Heritage Bus Running Day: Golden Rover

Watton goes green with a visit to the Epping Ongar Railway’s Classic Bus Event at North Weald Station, featuring rides on specially created routes in the local area aboard former London Transport Country Bus vehicles.

Cover of the programme issued for the EOR’s Golden Rover classic bus event held at North Weald Station. This included full timetables for all the special routes, a map, plus articles on Epping Garage and the history of the Epping - Ongar railway line.

The line up of preserved Country Bus and Green Line vehicles on the cover photo includes STL2692 nearest the camera.

Golden Rover was a day ticket available on London Country Buses & Green Line Coaches in the early 1970s, so an appropriate title for the event.

My first ride of the day was a short trip from Epping Station to North Weald Station on the regular Summer Sunday 339 service operated by the EOR. RMC1513 is seen on arrival at the latter location.

This vehicle is preserved in London Country condition with leaf green National livery and white fleetnames.

Part Route 339: Epping - North Weald

The day began at Epping Station, where I arrived in time for the first departure of the morning on the Epping Ongar Railway’s connecting bus to North Weald Station, the 339. Routemaster Coach RMC1513 in leaf green “National” livery was the allocated vehicle, a small number boarding with me for this journey, which was not shown in the published timetable and operated 25 mins in advance of the official first bus.

Just a 10 min journey via Epping High Street, then out past St Margaret’s Hospital and through the outer reaches of Epping Forest, before arriving into North Weald, where a dolly stop was in place as an alighting point in the approach road to the station. After obtaining a programme at the entrance, I was able to spend some time viewing the buses already on display around the site, before commencing my rides on the special bus services which were operating in the local area for this day only.

The 347B was the first of the special routes created for the Running Day that I rode. RF180 is seen at High Beach “Kings Oak” PH before returning to North Weald.

This bus is one of those modified for Green Line in the mid 60s with twin headlights, non-opening windscreen and aluminium trim, plus refurbished interior. The London Country livery with canary yellow band looks smart.

Route 347B: North Weald - High Beach - North Weald

I began with some single deck action, taking former Green Line RF180 for the first trip of 5 for the day on the 347B to High Beach and back. This bus was a former Green Line example which had been modernised in 1966/7, the interior featuring grey decor and flourescent lighting, both of which were fashionable at the time. Outside, the vehicle was smartly attired in London Country green bus livery with yellow relief band. The route itself was an invention for the event, although the number 347 was once associated with an Eastern National route in the Ongar area.

A fairly strightforward run, back through the woodland to Epping, before continuing south past the site of Epping (EP) Garage, now a Tesco store. Reaching the larger section of Epping Forest, progress was retarded slightly by a number of cyclists out for a Sunday morning ride, it being difficult to overtake them on the fairly narrow main road with traffic coming the other way. At the “Wake Arms” Roundabout, the pub that was once a terminus for red RTs on the 217A (M-S) and 205A (Suns) has been replaced by a steakhouse, but we continued along Epping New Road through the forest to the “Robin Hood”, where we swung a sharp right up the narrow winding lane to our destination of High Beach, pausing a few minutes at the “Kings Oak” for a photo stop. Until 1964, red RTs used to reach this point on a Summer Sat/Sun PM extension of the 102 from Chingford to High Beach, but there is now no regular bus service here.

We returned to the “Wake Arms” in a loop through the forest, avoiding the oncoming cars in the narrow lanes, before swinging right at “The Woodbine” for a crawl up Woodredon Hill. It was then a fast run via the reverse of our outward route, through Epping once again and back to North Weald Station. A round trip of about an hour.

RT4190 takes a break at Passingford Bridge on the circular 396, which ran anti-clockwise from North Weald via Epping, Abridge and this point, before continuing via Ongar back to North Weald.

This particular bus has only just been restored and returned to passenger service. It began life as a green bus in 1951, but was repainted red, being one of the last in use on the 62 at Barking Garage. After being preserved in 1979, it ended up with the London Bus Company.

Route 396: North Weald - Epping - Passingford Bridge - North Weald

Next on the list was the double deck element of the Running Day, for which two special circular routes numbered 396 (anti-clockwise) & 397 (clockwise) had been created, starting and finishing at North Weald Station. These featured two RTs, one STL and one RML, operating at 45 min intervals each way round. The route numbers were once familiar with the area back in LT and LCBS days, although not over the Running Day routeings, as the original 396 ran between Epping & Bishops Stortford and the 397 between Harlow & Bishops Stortford, over which I travelled several times by Green RT in the early-mid 1970s.

This time, I joined RT4190 at North Weald Station on the 396 with owner Roger Wright in the driving seat and a good crowd on board. My first time on this particular RT, which had only just returned to public service after renovation. Soon we were on our way around the circular route, passing North Weald Airfield and back through the forest to Epping Town. Once again, we continued south, this time at a good speed to the Wake Arms, where we paused for a couple of minutes due to early running. Then, a sharp left through more of Epping Forest to Theydon Bois Green and over the bridge crossing the Central Line to Abridge. Crossing the narrow bridge into the village, we turned left near the “Blue Boar” PH where red RTs on the former 167A route operated by Loughton (L) Garage used to reverse and stand, another fond memory. Continuing on past Stapleford Aerodrome, where flying lessons in small aircraft are offered, we reached the roundabout at Passingford Bridge, the “middle of nowhere” destination that is the terminus of the infrequent TfL Route 375. Here, we had a scheduled 5 min “hesitation” to enable photographs, which was timetabled to coincide with the 397 operating the other way round the loop, so we were soon joined by RT4188 which pulled up on the 397 opposite.

After the break, we continued on our way via Stanford RIvers up to Ongar, once the preserve of LT Route 175, then 175A and finally the 247B. At Ongar, we joined up with the 339 route and, after dropping a couple of passengers at Ongar Station for the EOR, had a rip-roaring run along the winding road through the countryside back to North Weald. 65 mins for the circuit.

The second RT in service on the special Running Day routes was RT4188, which is seen arriving at North Weald Station before starting its day’s work on the 397. This was a clockwise circular from here via Passingford Bridge, Abridge and Epping.

Similarly to RT4190, this bus started green and was repainted red later in its London career. However, it spent over 30 years as a sightseeing bus in Canada before being repatriated by Roger Wright and restored.

Route 397: North Weald - Passingford Bridge - Epping - North Weald

I then switched to the clockwise double deck circuit operated by special service 397, with a second AEC Regent III ride on RT4188. This vehicle was one of those which operated with Abegweit Sightseeing Tours in Prince Edward Island, Canada, for over 30 years after London service and was brought back to the UK with several others by Roger Wright some years ago. Now fully restored to its original condition as a Green RT, the only indication of its former life in Canada is the speaker which was installed in the lower front bulkhead to give commentary during its touring work and which has been left in place.

This time, we swung right after leaving North Weald Station, making our way past “The Talbot” through the countryside to Ongar. After traversing the town, we entered open country once again for a fast run back to Passingford Bridge, where once again there was a 5 min scheduled pause for photos in tandem with the other RT on the 396 on the opposite side of the road. Then onwards to Abridge, back over the narrow bridge and up to Theydon Bois, which we thundered through without stopping. A bit of a climb up to the Wake Arms, before continuing right through the forest back into Epping and then on to complete the circuit to North Weald. About an hour’s ride in total aboard another nicely restored RT.

Another of the single deck routes on the Running Day was the 381 circular via Toothill & Coopersale. Whilst I travelled on an RF, Guy Special GS60 was also in service and is seen laying over at North Weald Station.

Both GS and RF types operated on the original London Transport / London Country 381, although that version continued to Epping and Harlow rather than North Weald.

Route 381: North Weald - Toothill - Coopersale - North Weald

I then switched to another of the single deck routes, the 381, boarding Green RF672, a typical Country Bus example of the class. We began by following the main road past “The Talbot” towards Ongar, but then turned off down Blake Hall Lane, the route becoming decidely more rural from this point. Soon, we passed Blake Hall Station, now a private residence but famously once the least used station on the London Underground network, being in the middle of nowhere on the Epping - Ongar section of the Central Line. EOR trains now pass through without stopping.

Passing through Greenstead Green, the journey became a bit of a pub crawl, as we called at various hostelries in the different little villages - the “Green Man” at Toothill, the “Dog House” at Tawney Common, the “Merry Fiddlers” at Fiddlers Hamlet, the “Theydon Oak” at Coopersale Street and the “Garnon Bushes” at Coopersale Common. Most of this section was genuine Route 381 territory, although the original LT / LCBS version continued on to Epping and Harlow, rather than to/from North Weald. Nevertheless, an interesting ride through some remote countryside.

At Coopersale Turn, we emerged onto the Epping - North Weald road and returned to our start point at North Weald Station, arriving after a 40 min round trip. The special service was operating about every 30 mins on the Running Day, featuring RF and GS class vehicles, both of which once ran on the original 381 at different times.

My final ride of the day was on the special 347A from North Weald to Abbess Roding (north of Ongar) aboard RF636, which is captured at the outer terminus. This was originally Eastern National territory and not served by London Transport or London Country.

This vehicle is preserved in London Transport Green RF colours and is one of the few that were converted experimentally to a wider cab, giving more room for the driver.

Route 347A: North Weald - Abbess Roding - North Weald

I was then left with just one of the special Running Day bus routes to do in order to complete the set. This was the 347A, another single deck service, which operated out to Abbess Roding, a village north of Ongar in what used to be Eastern National territory. The vehicle this time was RF636, a green example restored in London Transport Country Bus condition, but unusually one of the few of the class to be fitted with an experimental wider cab to allow more room for the driver.

A quieter trip than some of those earlier in the day, but we were soon bowling along back towards Ongar, following the 339 to the “Four Wantz” Roundabout (from the Old English for “Four Ways”), where we turned left for a fast run through the intermediate village of Fyfield before reaching the terminal loop around a narrow lane to Abbess Roding, with the timing point being at St Edmund’s Church. A very rural and somewhat remote terminus, which we reached after a 25 min run and had a 15 min break for photos and to await our scheduled return time.

Upon departure, we completed the loop back to the main road, turning right back through Fyfield to Ongar, and then back to North Weald via the reverse of our outward route. This particular journey then continued on to Epping, as did a number of other final trips on the other Running Day routes, in order to attend a photographic line-up at Tescos, site of the former bus garage. I stayed on the bus with several others for the extended run, alighting just beyond Epping Church after a 40 min trip. Several of the other buses, double and single deck, were present, but I made my way down the hill on foot to Epping Station to complete my day out.

Epping (EP) Garage was one of those opened by London Transport in 1934 and lasted until 1963, when it closed and was replaced by the new Harlow (HA) Garage. This made sense following the development of Harlow New Town in the 1950s/60s, as Epping increasingly operated Town Services in Harlow which were somewhat remote from the garage and so the opening of HA eliminated a fair amount of dead running. Route 339 was extended from Epping to Harlow at the same time, whilst the 396 to Bishops Stortford passed through Old Harlow. Green Line Routes 718 and 720 were diverted via the town centre.

AEC Swift SM88 in London Country livery illustrates the class which operated in Harlow during the 1970s, mainly on the 812 Potter Street service, but also on other routes based at Harlow (HA) Garage, like the 380 which is depicted here.

This particular vehicle was originally red SMS88 but has been preserved in London Country condition as an SM. It gave short local rides during the Running Day.

