Garage when GR closed, with even longer out of service runs then required. By 2021, HV hybrids had become the norm due to the failing SWs, but the route passed to RATP Group on re-tender in 2023 with the current vehicles.

At 5PM, my long day out was at an end and it was time for home after an interesting tour!

Watton

Finally, a flashback to 14th November 1987, first day of the 340, which saw Leyland National LS34 of Harrow Weald (HD) Garage at Edgware Garage before the current Bus Station was built.

The 340 replaced the Edgware - Harrow section of the 140 and was intended for double deck operation, although insufficient were available at the start and so Nationals were used for the first few weeks.

Open Tops in the Peaks & Electrics in Chesterfield

In the final part of my South Yorkshire adventure, I cross the border into Derbyshire and ride Open Toppers in the Peak District plus new electric double deckers to and from Chesterfield, before returning to my start point at Doncaster.

Highlight of the trip had to be a ride on an Open Top Trident ALX400! Stagecoach 18305 of Chesterfield Depot is seen on the Peak Sightseer “BLUE” route at Blue John Cavern amidst glorious scenery.

This bus is one of three Tridents in this special livery and was formerly with Stagecoach Devon on “Bayline” routes in Torquay.

First Yorkshire 272: Sheffield to Castleton

Day 3 of my South Yorkshire adventure and I made my way to Sheffield Interchange for a trip over the border into Derbyshire and the Peak District using Route 272 to Castleton. Unusually, this is a joint service between two operators - First Yorkshire and High Peak - which together provide an approximately hourly service Daily during daytimes with a limited evening service of a couple of journeys.

Whilst High Peak tend to use single deckers, First Yorkshire provide double deckers on most of their journeys and I had Wright StreetDeck Ultroliner 35935 on the 0946 departure. This was a low height example transferred in from First York and in a red and dark blue livery. A low bridge in the Hope area has necessitated the use of such vehicles.

A reasonable number of visitors boarded with me and we left a few minutes down on schedule. A swift departure through the city with very few others joining us as we progressed through the suburbs along Ecclesall Road. After passing through Whirlow, we left the built-up area behind and sped up as we entered the open country that characterises the Peak District. At Fox House, basically a pub in the middle of nowhere, we picked up a couple of takers before entering the scenic section of route downhill into the Hope Valley. There is a stop called “Surprise View”, where one can alight for a magnificent vista of the valley far below together with the surrounding peaks and moorland. Plenty of hikers and sightseers in evidence in the area.

At the bottom of the hill, we called at the picturesque village of Hathersage, where Little John of Robin Hood fame is buried in the churchyard. The route then continues along the Hope Valley following the River Derwent, with a brief double run to serve the stop at Bamford Station, close to the small village of the same name. Back on the main road for a short distance, before diving off once again down a narrow lane to serve the pretty village of Bradwell. The terminal loop here involves some extremely narrow roads with our decker having to squeeze between two high sided stone buildings followed by a sharp 90 degree left turn - requiring a skillful manoeuvre by the driver!

After the double run back up the lane, we resumed progress westwards on the main road, serving the village of Hope with picturesque little church before the final stretch into Castleton, terminating at the Bus Station after a 65 min run from Sheffield.

Rear view of Trident 18305 showing the special signwriting for the Peak Sightseer Routes with pictures of some of the attractions served.

There are two routes based on Chatsworth House, operating Daily from late May to mid September and then weekends only until end of October.

Stagecoach BLUE: Castleton to Blue John Cavern

A short walk from the Bus Station at Castleton is the Visitor Centre where information can be obtained on the various attractions in the area. Apart from cafes, pubs and souvenir shops, the village is overlooked by Peveril Castle, which dates from Norman times and can be reached by a short uphill walk.

However, one of the best ways of seeing the area is by Peak Sightseer Open Top Bus, operated by Stagecoach out of their Chesterfield Depot. A fleet of 6 buses run on two routes - 3 Trident ALX400s and 3 Enviro 400s providing the service, all in a special turquoise and yellow livery with signwriting and pictures of points of interest served.

I was in time to catch the 1100 departure on the “BLUE” route, which operates between Chatsworth House and the Blue John Cavern, picking up opposite Castleton Visitor Centre, where buses depart hourly between 1000 and 1700 during the operating season. In 2025, this is daily from 24 May to 21 Sept and weekends only from 27 Sept to 25 Oct. My bus was one of the Tridents - 18305 - a former Stagecoach Devon vehicle which previously operated on “Bayline” Open Top routes in Torbay.

Most passengers alighted in Castleton and just a few continued with me on the 10 min run beyond the village, where the main road ends and we continued on a winding lane up through the barren moorland to the terminus at Blue John Cavern. This must rate as one of the most scenic terminals in England, with amazing views of the surrounding peaks and the Hope Valley, Castleton being far below. The nearby caves can be explored, this being the place where Britain’s rarest mineral, the Blue John stone, has been mined since Roman times and turned into jewellery which can be purchased at shops in the area.

Alternatively, one can hike the steep climb up Mam Tor (517m) for even better views of the surrounding landscape and from where various walks are possible taking in adjacent peaks along the Great Ridge.

Trident 18305 at the other end of the BLUE route, Chatsworth House, after my trip on it from Blue John Cavern.

An Hourly service operates on this route between approx 0900 and 1800 requiring 3 buses.

Stagecoach BLUE: Blue John Cavern to Chatsworth House

After the layover, I rejoined 18305 for the full run along the route. A small number with us as we departed along the winding and windswept road back down into Castleton, although we picked up a few more at the Bus Station. Then it was back through the Hope Valley, calling at Hope, Bamford and Hathersage following the River Derwent. Then uphill to Surprise View which I had passed earlier in the opposite direction on the 272, before turning off through the ancient woodlands of the Longshaw Estate and Padley Gorge, where there are a series of waterfalls.

A brief pause to await time in the next village of Grindleford, before continuing along the road to Calver, with views of Frogatt Edge, Curbar Edge and Baslow Edge to the left, where walks are possible along the high escarpment. At Baslow, another short wait in the attractive village, before the final section through the rolling countryside to the terminus at Chatsworth House, approaching through the large grounds with grazing animals in evidence. A very pleasant 1h15m ride end to end.

Chatsworth House itself has been home to the Devonshire family for 16 generations and is worth a visit. 25 rooms in the house can be viewed to discover its art and history, whilst the 105 acre garden features an arboretum, rock gardens, fountains and sculptures.

Stagecoach Enviro400 15717 on the “RED” route of the Peak Sightseer at Chatsworth House, before my circular ride on it via Bakewell. Buses run hourly on the service between about 1000 & 1700 with extra trips in School Summer Holidays.

This is one of three Open Toppers of this type on the Peak Sightseer, which share operations with the three Tridents.

Stagecoach RED: Chatsworth House & Bakewell (Circular)

After a brief stretch of the legs, I switched to the second of the two Peak Sightseer services, the RED route. This operates as a circular from Chatsworth House via Bakewell, with departures every hour from 0955 to 1655 during the season mentioned earlier. Additional departures during the School Summer Holidays provide a 30 min service for much of the day.

I boarded 15717, this time one of the Enviro400s which share the services with the Tridents. Initially, I had the bus to myself, but unlike the previous one, this vehicle featured a pre-recorded commentary on points of interest as we progressed along the route. After making our way back through the grounds, we reached the nearby village of Pilsley, where the Chatsworth Estate Farm Shop selling fresh produce is located. Continuing along the lane, we soon came to Hassop Station, on the disused railway line between Matlock and Buxton, much of which now forms the Monsal Trail for hiking and cycling.

We then entered the circular section of route, which describes a long one-way loop. A short distance along Hassop Road, we came into the town of Bakewell, with a few minutes hesitation in the centre. The town offers the chance to stroll through cobbled alleyways and courtyards between stone buildings. There is an ancient bridge and some riverside walks, together with the opportunity to sample some original Bakewell Tart for which the town is famed, available in local shops and cafes.

After gaining several more passengers in Bakewell Town Centre, our bus continued along Buxton Road to the next scenic village of Ashford in the Water, with medieval bridge, limestone cottages, gardens, church and pubs. From here, we made our way along Baslow Road to complete the loop back to Hassop Station and the reverse of our outward route to Chatsworth House. 50 mins for the whole round trip.

Back on the BLUE route, my third Open Top Bus of the day was Enviro400 15718, seen at Castleton Bus Station at the conclusion of my rides on the Peak Sightseer.

Day Tickets on the two routes cost £12 for Adults and £7 for Under 19 & Concessions.

Stagecoach BLUE: Chatsworth House to Castleton

Back at Chatsworth, it was time to complete the circuit on the Open Toppers, by taking the BLUE route back to my start point at Castleton. On this occasion, the vehicle was another of the Enviro400s, 15718. A few takers but quieter than the morning trip had been, for the 55min ride. Alighting at the visitor centre, I had time for refreshments in the adjacent tea rooms before catching the bus home.

Before leaving the Open Top routes, although I didn’t travel on them, there are a few “hairy” journeys at start and end of service. A few trips operate from Chesterfield Railway Station to Chatsworth in the morning and back in the late afternoon, with a couple of others operating to and from South Sheffield (Lowedges) in the same way. Presumably this is a way of “livening up” the garage journeys from and to the depot.

An attractive leaflet is produced with timetables and maps of the Peak Sightseer routes, available at local information offices and in racks on the Open Top buses.

First Yorkshire 272: Castleton to Sheffield

After my tea break, I proceeded to Castleton Bus Station for the 1601 departure back to Sheffield on the 272. Another Wright StreetDeck Ultroliner, 35936, on this trip. Plenty on and off throughout in ones and twos, although we saved some time by not doing the Bradwell double run on this journey. Once onto the country section beyond Hathersage, a fast run ensued until we reached the surburban part of the route into the city. Nevertheless, at 50 mins for the trip, we were 15 mins quicker than the outbound run, a good end to the day.

My trip to and from Castleton was on First Yorkshire Route 272 from Sheffield. Wright StreetDeck Ultroliner 35936 is typical of the type used and is seen after arrival back at Sheffield Interchange at the end of the day.

This vehicle is one of a small number transferred from First York with reduced height for passing under a low bridge on the route.

The driver has already changed the destination for the vehicle’s next trip on Route 207 to Whiston, as interworking is common in Sheffield.

Another First Yorkshire Wright StreetDeck Ultroliner at Arundel Gate in Sheffield City Centre on Route 8 (Birley - Ecclesfield) illustrates the new “first bus” livery.

This adds yet more variety to the many different liveries seen in the city and provides a comparison with the lowbridge version seen above.

Stagecoach 44: Sheffield to Chesterfield

Day 4 and there was time to fit in a return run to Chesterfield before leaving Sheffield. This provided an opportunity to ride the new electrics which Stagecoach have introduced in recent times and to complete my personal jigsaw of bus rides by linking up with the destination I reached from the opposite direction earlier in the year, when I visited Chesterfield from Mansfield by bus.