Green Line

Whilst most of this article has concentrated on Country Buses, the event was also a celebration of Green Line Coaches. There was one special Green Line route in operation, the 720, between North Weald and Loughton Station, via Tylers Green, Thornwood, Epping and Epping Forest, running at Hourly intervals during the day and featuring ex-Green Line vehicles. This neatly covered part of the original 720, which ran between Bishops Stortford and Aldgate via Epping and Loughton. Unfortunately, time prevented me from taking a ride on this route.

The following selection of photos shows some of the Green Line vehicles on display and in service during the day.

This Green Line trio at North Weald features RF613 blinded for the 713 (Dorking to Dunstable), whilst the two RMCs represent more local routes 720 (Bishops Stortford - Aldgate) and 718 (Harlow - Windsor), both of which passed through nearby Epping.

Note the front end detail differences between prototype RMC4 in the centre and production batch RMC1458 on the right.

RCL2233 is one of the longer Green Line Coaches with the additional central seating bay and is seen arriving at North Weald Station.

The bus is blinded for the 726, which was a Summer Only service between Baker Street and Whipsnade Zoo, operated by Romford London Road (RE) Garage.

RP21 is a preserved AEC Reliance coach delivered in 1971 to London Country for Green Line operations. It is blinded for the 720 which was operated by the type from nearby Harlow (HA) Garage.

This vehicle is now owned by the London Bus Company and is in original livery, some examples ending up in National leaf green.

The London Bus Company also owns this rare bus in preservation, SMA8, a London Country 1972 AEC Swift with Alexander body.

Although blinded for a short working 720, the class was mainly associated with the long orbital 725 route between Windsor & Gravesend.

In summary, this was a well-organised event, with a good selection of ex Country Buses and Green Line Coaches to view and to ride. Thanks must go to the EOR, the London Bus Company, plus the volunteer crews and officials who made the day a success.

Watton

An unusual vehicle on display at North Weald was this former London Transport and London Country tree-lopper, converted from former STL1470.

This was one of the batch of forward entrance STLs with London Transport Country Buses, which dates from 1936 and was the oldest vehicle present at the event.

We end this review with an interior shot of RF636 showing the modified “wide cab”, which only a very few of the class received. The sliding window behind the driver’s seat was used by the instructor when the bus was acting as a trainer.

The “Smokers are requested to occupy rear seats” notice is a reminder of past times!

Barneying in Barnes

This time, a trip to the Barnes area of South West London, in order to ride the revised local bus services following changes introduced on 15th August 2026, top and tailed by journeys on a couple of trunk routes.

Trunk route 22 (Oxford Circus & Putney Common) has been converted to electric buses over recent months. GAL’s Wright StreetDeck Electroliner DEL93 of Putney (AF) Garage is at the time-honoured stand opposite The Spencer Arms at Putney Common.

I had travelled on another class member, DEL81, to this point from Oxford Circus, the vehicle just visible behind.

Route 22: Oxford Circus - Putney Common

I began my day at a quiet Oxford Circus before the tourists and shoppers arrived. Ascending from the Underground, I made my way towards Margaret Street, first pick-up stop of the 22, with views of All Souls Langham Place in front of me and the famous BBC Broadcasting House beyond opened in 1932 as the UK’s first purpose-built broadcast centre.

The 22 was converted over several months earlier this year to new electrics by GAL as part of its contract renewal terms, so a first chance for me to try them out. I only had a 5 min wait for DEL81, one of the Wright StreetDeck Electroliners which now form the allocation from Putney (AF) Garage. Boarding with a few others, we were soon gliding across Oxford Circus and into Regent Street, before turning off around the back streets, where progress was slow due to numerous parked cars and delivery vans impeding us. A builder’s lorry caused a couple of minutes delay in Berkeley Square, but a few toots from our driver caused him to move off the road and allow us through. At Green Park, we swung right and exchanged a couple of passengers at the station, before a free run beside the park to Hyde Park Corner, which fortunately was free-flowing at this hour.

A reasonable run down to Sloane Street and along it to Sloane Square, before more congestion encountered through Chelsea past the Old Town Hall, which is always a sticky spot. On via Worlds End and Wandsworth Bridge Road to Parsons Green, where the traffic seemed to vanish (as did any passengers!) and we hardly stopped at all on our way to Putney Bridge Station / Fulham High Street. Crossing the Thames over the bridge, we turned right on the final stretch past Putney Pier to the terminus at Putney Common. Unlike hostelries at many famous terminals, the “Spencer Arms” PH seemed to be alive and thriving. At a couple of minutes under the hour, it wasn’t a bad run considering.

The 22 was a traditional cross-London route between Homerton and Putney Common for many decades, with allocations at each end featuring various garages over the years. Famously, it was the very first route to host RTs, with the prototype RT1 operating from Putney (AF) Garage towards the end of 1939, although when the production batch of “Pre War” RTs started there in early 1940 (initially for the 37), the spare bus often popped up on the 22. STLs were the main type until 1951, when RTWs replaced them and enjoyed a relatively long tenure until 1966. After just a few months with RT/RTL operation, the route was converted to RM in 1967.

In 1987, the Sunday service went over to OPO with Ms and Ts, whilst the M-S service saw the longer RMLs take over. The same year saw the eastern section hived off to new route 22B between Homerton & Trafalagar Square with OPO Ts, initially only M-S as the Sun (OPO) service continued to run through as the 22 until 1990 when the 22B became daily. The 22B retracted in Central London over subsquent years, first to Piccadilly Circus, then to Tottenham Court Road, before being renumbered 242 in 1998.

Meanwhile, the plain 22 also shrank, its initial new in-town terminus of Bloomsbury being cut back to Piccadilly Circus in 1990. By now operated from Putney (AF) and Victoria (GM) with a part Sunday share from Merton (AL), it lost the GM allocation the following year. By 2005, it had become one of the last crew operated routes in London and was converted to OPO with WVLs from AF, although the Sunday Merton allocation continued for a while with PVLs. In 2017, hybrids took over, with EH, MHV and WHV types appearing, but the AL Sunday portion finally came off and the route became an all AF operation. DEL electrics took over in 2026, Go Ahead being the operator throughout the period of tendering.

I mentioned the 22B, but there was also a 22A, which came in 1972 between Clapton Park Estate, Homerton & Liverpool Street, always an OPO route, initially with DMS. This was extended to Wapping on Suns only in 1975, but this became daily in 1979 when the M-S 67 was withdrawn over this section. The early 80s saw the DMS types replaced by Ts and then Ms. In 1990, the service was rerouted at the southern end to London Bridge and passed to Kentish Bus with Olympians (as did the 22B at this time). When the 242 replaced the 22B in 1998, the 22A was also withdrawn, being also replaced by the 242 and by an extended 149.

The 22B was a new route in 1987 to enable the OPO conversion of the eastern section of the 22 between Homerton & Trafalgar Square, where Leyland Titan T738 of Ash Grove (AG) Garage is seen soon after the route began. Initially running Mon-Sat only, the parent 22 continued to run through on Sun (but in OPO mode) until the 22B became daily in 1990.

The Central London terminus of the 22B was cut back first to Piccadilly Circus and then to Tottenham Court Road, before the route was renumbered 242 in 1998.

Changes to the bus network in Barnes were implemented as from 15th August 2026. TfL produced this consultation diagram in advance, which shows the “before” and “after” situation.

The net effect was the withdrawal of long-term temporary route 533, which was largely replaced by the restructured 209, together with more minor changes to the 378 and 485.

Part Route 378: Putney Common - Putney Bridge

At Putney Common, I turned my attention to the routes affected by the Barnes Area changes, which were enacted on 15th August 2026. First on the list, the short local 378 between Mortlake & Putney Bridge. Previously operated by GAL with SE class Enviro200 MMCs, Transport UK took the contract from the August changes.

Intended for electric single deckers, only a few were available initially, so a mixed bag of Enviro200s was brought into Battersea (QB) Garage to help out in the interim. I began by riding the short section from Putney Common back to Putney Bridge aboard Enviro200 no 8322, an elderly “10” reg example but still in good form. Just an 8 min trip on a surprisingly full bus.

The 378 passed from GAL to Transport UK with the 15th August changes. Elderly Enviro200 fleet no 8322 of Battersea (QB) Garage is at Putney Bridge between my rides on it.

The route has received a short extension and now picks up outside Putney Bridge Station on return to Mortlake, in addition to the stop at the north end of the bridge itself. Also, it now performs a double run to serve The Wetlands Centre, taken over from the 485.

Route 378: Putney Bridge - Mortlake

As we arrived at Putney Bridge, the 378 in front was just leaving, so I had nearly 15 mins to wait before 8322 commenced its return trip. A small change has been made here, in that Mortlake-bound buses now pick up more convienently outside the Underground Station, rather than enforcing a walk to the next stop at the north end of the bridge. I was the only passenger at first, but we picked up a few at Putney Pier and had just a single digit load for the rest of the trip. Incidentally, a couple of stops further on, at Festing Road, I recalled that this was where the author David McKee lived and wrote his “Mr Benn” books which later became an animated BBC series for children. Mr Benn lived in the fictional Festive Road, inspired by the author’s address, a commemorative pavement slab later marking the spot.

Back to the Spencer Arms once again, where this time we continued across the greenery of the common, turning right into Rocks Lane and up to the “Red Lion”, where we performed the short double-run to the Wetlands Centre, which was transferred from the 485 to the 378 with the August changes. No-one on or off there, but worth a visit if you are so-minded, to see the lakes, pools and gardens featuring wild birds and otters. Back at the Red Lion, we continued on through Barnes, calling at the Pond and the High Street, before the stretch beside the river to Barnes Bridge Station. Then on to what TfL call Mortlake, but is actually a little short of that location. Indeed, in early days, buses displayed “Barnes Avondale Road”, before it became the more familiar “Mortlake Garage” and then “Mortlake Bus Station” we know today. We terminated there after a run of just 22 mins from Putney Bridge.

The current Bus Station is tiny and can take just 2 buses (or 3 at a push!). It is built on part of the site of the old Mortlake Garage, the rest of which has been given over to housing. This garage was known for its all RM fleet in the last 20 or so years of its life before it closed in 1983 and had a reputation for turning out buses in immaculate condition on its main route the 9 (and Sunday 9A), together with small allocations on the 33 & 73 at different times.

The 378 was new only in 2019, taking over from the 209 which had been rerouted to Putney Bridge only months earlier when Hammersmith Bridge was closed to provide a link to the Underground for Mortlake residents. Operated by Metroline for just a couple of weeks with DEs, GAL then took the contract using SE class Enviro200 MMCs, until the latest transfer to Transport UK.

The 378 is intended for electric vehicles, but at the time of this visit, only 2 or 3 a day were available. Wright Kite Electroliner 1302 (QB) was one of those out on the route when I travelled and is seen at Mortlake Bus Station. The 378 & 485 interwork from here and so these buses appear on both routes.

In the meantime, the balance of the allocation is made up of a motley collection of Enviro200s, like 8322 seen behind on the stand.

Route 485: Mortlake - Wandsworth

Unlike the 378, which is every 15 mins M-S daytimes, the 485 is only every 30 mins. Both services are now operated by Transport UK under the new arrangements and interwork at Mortlake Bus Station, switching from one route to the other, quite rare in London although common elsewhere in the country. The next incoming 378 after mine was formed by Enviro200 no 8583 (QB) and changed to a 485 on arrival. After switching drivers, we departed, returning along Avondale Road and then turning right towards Barnes Bridge, before serving Barnes High Street, this being a new section for this route, which used to run to Castelnau rather than Mortlake prior to the recent changes.

At Barnes Pond, we turned right along Station Road beside Barnes Green, then turning left into Mill Hill Road across the common before joining up with the 378 once again. Back via Putney Common to Putney Pier, then right past St Mary’s Church before swinging left into Putney Bridge Road and alongside Wandsworth Park. We did the loop around the new Wandsworth Riverside Quarter development where we picked up a couple of passengers, before continuing into Wandsworth itself, terminating in Ram Street. Just over half an hour trip time.

Transport UK were already operator of the 485 before the 15th August changes, with Enviro200 no 8329 of QB Garage seen at Wandsworth Ram Street before I rode it back to Mortlake. I had arrived here on slightly newer Enviro200 8583 behind.

The 485 was rerouted at the Barnes end with the latest changes to run to Mortlake rather than Castelnau.

Route 485: Wandsworth - Mortlake

Despite arriving 10 mins or so before the next departure time, there was another 485 on the stand ahead, another “10” reg Enviro200, no 8329, meaning that buses appear to have a 40 min or so break at this point on the 30 min frequency at certain times. First pick up westbound is around the corner at Southside Shopping Centre and I was the sole person boarding when 8329 departed.

A slightly quicker run in this direction, with less traffic and fewer passengers to impede us. Reverse of the outward route back to Mortlake Bus Station, taking a couple of minutes under the half hour on this occasion.

The 485 dates back to 1998, starting as a very different animal between Richmond, Mortlake, Barnes, Roehampton, Kingston & Ham. It was operated then by Arriva with a couple of Mercedes midibuses in M-S daytimes only, replacing parts of the former K6 and R61. The contract was reassigned to Tellings Golden Miller in 1999. In 2000, it was rerouted in the Barnes area and cut short to Kingston, the Ham section replaced by a revised K5. Further changes in 2001 saw the service pass to Armchair Passenger Transport using Darts, with a further cut back to Roehampton, the Roehampton Vale - Kingston section going to an extended K3. Then, in 2003, it was rerouted away from Roehampton to Wandsworth.

The next contract change in 2006 saw the route withdrawn between Barnes & Richmond and rerouted instead to Hammersmith. By now, the operator was London General using LDP Darts, although in later years SE type Enviro200s and SOE type Darts replaced the LDPs. The Hammersmith Bridge closure in 2019 saw the route curtailed on the south side at Castelnau. The double run to serve the Wandsworth Riverside Quarter was added in 2023, when a new evening and Sunday service was introduced. The contract was reassigned to Transport UK in 2025 with Wright Kite Electroliners, which now provide part of the 378 & 485 allocation. The final change involving the rerouteing away from Castlenau to Mortlake came with the August 2026 scheme, together with the swap of the Wetlands Centre double run from the 485 to the 378. A complicated history! ‍

Back in October 2022, when GAL were still in charge, we see Enviro200 Optare Esteem SOE13 of Plough Lane (PL) Garage on the 485 at the Wandsworth Ram Street stand. The contract passed to Transport UK in 2025.

Despite what it says on the blind, the bus was going to the then destination of Castelnau, at the south end of Hammersmith Bridge. This type is now extinct in London.

Part Route 209: Mortlake - Barnes Pond

Back at Mortlake once again, I walked up Avondale Road for the last of the trio of routes affected by the latest changes, the 209. This now loops around the Barnes area to form almost a complete circuit, but not quite, terminating at Barnes Pond. The route also saw an operator change, the SE type Enviro200 MMCs of GAL being replaced by the similar DLE class vehicles of First Bus London.

The next eastbound bus was DLE30347 of Stamford Brook (V) Garage and was relatively full. I hopped on for the loop via Barnes Bridge, then the “Hail & Ride” section to Lonsdale Road and Castelnau, turning into that thoroughfare at the south end of Hammersmith Bridge. The name “Castelnau” is an old French word meaning “new castle” and is called after the 10th Baron of Castelnau who fled France in the late 17th Century at the time of the Hugenot persecution and settled in Barnes.

We ambled down to the “Red Lion” junction and then turned towards Barnes Pond, where we terminated after a 12 min run.

The 209 passed from GAL to First Bus London from 15th August. It is now operated from Stamford Brook (V) Garage with Enviro200 MMCs pending delivery of new electrics. DLE30347 is seen at the new Barnes Pond terminus between my trips aboard.

The 209 was restructured with the changes to run between Barnes Pond & Hammersmith via Castelnau, taking over much of long term temporary route 533 in the process. The first pick up stop is on the opposite side of the road on the left of this picture.

Route 209: Barnes Pond - Hammersmith

Crossing the road at Barnes Pond to the stop opposite, I awaited the departure of DLE30347 after its break. During this time, a couple of other passengers were discussing the recent changes to services and commenting on how confusing they were. One person wanted Wandsworth on the 485 and was surprised that the route no longer called there, so I politely directed her either to the next stop in Barnes High Street or the one around the corner in Station Road. In the end, she decided to abandon her trip and return home to Lonsdale Road on the 209!

The revised 209 largely replaces the former “temporary” route 533, which in the end lasted over 7 years. This was intended to provide a through service between Barnes & Hammersmith after Hammersmith Bridge was closed, but had to take a somewhat circuitous route over Chiswick Bridge. However, whilst the 533 operated a one-way loop through Barnes, the 209 is an “out and back” route, as can be seen by comparing the two diagrams above in this article.

Leaving Barnes Pond, it was back to the “Red Lion”, up Castelnau and via Lonsdale Road to Barnes Bridge, then onwards to Mortlake. As usual, congestion was encountered on the section near to the level crossing at Mortlake Station and past the Stag Brewery, historically associated with Watney’s ales, but closed in 2015 and now being redeveloped. No time for a beer though as we continued in a slow moving queue up to the junction of Lower Richmond Road and Clifford Avenue. Turning right at the lights, we had a fast run across Chiswick Bridge and along the Great Chertesy Road through Chiswick, passing the famous Chiswick House and gardens, built in the 18th Century and now a tourist attraction. Another traffic queue to be dealt with at the Hogarth Roundabout, with views of the Fullers Brewery across the way. Once through, a fast non-stop run along the Great West Road to Hammersmith, calling at the north side of Hammersmith Bridge, before continuing on to terminate in the Lower Bus Station. The total journey time of 40 mins wasn’t too bad in the end.

The number 209 is perhaps associated most in many minds with the Harrow area, where it operated between 1952 & 1992. It began as a short local between South Harrow & Harrow Weald via Pinner, later receiving an extension to Northwick Park. This was changed in 1985 for an extension to Edgware in lieu of the 286. However, with the “Harrow Buses” scheme of 1987, it was reduced to M-F school journeys only between South Harrow & Stanmore, the main service being renumbered H12, the 209 school journeys lasting until 1992. After a couple of years with STL operation in the 1950s, RTs took over until OPO conversion in 1971 with MBS types. These were replaced in turn by SMS then LS single deckers, although the mid 80s saw some M double deck operation.

Today’s 209 is really the former 9A renumbered in 1997. When a weight restriction was placed on Hammersmith Bridge in 1992, the Mortlake - Kensington section of double deck route 9 was converted to OPO with Darts as 9A, the 9 itself being curtailed from the east at Hammersmith. When the 209 replaced the 9A, it lost the Kensington section and terminated at Hammersmith from the south. Operated at first by London United with DR / DT Darts, it was reassigned to Armchair in 1999 with their Darts. Metroline took over Armchair in 2007, initially using the same DA Darts, but later DP Darts, which were in turn replaced in 2012 with DE type Enviro200s.

With the Hammersmith Bridge closure of 2019, the route was forced to turn short at Hammersmith Bridge South Side, later that year passing under re-tender to GAL with SE class Enviro200 MMCs. For a short period, the 209 was diverted to Putney Bridge, until the 378 came and took over that section. The latest change sees First Bus become the new operator of the 209.

Intended as a temporary route, the 533 lasted over 7 years and was withdrawn with the Barnes changes. Back in January 2023, GAL Enviro200 MMC SE296 of Putney (AF) Garage was on duty and is seen at Hammersmith Lower Bus Station.

The route was introduced in 2019 when Hammersmith Bridge was closed to traffic to provide a direct if somewhat roundabout link with the Barnes area. Metroline were the initial operator, with GAL taking over in 2022. This batch of SE also appeared on the 209 & 378.

Route 27: Hammersmith - Chalk Farm

At Hammersmith, I decided to end my day with a ride on another trunk route, the 27, now just the rump of a former longer service, operating only between Hammersmith & Chalk Farm but still difficult operationally with all the intervening traffic hazards to tackle. Transport UK run the route out of Battersea (QB) with NRMs and first off the Hammersmith Grove stand was LT615, carrying an advertising wrap for Emirates airlines, a largely red based scheme.

A good crowd boarded with me at the first stop outside Hammersmith H&C Station and soon we were off, double-running to serve the upper level of Hammersmith Bus Station. Then along Hammersmith Road in tandem with the LTs on the 9 to Kensington Olympia and onwards to High Street Kensington. Parting company with the 9, we turned off up towards Notting Hill Gate, where there is often congestion in the afternoons, but today we were lucky to have a free run. A large queue of people beside Notting Hill Gate Station were waiting, not for a bus, but for a new frozen yogurt store which had just opened! We continued right and on via Pembridge Villas to busy Westbourne Grove, then into Bishops Bridge Road to reach Paddington Station.

After progressing along Praed Street, calling at St Mary’s Hospital, we crossed the main Edgware Road to join a queue waiting to access Marylebone Road, which cost a few minutes. Once on the main road, it was a straight run past Marylebone Station, Baker Street Station and the queue of tourists waiting to enter Madame Tussaud’s waxworks museum on to Regents Park, where another LT on the 27 seemed to be in trouble parked up by the kerb. Another traffic queue to turn off into Hampstead Road, where we then had to negotiate the various roadworks associated with the HS2 construction site - a nightmare. Finally, we reached Mornington Crescent and the art deco edifice of the former Carreras Cigarette Factory, also known as the “Black Cat Building” after the large bronze cat statues guarding the entrance, which seemed to be undergoing renovations and refurbishment for its new use as commercial office space.

Dropping off most of our clientele at Camden Town Station, it was a short hop around the back to the final stop at Camden Market, the bus not quite making the stated destination of Chalk Farm since the closure of the Morrisons store it used to serve. Perhaps the destination should be changed to “Camden Market” rather than Chalk Farm for greater accuracy. I alighted with the last few passengers after a journey of 1h25m, around 10 mins down on schedule but probably not that bad given the road conditions encountered.

The 27 was another long-standing cross-London service, operating for many years between Archway & Teddington. There was a Summer Sundays extension to Hampton Court which operated until the 1965 season. In the 1950s & 1960s, the route was mainly associated with RT class, although there was a partial RTL allocation for some years. In 1970, the Richmond - Teddington section was converted to OPO with SM single deckers, although unusually this was on M-F only, the crew 27 continuing to operate through to Teddington on Sats & Suns. The same year saw the RTs on the 27 replaced with RMs plus a few RMLs.