There are two sets of routes between Sheffield & Chesterfield, the most direct being the 43/44 via slightly different intermediate routeings. The former runs hourly M-S daytimes and the latter every 30 mins during this period with an hourly evening frequency. There is a 42 route which short works between Sheffield & Lowedges, providing a joint 15 min headway over the common section M-S daytimes. On Suns, the 43 & 44 provide a joint 30 min daytime service, reducing to hourly in the evening.

I joined Enviro400EV 80169 from its start point outside Sheffield Interchange, which is odd given that there is plenty of space in the Bus Station itself. All expected modern features provided, including high backed seating, USB ports and next stop screens / announcements.

The expected smooth ride as we departed the city, along London Road and Chesterfield Road, although on the city outskirts we turned off to serve various housing areas on approach to the main intermediate town of Dronfield, calling at the station and other stops in the centre.

After this, a few bits of intermediate countryside, before arriving into the Chesterfield suburbs. Passing the Stagecoach Depot at Stonegravels, we made slower progress into the town centre, terminating opposite the Coach Station. A 65 min journey, well used throughout.

Stagecoach Enviro400EV 80169 at Chesterfield Coach Station after my ride on Route 44 from Sheffield via Dronfield.

Stagecoach have introduced a fleet of electric double and single deckers at Chesterfield Stonegravels Depot recently, with sponsorship from Derbyshire County Council and the Government.

Stagecoach 50: Chesterfield to Sheffield

For the return run, I had intended to ride the companion route to the 44, the 43. However, the 1104 departure from Chesterfield was cancelled - the only service during my trip that didn’t show up! A check on bustimes.org revealed that the inbound bus was running some 15 mins late and was terminated short at Stonegravels Bus Garage, hence its non-appearance in the town centre.

However, there was a 50 due 10 mins later and this turned up on time, formed of another Enviro400EV, 80183. The 50/A routes run between Chesterfield and Sheffield via a more easterly route than the 43/44, the main intermediate town being Eckington, within which slightly different intermediate routes are followed by the plain 50 and the 50A. Buses run alternately on a joint 30 min frequency M-S daytimes, Hourly eves and Suns on the 50 only.

Leaving Chesterfield, we followed the same route as the 43/44 at first, past the Stagecoach Depot to Whittington Moor, before parting company and serving the large settlements of Old Whittington and New Whittington. We then made our way via various estate roads into Eckington, calling at the small Bus Station in the centre of this former iron forging and coal mining town. After this, due to the direct route being closed for roadworks, we made a lengthy diversion via various narrow back streets, before coming back onto the main road and slow-moving traffic, almost back to the point we had departed from 10 mins before!

After this though, we sped up through more open country, before crossing back from Derbyshire to South Yorkshire at Mosborough. All too soon we entered the Sheffield suburbs and made a gradual downhill run via Manor Top, picking up and setting down at various stops, all the way back to Sheffield City Centre. A longer run than the outward one at 1h15m.

Another Stagecoach Enviro400EV, 80183, back at Sheffield Interchange after riding it on Route 50 from Chesterfield via Eckington.

The bus is returning to Chesterfield on the 50A variant. There is much interworking between the Sheffield - Chesterfield routes 43/44/50/50A.

Before leaving Sheffield, I came across this First Yorkshire Volvo B7RLE 69527 of Olive Grove Depot in this pleasing retro livery for Mainline. Seen at Arundel Gate on a short working of Route 95 from Walkley to the City Centre.

Retro liveries seem to be popular with First Yorkshire, various examples seen in both Sheffield and Doncaster.

First Yorkshire X2: Sheffield to Doncaster

It was now time to leave Sheffield for the last time and return to my start point at Doncaster. Having taken the more direct and more frequent X3 on the outward run at the start of my trip, I opted for sister route X2 for the inbound journey, which operates a lengthier route via Maltby. The X2 runs Hourly M-S, with additional shorts Sheffield - Maltby providing a 30 min service over this section. Sunday sees a 2 hourly through service, with shorts Sheffield - Rotherham providing a joint hourly frequency.

The X2 is a double deck / single deck mix, but I had Volvo B9TL 37556 in old First livery. A reasonable number on board as we left Sheffield, proceeding north to Meadowhall, but via Brightside Lane rather than Attercliffe Road served by the X3. An exchange of passengers at Meadowhall Interchange, where a large number of home-going shoppers joined us. From here to Rotherham, the routes again part company, the X2 serving Meadow Bank Road and more housing than the industrial route favoured by the X3. Into Rotherham Interchange, where there was again a few minutes hesitation built in to the schedule.

Out of Rotherham, a longer route back to Doncaster than the X3, serving the main Bawtry Road with some fast dual carriageway sections, although largely urban. Through Bramley to Maltby, another former mining town, which forms part of the Metropolitan Borough of Rotherham and where half the M-S daytime service terminates. Almost all alighted here and it was only three of us that continued over the countrified section beyond, calling at the villages of Braithwell and Edlington. By now, we were back into the suburbs of Doncaster, where we picked up a few more passengers, rejoining the X3 at Balby for the final section into town. A lengthy 1h45m trip but an interesting one, with a variety of urban and country scenery.

Back in Doncaster at the end of my adventure, although I didn’t travel on it, an excuse to illustrate the red/maroon/cream livery used by First Yorkshire on local routes.

This is Volvo B9TL 36238 on the 364A passing Doncaster Railway Station on a circular service via Bentley and Arksey. I had travelled various local routes on a previous trip to the town.

Journey’s End

I finished where I began, back at Doncaster Interchange, adjoining the Railway Station. There was about 20 minutes before my train home to observe a few bus comings and goings, but no more rides, although I had visited the town once before, some years ago, to do some of the local routes. At that time, I recall that Volvo Alexander ALX400s were the principal type, since supplanted by Volvo B9TLs, themselves now getting somewhat long in the tooth!

I then repaired to the station to catch my LNER Azuma back down south.

Watton

And finally…

These litter bins are a common sight at Bus Stops in Sheffield and rely on the local vernacular to get the message across!

Super Trams in Sheffield

In the second of this series from South Yorkshire, Watton’s Wanderings tries out a Tram Train to Rotherham and rides the Sheffield Supertram network.

Sheffield Supertram Diagram showing the four routes - Blue, Purple and Yellow being the original lines and the Tram Train shown in black.

Interchanges with Buses, Trains and Park & Ride locations are shown, together with Stadiums, Universities and Hospitals.

Sheffield Supertram

In common with other British cities, Sheffield had disposed of its original trams, in this case in 1960. However, the city was at the forefront of the re-introduction of modern trams at the end of the 20th Century, when a new network was opened in stages between 1994-95, incorporating former heavy rail sections together with new track. Originally operated by the South Yorkshire PTE, the system was privatised to Stagecoach in 1997, although the concession ended in 2024 and the network returned to public ownership under a company owned by the South Yorkshire Combined Mayoral Authority. A fleet of 25 Siemens-Duewag low floor trams was introduced at the start and still continues in service.

The first stage of the Sheffield Supertram opened in 1994, at which time tram no 04 in original livery is seen at the Fitzalan Square terminus in the city centre.

This was my first visit to the system, which at that time ran between this point and Meadowhall / Spring Lane only. I returned after the remaining stages of the network opened in 1995.

Tram Train: Cathedral to Rotherham Parkgate

In the 2010s, an experimental trial was planned to operate the first Tram Trains in the UK, over a route from Sheffield Cathedral to Rotherham, using the existing tram tracks to Meadowhall and then over Network Rail lines. A purpose-built fleet of Class 399 Stadler Citylink tram-trains was finally introduced in 2018, although various operational problems caused the service to be suspended on occasions.

I began at Cathedral, heart of the tram network and the central terminus of the Tram Train, designated “TT” on departure screens. The timetable indicates 2 trains an hour on the service, but at 27/33 min intervals on M-S, only a more regular 30 mins on Suns. Not a memorable frequency, but presumably this is to fit in with train times on the Network Rail section of track. Tram Train 399 203 was next to arrive, the “TOPS” code necessary due to running over normal railway lines for part of the journey. This is one of 7 such units, which seems extravagant, given that only 2 are needed for the normal service.

Almost as soon as I settled in my seat immediately behind the driver’s cab to observe proceedings, the conductor appeared and sold me a Tram Day Ticket for £5.70, valid on all routes. Then we were off and made our way over the street section of track calling in quick succession at Castle Square and Fitzalan Square. It was then over the bowstring bridge above a large roundabout to the “T” junction where the routes to Meadowhall/Rotherham and Halfway/Herdings Park diverge in opposite directions to left and right.

The next section follows a former heavy rail route and is shared with the Yellow route Tram. Soon we were passing the Nunnery Supertram Depot, with a variety of vehicles on view in the yard. We called at all stops to Meadowhall South, where the two routes part company. The Yellow route continues straight ahead, but we took the right hand curve to join up with the Network Rail line. After clearing the points, we paused briefly whilst our driver re-set the controls to move from “line of sight” to standard railway signalling systems.

Continuing at slow speed, we passed the first “normal” railway signal and began to accelerate. At Magna, a blast on the horn to warn workers building the new Tram Train stop at this location, before continuing on along the line to Rotherham Central. Here, we stopped at a new low level platform, built in advance of the higher existing railway one. Most passengers alighted here, with just a few continuing with me on the final mile or so to the terminus at Parkgate, where there is a low bay platform beside the main line, although normal trains do not stop here. Just 25 mins for the trip.

One of the fleet of 7 Class 399 Stadler Citylink Tram Trains stands at the Rotherham Parkgate terminus, adjacent to the Network Rail tracks on the right.

Like the other trams, these vehicles are crew operated, with the driver and conductor visible at the end of the platform. There are no self-service ticket machines on the network, although conductors serve the full range of tickets and can take card or cash.

Tram Train: Rotherham Parkgate to Meadowhall South

Parkgate serves a few industrial units and nearby housing on the outskirts of Rotherham Town Centre, but seems a slightly incongruous terminus, not really a major traffic objective. Maybe the route will be extended further in due course.

After the short break of around 7 mins, I reboarded for the return run, this time sampling the low floor section in the centre of the three-part unit. A quick run back to Rotherham Central, where we picked up a good load, before continuing to the junction between Network Rail and Supertram, marked by a sign indicating that the driver should switch back to “Line of Sight” operation.

I alighted at the next stop, Meadowhall South/Tinsley, after a 10 min ride, crossing the tram tracks to await the next departure for Meadowhall Interchange.

Meadowhall South is where the Tram and Tram Train routes diverge. The signal and points are shown set for the route to Meadowhall Interchange.

The junction for Rotherham is seen to the right, after which Tram Trains switch from line of sight to Network Rail signalling just under the M1 flyover above.

Yellow Line: Meadowhall South - Meadowhall Interchange - Middlewood - Hillsborough

I had ridden the original Supertram network when it first opened in 1994/5, but not since, so this was my first return for 30 years!