In 1982, the 27 was cut back to Richmond daily, the Teddington section being taken over by a rerouted 33. Then, in 1986, OPO came to the route with Ms. Further snipping in 1991 saw the northern terminus cut back to Camden Town (Archway section replaced by new route 135), whilst the southern terminus retracted to Turnham Green (Richmond section replaced by the 391). 1995 saw a short extension from Camden Town to the new Chalk Farm Safeway Store (later Morrisons).

The contract passed from London United to First Centrewest in 2000, with low floor conversion the following year to TN class Tridents. Then, in 2005, re-tendering saw the route go back to London United using SLE and TA types, although SP and ADH types later joined in, the latter of these eventually becoming the predominant type. An extension from Turnham Green to Chiswick Business Park was added in 2012. In 2018, the allocation was converted to LT class New Routemasters, then in 2019, the Chiswick Business Park - Hammersmith section was withdrawn and partly replaced by the 440. This year also saw the contract pass to Abellio (later Transport UK), which now operate the route.

There was a 27A variant (twice), the first running via the 27 from Archway to Twickenham and then on to Hounslow Garage on Sundays only between 1952 & 1958. Even earlier than this, the 27A had been a daily service. The number emerged again in 1965 for a service between East Acton & Teddington on M-F only, replacing part of the 265, later also inroduced on Sats. This version ended in 1970. Both incarnations were RT operated.

In addition, there was a 27B which covered the Archway - Hampton Court route on Summer Suns in the late 1940s / early 1950s, operated with RT/RTL, until these journeys passed to the main 27 from the 1953 season onwards.

Busy trunk route 27 runs between Hammersmith & Chalk Farm and is operated by Transport UK with New Routemasters. LT615 carries a special advertising wrap for Emirates airline and is seen at the Hammersmith Grove terminus before I travelled on it.

This is one of the higher numbered LTs resident at Battersea (QB) Garage, but there were many low numbered double-digit examples out on the route when I travelled, which are intended for replacement by new examples when available.

From Camden Market, I took a short walk up the road to Chalk Farm Station, where I descended to the Northern Line for the journey home after an enjoyable day out.

Watton

“And Finally”… we have this splendid shot of nicely preserved “Pre War” RT113 blinded for the 22 on the occasion of a Metroline Running Day at Potters Bar Garage in July 2019.

The 22 was the first route to operate RTs, being allocated the prototype RT1 in 1939 and with occasional visits into 1940 by the production batch. Note the wartime livery with grey roof to make it more difficult to see from the air and the white “cat’s whiskers” to enable pedestrians to see the bus more easily in the blackout.

Battery Branch & Dated Diesels

A trip with a difference this time, sampling a new Battery Train in West London, followed by a selection of mainly older Diesel Buses in the North West part of town and across the border into Herts.

Experimental battery-electric multiple unit 230 001 stands in the central bay platform at Greenford with the Central Line platforms on each side before my ride to West Ealing.

At time of writing, the unit only operates on Saturdays in place of the usual Class 165 DMU, it being unclear if and when it will operate throughout the week.

Train: Greenford - West Ealing

A Saturday morning in August saw me at West Ruislip Station, western terminus of the Central Line, from where I took the train a few stops east to Greenford. This provides convenient interchange with the Greenford - West Ealing branch line, operated by GWR as part of the National Rail network, although oddly the service connects only with TfL rail services at each end - the Central Line at Greenford and the Elizabeth Line at West Ealing - surely a candidate for the London Overground?

The branch was opened in 1903 by the original GWR, with a circular service to and from Paddington via Park Royal & Ealing to serve the Royal Agricultural Show held in the grounds of the Twyford Abbey Estate. In 1904, “normal” services began when the link to Greenford Station was added. In steam days, a “push and pull” operation was in force using a tank engine and a couple of coaches, later replaced with two auto-trailers either side of the engine. During the 1960s & 70s, a two car DMU usually ran the service, although this was eventually replaced with a single carriage “Bubble Car” unit.

Today, services are operated by GWR with a single two-car Class 165 “Turbo” DMU on M-F, with a Class 230 Battery-Electric Unit on Sats. There is no Sunday service. A basic 30 min frequency runs between about 06.00 & 22.00. The first train of the day starts from Paddington, with the last one extended there, all other services run only between Greenford and West Ealing.

Naturally, I was visiting on a Saturday to try out the experimental battery unit, 230 001, converted from former London Underground District Line D78 stock by Vivarail, the aim being to provide a cheaper alternative to electrification on branch lines. I had only about 5 mins to wait before the train glided into the centre bay platform at Greenford, situated between the two Central Line tracks. Boarding with less than a dozen others, I took one of the high backed seats at a table, of which there are several on the train, together with normal seating. There is also a toilet on the unit, unusual for a suburban service, but maybe necessary on longer country branch lines for which such a train is the prototype. In addition to a line diagram of the route above the windows, the former advert spaces in the cove panels had posters explaining how the “fast charge” battery technology on the train worked - more of which later.

We left on time after a 4 min break, making slow progress over the single track beneath the viaduct carrying the Central Line, before turning onto the branch proper at Greenford East Junction, where there is a connection with the New North Main Line in both directions. By now onto double track, we soon reached the first stop at South Greenford, originally a “Halt”, like the other stations on the branch. No-one on or off at this point and we soon left, passing through an area of trees and parkland which gives this suburban line a distinctly rural feel. The section from South Greenford to Castle Bar Park is the longest between stations and the only time we reached any sort of reasonable speed. At Castle Bar Park, a couple on and a couple off, before continuing mainly through tunnel to the next stop at Drayton Green, the character of the line now becoming more built-up and suburban. A handful of passengers exchanged here, before the final section around a sharp curve into the terminus at West Ealing, terminating in bay Platform 5, adjacent to the London-bound Elizabeth Line Platform 4. Just an 11 min trip.

Battery unit 230 001 is converted from former District Line D78 stock and is seen during my extended stay at West Ealing - see text!

Note the legend below the side window stating “This train is powered by fast-charge battery technology”, which is out of sight below the train between the tracks here.

Train: West Ealing - Greenford

The train is scheduled for a 4 min break at West Ealing, during which the batteries are recharged using “fast-charge” rails installed between the running rails in the platform, with charging connectors lowered from the train as it approaches and released when complete.

All appeared to be going well, until the driver announced that there was a problem with a leaking AC unit on the train, which had created small puddles of water on the floor. A cleaner had been summoned to deal with it, but in the meantime the next departure was cancelled! After a few minutes, with no sign of a cleaner, frustrated passengers began taking matters into their own hands and, taking tissues from the toilet, began mopping up the small amount of water themselves. This was completed in less than 5 mins, but we had to await the next scheduled departure time, producing an hour gap in the service.

Luckily, we left on time on the next departure slot 30 mins later, with similar numbers on board to the previous trip. Back the way we had come, calling at Drayton Green, Castle Bar Park and South Greenford, arriving back at Greenford after another 11 min run. An interesting experience, but surely necessary to test the unit in regular daily service before rolling out to other lines. If successful, it is rumoured that the technology could potentially be used on the other GWR Thames branches to Windsor, Marlow and Henley. However, I am quite atonished that Issues like leaking AC units seem to be affecting various types of modern rolling stock, surely this should all have been picked up and dealt with during the overly-extended testing that new trains are now enforced to endure?

Map of the Greenford Branch Line, showing its location between the GW Main Line and the New North Main Line.

Connections are made at West Ealing with the Elizabeth Line and at Greenford with the Central Line rather than with National Rail services.

Route 105: Greenford - Heathrow Central

Back at Greenford Station, I descended from platform level to the street to begin the bus rides part of my day, starting with the 105 to Heathrow Central. This is a route that I first encountered back in RT days, when it was a lengthier operation from Shepherds Bush to Heathrow. Back in the mid-70s, a good day out could be had by riding the 105 over the whole route to Heathrow, then changing to the 140 for another long RT ride up to Mill Hill Broadway, or the reverse, taking in a large swathe of West London on the way!

Today, the 105 is run by First Bus London, using Volvo Wright Hybrids from Hounslow Heath (WK) Garage, the code reflecting the former “WestlinK” operation from this base. A couple of buses were simmering on the stand around the corner from the station, but VWH45265 was next to leave, so I jumped on with several others. It being still relatively early on a Saturday morning, traffic wasn’t too bad and we trundled down to the Western Avenue, before circling the roundabout into Greenford Road towards the “Red Lion” - although sadly the former well-known pub closed in 2013 and has been replaced by housing. Turning into Greenford Broadway, we continued along Ruislip Road, before turning off into Allenby Road and the large area of suburban housing between Greenford and Southall. In Dormers Wells, it looked like we were in trouble, as we were suddenly confronted with a burst water main in our path and cones across the road ahead with a “Road Closed” sign. Fortunately, the workmen on site had just set up the closure and removed the cones and signs, so that our bus could proceed, the water not being very deep at this time, together with another 105 which had been trapped coming the other way - a lucky escape! Our driver radioed the Controller to explain what had happened, with an immediate diversion put in place for other 105s via Somerset Road and Lady Margaret Road to avoid the closure.

There is often congestion approaching the junction with the High Street / The Broadway at Southall, but not today, as we sailed straight across and along a weirdly traffic free South Road up to Southall Station. We did get caught at the lights in King Street, but only for a couple of minutes or so. Along Western Road to Wentworth Road, where we had a lengthy 7 min stand for early running, this route having a ridicously padded timetable. After some agitation from passengers, we got going again, continuing through Heston down to Cranford, where we turned onto the Bath Road. Normally a fast section, we stopped at most stops between Cranford and Heathrow North, with a large number of airline travellers joining us at Harlington Corner. Then we were onto the slip road and into the tunnel under the main runway to Heathrow Central Bus Station, where we disgorged practically a full load. 1h10m from Greenford, although the schedule indicated around 15 mins more.

The 105 was a traditional route linking Shepherds Bush and Southall via the Western Avenue and Greenford, which later gained an extension to Hayes, initially on Sundays only, but becoming Daily in 1958. It operated RT, RTL and RTW types at different points from the late 1940s onwards, although standard RTs reigned supreme by the mid 1960s. At the Hayes end, it gained extensions to Hayes North and then Charville Lane Estate at different times, although in 1971 it lost the projections beyond Southall in favour of reintroduced route 195, which the 105 had originally replaced over this section. It was in 1973 that the extension was added from Southall to Heathrow Central, with a bifuraction added 2 years later to Southall Havelock Estate, strangely not using the obvious suffix number 105A. This is the period in which I rode RTs on the route, the allocation then being split between Shepherds Bush (S) and Southall (HW) Garages.

The RTs were replaced by spare RMs in April 1978, although OPO was on the horizon, coming in 1983 after a short period in which the Metrobuses used were operated in crew format. In 1986, the main service was extended to Heathrow Terminal 4, which lasted only around 3 years. Meanwhile, in 1988, the Havelock Estate birfurcation came off and was transferred to new Route E5. The next major change was in 1992, when the Shepherds Bush - Southall section was hived off to the 95, the 105 now running only between Greenford Station - Heathrow Central, except on Suns when the through service continued to run on the 105 from Shepherds Bush to Heathrow. By the mid-90s, the 105 was operated by First Challenger and was converted to MA midibus operation, a bizarre choice for such a busy route.

Tendering in 1996 saw the route pass to London & Country, when the Sunday operation to Shepherds Bush finally ended and the 105 became Greenford - Heathrow daily, the situation which still exists today. L&C used low floor Plaxton Darts, but not for long, as later the same year the route reverted to First Centrewest with DML Dart Marshalls, although the contract was later novated within First Group to London Buslines. Double deckers returned in 2004 with TN Trident Plaxton Presidents. Next to have a go on the route was Metroline, which took over in 2011 using VW Volvo Wright B9TLs. After one 7 year term, London United assumed control in 2018 with the current VH hybrids, although ownership passed from RATP Group to First Bus in 2025. The contract was reawarded for 5 years from June 2025.

First Bus Volvo Wright hybrid VH45265 of Hounslow Heath (WK) Garage at Greenford Station on the 105 before I rode it to Heathrow Central.

This is one of the final batch of the type delivered to London United when it was part of the RATP Group and now under First Bus London ownership.

Route 350: Heathrow Terminal 5 - Hayes ASDA

At Heathrow Central, I was able to take advantage of the free inter-terminal rail service on the Heathrow Express from Terminals 2 & 3 to Terminal 5, which took only a few minutes. Ascending to the adjacent Bus Station, I awaited the next departure on TfL route 350 to Hayes. This is operated by Transport UK with dual door Enviro 200 MMCs, but first to arrive was the spare bus, a short single door “classic” Enviro 200, fleet no 8125, the only example at Dawley Road Hayes (DH) Garage. No blinds had been fitted and it seemed unlikely that they would be, as a simple route number was glued to the front windscreen on the nearside.

Half a dozen of us boarded at T5 and we made a quick getaway around the Western Perimeter Road of the airport and out via the “Bus Only” road onto Stanwell Moor Road and around the Colnbrook By-Pass. However, due to roadworks closing the direct route through Harmondsworth, we went on a long diversion east along the Bath Road to Heathrow North, then north via the M4 Spur Road, before turning west into Holloway Lane, rejoining line of route just beyond Harmondsworth. We then continued along Harmondsworth Road, over the M4 and into West Drayton, with a double run to serve the station.

After a short distance along the High Street, we turned right into the freehold section along Horton Road, dropping off and picking up at stops until arriving into Stockley Park, the modern business estate being on a site which was formerly used for brick production plus sand and gravel extraction. The resulting pits were later filled with waste and landfill before the area was built on. Shortly after leaving the park, we arrived at the stop adjacent to DH Garage, where we paused for a rapid driver change. From here, it was only a short hop via Botwell Common into Hayes Town, where we dropped off our passengers at various stops before terminating at Fairey Corner, just past the station and opposite ASDA, after a 50 min trip.

This is the second use of the 350 number in London, the first incarnation being a route from Harrow Town Centre to Watford Junction via North Harrow and Headstone Lane between 1988 and 2006. Unsually, it was not a TfL contract as such, but a HCC one with funding from TfL in the London area. Operated mainly with Darts from Garston (GR) Garage by London Country North West, it later passed through Luton & District ownership to Arriva. Upon withdrawal, it was replaced within London by Routes H18/H19, but the through link to Watford via this corridor was lost unfortunately.

The present 350 emerged in 2008 as a service between Hayes Clarendon Road & Heathrow T5, replacing the former H50 with an extension between West Drayton and the then new T5. The only significant route change came in 2017 when it was diverted between Stockley Park & Hayes via the U5 and extended to Hayes ASDA. Initially operated by Travel London with Enviro200s, it passed through the subsequent ownership of Abellio to the present Transport UK. There was a double deck period from 2012-17 using Trident Alexander 400s and then Enviro400H MMCs, although single deckers then returned using mainly Enviro200 MMCs.

Classic Enviro200 no 8125 at Hayes ASDA on Route 350 after my ride aboard from Heathrow T5. This is a unique bus at Transport UK’s Dawley Road Hayes (DH) Garage. Note the route number, which is glued to the windscreen, no blinds being fitted to the vehicle for this service.

The majority allocation on this route comprises longer two door Enviro200 MMC types, so this is the unusual choice of spare vehicle.

Metroline Volvo Wright B9TL VW1402 is parked at Hayes ASDA before a trip to its home garage at Harrow Weald (HD) with me aboard.

HD has around a dozen diesel VWs, mainly intended for the 258, but one or two a day appear on each of the 140, 183 & 186. This was the only one on the 140 on this day.

Route 140: Hayes ASDA - Harrow Weald

For the afternoon, I switched my attention to the remaining few diesels operated by Metroline out of Harrow Weald (HD) Garage. There are around a dozen Volvo Wright B9TLs left there, with one or two per day turning out to support the majority hybrids on each of routes 140, 182 & 186. Having done the latter two routes reasonably recently, I was conveniently placed at Hayes to sample the first of these. Also, as luck would have it, just as I arrived into Hayes on the 350, I espied VW1402 immediately ahead on the 140, which terminated at ASDA at more or less the same time as us. Very fortunate timing, as LVF showed this to be the only VW on the route that day.

There was already a VWH ahead on the 140 stand, which departed as I arrived, leaving an 8 min wait for the VW on the next working. This was my first time on the route since it was cut back from Heathrow to Hayes, although I could not believe that was as long ago as 2019! I duly boarded with the throng and as we made our way past Hayes Station and through the town centre, I reflected on how I used to ride the 140 back in RT days all the way from Heathrow to Mill Hill via Harrow, often changing at Hayes from a full bus onto an empty one on one of the “shorts” that started from Hayes Station so as to get my coveted downstairs front seat.

Back to the present and we continued through Hayes Town without too much delay and onwards towards “The Grapes” where we crossed the Uxbridge Road. These days, “Superloop” SL9 provides the Heathrow - Harrow link on a limited stop basis, but there still seemed plenty of takers for the “all stops” 140 over the common section. Although a main road route, much of it over dual carriageway, the introduction of 20 mph limits has slowed down the service - needlessly in my view, as much of this stretch has few pedestrians and does not have any physical restrictions that would predicate a lower speed.

Onwards through Yeading and on to Northolt, passing over “The Target” roundabout and calling at Northolt Station on the Central Line. Then up via Northolt Park to South Harrow, before taking the dog leg around Shaftesbury Avenue, Porlock Avenue and Lascelles Avenue, serving the housing estate, before returning to Bessborough Road and arriving into Harrow Town Centre. We circled through the Bus Station and continued on towards Harrow & Wealdstone Station, before traversing Wealdstone High St and terminating just short of Harrow Weald Garage. A fairly decent 65min run in total.

The 140 was the traditional route linking Mill Hill and Hayes via Harrow for many years. It was one of those to operate the RTW type during the 1949-51 period when they were restricted to suburban routes with wide roads, before being reallocated to their intended Central London services following suitable results from tests carried out in liaison with the Metropolitan Police. RTLs also appeared as a part allocation for a short time in the early 50s, but the main type soon became the standard RT, with which the 140 was to be associated until the late 70s. In 1955, the route was diverted from its Hayes Bourne Avenue terminus (replaced by the 204) and rerouted to London Airport Central (as it was then known). In the 60s, certain M-F school journeys were extended to/from Mill Hill Page St or Mill Hill East Station, whilst from 1972 two Sunday afternoon journeys in each direction were diverted via Cherry Lane Cemetry between Hayes & Heathrow. The Mill Hill extensions came off in 1983 and the Cherry Lane journeys in 1990. Meanwhile, the original plans for the 140 to be the last RT route in London in October 1978 were changed, when this was swapped with the 62 at Barking and RMs replaced RTs on the 140 in July 1978.

OPO came to the 140 in 1983 with Ms, at which point the route became Harrow Weald to Heathrow, the Mill Hill - Harrow leg passing to the 114 instead. In 1985, the service was extended to/from Edgware to replace the 286, initially just on Sunday, but later that year becoming Daily. At the other end, as with the 105, the route was extended to Heathrow Terminal 4 in 1986, although this only lasted until 1989. With the introduction of the “Harrow Buses” scheme in 1987, the Harrow to Edgware section was replaced by new derivative route 340. This period also marked the replacement of the original Ms with a motley collection of secondhand Greater Manchester Atlanteans and Volvo Ailsas, although the arrival of Mark II Metrobuses after a while provided some relief. In 1990, the route transferred to London United under a new contract, operated from Hounslow (AV) Garage, but reverting to original Mark I Ms in the process.

The 140 returned to its old home at HD Garage in 1999, with Metroline by now the operator at that shed, although this time with low floor double deckers. After short periods with TA and TPL types, the allocation settled on VPs, which continued untl 2016 when VWH hybrids took over as the principal type, although a few VPs lingered for a while until these were replaced by a small number of VWs, which is still the case at time of writing.

At the other end of the 140, we see Volvo Wright Hybrid VWH2190 preparing to leave Harrow Weald Garage on its next trip to Hayes.

Not a bus I travelled on, but included to illustrate the main allocation on the route. This is one of the later version of the type with angular front end and revised windscreen design.

Part Route 258: Harrow Weald - Watford Junction

My final full route of the day continued the diesel theme with another VW ride, this time on the 258, my first time on the class on this route since it transferred to Metroline on re-tender in early 2025. The 258 is intended for VWs, but usually is a mix of VW & VWH types. The next northbound bus at the home garage (HD) was a VWH, so I awaited the second one, which turned out to be VW1398.

Jumping on, I found it to be surprisingly full, but found a seat upstairs. As we made our way up Brookshill and Common Road through the pleasant countrified section of the route, our old VW seemed to be struggling a bit with the gradient, quite unusual in my experience on the class, although each example has its own characteristics. Arriving at “The Alpine” cross-roads, we turned left into the long main road section through Bushey Heath to Bushey, running in parallel with the 142 from this point. Eventually, we reached Bushey Station, where we called before continuing under the West Coast Main Line at Bushey Arches and around the one way system up to Watford High St Station. Most of our crowd alighted in the town centre, but I stayed on with a few others to loop around to Clarendon Road and along to the terminus at Watford Junction. A reasonable 35 min journey.

My second VW ride of the day was on VW1398 (also of HD Garage), seen at the end of my trip at South Harrow Bus Station. This was my first time on the type on the 258 since it passed from London United to Metroline in early 2025.

This is now the intended main allocation of the VW class at HD, although odd examples escape onto other routes as mentioned above.

Route 258: Watford Junction - South Harrow

The 258 has a 15 min frequency on Sat daytimes when I travelled, so when I saw another bus leaving Watford Junction just before we arrived there, I assumed our bus would be the next departure. However, there was a VWH ahead of us on the stand, so it appeared that we were the second departure after a lengthy 25 min stand time, during which I was able to watch comings and goings on local Watford services including Arriva 321 (now with brand new Enviro400 MMC deckers) and the Warner Brothers Studio Tour shuttle bus (with triple decker window vinyls!) which was doing a roaring trade.

I reboarded VW1398 at the scheduled departure time for an easy southbound run. Not too busy on this trip, whilst earlier traffic queues around Watford and Bushey seemed to have dissipated, enabling us to make good progress. Back through the town centre, then down to Bushey Arches where we did the obligatory loop around to serve the station. Then a bit of a slog uphill into Bushey itself, before continuing on via Bushey Heath to “The Alpine” junction once again. Incidentally, the Alpine was latterly an Italian Restaurant, not a pub, which was a well known local landmark and popular eatery which closed in 2016.