A fleet of 25 Siemens-Duewag three-part trams operates on the three original lines and fleet no 104 arrived on the next northbound Yellow Line departure, bearing the standard red, blue and orange livery, inherited from Stagecoach times. Just a 3 min ride one stop to the terminus at Meadowhall Interchange, swinging through 90 degrees to end beside the Network Rail station on one of two separate terminal platforms. The Yellow Line operates every 12 mins M-S daytimes, every 20 mins Sun daytimes and every 30 mins evenings Daily.

I stayed with the same tram, changing ends and continuing with it when it departed. We retraced our steps back to the city centre, calling at the various stops serving the leisure complexes and sporting arenas in the Olympic Legacy Park area. Passing once again over the bowstring bridge, we entered the street running section of track, up to the Cathedral and beyond. Calling at stops serving the City Hall and University amongst others, we moved along the road with the buses and other traffic to Hillsborough, where there is a transport interchange at the start of the High Steet.

Continuing onwards, we passed Hillsborough Park to our right and called at Leppings Lane, the nearest stop to Hillsborough Stadium, home of Sheffield Wednesday Football Club, but probably remembered unfortunately as the site of the worst tregedy in English sporting history in 1989 when nearly 100 fans were crushed to death. However, the report following the disaster did lead to improvements in safety at grounds across the country, including the introduction of all seater stadiums.

After a 42 min ride, the tram ended at the following stop, Middlewood, where a large Park & Ride Car Park adjoins the terminus.

I rejoined the same tram again after the break and returned just 3 stops to Hillsborough Interchange, a 5 min journey, where I alighted.

Siemens-Duewag Supertram no 104 at the Yellow Line terminus of Middlewood, where there is a Park & Ride facility to the right.

This set is in the standard red, blue and orange livery. Note the “Y” on a yellow background to the right of the destination screen indicating the line colour.

Blue Line: Hillsborough - Malin Bridge - Halfway - Gleadless Townend

Crossing the road at Hillsborough, I switched to the Blue Line, which operates over a short branch just one stop to Malin Bridge from this point. My journey aboard tram no 114 took a mere 2 mins! This vehicle was in a special blue based livery advertising the Park & Ride opportunities available on the network. However, this was the precursor to the longest tram ride on the system, from Malin Bridge to Halfway, which takes nearly an hour. The frequencies are the same as the Yellow Line described earlier, meaning over the common section with the Blue Line there is a tram every 6 mins M-S daytimes, 10 mins Sun daytimes and 15 mins evenings.

Leaving Malin Bridge terminus just a short distance from Hillsborough Town Centre, we made our way back to the Interchange and on via the shared road section to the city centre. Continuing over the bowstring bridge, this time we turned sharp right along a viaduct section above Sheffield Railway Station, where there is a tram stop. After this, the route becomes quite hilly, with the initial tram only viaduct giving way to more “on road” running through the suburbs. At Gleadless Townend, the Yellow Line swings sharp left and we finally entered a more countrified section, firstly along the road but then diving off on segregated tracks through the woods to Birley Lane. From here, on a mixture of on road and beside road tracks were traversed, the main intermediate location served being Crystal Peaks, where there is a large shopping centre and Bus Station. The final stretch up to the terminus at Halfway was alongside the road on segregated double tracks. 58 mins in all.

Halfway has a large Park & Ride Car Park to one side and a small bus interchange on the other, also serving nearby new housing. I caught a subsequent departure aboard tram no 110, which was fairly quiet until on approach to Birley Lane we encountered a car which had broken down diagonally across the tracks where the tram leaves the road for a segregated section. There was nothing for it but to get out and push the offending car clear of the tracks, with help from the tram driver and three guys who saw what had happened from an adjacent car park!

After 5 mins delay and a report from the tram driver to the control room on what had caused the problem, we continued and I got off at Gleadless Townend after an eventful 20 min trip, at the junction with the Purple Line.

Another Supertram, no 115, at the eastern end of the Blue Line, which terminates at Halfway. The Park & Ride Car Park can be seen on the right hand side.

This tram bears a special livery extolling the virtues of the various Park & Ride sites.

Purple Line: Gleadless Townend - Herdings Park - Cathedral

To complete the set, I just had the Purple Line left to ride. This is less frequent than the others, mainly paralleling the Blue Line from Cathedral to Gleadless Townend and then taking a short branch of just a couple of stops to Herdings Park. It appeared that one tram was operating on the Hourly M-S frequency, which increases to every 30 mins on Sun daytimes, presumably when there are more visitors to the delights of the parkland area.

I had about 15 mins to wait for the next Purple departure, which was formed of tram no 120 in a multi-coloured rainbow livery for “Bringing People Together”. Just a few of us on the short 5 min ride to the end of the line, continuing straight along the main road for a short way before diving off along the edge of Herdings Park to the terminus, set amongst the trees and grassland.

I rejoined the same tram after a break of just under 10 mins for the run back to the city. Only a handful at first, but busier once we joined up with the “main” Blue Line. A 25 min journey downhill, along the viaduct and back over the bridge to the city centre, terminating where I had begun my rides back at the Cathedral.

Tram no 120 at the Cathedral terminus of the Purple Line, wearing a rainbow livery for “Bringing People Together” at the conclusion of my rides on the system.

Sheffield Cathedral can just be seen through the trees on the right.

We end with a view of Siemens-Duewag Supertram 113 on the bowstring bridge to the east of the Fitzalan Square / Ponds Forge stop in the city centre.

To the left, just over the bridge, there is a “T” junction, where the lines to Meadowhall and Halfway diverge, just visible to the left of shot.

Watton

South Yorkshire East to West

In the first article of a series of three focused on South Yorkshire, Watton’s Wanderings takes a trip by bus from Doncaster to Sheffield and samples a spoonful of local routes in the city famed for the manufacture of cutlery.

Arrival

Day 1. Alighting the LNER Azuma service at Doncaster, I noted the famous railway works known as “The Plant” beside the station, of which just a small part remains in use today. Outside the station is this recently unveiled plaque to Sir Nigel Gresley, CME of the original LNER, responsible for designing numerous steam locomotive classes such as the A3 and A4 Class Pacifics, which famously included “Flying Scotsman” and “Mallard”, the latter still holding the world speed record of 126mph for a steam loco.

Across the square from the plaque, I saw the artwork celebrating the town’s railway engineering and horse-racing heritage, which consists of 47 steel monoliths, with 28 detailing the names of St Leger winners, 12 featuring engineering drawings and 7 celebrating speed with images of train journeys. The sculpture is around 40 metres long and includes water features.

First Yorkshire Route X3: Doncaster to Sheffield

Adjoining the railway station is Doncaster Interchange, a massive subterranean Bus Station, under cover with enquiry office, toilets and retail outlets. Poster Maps, Where to Board Your Bus diagrams, Stop Specific Timetables and Electronic Next Bus Departure Screens, but no paper maps or timetables available unfortunately.

My first route was the trunk X3, Doncaster to Sheffield, operated by First South Yorkshire. Volvo B9TLs are the standard fare, with examples in various liveries, although many are in a red, yellow and magenta livery, some with signwriting for the service which is marketed as “mainline”. This is a throwback to the late 80s / early 90s, when South Yorkshire Transport introduced the brand across certain routes, initially with different colours for Doncaster, Sheffield and Rotherham, although all were eventually combined in a red and yellow scheme under a single “Mainline” fleetname across all services. After being sold to its employees in a management buyout, eventually First became the operator and buses began to appear in the familar “Barbie” livery.

The X3 operates to an approximate 20 min M-S daytime frequency, Hourly eves and Suns, although First has adopted the unfortunate practice of “dynamic timetabling”, whereby individual journeys at specific times of day are given variable running times, producing uneven intervals of a few minutes less or more than the standard frequency. Not easy for passengers to remember exact timings - better in my view to allow more recovery time at terminals and in the city centre at peak times whilst keeping to standard intervals as much as possible.

My bus was fleet no 36273, in “mainline” livery without signwriting, but with a pleasing red and black moquette plus yellow headrests on the seats. Only a couple of us boarded at the Bus Station, although we soon began picking more up as we made our way through Doncaster. Plenty of First buses in evidence in the town, in a variety of liveries, ranging from the original grey, blue and pink, the updated version of the same, an attractive red, magenta and cream “Doncaster” scheme and the latest corporate dark blue and grey with new “first bus” logos. Retro liveries also seen, including examples in Doncaster Corporation and South Yorkshire Transport colours.

After making our way out of town along the Balby Road through urban development via Warmsworth, we reached the town of Conisbrough, where we circumnavigated the ruins of the castle, sitting atop a hill and dating from the 11th Century, before reaching the striking St Peter’s Church and the town centre with its narrow streets. The town was once known for glass-making and is famous as the birthplace of the Kilner Jar. Beyond this, we continued through a short stretch of open country, before reaching the main intermediate town of Rotherham. This has another under-cover “Interchange”, although smaller than that at Doncaster.

We were a few minutes down by this time, although a built-in “hesitation” at Rotherham Interchange meant we left only a couple of minutes late. As we left, I noted the Grade 1 listed Rotherham Minster, with its tall spire and gothic sandstone architecture. From here, we progressed along a “Busway” and through the industrial heart of the area with various steel industry related factories. Our next main port of call was at Meadowhall Interchange, yet another large Bus Station, serving the massive retail centre to the north of Sheffield. Back on time, we continued along the Attercliffe Road passing the Valley Centertainment, Sheffield Arena, Ice Sheffield and English Institute of Sport, before arriving finally into Sheffield City Centre.

We terminated at Sheffield Interchange, adjacent to the railway station, after an interesting run of 1h35m. However, the location seems somewhat under-used - despite having around 30 stands, many are not utilised or have infrequent departures on out-of-town services - most of the cross-city services serving the Arundel Gate Interchange (actually stops either side of a main road), closer to the heart of the city and a few minutes walk away.

I made my way to the Cathedral, which is a former Parish Church elevated to cathedral status in the early 20th Century, centre of Tram operations, which I will cover in the next article.

First South Yorkshire Volvo B9TL 36573 at Sheffield Interchange after my trip on it from Doncaster, this bus being based at the depot in the latter town.

Several buses are in this red, yellow and maroon scheme for the X3 route, some having additional signwriting with the name “mainline” and a line diagram of the points served. Note the red/black moquette and yellow headrests on the high backed seating.

First Yorkshire 48: City Centre - Shiregreen - Herdings - City Centre

Unlike some of the smaller Northern towns, where it is possible to ride a number of short local services in succession, many of them circulars, the majority of routes in Sheffield are lengthy cross-city affairs, taking over an hour end to end.

I started with the 47/48 routes, which operate from Shiregreen in the north via the city to Herdings in the south-east, the latter having a long terminal loop, where the 47 runs clockwise and the 48 anti-clockwise. Buses run alternately on each route during daytimes, with a joint 10 min interval M-F, 12 min Sats and 20 min Suns. An Hourly service operates evenings daily on the 47 only.