By now, we were a little early on the schedule and descended through the greenery of the wooded section via Clamp Hill to Uxbridge Road at a gentle pace, before taking a couple of minutes to await time at Uxbridge Road. Back at HD Garage, a driver change, before continuing via Wealdstone to Harrow Town Centre, with a double run to serve the Bus Station. From this point, just a few passengers remained on board and we climbed Harrow Hill past the famous Harrow School, the area being largely deserted during the summer holidays. It was then a short descent the other side down into South Harrow, terminating at the station after a run of a couple of minutes over the hour from Watford.

‍I covered the history of the 258 in my article “Haring Around Harrow” dated 27/01/25, just before the route passed from RATP Group to Metroline on re-tender and thus returned home to its original garage. However, it may be interesting this time to reflect on the “pre-history” of the 258, the Watford Junction to Harrow corridor being served for decades by the 158, which continued on via South Harrow (direct) to Ruislip Lido, before being diverted to Rayners Lane in 1966. In 1970, this RT route was truncated to operate between Harrow Weald & Rayners Lane only, with new OPO Route 182 taking the Watford Junction - Harrow leg with MBs and running on to Wembley. In 1971, the remaining rump of the 158 was withdrawn, being replaced by changes to the H1 and 114. Meanwhile, in the same year the 182 was cut back to run no further north than HD Garage when the 258 was introduced over the Watford - Harrow section.

With VWs for the 258 appearing on other routes at HD Garage, the reverse situation occurs with VWHs popping up on the 258. VWH2059 proves the point at South Harrow Station before departing for Watford Junction.

In contrast with VWH2190 pictured earlier, this older example has the traditional rounded front and windscreen.

Part Route SL9: South Harrow - Northolt

At South Harrow, I needed to regain the Central Line at Northolt, so had the choice of a 140 or SL9 to reach it. Next to arrive was First Bus BCE47124 of Harrow (SO) Garage on the SL9, not a Superloop liveried one, but a standard red example normally found on the 183. Nevertheless, it took me the 2 stops on this express service to Northolt Station in less than 10 mins, so a swift journey.

There, I crossed the road to the station and took a westbound Central Line train back to my start point at West Ruislip, completing my rides for the day.

Watton

We end with a flashback to the London Bus Museum organised Running Day in November 2019 to commemorate the traditional 140 through route from Harrow Weald to Heathrow Central, shortly before it was cut back to Hayes.

RT4779 is seen at Cherry Lane Cemetry, which a couple of Sunday afternoon journeys in each direction were diverted to serve en route until withdrawn in 1990. RTs lasted until July 1978 on the 140, making this the last route in North West London to host the type.

Northern Heights & Haringey Heartlands

This time, I take a trip across the top of North London from Barnet to Chingford, then back to Wood Green to try out the new bus services to Haringey Heartlands, before taking in Cockfosters and Muswell Hill on the return journey.

Arriva has introduced new BYD B11 electrics at Palmers Green (AD) Garage for the 34 and 141, although only a couple so far for Superloop SL1 pending installation of additional charging facilities. ED43 takes stand time at Barnet Church before my journey aboard to Walthamstow.

Deliveries of the type have so far also entered service at Croydon (TC) and Tottenham (AR) Garages.

Route 34: Barnet - Walthamstow

The first Saturday morning in August saw me arrive bright and early in Barnet, where I made my way to the start of Tfl Route 34 just south of St John The Baptist Church, known for decades in transport lore as “Barnet Church”. This location was originally a Tram terminus, then a Trolleybus terminus and finally a Bus terminus, with buses terminating from the south standing in a lay-by and then sweeping around through 180 degrees across the road junction below the church. These days, only the 34 regularly performs this turn, other routes in the town usually continuing to The Spires, Barnet Hospital or Chesterfield Road to terminate.

Quite a while since I had been on the 34, which received new BYD B11 electric double deckers in 2025 as part of its contract renewal conditions with Arriva, designated the ED class by the company, although the odd HV hybrid still turns out in support. I had only been on the type once before, a “Superloop” liveried example on the SL5 from Croydon (TC), so my first time on a standard red one. These vehicles have a somewhat squat appearance and whilst the interior is pleasant enough, they have a slightly claustrophobic feel in my opinion. However, the ride is smooth and the acceleration good, as I found after boarding ED43 at the first stop.

Not many passengers about at this time of day, so we had a fairly rapid run down Barnet Hill and past the Everyman Cinema along the main road to Whetstone. Turning left at the lights into Oakleigh Road North, we picked up a small crowd at the first stop before an easy run through suburbia to New Southgate. At the site of the former Standard Telephone Company works just across the bridge over the East Coast Main Line, I was reminded of how in RT days various short-workings used to terminate and start from this point at shift changeover times. Then it was on to Arnos Grove Station, where the stand was overflowing due to the Piccadilly Line being closed for planned engineering work and a replacement bus service was in operation, with terminating 251s and 298s competing for space with the rail replacement vehicles, whilst allowing free access for 34s and the other routes passing through!

After a bit of bus juggling, we were away and continuing down to join the North Circular, which enables a fast run when flowing well as at this hour at the weekend. At the stop before Palmers Green Garage, a swift driver change, before crossing the lights at the Green Lanes junction and continuing at speed to Edmonton “Cambridge” Roundabout. Briefly coming off the A406, we entered the narrow section of Silver Street, slowing us a little, until we rejoined the main drag at the end of Victoria Road beside Pymmes Park. This area was where the late TV personality Bruce Forsyth grew up, his parents owning and running a car repair garage in Victoria Road, now long gone.

A large passenger exchange at Angel Corner, where a man boarded carrying a large suitcase and an aluminium sink unit - I’ve heard of taking the kitchen sink on holiday, but this is the first time I’d actually seen it - and on a bus! He alighted after a few stops at the Eley Trading Estate. More rapid progress along the North Circ to the Crooked Billet Roundabout, making this a really fast journey and putting me in mind of trips I used to take on the route back in RT days, when I often experienced an exhilarating run - outside of peaks, the 34 was then mainly a fast road, perhaps less so these days but nice to rekindle old memories for once.

After Crooked Billet, we slowed down a bit for the final stretch into Walthamstow Town Centre, picking up short-riders at various stops including opposite the former Walthamstow (WW) Garage, which used to have a part share of the 34. No trace now remains, apart from the name “Omnibus Way” for the new road on the site and the former LCC Tramway Offices beside the entrance which have been converted to alternative use. After depositing most of our crowd at Walthamstow Market, we continued to Walthamstow Central Bus Station, terminating after a fantastic run of 50 mins. This had been a “proper” bus ride, how they used to be!

The 34 has provided a link between North & East London across the Lea Valley for many decades, although its destinations at each end have evolved over the years. Back in the 1950s, it ran between Barnet Chesterfield Road / New Barnet and Walthamstow Crooked Billet, although in 1956 part of the route was replaced on Sundays only by an extension of the 84, which 2 years later absorbed the whole of the 34 on that day of the week. In 1960, as part of the Trolleybus Replacement Programme, the route was extended to Leyton Green / Leyton Downsell Road at different times of day. Then, in 1964, the Barnet Chesterfield Rd - New Barnet section came off, transferred to new route 261. However, as part of the Reshaping Plan in 1969, the route was rerouted at the northern end to Barnet Church as part of further changes involving the 84 and 261. At the other end, further changes in 1973 saw the terminus becoming Leytonstone Harrow Green (M-F), Whipps Cross (Sat) and Walthamstow Central (Sun), which is how I first remember the route. By this time, it was RT on M-S and RM on Sun, although I never rode the latter.

OPO came to the 34 in 1977 with DMS types, featuring some of the later “B20” version with their distinctive rear cooling chimneys. However, in late 1981, these were replaced by Ms at AD Garage and Ts at WW Garage, due to each being in a different engineering area, so the route became one of the few to be simultaneously operated by both types. In 1984, the eastern terminus was standardised at Whipps Cross daily, although in 1988 it was cut back to Walthamstow Central, thus becoming the Barnet - Walthamstow route we know today, the route becoming all M from AD at that point. However, there was a short-lived 34A which operated for just a year from November 1988 between Walthamstow Central & Edmonton Park Road, which maintained a T allocation from WW for a while.

Tendering reached the 34 in 1997, when County Bus (T/A “Lea Valley”) won the route with Dart SLF single deckers, although a couple of Ms appeared at school times. Initially green and cream, the vehicles were repainted red and cream when the company was transferred to Arriva the following year. However, double deckers were really needed on the route and they returned in 2003 with conversion to low floor DLA & DLP types. In 2014, the route passed to Metroline for a single 5 year contract term, mainly using VWH Volvo Hybrids, supported by TE type Enviro400s. However, Arriva came back in 2019, the service returning to its old home at AD Garage, this time with HV hybrids, which continued until the current electrics recently replaced them.

I already mentioned the 34A, but there was another curious beast that was the 34B. This operated between Walthamstow Crooked Billet and Brimsdown Power Station, diverging from the 34 at Edmonton Angel via the Hertford Road and Ponders End. Limited to a few journeys in M-F peaks, it used buses off the 76 from Tottenham (AR) Garage rather than having much to do with the 34. In the 50s & early 60s it was RTW operated, until converted to RML in 1965, briefly featuring XA type Atlanteans when these ran on the 76 in the late 60s. The route was withdrawn in 1970.

Stagecoach operate the short local 379 between Chingford Station & Yardley Lane Estate. Enviro100 EV 46037 from Walthamstow Avenue (WA) Garage is the bus I travelled on and is seen casting a shadow at Chingford Bus Station. The second bus out was one of the Switch Metrocity EVs from the W5 allocation.

There are calls for the route to be extended to Waltham Abbey (perhaps together with the 215) to restore a link between the two towns, although this would no doubt entail funding by Essex County Council.

Route 379: Chingford - Yardley Lane - Chingford

From Walthamstow Central, I took the Weaver Line train just three stops to its terminus at Chingford, taking just under 15 mins.

Walking to the adjacent Bus Station, I was just in time to catch the next departure on local route 379 to Yardley Lane Estate. When Stagecoach took over the contract in 2024, the intended electrics were not ready, so a temporary allocation was set up at Walthamstow Avenue (WA) using Enviro200s from Catford (TL) Garage off the 124 allocation, which I had sampled back in March of that year. Eventually, the intended Enviro100 EVs were delivered and I boarded fleet no 46037 for its next round trip.

We departed the station on time with just me and the driver on board. A second passenger joined us at Station Road / The Green, who travelled just a few stops down KIngs Head Hill before alighting - and that was it for the trip! Only me on the remainder of the rounder. Out via Drysdale Avenue and Hawkwood Crescent to Sewardstone Road, before looping around to serve the Yardley Lane Estate stand, just before the border with Essex. The next section of the loop via Antlers Hill and Yardley Lane itself back to Sewardstone Road is extremely narrow, with parked cars each side, which we negotiated very gingerly. At times, inconsiderate parking on this section means that buses have to be diverted without serving it.

Back in Sewardstone Road, we continued via the reverse of our outward route to Chingford Station, with not a passenger to be seen. Just a 25 min round trip. Interestingly, when I commented to the driver about how quiet the journey had been, he explained that the driver on the second bus on the route had taken over late and had been running up to 15 mins late on the last 2 trips - this on a scheduled 20 min frequency - so had been just a few minutes ahead of us and was pinching all the passengers!

The 379 has been in the news recently amid calls for it (and/or the 215) to be extended the short distance from Yardley Lane to Waltham Abbey, where residents have been calling for a reinstatement of a regular link between the town and Chingford (once provided by the 242 many years ago), plus improved bus services generally, particularly in the light of a lack of decent evening and Sunday services. Another demand is the reinstatement of the 317 from Waltham Cross to Upshire. Local councillors and other interested parties have organised an on-line petition and are lobbying both TfL and Essex County Council to make these changes. My 379 driver told me that he had a regular passenger who arrived at Chingford Station by train and took the bus to Yardley Lane, where the passenger had to arrange for a family member to meet him by car to take him to his destination of Waltham Abbey due to the lack of a through service. Also, 215 drivers often report passengers travelling to Lea Valley Campsite and then walking north along Sewardstone Road to reach their destinations. An extension of the 379 to Waltham Abbey would take only around 10 mins extra running time each way and a 20 min frequency could be provided with 3 buses, so over to TfL and ECC on that one!

The 379 was originally numbered 179A, which replaced the Chingford Station - Yardley Lane section of the 242, when that route was withdrawn between Waltham Abbey and Chingford in 1986. Originally operated with LS Leyland Nationals by London Buses, it passed to Grey Green on retendering in 1987 and was renumbered 379 using Leyland Lynxes. In 1989, it was converted to Mercedes midibus operation with Eastern National and rerouted away from the main road to the estate roads around the Yardley Lane area, although the contract passed in turn to Thamesway and then First Capital as succesors to Eastern National.

Low floor conversion in 2004 saw DMS Dart Marshalls introduced, still with First, but Arriva took the contract in 2007 with PDL Darts, replaced in turn by ENS Enviro200s in 2013. Go Ahead were next in line to operate the route, from 2017, generally using WS Wright StreetLites, although other types appeared. Present operator Stagecoach took over in 2024 as explained at the start of this section. ‍

The 444 between Chingford & Turnpike Lane is operated by GAL from Northumberland Park (NP) Garage and is already onto its second generation of electrics, with Wright Kite Electroliners replacing the former SEe class Enviro200 EVs. SEL49 has just arrived at Turnpike Lane after my trip on board.

Note the wall mural behind showing Oliver Hardy and a flying saucer, which is part of a larger design commemorating the Ritz cinema which stood on this site from 1935 and was demolished in 1999 to accomodate the extension of the Bus Station.

Route 444: Chingford - Turnpike Lane

Back at Chingford Station, it was time to make my way over to Wood Green to ride the new sections of route associated with the Haringey Heartlands development. To get there, the simplest way was to take a 444 to Turnpike Lane, a route already onto its second generation of electric single deckers which I wanted to try out. The former SEe class Enviro200 EV have now been superseded by SEL type Wright Kite Elcetroliners on its latest contract retention with Go Ahead London. Already on stand at Chingford Bus Station was SEL49 of Northumberland Park (NP) Garage, which I boarded after a few minutes wait.

In contrast with the previous bus on the 379, which I had virtually had to myself, this was to prove a busy trip, with plenty on and off throughout. This is a route which in my view could do with double deckers - there is no physical restriction anywhere and the old 144 which the 444 replaced between Chingford & Edmonton was double deck. We filled up as we made our way out of Chingford via Larkshall Road to Chingford Hatch, before turning into New Road towards Chingford Mount. Another exchange of passengers, then onwards via Hall Lane to Walthamstow Avenue beside the North Circ for a short distance, before passing under it and up the slip road to join it at Angel Road. A rapid run, pausing to let a few on and off at the Ravenside Retail Park. Although we continued direct, plans are afoot to reroute the 444 via new roads through the Meridian Water development here and back to the A406 - watch this space, as they say.

Soon, we were back at Angel Corner, Edmonton, continuing under the railway bridge at Silver Street Station, before turning off along the back roads next to North Middlesex Hospital, of which the 444 is one of several routes to serve. Then on via Wilbury Way to the A10 Great Cambridge Road, joining the 217 & 231 routes from just south of the Cambridge Roundabout, crossing White Hart Lane and passing along The Roundway to Lordship Lane. Into the final section along Westbury Avenue where temporary lights and single carriageway working only delayed us for a minute or two. After crossing the course of the former Seven Sisters - Palace Gates railway line, which closed to passengers in 1963 and freight a year later, we arrived at Turnpike Lane Bus Station. Although a busy run, we only took 50 mins, with a smooth ride on the modern electric.

The 444 dates from 1991, when it replaced most of the former 144, which in turn had replaced the 102 over the Chingford - Edmonton section in 1988. Initially running via Silver Street between Edmonton Angel and Edmonton Cambridge, it was rerouted via North Middx Hospital in 2002. Initial operator was County Bus t/a Lea Valley with high floor Darts, as used on the 34 mentioned earlier, although in 1998 the company became part of Arriva. Low floor conversion came in 2000 with ADL Darts, although these were later replaced with DWL Cadets. 2015 saw the route reassigned to Tower Transit with WV StreetLites for a 5 year term, before GAL took over in 2020. SE class diesels were used temporarily until the SEe electrics were ready, which continued until the recent conversion to SEL types.

When GAL took over the 444 contract in 2020, the SEe electrics were not ready in time, so existing diesels were used as a stopgap for a few weeks. Enviro200 SE22 (NP) is seen in a wet Turnpike Lane Bus Station in early 2020 shortly before the Covid lockdown.

This vehicle has since been withdrawn from service.

Turnpike Lane - Wood Green

At Turnpike Lane Bus Station, I fancied a quick stretch of the legs, so took a short stroll along the High Road to Wood Green Station, passing on the way the Shopping City, which took less than 10 minutes - not much slower than the bus!

Map issued by TfL in 2024 showing the changes to routes in Wood Green to serve the new Haringey Heartlands development.

These changes were finally introduced at short notice on 1st August 2026.

GAL Volvo Enviro400 MMC hybrid EHV7 of NP Garage makes the turn from Station Road into High Road Wood Green on the first day of the extension of the 91 from Crouch End to Wood Green Station on its way to the Redvers Road stand.

The 91 is a hybrid salad of EH, EHV, MHV and WHV types. I travelled on a couple of MHVs over the new section.

New Part of 91: Wood Green - Crouch End - Wood Green

At Wood Green, I was able to observe comings and goings on the routes which had been changed from that day to serve the new Haringey Heartlands development, which basically occupies the area beside the East Coast Main Line between Alexandra Palace and Hornsey Stations.

First on the list, the extended 91, which has been projected from its former Crouch End terminus via Hornsey and the new development to Wood Green, the terminus being at the Underground station and the stand being in Redvers Road, where the 123 has been moved out and cut back to Turnpike Lane to accomodate it. The 91 is operated by GAL from NP Garage with a mix of hybrid types, but I joined MHV66 on its next southbound trip at the first pick-up stop in Lordship Lane, joined by half a dozen others, including a couple of younger enthusiasts who were busy videoing the ride. Crossing into Station Road, we received a query from people waiting as to where we were going, but no takers. We then entered the new section of route by turning left into Mayes Road, then sharp right into Western Road, where the scene changes from Victorian terraces to modern apartment blocks. Two stops on the new bit - at Western Road and in Mary Neuner Road (named after a former Mayor of Haringey in the 1990s), picking up one person at each .

All too soon, we were at the junction of Hornsey Park Road with Turnpike Lane, where we turned right to join Route 41 for the rest of the trip, under the ECML railway bridge, then left into Tottenham Lane past Hornsey Station and down to Crouch End, where I alighted at the stop before the Broadway at the end of the new section. A 12 min trip.

Crossing the road, I caught MHV95 for the return run, which arrived after a 5 min wait. Interestingly, a number of passengers already on board were making use of the new link and rode beyond the former terminus at Crouch End. On the new section, we dropped one person at each of the two new stops, where I noted 6 and 3 people respectively waiting on the opposite side of the road for southbound buses. About 8 of us alighted at Wood Green Station after another run of around 12 mins. It certainly seemed that locals were aware of the newly extended route and were taking advantage of it, although the numbers were swelled by first day enthusiasts.

The 232 has been diverted after Wood Green Station to a new stand at Coburg Road in Haringey Heartlands, where GAL Wright StreetLite WS132 (NP) is seen on the first day.

The former Turnpike Lane stand of the 232 has been taken over by the 123, which was cut back to this point from Wood Green with the changes, the 91 taking over the former 123 stand in Redvers Road.

New Part of 232: Wood Green - Haringey Heartlands - North Circular / Brownlow Road

Next, I switched my attention to the 232, which has been diverted southbound away from its former Turnpike Lane destination to a new stand within Haringey Heartlands. Whilst there is an undoubted value to the 91 extension, I suspect there is limited demand for a link to/from Palmers Green and the North Circular. It appears that the 232 has only been rerouted here to free up the former stand at Turnpike Lane for the newly cut back 123.

Also, whilst destination blinds and i-bus screens/announcements were correct for the 91 extension when I travelled, the same was not true of the 232. I boarded southbound GAL StreetLite WS132 opposite Wood Green Garage, which was simply showing “Wood Green” on the blind and, confusingly, “Turnpike Lane” on the interior screen plus announcements. As a result, the driver was informing all passengers that he wasn’t going to Turnpike Lane, so they all alighted. At least he asked me where I was going as I boarded, which I did with two other enthusiasts.

Then we were off, right turn into Station Road, with more questions as to our destination by a couple of people at the next stop but no resulting custom. Left into Mayes Road, this time continuing further along it, past a dolly stop, then right into Coburg Road and down to the far end at the junction with Western Road, where we finished at the new stand. Just a 4 min journey.

Asking the driver where he picked up on the return, he directed me around the corner to the northbound stop in Western Road, which I noted had the appropriate route number tiles and timetables for all the routes serving it (91, N91 & 232), as did the other stops on the new section of road. Only me and one of the two other enthusiasts took WS132 on the return trip, soon arriving back at Wood Green Station, where we had a driver change and more joined us. I stayed on the bus for a short distance further, up to Palmers Green Garage and then left at the North Circ, where I alighted at the junction with Brownlow Road after a 15 min ride.

The first pick-up stop for the 232 in Haringey Heartlands is in Western Road, which it shares with the extended 91 and diverted N91. New route number plates and timetables were in place for the first day.

This is just around the corner from the Coburg Road stand. Evidence of ongoing development in the area can be seen across the road.

Part Route 299: Brownlow Road - Cockfosters

Next item on the agenda, a rounder on the 299, which since I last rode it has passed from Sullivans Buses to GAL and been largely converted from diesel to electric, using the first Volvo BZL single deckers with GAL, ordered for both Orpington (MB) and Northumberland Park (NP) Garages. Classified as the SVM class, those at NP have been the first to enter service, on the 299, 389 & 399 routes in recent weeks.

Walking around the corner from the North Circ to the first northbound stop in Brownlow Road, new SVM17 arrived after a few minutes wait, bound for Cockfosters. There was a small number already on board, as we crossed into Powys Lane and skirted Broomfield Park, which includes the remains of Broomfield House, a historic mansion destroyed by several fires, but where heritage lottery funding is being sought for its restoration. Then, we hit temporary lights due to roadworks at the junction with Aldermans Hill, luckily not so bad in our direction but with a big queue coming the other way from Old Southgate. Once through, we were ok until Meadway, after which there was a slow-moving queue past Southgate College up to the station, which was closed due to the Piccadilly Line suspension.