These routes seemed to be mainly single deck, although a few deckers were out in support, including Volvo B9TL 37448 in old style First livery, which I boarded at Arundel Gate for a round trip. I discovered that this was a former First Manchester vehicle, with original purple moquette seating. A bit of a slog through the afternoon traffic out of the centre to the north along the Barnsley Road to the Northern General Hospital. Then a bit of greenery alongside Firth Park to the terminal loop at Shiregreen, a typical housing estate, where we took a short layover after a 35 min run.

On departure, we continued on around the loop and back to the city centre the way we had come, although the earlier traffic issues seemed to have resolved themselves. In common with most services crossing the city, a few minutes “hesitation” at Arundel Gate, where driver changes often take place. Continuing on through the heart of the city, we crossed the Ring Road and passed the delightfully named Olive Grove Depot, the centre of First operations in Sheffield. The city is extremely hilly and we soon began climbing towards the lengthy circular section through the Gleadless Valley to the terminus half way round at Herdings, through standard urban scenery with the odd green spot here and there. Around an hour end to end on this route.

A couple of minutes hesitation enabled a good view of the city below, before continuing around estate roads back to the centre, a 25 min trip, where my rides ended for the day.

This Volvo B9TL, fleet no 37448, in the old style First livery at Arundel Gate in Sheffield City Centre is seen after my rounder aboard on Route 48 (Shiregreen - Herdings).

Now based at Olive Grove Depot in Sheffield, this bus is a transfer from First Manchester.

First Yorkshire 20: City Centre - Ecclesfield - Hemsworth - City Centre

Day 2 of my visit began with another cross-city marathon rounder on Route 20, where I found a former First Glasgow Volvo B9TL, 37543, with light blue front end and standard liveried rear at Arundel Gate. Inside, an unusual touch was wood-effect flooring rather than the usual First purple linoleum. A 15-20 min frequency M-S daytimes, 30 min Sun daytimes and Hourly evenings daily on this service. Another mix of single and double deckers in evidence.

The 20 operates north west of the centre, initially over the same route as the 48 I had ridden the previous day, before branching out through suburbia to Southey Green and Ecclesfield, where we terminated at the High Street of this small town. 35 mins on this leg, which was reasonably well used.

The return run was busier than the outward, with many shoppers making their way into the city centre. After the obligatory hesitation at Arundel Gate, we continued south along the Chesterfield Road, before turning off along a very narrow uphill section. It was here that we met a Volvo B7RLE coming the other way at a sharp left turn - with parked cars each side, no-one was going anywhere! Eventually, the owner of a shop on the corner moved some tables and chairs to allow us to mount the pavement and continue past the other bus and on our way again. More hilly terrain and estate roads brought us to the terminus at Hemsworth, incidentally part way around the 47/48 loop I had been on the day before. Sadly, the “John O’Gaunt” pub at the terminus was closed and boarded up, an all too frequent occurrence these days. 65 mins end to end on this route.

An usually long layover of 15 mins before we continued back to the city centre, where I alighted after a 30 min ride.

Another Volvo B9TL, 37543, at the Ecclesfield High Street terminus of Route 20 during my ride on the route, before proceeding via the city centre to Hemsworth.

This example with light blue front end is one of a handful of the type now at Olive Grove Depot that transferred from First Glasgow.

Stagecoach Yorkshire 25: City Centre - Bradway - Woodhouse

I then switched operators to sample some of the Stagecoach routes in the city. Stagecoach Yorkshire was formed in 2005 following takeover of the Traction Group, to run the operations of Yorkshire Traction, Yorkshire Terrier and Bransley & District in South Yorkshire. Since then, certain services in the Huddersfield area have been divested, whilst Derbyshire operations around Chesterfield have transferred from Stagecoach East Midlands. Double deckers in Sheffield comprise mainly Enviro400s, of both “classic” and MMC variety, although there are also some hybrids. Electric deckers work into the city from Chesterfield and will be covered in Part 3 of this series.

I began with a southbound working on Route 25, another mix of double and single deck vehicles, although I chose an Enviro400, 19452, one recently made redundant in Manchester following service changes in conjunction with the “Bee Network” there. The route is run by Holbrook Depot, one of two in the city, the other being Green Lane Depot, Ecclesfield. A 15 min frequency operates M-S daytimes, with First providing a limited evening service, although their Route 24 parallels much of the 25 and runs daily.

Soon we were off and made our way along the busy London Road to the Chesterfield Road, passing a mix of retail, industrial and housing areas, before climbing out of the city to Meadow Head. Turning off, we progressed through the Lowedges estate, where the largely parallel 24 terminates at the shops. However, the 25 continues on to the next village of Bradway, terminating at the “Old Mother Redcap”, another closed pub, although this one at least had a notice on the door asking for a live-in management couple to run it! 40 mins from the city to this point.

After a 10 min break, I reboarded for the return trip, back across the city and on to the eastern terminus at Woodhouse. Beyond the centre, the route takes a hilly route through the suburbs of Manor Park and Richmond Park to Woodhouse, finishing in the town after serving a one-way loop through a nearby estate. 1h10m trip time. Woodhouse is a former farming and coal-mining village, now a suburb of Sheffield.

Stagecoach Yorkshire Enviro400 19452 is at the Bradway terminus of Route 25 to the south west of the city, before proceeding across the centre to Woodhouse in the east.

This vehicle, which is in the relatively new livery now in turn superseded by plain dark blue, has been transferred from Stagecoach Manchester following recent service losses there under the Bee Network scheme.

Stagecoach Yorkshire 52: Woodhouse - Hillsborough

At Woodhouse, I walked around the corner in the town centre to the nearby stop for Route 52, another service of mixed vehicle types. I was lucky that a further ex-Manchester Enviro400, 19457, another Holbrook Depot inmate, was on the stand, although this one was in the older “beachball” livery rather than the newer version of my previous bus. The 52 runs every 15 mins M-S daytimes, every 30 mins eves & Suns, although First Yorkshire Route 52A runs in tandem for much of the way and provides additional journeys over the common section.

We departed and picked up in Woodhouse Town Centre, before proceeding via the station and on through leafy suburbs to nearby Darnall, pausing due to early running in the High Street. Continuing on along the main road, we began a slow descent down into Sheffield City Centre, merging onto the Attercliffe Road. The principal central stop is in Church Street, near the Cathedral, but we continued on without pause after exchanging passengers. Following the tram tracks a short distance, the 52 then deviates from the University via various hospitals uphill to the suburb of Crookes. After serving the High Street shops and disgorging most of our load, we continued down the other side of the steep hill via a winding main road into Hillsborough, terminating opposite the Interchange. 1h10m in all from one end to the other.

Another transferee from Stagecoach Manchester to Sheffield is Enviro400 19457, pictured opposite Hillsborough Interchange, terminus of Route 52, after travelling on it from Woodhouse.

This vehicle bears the older “beachball” livery that arguably looks better than either of the schemes that have superseded it.

First Yorkshire 97: Hillsborough - Totley - City Centre

To end the day, I returned to First Yorkshire and Route 97. This operates in tandem with Route 98 from Hillsborough across the city to Totley, although with different end terminals at the latter location. A joint 15 min service applies M-S, 30 mins eves & Suns, alternately on each route. Once again, both double and single deck vehicles are evident on these services.

My bus this time was a South Yorkshire original, Volvo B9TL 37519, one of many in an attractive light/dark blue and cream local livery for Sheffield, which sadly is now being superseded by the latest First Bus corporate scheme before the roll-out was ever completed, one of the downsides of constantly changing liveries.

The route describes a large question mark shape, looping around from Hillsborough to the City Centre via a series of northern suburbs and taking much longer than the more direct tram! We began by traversing Leppings Lane, near to Sheffield Wednesday Stadium, before serving various estate roads in the Southey Green area. Our driver turned off the engine at the shops and said he was 7 mins early - clearly plenty of padding in the mid-afternoon timetable! After we got going again, we met up with Route 20 again, on which I had started the day, but instead of following this direct into the city, we described a dog-leg through the Pitsmoor area before rejoining the main drag at Burngreave, just north of the centre.

Taking the obligatory few minutes pause at Arundel Gate, we continued on southwards, taking London Road before turning onto Abbeydale Road, another main street parallel to Chesterfield Road. After entering a green valley in the Millhouses Park area, with lots of adjacent parkland, we reached Dore & Totley Station, where the main lines towards London and Manchester diverge. Totley itself is an area of ribbon development, but whilst the 98 turns off towards Totley Brook, our 97 continued on the main road to Totley Village, where everyone except me alighted. It was then a delightful and speedy run through open countryside for about a mile to the remote terminus at Gillfield Wood, ideal for hikers and bird watchers, with nothing but trees and hills around. I can only assume that this is the first convenient point beyond Totley Village for the bus to turn as it is unlikely to elicit much custom! A long 1h30m trip but with a satisfying conclusion.

The 15 min layover enabled me to take a short country walk, before rejoining my bus for the trip back to town. Traffic was light as we were going “against the flow” and despite picking up a few takers, we only took half an hour back to Arundel Gate, where my rides ended for the day.

Volvo B9TL 37519 on Route 97 stands at the remote Totley Gillfield Wood terminus, which is a mile or so beyond the village in the middle of nowhere!

Many First vehicles in Sheffield bear this pleasant two tone blue and cream scheme. Some have witty straplines, like this one, which says above the front destination screen and on the side panel above the Sheffield fleetname “buses that look good on a dance floor”!

A Brief Word on Single Deckers

Whilst I didn’t have time to sample any single deck buses during my trip, they nevertheless play a significant part in the fleets of both First and Stagecoach in South Yorkshire. As mentioned earlier, mixed double and single deck operation feature on several routes in Sheffield. First have a number of Volvo B7RLE Wright Eclipse and Wright StreetLite saloons at work in the area, whilst Stagecoach operate Enviro 200s, Enviro300s and Wright StreetLites.

Electric Yutong E10s can be seen on Stagecoach routes into Sheffield from Chesterfield, whilst there are a couple of free City Centre circular routes, SC1 and SC2, operated by South Pennine Community Transport using light green liveried Enviro200 EVs.

Although I didn’t ride any single deckers on this adventure, First Volvo B7RLE 69514 in two tone blue Sheffield livery illustrates the type on Route 76 (Meadowhall - Lowedges via City). This bus was formerly with First Essex.

To the left is the Arundel Gate Interchange Bus Enquiry Office. Whilst providing information and period tickets, no paper timetable leaflets or maps are available for city services, a serious omission in my opinion.

This Sheffield Public Transport Map is published by Travel South Yorkshire. It appears on some bus shelters and is available to download, although unfortunately a printed version is not available. Similar maps are produced for Barnsley, Doncaster and Rotherham.

Still to come…

Part 2 of this trilogy will cover the Sheffield Supertram and Tram Train, whilst Part 3 will look at other aspects of double deck operation in the area, including Open Toppers and Electric double deckers in and around neighbouring Derbyshire.

Watton

Enfolding Enfield & Educing Edmonton

Continuing to move around the TfL Bus Map, I reach North London and ride new and older vehicles in the Waltham Cross, Enfield and Edmonton areas.

The 279 was RM operated from when it replaced Trolleybus 679 in 1961 through to 1987. RM2135 of Enfield (E) Garage prepares to pull away from Waltham Cross Bus Station in the dying days of Routemaster operation.

At this time, the route still ran through to Smithfield, long before it was cut back to Manor House. The 279/A were the last crew operated services at Enfield Garage.

Route 279: Waltham Cross - Manor House

Waltham Cross Bus Station at the end of the morning peak on a hot day, where the under-cover waiting area provided some respite from the sun. Bus rides in the heat are fine provided a seat is chosen behind an open window giving a breeze, so I was hoping not to become stuck in traffic!

My first route was the 279, which was retained by Arriva on retender in late 2023. New electrics were due to replace diesels, although as is frequently the case with these things, there was a long delay, in this instance over a year, before the ordered Wright StreetDeck Electroliners actually entered service. The exercise is now complete, with the displaced Ts largely moving to Grays for DW replacement, as covered in the previous article.

I boarded ES63, one of the new batch for the 279, although these are now freely mixed with the earlier examples ordered for the 307. Even on a 7-8 min M-S daytime frequency, the 279 is busy and a good crowd joined me for the long straight run south along the Hertford Road. This was never a fast run, even back in crew days, but I was struck by the number of changes to road layouts including 20mph limits, cycle lanes, extra traffic lights and so-called “urban realm improvements”, which all slow down the bus service even more. Therefore, a slow trundle down through Freezywater and Enfield Highway to Ponders End, where we paused for a driver change just past Southbury Road, the nearest stop to Enfield (E) Garage. Onwards to Lower Edmonton, with temporary lights due to roadworks causing a short delay near to Tramway Avenue, site of the former Edmonton (EM) Garage and Trolleybus Depot.

We made it through to Edmonton Green Bus Station, where there was an exchange of passengers, before we continued to Angel Corner and then over the border from Enfield to Harringey. At White Hart Lane, the new Tottenham Hotspur Stadium is a huge contrast with the old football ground that used to be a feature of this site. It was then through more traditional territory, past Bruce Grove to Tottenham High Road, passing close to Tottenham Garage, another premises in the hands of Arriva. Unusually, we emptied out by Seven Sisters Station and I had the lower deck to myself as we continued along Seven Sisters Road to Manor House, finally making use of the electric acceleration and picking up a bit of speed on the final section.

Arrival at the terminus was after a run of 1h 15m. Interestingly, looking at a timetable from 1964, the scheduled time from Waltham Cross to Manor House back then was 43 mins, with the whole route through to Smithfield only taking 1h 6m. How times have changed - and not for the better!

The 279 was the direct replacement for Trolleybus 679 in 1961 between Waltham Cross & Smithfield using RMs, although there was a Sats extension at the northern end to Flamstead End. In 1963, the 279 was projected to Hammond St on Sats, with a 279A covering this section on M-F and running to Tottenham Hale at the other end. In consequence, the 205 was reduced to Suns only. Further changes in 1970 saw the 279 operating M-S to Hammond St with the 279A variant withdrawn.

At the Central London end of the route, Sunday changes in the early 70s saw first a rerouteing to West Smithfield and then to Liverpool Street, although the southern section was hived off to route 279A in 1973, with a cut back of the parent route to Finsbury Park on that day. In 1976, the 205/A Sunday routes were withdrawn and the 279 finally became a daily operation to Hammond St. As part of the massive “Busplan” changes in 1978, a new 283 took over the Hammond St - Lower Edmonton section, with the 279 retracted back to Waltham Cross, although this was obviously unsuccessful as the 279 reverted back to its Hammond St destination less than 2 years later! However, this was only on M-S, as the 279A provided the Sunday service. A different way of serving Hammond St was found in 1985, when the 259 was extended there and the 279 once again reverted to Waltham Cross as its northern terminus.

OPO came to the 279 in 1987 with M operation, with the southern terminus being cut back to Holloway in 1996. The turn of the century saw low floor conversion with DLP / DLA operation and in 2004 the route shrank back to its current Manor House destination. Conversion to T type Enviro400s occurred in 2011, which continued until the recent replacement with electrics, bringing the route almost full circle to its previous incarnation with Trolleybuses. Whilst the route changes were decidedly complex over the years, the route has remained with Arriva and its predecessors all this time, being operated mainly from Edmonton and Enfield Garages.

Nearly 40 years on from the previous photo and the 279 is operated with Wright StreetDeck Electroliners, including ES63, of Arriva’s Enfield (E) Garage, seen at Manor House after my ride on it.

In one sense, things have come full circle, as the 279 replaced Trolleybus 679 in 1961, so it is a return to electric operation after more than 60 years!

Part Route 29: Manor House - Turnpike Lane

At Manor House, I crossed via the subway through the Tube Station to Green Lanes, where it was a short wait for Arriva HV111 of Wood Green (WN) Garage on the 29 up through Harringay to Turnpike Lane Station.

Route 121: Turnpike Lane - Enfield Island Village

Crossing the road to the Bus Station, I was just in time to jump on DW559, another Arriva vehicle from Enfield Garage, which was coming off the stand to depart on Route 121. This route is one of a number which have been retained recently on short term (3 year) contracts using existing diesels, giving time for garages to prepare electrification infrastructure in readiness for the “zero emission deadline” of 2030.

Only a few on board at first, although we soon filled up at Wood Green Shopping City. A reasonable run up Jolly Butchers Hill, past Wood Green Garage, and along Green Lanes until a traffic queue on approach to the North Circ slowed us down. Once over the lights, we shot past Palmers Green Garage and up to The Triangle, where we swung a left over the railway and beside leafy Broomfield Park, barely stopping all the way to Southgate, until we reached the famous circular Art Deco edifice of the Piccadilly Line Station, designed by Charles Holden and opened in 1933. Upon continuing into Chase Road, we received an instruction to pause for a couple of minutes due to early running, after which it was a more sedate pace up to Oakwood and then onto the countrified hilly section beside Trent Park, famous as the location where enemy spies were housed and interrogated during WW2, with hidden microphones picking up many secrets in unguarded moments!

We caught up with a 307 on this section, which we pursued through Enfield Chase and into Enfield Town, where the traffic was heavy but moving. Then a straight run down Southbury Road and across the Great Cambridge Road to Ponders End, where we caught up with the 121 in front, which appeared to have had a delayed driver change. After hanging back 2 or 3 mins to let the preceding bus get ahead, we followed slowly along the Hertford Road to Ordnance Road, where we turned right, catching the other bus up again at Enfield Lock Station level crossing. Unfortunately, we then sat there for a good 6 or 7 mins whilst a procession of 2 up and 3 down trains passed, eventually making our way to the terminus at Enfield Island Village, on the site of the old Royal Small Arms Factory. 1h25m in total from Turnpike Lane.

The 121 is one of those routes which has contorted out of all recognition since I first remember it, with only the short Enfield Town to Ponders End section in common with its original course. Today’s 121 follows what was in the 1970s the 298A between Turnpike Lane & Oakwood and the 107A between Oakwood & Enfield Lock.

In the early 70s, the 121 was a short route between Enfield Town & Chingford Station with RFs, the only route with the class at Enfield Garage. It was converted to DMS double deck in 1976 and in 1980 received a long extension from Enfield to Turnpike Lane via Oakwood over part of the 107 and replacing the 298/A. After M conversion in 1981, the following year saw the re-routeing at the other end to Enfield Lock replacing the 107, with the 313 taking over the Chingford leg. It was in 2000 that the Enfield Lock terminus moved across the river to the (then) new Enfield Island Village.

The early noughties saw the Ms replaced by low floor DLAs, although other types such as DLP and VLW appeared over the years. The current DWs became the standard type in 2013, with the odd T in support until these were lost from the 279 in recent months.

Not the example I rode on the route, but just ahead on the stand at Enfield Island Village was similar VDL DB300 Wright Eclipse Gemini DW526 of Enfield Garage.

The contract on the route was retained by Arriva for 3 years from February 2025 using these vehicles.

Part Route 491: Enfield Island Village - Waltham Cross

After a short wait at Enfield Island Village, I was able to join Metroline DEM1912 of Potters Bar (PB) Garage on the 491 to Waltham Cross, a short 12 min hop. It was then time to be fed and watered before continuing with the afternoon section of my travels for the day.

DEM1912 of Potters Bar (PB) Garage on the 491 reverses onto the stand at Waltham Cross Bus Station after my short ride on it.

This is one of the Enviro200s inherited by Metroline from First London as is apparent from the grey rather than blue dash.

Route 491: Waltham Cross - North Middx Hospital - Edmonton Green

The afternoon session began with a lively trip aboard another PB Garage Enviro200, this time DE993, now the lowest numbered and oldest member of the type remaining in service with Metroline. However, unlike some examples of the class which are distinctly under-powered, age had not wearied this veteran which sprinted along like a greyhound! A good run out of “The Cross” through the Innova Park industrial area and back to the double-run at Enfield Island Village, before continuing through Enfield Lock and along the short “Hail & Ride” section towards Brimsdown. Back in the day, only the irregular journeys on the 135 to Brimsdown Power Station and the 135A to Lockfield Avenue used to serve this side of the railway, whereas now there is an all day service to this area. A free run along Mollison Avenue until we reached Nags Head Road, joining a slow moving queue towards the lights at Ponders End.

Turning left, we powered past a 279 and 349 picking up at the next stop, continuing along the High Street until swinging a right into the “dog leg” along Galliards Road. Passengers on and off as we past Jubilee Park and made our way back towards the Hertford Road via Bury Street. After emptying out at Edmonton Green, we raced down to Angel Corner, before proceeding right past Silver Street Station to the terminus at North Middlesex Hospital. A very decent run of a couple of minutes under the hour in an elderly bus still in fine fettle. I took the same bus on a 10 min trip back to Edmonton Green Bus Station after the 10 min layover.

The 491 opened up much new territory for buses along the Lea Valley when it began in 2001, linking its current terminals, starting with Arriva DRLs. These were replaced by low floor Darts in 2005 when PDLs took over. A minor re-routeing in 2012 via Solar Way and Innova Way came with a change to ENL types. Go Ahead London had a 5 year stint on the route with WS Wright Streetlites from 2013-18, after which current operator Metroline assumed control. Aside from this, there have been minor changes at North Middlesex Hospital over the years in the route taken to and from the terminus.

At the other end of the 491, DE993 of PB Garage has just arrived at North Middlesex Hospital. This vehicle was the oldest example of the class still in service at the time of this journey.

The 491 has recently been retained by Metroline on retender, with new electrics promised in due course to replace its diesels.

Route 191: Edmonton Green - Brimsdown

At Edmonton Green Bus Station, I swapped stops for my final complete route of the day, the 191. This is another which has completely changed from when I first knew it back in the 1970s. Like the 121, it is operated by Arriva out of Enfield Garage using VDL DB300 Wright Eclipse Gemini types, with DW575 being next off the stand, which I boarded with a number of others.

We got off to a reasonable start, as we negotiated the back streets section of the route away from the main Hertford Road via Bounces Road and Nightgale Road, serving suburban housing. Then a short stretch of the main road again before turning off via South Street to traverse the narrow streets around the Ponders End Station area. Back in the day, the station was served only by M-F peak journeys on the 107 together with irregular trips to the nearby “Alma” public house, so now has much better connectivity. Making our way onto Nags Head Road, a few minutes were lost in the inevitable queue of traffic up to the lights at Ponders End High St. Eventually, we made it across into Southbury Road, but then had a protracted driver change outside the garage.

The second half of the trip became steadily more turgid, as we encountered large numbers of home-going school students at the Southbury Road / Great Cambridge Road junction and in Enfield Town. A broken down fellow DW going in the opposite direction between Enfield Town Station and Willow Road was in process of being hitched up to a tow truck as we went past, causing tailbacks on the opposite carriageway, but fortunately not for us. We made better progress from Enfield War Memorial along Chase Side and into Lancaster Road, swinging a left at the Hop Poles towards Forty Hill, a section of route once covered by Enfield local 135/A. Soon after turning into Carterhatch Lane, we joined another slow moving traffic queue down to the lights at the A10, at the point once known as Halfway House.

Over this junction, we picked up yet another gaggle of schoolkids, although most only travelled a few stops and calm was largely restored by Enfield Highway. This was short-lived though, as we reached yet another school and more custom in Eastfield Road, our progress hindered by lots of cars on the school run. Passing the fringes of Albany Park, we turned into Brimsdown Avenue parallel to the railway and finally made it to Brimsdown Station after a marathon 1h 20m run, a good 10-15 more than I had been used to on previous trips this way.

The 191 began in 1954, operating at first between Chingford Hatch and Lower Edmonton Bounces Road. It was a mainly RT operation in crew days, although RTL and RTW types had a minority allocation for a while, with RM appearing on Sats in later years. It was extended through to Enfield Town at one end in 1966 and to Chingford Station at the other in 1968. I recall a lively ride around 1973 on an RT from Chingford Station to Enfield Town on the 191 where the driver (who was the spitting image of Reg Varney of “On The Buses” fame) was on a mission and flew around the North Circ section to Edmonton, then slightly more sedately to Ponders End Garage where the reason for the speedy run became clear when the crew abandoned the bus and we had a long wait for the relief driver and conductor!

Back to the history and the 191 was converted to OPO in 1974 with DMS, although these were replaced with M types in 1982. The route itself began to change course about this time, first being cut back from Chingford Stn to Chingford Hatch in 1981 and then to Lower Edmonton in 1982, whilst being extended at the other end to Carterhatch via the withdrawn 135. In 1985, it was projected from Carterhatch to Brimsdown over mostly previously unserved roads. Finally, in 1990, came the rerouteing away from Ponders End High St via South St and the station.

In terms of operators, tendering brought Thamesway to the route in 1996 using single deckers in the form of Darts. Later, Thamesway’s London operations became part of First Capital and double deckers returned in the noughties when low floor conversion occurred using Tridents, later replaced with Enviro400s. Go Ahead London took over in turn from First and remained in charge until 2020, when the contract passed to Arriva with the current buses.

Arriva London DW575 of Enfield Garage on the 191 at Edmonton Green Bus Station before my ride aboard to Brimsdown.

This is one of the highest numbered and youngest of the DW class still in service, although withdrawals of older examples are now in progress.

Part Route 279: Green Street - Waltham Cross

To return to my start point, I walked up Green Street from Brimsdown to the Hertford Road, where two northbound 279s arrived in tandem. I took the second (less busy) one, ES79, for the 20 min journey back to Waltham Cross, where my rides ended for the day.

Watton

From Far East to Here East

A trip to the Eastern segment of the London Bus Map, with various rides featuring a rural outpost and new developments in the Olympic Park.

My rides featured a trip on the first day of the extended 241 to Here East in the Olympic Park near Stratford. This is the TfL produced map showing the routeing.

More of this later in the article.

Route 375: Romford to Passingford Bridge (& back to Chase Cross)

I began my rides in Romford Town Centre, with a trip on the 375. This is a rare (for London) operation with just one bus, providing a 90 min frequency on M-S daytimes between Romford and Passingford Bridge. Arriva are the current operator, using ENL112, now the sole single decker at Grays (GY) Garage following the earlier withdrawal of the 347. If the bus is unavailable for any reason, then a double decker subs for it, formerly a DW but now usually a T.

Boarding the 0825 departure at Romford Station, the Stagecoach heritage of the vehicle was evident with its dark blue interior scheme, although now trimmed with Arriva moquette. Surprisingly at this time of day, a reasonable number travelled, with 7 other passengers joining in Romford Town Centre and 6 more in Collier Row and Chase Cross. Beyond this, we were onto the freehold section through Havering-atte-Bower and Stapleford Abbots, where most alighted, although 2 others travelled with me through to Passingford Bridge. The bus seemed a bit under-powered and struggled up the hills which are a feature of the country section.

After half an hour, we arrived at the rural terminus at Passingford Bridge, which serves lots of open fields but not much else. On the return run, departing at 0900, I was on my own for several stops until the Royal Oak in Stapleford Abbots, where another passenger boarded. A slightly easier run in this direction, with more downhill than uphill stretches! Only 5 others joined as we progressed through Havering and back to suburbia at Chase Cross, where I alighted around 15 mins later.

The 375 came in 2008 when Arriva withdrew its commercial service 500 between Romford & Harlow, which once had an Hourly M-S daytime service and 2 hourly eves & Suns. TfL saw a need to cover the Greater London section, hence the 375, although with the unfortunate result that the route doesn’t really go anywhere of importance. Maybe another operator will reintroduce a Romford - Harlow service at some point, as this was a useful link that was reasonably well used, at least on M-S daytimes.

Initial operator was Blue Triangle using a Pointer Dart, but Arriva took over in 2009 with a Cadet, later replaced with an Enviro200. Occasional double deck visitors have featured VLA, DW and T types, not really needed for the loadings, but a necessity when a single decker is not available.

Arriva London ENL112 of Grays (GY) Garage, a former Stagecoach vehicle, at the “middle of nowhere” terminus of Passingford Bridge, hardly a major traffic objective!

The 375 replaced the Greater London section of former Arriva commercial route 500 from Romford to Harlow in 2008. This was the first point over the Essex border where it was convenient to turn.

Route 103: Chase Cross to Rainham

I just missed a 103 at Chase Cross and for some reason the next bus due 10 mins later didn’t show, although T207 then appeared and took its stand time to leave 20 mins after the previous departure. This bus is one of the Enviro400s that have been replacing DWs at Arriva’s Grays (GY) Garage and now form the principal allocation on the 66, 103 and 370. Many of the Ts transferred are former Enfield (E) Garage inmates, released from the 279 on its conversion to electrics, but this example was a former Edmonton resident, as evidenced by the “EC” codes still in situ on the sides of the vehicle. The DW to T conversion is only a stop-gap, as the intention is to utilise hybrids made spare from further electric conversions in North London during the coming months to fulfill contract renewal requirements.

After leaving Chase Cross, we soon filled up as we progressed along Havering Road and Pettits Lane, with more joining on the brief dual carriageway section along Eastern Avenue. Turning left, we proceeded along North Street, past the Bus Garage with its exotic palm trees and into Romford Town Centre. Here, most alighted and we had only a few on board for the second part of the trip via Oldchurch Road and Dagenham Road onto Rush Green Road towards Becontree Heath. Then a quiet amble through suburbia to Dagenham East Station and along Rainham Road, terminating at Rainham Interchange by the station after a 50 min run.

The 103 assumed almost its present form in 1956, when it was extended from Romford Petitts Lane to Chase Cross, the other terminus at Rainham War Memorial remaining unchanged until 2012 when the route was projected a short distance to Rainham Interchange, next to the station. The only variation was a short-lived extension to Stapleford Abbots at the northern end between 1978 and 1981.

Crew operated with RT in the 50s and 60s, OPO conversion came in 1971 with SMS single deckers. Like many other services at the time, it was upgraded to double deck DMS in 1975, these being replaced in turn by Titans from 1979. The route transferred to County Bus with Olympians in 1990 under tendering, with periods under Grey Green and Arriva following using various double deck types. Stagecoach took the service on in 2005 with Tridents, although Enviro400s later became the norm. Arriva returned in 2017 with DWs, which in turn have been replaced by Ts in recent months.

Arriva has been replacing the time-expired DWs at Grays (GY) Garage with slighter newer Ts made spare from North London. T207 at Rainham Interchange on the 103 after my run on it still bears “EC” codes from its former allocation to Edmonton Garage.

In due course, hybrids made redundant from intended electric conversions in North London will replace these diesels, so this is only a temporary allocation.

Route 287: Rainham - Abbey Wood Lane - Barking

From Rainham Interchange, I made my way through the churchyard of St Helen & St Giles opposite, the attractive 12th Century church being the oldest building in the Borough of Havering. Then a cut through to the large Tesco store behind Rainham Village, for a comfort stop and an opportunity to purchase food & drink.

The rides then resumed with a short 10 min hop on the 287 to the terminus at Abbey Wood Lane, aboard new Wright StreetDeck Electroliner 82091. The route has been retained by Stagecoach on re-tender on the basis of new electrics, although for now, it seems that some of the StreetDecks intended for the 169 at Barking (BK) Garage have been put onto the 287 at Rainham (RM) Garage instead, pending delivery of a batch of Enviro400 City EV types for the latter route, at which point the vehicles should move onto their planned allocations.

Sister StreetDeck 82086 was ahead on the stand, so I was able to step up a working and join it when it departed. Whilst the Abbey Wood Lane terminus is a rural retreat, it is on the edge of a housing estate and so we were soon back into the inevitable suburbia. A fairly quiet run at first, back into Rainham Village and a double-run to Tesco in this direction, before turning left at Dovers Corner along the former A13, which is now very different from how it used to be, with the former Fords Main Works, Foundry and associated industrial landscape replaced by lots of new housing and trees. We progressed past the new Beam Park development and yet more building works near Dagenham Dock, which are rapidly transforming the area.

Continuing along the fast section of route to Lodge Avenue, I noted the posters on stops advising of the current consultation to re-route the 287 away from the A13. The proposal is to reroute along Goresbrook Road and Maplestead Road between the Chequers/Heathway junction and the Lodge Avenue roundabout, which will involve some changes to local roads to enable buses to operate over this section. Whilst taking buses closer to the community, no doubt journey times will be slower for through passengers if the changes are implemented.

From Lodge Avenue, a straight run through the Rippleside area into Barking, soon arriving in the town centre, which we circumnavigated to arrive at the station after a 45 min run.

The 287 started in 1982 replacing the Rainham leg of the 87 and the withdrawn 156 between Barking and Becontree. I have many memories of riding RTs on the 87 to Abbey Wood Lane right up to the end of the type in London service in 1979. The 287 began with Titan operation and had short term changes to the northern terminus during the late 80s / early 90s which saw it reach Becontree Heath and Ilford at different times. In 1993, the route was taken over by Docklands Transit with minibuses and cut back to its Barking - Rainham rump. The contract was reassigned to Stagecoach in 1997 using Plaxton Pointer Darts, with an extension to Harts Lane Estate lasting from 1998 to 2001 when the 368 took over this section.

Low floor Darts began to appear in the early noughties, with double decks returning in 2011 using Enviro400s. These continued until the recent change to electrics.

Some of the Wright StreetDeck Electroliners intended for the 169 at Barking have entered service instead on the 287 at Rainham (RM) Garage. Stagecoach fleet no 82091 is at Rainham Abbey Wood Lane standing in front of an older Enviro400 on the 165 from the same shed.

The ultimate aim is for the 287 to receive a batch of new Enviro400 City electrics with the StreetDecks moving to their intended 169.

Route 241: Plaistow - Here East - Silvertown

For the afternoon, a switch to another part of East London, as I took the District Line three stops from Barking to Plaistow.

My next route was the 241, which had just been extended from its former destination of Stratford City to Here East in the Olympic Park on the day of my visit. Thus I was able to sample a new section of route on its first day.

The 241 is operated by Stagecoach from West Ham (WH) Garage, using mainly Enviro400H MMC types, supported by a few older Enviro400 diesels, although only one of these was out on this occasion and was proceeding in the opposite direction to me. Therefore, I boarded the first northbound bus to arrive at Plaistow Station, 11043. A protracted run through to Stratford, where many got off at the main Bus Station and at City Bus Station, although surprisingly a good number stayed on board as we began our journey over the extension. We called at the Aquatics Centre, before branching off along Carpenters Road and then through an area undergoing development in front of the Olympic Stadium, now called the London Stadium. We then looped around over a bridge above the road we had just come along before arriving at the Copper Box Arena, where most alighted. It was then just one more stop to the new terminus at Here East, described on the blinds as “Hackney Wick HERE EAST”, although the on board announcements just refer to “Here East”. Just under half an hour for the trip, with the new extension taking about 10 mins from Stratford City.

I then returned along the full length of the route aboard fellow hybrid 11047, which was on the next working behind. Just a few takers picked up on the new section, including some other enthusiasts who were riding and taking first day photos. Busier once we got back on to the existing section of route, with a good load joining at Stratford City, Stratford Bus Station and Tramway Avenue. A trundle through to Plaistow and then down narrow Balaam Street, across the Barking Road, along New Barn Street, to pass under the A13 and on to Custom House, where we more or less emptied out. Quiet on the next section, through Prince Regent Bus Station near the site of the former V&A Docks Trolleybus turning circle, before turning onto the bridge over the former docks beside London City Airport to the Thames Barrier, and then the final stretch to Silvertown Royal Wharf, terminating in the new development at Royal Crest Avenue. A 55 min journey.

The 241 came with “Reshaping” in 1968, largely replacing a withdrawn section of the 41 between Manor House and V&A Docks with RM operation. The Sunday service ran between Stratford and V&A Docks only and was converted to one-man SMS in 1973, although the main M-S service remained crew operated until 1973. At this point, the route was cut back to Stratford daily and went over to OPO with DMS. As the Docks began to fade in East London, the V&A terminus was abandoned in 1976, to be replaced by an rerouteing to Keir Hardie Estate, giving that area its first direct bus service. In 1981, this extension was pushed through to Canning Town Hermit Road, although with a brief retraction back to Keir Hardie from 1988-91 when the 262 took over this section, before the status quo ante was restored.

1982 saw a conversion from DMS to T types, although in the early 90s, in keeping with the vogue of the time, midibuses including MRL, DW and DRL took turns on the service. Double decks returned in 1995 with S type Scanias, followed by VA class Olympians. Low floor conversion in 2001 saw mainly Tridents take over, although Scanias did appear too, with Enviro400s later superseding them. In 2011 when the route was diverted to Prince Regent for a short period during roadworks in the Keir Hardie area, although a more permanent change at the other end of the route later the same year saw an extension to Stratford City Bus Station.

Then, in 2022, as part of bus changes in connection with the opening of the Elizabeth Line, the 241 was rerouted yet again to Prince Regent, although this was a temporary change pending completion of new roads in the Royal Wharf development in Silvertown, to which point the route was further extended later the same year. The story is brought up to date with the latest extension at the other end, to Here East, in 2025, which is where we began!

The 241 was extended from Stratford City to Here East on 14th June 2025. Stagecoach Enviro400H MMC 11043 of West Ham (WH) Garage has arrived at the new destination on the first day.

The route is operated mainly by this type, although the odd older Enviro400 appears.

Part Route 330: West Silvertown - Canning Town

Walking back through the development to West Silvertown DLR, I boarded Go Ahead London WVL293 of Henley Road (DS) Garage on the 330 for a short positioning trip to Canning Town, Hermit Road. Just a 10 min ride, but due to roadworks on the viaduct just after the station, we were treated to a detour around the side roads, taking us under the main road then looping back up past City Hall to join line of route again.

The 330, together with the 474, transferred from Stagecoach to Go Ahead on contract change in May and, having ridden the former route with the previous incumbent fairly recently, I opted for a journey on the latter instead with the new owner.

Routes 330 & 474 passed from Stagecoach to Go Ahead London on 3rd May 2025. E139 leads another of the class on the Hermit Road stand in Canning Town on the latter route, part of a mixed E, WVL & WVN allocation.

Note the “SW” garage codes from its former home at Stockwell, released from the loss of routes 118 and 337. This is another temporary solution until new electrics are delivered elsewhere, releasing existing hybrids for the 330 and 474..

Route 474: Canning Town - Manor Park

At the Hermit Road stand, there was a WVL parked up out of service, together with two E types on the 474. Go Ahead assumed the 330 and 474 in early May, but pending existing hybrids becoming available, the old soldiers have been called upon again to plug the gap, similar to the situation earlier in 2025 at Bexleyheath when the 99, 269 and 401 contracts were taken on. This time, a few spare WVL and WVN types have supplemented a larger E contingent, partly released from Stockwell Garage following the withdrawal of the 118 and the loss of the 337 to Transport UK on retender, together with others made spare from the 129 by its recent conversion to EBD types.

First to depart was E139, still displaying its “SW” codes from its previous home, but now at Henley Road Garage. I was the only one boarding here, but we soon added more as we progressed through Canning Town to the Bus Station. Then it was over the narrow roads with sharp turns and parked cars that impede progress through the Keir Hardie Estate, a postwar rebuild following wartime bombing. After we emerged onto the main road near Custom House, we sped up a bit and had a quiet run through Docklands, serving Prince Regent and the double-run to London City Airport, before continuing on to North Woolwich Ferry.

From here on, we followed the old 101, which once ran from this point up to Wanstead, although the 241 goes no further than Manor Park. Leaving Docklands behind, we had a busy but positive run via Beckton Bus Station and up to East Ham, passing a large fairground in the park. The expected slog along High Street North to East Ham Station, although as we were following a 304, our loadings weren’t as heavy as they could have been. Finally, we crossed the Barking Road (again) and finished the trip at Manor Park Station. 65min for this journey, more or less as per the schedule.

The 474 began in 1999, between Canning Town and East Beckton ASDA, operated by Blue Triangle with Metrobuses, which were rare in this part of London. Later, these were replaced with DL types. In 2005, the route was extended to Manor Park via the 101 and received a double run to London City Airport. Go Ahead Docklands Buses became the operator in 2007, with Scania and Optare double deckers joining in the type mix until WVLs became the norm in 2014. Stagecoach took over the contract in 2018, with Enviros and Scanias appearing, until Go Ahead returned at the latest change in May 2025.

At Manor Park, I switched to the Elizabeth Line, which I took back to my start point at Romford, where my trip ended.

Watton

We end back at Passingford Bridge, where RT3933 recreates a journey from Ongar to Dagenham on the occasion of a London Bus Museum Running Day in 2023.

The 175 provided the Romford - Ongar service until 1973, when it transferred to daughter route 175A. This was replaced in turn by OPO route 247B in 1977, which saw periods of BL, LS and T operation before complete withdrawal in 1982.

Small Buses in Bromley

Watton’s Wanderings is back on TfL routes, with a trip down to the Bromley area to sample some of the smaller single deck services, topped and tailed with some double deck action.

Arriva London Enviro400 T283 on the 194 at Lower Sydenham Sainsbury’s after my trip from Croydon.

This is one of the minority double deck T type at South Croydon (TC) Garage alongside the more numerous DWs, although both classes are due for replacement with new electrics within the next few months.

Route 194: West Croydon to Lower Sydenham

The Thameslink train brought me to East Croydon Station towards the end of the morning peak, from where it was a short walk to West Croydon Bus Station, start point for my first bus route of the day, the 194. This route was retained by Arriva London on re-tender in August 2024, on the basis of conversion to electric with ES types in due course, but for now continuing with existing diesels, a mix of T and DW classes. It is also intended that the route will transfer to Thornton Heath (TH) Garage as part of the change, but in the meantime, it stays at its existing home of South Croydon (TC).

I boarded T283, which was next to depart the Bus Station, thankfully arriving just as a shower of rain began. A slow run at first as we negotiated the various traffic systems in Central Croydon, past East Croydon Station and on over the tram tracks to Sandilands, before reaching Addiscombe Road. Alongside Shirley Park and then into Shirley, where we deviated from the main road to serve the narrow back roads around West Way and Shirley Way. In Bridle Road, we did the double run to serve the outskirts of the Shrublands Estate, before proceeding up to Monks Orchard and then eastwards into West Wickham High Street.

LVF showed that we were only a couple of minutes behind the bus in front, necessitating a short hold in West Wickham to even out the service interval. However, this didn’t work, as we caught up the other bus up in Eden Park and ran virtually in tandem for a while. Past Elmers End Green, not far from the former and now long gone Elmers End (ED) Garage, which used to operate the route. Up to Beckenham War Memorial and then left into Beckenham Road, where we finally overtook the previous bus at Clock House. At Penge “Pawleyne Arms”, we hung a right to negotiate the narrow streets around Penge East, with several sharp left and right turns, before emerging onto Sydenham Road. From here, it was just a few more stops to the terminus at Lower Sydenham Sainsbury’s, arriving after a 1h10m run. Not that busy in terms of passengers on this trip, although that might have been because we were just behind the bus in front for much of the way!

The 194 was a long-standing route between Croydon Airport and Forest Hill, with West Croydon becoming the southern destination in 1996 after it swapped terminals with the 119. A daily rerouteing away from the direct Wickham Road via Shirley Way was introduced in 1998. The cut back from Forest Hill to Bell Green and diversion to Lower Sydenham Sainsbury’s at the northern end of the route happened in 2003.

The route had already been converted from crew RT to one-man operation when I first encountered it, although the initial SMS single decks which came in 1970 were replaced by DMS double decks in 1973, later joined in the mid 80s by L type Olympians. When Elmers End Garage closed in 1986, the route transferred to Croydon (TC) and was converted to LS single deckers. Selkent took the contract in 1992 using Titans to restore a top deck to the service, although later in the 90s, these were replaced with Olympians of the VA and VN classes. Low floor operation arrived in 2000 using Tridents. Current operator Arriva took over in 2003, using DLA and older DWs at first, but these were later replaced with the current Ts and newer DWs.

The 194 spawned a number of suffixed variants, which made the group quite complex at times:

194A (1st incarnation): Croydon to Shirley Monks Orchard via Shirley Way. M-S. Operated from 1952 to 1970 with RT. Terminals at each end changed over this period, ending up as Thornton Heath to Beckenham Junction.

194A (2nd incarnation): Croydon Airport to Forest Hill via Shirley Way & Shrublands. Sun only. Operated from 1985 to 1992. Provided a Sun service to Shrublands as the 194B didn’t run on that day. Saw DMS, T, L and LS operation at different times.

194B: Thornton Heath to Shrublands Estate. M-S only. Operated from 1963 to 1992, when it was replaced by the 198. RT/RM until conversion to DMS one-man in 1973.

194C: Croydon Airport to Forest Hill via Shirley Way. Sun only. Operated from 1963 to 1970 with RT. Renumbered as the plain 194 M-S service then operated direct via Wickham Road, whereas the Sunday version diverted along Shirley Way, a section which transferred to the 119B in 1970.

Wright Streetlite WS8 is typical of the current rolling stock operated by Go Ahead London on the 352 although this view was taken on a previous visit back in 2021 at Bromley North. I rode one of the Enviro200s which share the allocation with this type.

The route is operated out of Orpington (MB) Garage, but is due to move to a new depot which is being opened in Lower Sydenham in September.

Route 352: Lower Sydenham to Bromley North

After a visit to Sainsbury’s to stock up on supplies, I returned to the bus rides and the first of my “small bus locals” in the Bromley area, the 352, operated by Go Ahead London. The timetable seemed to be in some disarray, as the next bus on the 20 min frequency failed to show up (LVF showed it turned short at Beckenham War Memorial) with the next arrival not due for another 40 mins after that. It appeared that roadworks with 4 way traffic lights at the “Chinese Garage” were causing disruption to the schedules.

Luckily, SE243 then arrived out of service to take up the next departure, so I only had a further 20 min wait. The route is currently operated out of Orpington (MB) Garage using a mix of short Enviro200s and Streetlites, all single doored, but the plan is to move this and a number of other non-electric services to a new base in Sydenham not far from the existing Stagecoach premises in Kangley Bridge Road, possibly in September. Some of the older Enviro200s and low numbered Streetlites are due for withdrawal when new electrics enter service at MB Garage in the coming months.

A good few takers boarded with me following the extended service gap and we negotiated the Bell Green roundabout, before progressing through the back streets near Lower Sydenham Station to New Beckenham, along the unusually named Copers Cope Road, dropping off and picking up at various points. We then emerged onto the main drag at Beckenham War Memorial, followed by a short hop down the High Street before turning off again along Village Way in tandem with the 367, which confusingly also goes to Bromley, but in the opposite direction!

Approaching the Chinese Garage junction, we were stuck in a queue at the temporary lights, causing a delay of 6 or 7 mins. We were then on diversion due to the roadworks via Hayes Lane (as per the 162 route), then along normally unserved Brabourne Rise, to rejoin line of route on Wickham Way. At West Wickham Station, almost a 180 degree turn along The Avenue and across Pickhurst Lane to join the 246 through the estate roads up to Bromley South, where most of the other passengers alighted. Just me and the driver continued through the town centre to the Bromley North terminus, where we finally arrived after a 50 min run, about 8 mins late.

The 352 has always been with Metrobus until now, beginning in 1994 between Bromley North & Crystal Palace, although the northern terminus soon switched to Forest Hill, before being extended in a loop working, which was later replaced by the 356 when the current Lower Sydenham Sainsbury’s destination was adopted in 2000. The initial Darts were replaced in due course by Enviro200s with Streetlites also entering the mix later.

The 138 contract passed from Go Ahead to Stagecoach in March 2025. Whilst Enviro200 MMCs are specified, older “classic” Enviro200 36585 was out on the route when I travelled and is seen on stand at Bromley North.

The route is operated out of Catford (TL) Garage rather than Bromley (TB) which is nearer, presumably for reasons of available space.

Route 138: Bromley North to Coney Hall (& back)

At Bromley North, I switched to the next of the small bus locals in the area, the 138. This little route hit the headlines in March, when it transferred from Go Ahead Metrobus to Stagecoach London on contract change, incidentally returning to Catford (TL) Garage which it last operated from over 30 years ago in 1994! Despite being intended for Enviro200 MMCs, on the day I travelled, an older “classic” single door Enviro200 was one of the allocation, 36585, and formed the next departure.

Only me boarding at Bromley North, although we soon picked up more as we proceeded through the town centre to Bromley South. From here, we turned along Westmoreland Road and then along Pickhurst Lane through typical suburbia down to Hayes. A passenger exchange at the station before continuing on the final stretch to Coney Hall Village. Passing the former terminus at the shops, we continued on the one way loop over the “Hail & Ride” section around the narrow estate roads behind, having to stop several times to allow cars coming the other way to pass.

Completing the loop back at the shopping parade, we began our return run back to Bromley without stand time, although a short “hesitation” is built into the schedule. Back through Hayes and on to Bromley without mishap, again depositing a reasonable load in the town centre on this useful little route. 1 hour exactly for the rounder.

The 138 is one of those rare routes, like the 97 and 150, which disappeared and then came back! It began back in 1940 when the previous single deck 232 between Bromley North & Coney Hall was double decked under its now familiar number. After starting with ST and STL operation in the early years, it briefly received RTWs in 1950 before they transferred to more suitable Central London routes and were replaced with standard RTs. There was a weekend extension to Grove Park from 1954, with garage journeys to and from Catford Garage, although it retracted back to Bromley North as part of the cuts following the 1958 Bus Strike. One man operation with MB types came in 1969, with periods of DMS, LS and T operation following in the 70s and 80s.

The route was withdrawn in 1989 to be replaced by an extended B1, although the 138 returned the following year, but this time with SR midibuses operating from Catford Bridge to Coney Hall. It was then that the extension around the estate roads of the latter was introduced. Kentish Bus took over in 1994 with Metroriders and after brief periods with Londonlinks and Kentish Bus (again), Metrobus became the operator in 1995, firstly with Darts and later with Enviro200s. In 2004, the route reverted to being a Bromley North - Coney Hall local again when the 336 was revised to take over the Catford Bridge section. This lasted until Stagecoach took over in March 2025.

This Go Ahead Enviro200 on the 354 at Penge “Crooked Billet” is one of those new to Metrobus at Orpington (MB) Garage as identified by the fleet no 160 without class code which was the style of Metrobus numbering.

The 354 is another which is due to move to the new depot at Sydenham in September.

Route 354: Bromley North to Penge

To depart Bromley, I selected another little local route with single door single deckers, the 354. Generally operated by Enviro200s by Go Ahead Metrobus out of Orpington Garage, like the 352, this service is due to transfer to the new Sydenham depot in a few month’s time.

My bus was one of the older indigenous Enviro200s, as revealed by its fleet number, 160, without class code, which was the system used by Metrobus at the time. Boarding at Bromley North Station, we proceeded around the town centre, picking up a few passengers, before following the 227 route onto Beckenham Lane. We soon turned off onto the freehold section of the 354 through Ravensbourne, an area of large detached houses, with a dogleg over the railway line near the station. Then along Foxgrove Road to rejoin the main road just north of Beckenham Junction, following the 54 along the High Street.

From here, over the War Memorial roundabout again and into Beckenham Road to Clock House where I had been on the 194 at the start of the day. However, the 354 then does a half circle off the direct route to Penge via Elmers End Road and the back streets of Anerley, before emerging beside Crystal Palace Park at Penge West Station. Arrival at the Penge “Crooked Billet” terminus was after a 45 min journey, reasonably well used but never that busy. Incidentally, it struck me that this terminal is now one of a very few in London to use a stand at a pub, which used to be much more common and a practice originating in horse bus days when such locations provided an opportunity to water the horses - let alone the crews!

The 354 began over its current route in 2002 as a TfL service, being a renumbering of the former 351 which operated under a London Local Service Agreement (LLSA). Metrobus operated the route with Darts until 2008, when Stagecoach took over using Enviro200s. However, Metrobus returned in 2020 with their own Enviro200s.

Transport UK operate the 363 with a mix of new electrics and older hybrids, Enviro400H MMC fleet no 2519 of Walworth (WL) Garage being one of the latter awaiting departure time at Crystal Palace Bus Station.

This bus failed a couple of stops down the route and was promptly taken out of service.

Part Route 227: Penge to Crystal Palace

From Penge, I hopped on the next available 227, long Streetlite WS118, also of Go Ahead Metrobus MB Garage, for a short 10 min positioning run to Crystal Palace. Almost full and standing, as is often the case on this busy route, which could really do with double deckers but is restricted due to the low bridge at Shortlands.

Route 363 Crystal Palace to Elephant & Castle

My last route of the day, the 363, began with a false start after boarding Transport UK Enviro400H MMC 2519 at Crystal Palace, which promptly came out of service after just a couple of stops with an unknown mechanical problem. Rather than stay with the very annoyed crowd when we were turfed off without so much as an apology, I walked back to Crystal Palace to try again with a subsequent departure, another Enviro400H MMC, 2569 of Walworth (WL) Garage.

After a few stops, more delays, as our driver had a problem with the electronic blind display and had to re-boot his unit. Eventually we continued over the hilly section to Honor Oak where we met up with the 63 for the remainder of the trip. The 363 seemed to be very erratic in operation that day, with buses running in pairs in the opposite direction. Another delay due to temporary lights at Peckham Rye and then a driver change in Peckham.

Very busy from here on, presumably due to a gap in the 63s, but we made better progress through to Old Kent Road and then via Bricklayers Arms to Elephant & Castle. Our total running time of 65 mins didn’t break any records but was only 5 mins over the schedule for late afternoon.

The 363 replaced the southern end of the 63 in 2003 with the late lamented PVLs from Peckham (PM) Garage, with WVLs later appearing on occasion. It was converted to EH hybrids in 2016, but was lost to Abellio (now Transport UK) on retender in 2016. The route is currently a mix of Wright Streetdeck Electroliners and Enviro 400H MMCs.

After arriving at Elephant, I made my way to the nearby Tube station for the journey home.

Watton

And Finally… A view from yesteryear with LS332 of Croydon (TC) Garage on the 194 in Katherine Street back in 1987 when the route still ran between Croydon Airport and Forest Hill.

The 194 only operated with Leyland Nationals for a few years in the late 80s / early 90s before being re-converted to double deck.

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 after being withdrawn from London in 1955, but then a batch of RTLs was exported there in 1964, I think around 40 vehicles. Further details are on Ian’s Bus Stop website.

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.