The bus in front must have been delayed even more than us, as it was only a couple of minutes ahead on a 15 min frequency and I kept catching glimpses of it. We followed at a discrete distance past Southgate ASDA and then via the back roads of Avenue Road and Resorvoir Road, before turning into Bramley Road. At Bramley Sports Ground, we took a right at the roundabout for the crawl along Cockfosters Road to the station, where we surprisingly arrived virtually on schedule, unlike the late-running previous bus, after a 25 min journey.

GAL have taken delivery of a batch of 25 Volvo BZL electric single deckers for Orpington (MB) and Northumberland Park (NP) Garages. Those at the latter have entered service first, on the 299 plus the derivative allocation on the 389 & 399. SVM17 is seen at Cockfosters Station after my first ride on the class.

The subway out of sight to the right of this picture provides easy access to the Piccadilly Line Station across the road, except it was closed on this day for planned engineering work with a Replacement Bus Service in operation.

Route 299: Cockfosters - Muswell Hill

I had noted during my ride on it that, in addition to the new SVMs, there were a couple of older SEs out on the 299. A quick check on LVF showed that one was a couple of buses behind the one I arrived at Cockfosters on and was due to leave from there on its next trip in just over half an hour. This just gave me nice time to grab a sandwich and a drink and sit somewhere shady whilst I awaited it, whilst observing comings and goings on the Piccadilly Line Rail Replacement Service. This appeared to be operated by Arriva, mainly with superannuated Ts and DWs, but with the odd HV and LT also seen. A couple of TfL staff in pink hi-vis were directing confused Tube passengers at Cockfosters, the replacement buses proceeding via Southgate and Arnos Grove to link up with the Northern Line at Finchley Central. A second service was running from Arnos Grove via Bounds Green, Wood Green and stations south to connect with the Victoria Line at Finsbury Park.

Eventually, the expected Enviro200 arrived, SE167, which I boarded after it pulled up outside the station a couple of minutes before scheduled departure time. A good positive run ensued, our driver negotiating the parked cars around the back streets towards Southgate with aplomb. A brief Mexican standoff when a car coming towards us tried to sneak through a gap before us and failed, so after a short pause was forced to reverse to let us through.

Back at Southgate, the earlier traffic snarl-up seemed to have vanished and we called at the station before continuing without any hold-ups. At the temporary lights by Aldermans Hill, the southbound queue had gone and we only had to wait one sequence of the lights changing before we were through. In Powys Lane, a passenger pressed the bell just as the driver was passing the stop and was quite angry when the driver went straight past, although he did pull in at a safe place a bit further on in response to the passenger’s frantic shouts! Not the driver’s fault though.

Then on across the North Circ, calling at Bounds Green Station, before continuing along Albert Road and Alexandra Park Road up to Muswell Hill. There must have been a gap in the parallel 102s, as we picked up quite a few on this section. Arrival at Muswell Hill was after a decent run of 35 mins.

The current 299 is the fourth use of the number of London. It’s first incarnation was as a route between Southgate and South Mimms, with journeys to Cranbourne Road Industrial Estate, Clare Hall Hospital and Borehamwood. This began in 1970 in replacement of part of the 298 with crew RT operation. OPO came the following year with SMS single deck, then re-conversion to double deck using DMS in 1977. It ended in 1980 upon reintroduction of the 298.

The 299 number resurfaced briefly in 1984, when the Sunday services on the 228 & 229 were combined into one long route between Eltham & Green St Green using Titans. This was obviously not a success, as the former status quo was reinstated after less than a year. Then, in 1985, the 299 came back as a short local service between Stratford & Eastway Sports Centre using Titans, although this was later amended to LS Leyland Nationals. This version was withdrawn in 1990.

We come now to the current 299, restored to its orginal area of London as a route between Cockfosters & Muswell Hill, serving new roads and replacing the Southgate - Muswell Hill section of the W9 in 1992. Originally operated by First Capital with midibuses, it went over to low floor operation with DM Dart Marshalls in the early noughties. Go Ahead assumed the contract in 2012 with SEN class Enviro200s, although Sullivan Buses took over in 2018 using mostly Wright StreetLites. Following months of chaos in 2024, when the service descended into an unreliable mess with lots of cancelled trips, Go Ahead came to the rescue using SEs until the current electrics began to arrive.

Pending delivery of the SVMs, older Enviro200s have provided the service on the 299, with a couple still helping out on the day I rode it. SE167 (NP) is at the other end of the route at Muswell Hill.

This particular bus was previously at Merton (AL) Garage before being transferred north.

Part Route 299: Muswell Hill - Brownlow Road

To complete my round trip on the 299, I was able to step up a working and board SVM19, which was ahead on the stand at Muswell Hill when I arrived. Unlike the previous one I had been on, the interior screen wasn’t correct, as it was showing “36 to New Cross Gate” (!), an unfortunate bit of mis-programming, although strangely the verbal announcements were working properly.

After a short 10 min run, I arrived back at my start point just short of the North Circ in Brownlow Road.

Part Route 34: North Circular / Brownlow Road - Barnet

To complete my day, I returned to my start point at Barnet Church, catching the next westbound 34 around the corner on the North Circular. Another fast run aboard Arriva ED6 of AD Garage, which was a nice way to finish.

Watton

Back where we started at Barnet Church, with one from my archives taken at the end of 1981, when the Palmers Green share of the 34 was converted from DMS Daimler Fleetlines to MCW Metrobus. M616 illustrates the change.

At the same time, the Walthamstow Garage share of the 34 was converted to T class Titans, making this one of the elite group of routes to feature both types simultaneously.

King of the Road in Kingston

This time, I head off to the South West corner of the London Bus Map, riding First Bus services in the Kingston area. On my travels, I rode a new electric, an older diesel and a few hybrids, with a final ride on a route due to pass to another operator very soon.

First Bus Wright Kite Electroliner WKE37119 of Fulwell (FW) Garage shows off the chunky lines of the class on the 371 at Richmond Manor Road Sainsbury’s before I travelled on it to Kingston.

This was my first ride on the type from FW, which shares its WKEs between routes 33 and 371 at the time of writing.

Route 371: Richmond Manor Circus - Kingston

Arriving by the London Overground Mildmay Line at Richmond Station, I was able to take a moment to admire the recently restored 1930s Art Deco interior and facade, before walking east along the Lower Mortlake Road to Manor Circus Sainsbury’s, start point of my first bus route of the day, the 371.

This service is operated by First Bus London from Fulwell (FW) Garage and has recently gained a partial Wright Kite Electroliner allocation to support its 5 year old BYD Enviro200 EVs, so I wanted to sample the new type on the route. LVF showed a similar number of each class out to play, with WKE37119 being on the second departure. Although nominally single deck, the route is not restricted in any way and one or two double deckers often appear, with 2 BCEs seen during my journey.

We departed Manor Circus on time, initially just me and the driver, although we soon began picking up in small numbers at subsequent stops. Three lanes into one at the Richmond Circus roundabout only caused a brief hiatus and we called at the station before swinging left into Queens Road away from the town centre. A couple of minutes delay at the Sheen Road / Church Road junction due to 4 way temporary lights, but once past we had a clear run around the twists and turns of Richmond Hill. This area was once covered by short local route 235 between 1955-66 using 1 RT which shuttled between Richmond Station & Richmond Hill - after withdrawal by London Transport as a result of the 1966 Overtime Ban, it passed through various private operators in subsequent years. Eventually, the 71 was diverted to serve the area, a situation inherited by the 371.

After this, we descended towards Petersham, passing a couple of the entrances to Richmond Park. The road here was famously closed for 18 months in 1979-80 due to “The Petersham Hole”, caused by the collapse of a buried stream culvert and sewer beneath the street, with bus route 71 cut back and the 65 split to operate from each side. From here, we turned right into Sandy Lane, to run around the estate roads of Ham, passing close to Ham House, an atmospheric 17th Century House set in gardens beside the River Thames and now a National Trust property. Crossing the main A307 road again at right angles, we continued along suburban Tudor Drive, before turning into Park Road, which we followed to the bottom of Kingston Hill. It was then a straight run past Norbiton Church into Kingston Town Centre, dropping off at various stops including Eden Street and The Guildhall, before terminating at Kingston Hall Road after a 50 min run. A smooth run on a modern electric bus to begin the day.

The 371 began in 1990 when the 71 was split, the new number taking the northern portion of the former route between Richmond & Kingston. Essentially, apart from one or two minor rerouteings, the route has remained the same since, except for short extensions at each end - from Dee Road to Manor Circus in Richmond and from the Bus Station to the High Street in Kingston. The original operator was Westlink, which used in turn LS Leyland Nationals, DWL Dart Wrights and then MV Optare Vectras, to which some XL Optare Excels were later added. Westlink came under the ownership of London United in 1995, which was the operator for 30 years through its periods with Transdev and RATP Group. Low floor Darts of the DPS class took over in 2002, until these were superseded by Enviro 200 DE types in 2009. Electrification with the current BEs occurred in 2021 and then in 2025, First Bus acquired the former RATP operations.

Whilst the main allocation has always been single deck, the odd double decker has appeared, with one scheduled for school journeys for most of the life of the route, although unscheduled visits have also happened in ones and twos over the years. The school journeys were scheduled for one Leyland Olympian operated by Armchair for a while in the 1990s, although this responsibilty later passed to London United, who operated various types including VA Olympian, TA Trident and SP Scania, either on the school working or helping out at other times.

By way of contrast to the previous picture, here is First London BYD Enviro200 EV BE37048, also of FW Garage, once again at Manor Road Sainsbury’s on the 371. This was on the working ahead of the one I took.

The 371 is typically around 50:50 operated by BE and WKE types, often supported by the odd BCE double decker.

Part Route K4: Kingston Town Centre - Kingston Hospital

Crossing Kingston Hall Road, I had around 20 mins to wait for my next bus on the K4 on the short trip to the end of the route at KIngston Hospital. This route is fairly unusual for a TfL service these days in that it operates on M-S only, with a 30 min frequency decreasing to Hourly late evenings. Operated by First Bus from Tolworth (TV) Garage, its normal allocation comprises short single door Enviro200 MMC single deckers, with the next to arrive being SDE20298.

Most of those already on board alighted at the various stops around the town centre, with just a few continuing up to Norbiton Station and around the corner to the terminus at Kingston Hospital. Just a 15 min journey.

First Bus single door Enviro200 MMC SDE20298 of Tolworth (TV) Garage is on stand at Kingston Hospital before departing for Mansfield Park with me on board.

This route is one of the few these days with TfL to operate only on M-S with no Sunday service.

Route K4: Kingston Hospital - Mansfield Park

After the break, I reboarded the same bus, which due to two K2s on stand at the pick-up stop opened its doors to let us on at the set down stop! Then, as there was insufficent space to pass the other two buses to leave the hospital, we had to continue along the car park access road to leave via the next exit, having to negotiate the muddle of cars which were vying for the limited parking spaces available. Eventually, we were free and continuing back through Norbiton to Kingston once again, over which section the traffic was by now a bit stickier than earlier on the 371.

The K4 circumnavigates the town centre calling at various stops including the Guildhall and Kingston Hall Road after Eden Street, when it could take the short cut via Brook Street without too much inconvenience and save a couple of minutes or so. Moving into Fairfield South beside the Recreation Ground, we entered a 20mph zone, which continued all the way to Surbiton (and beyond), progress seeming painfully slow. Along Villiers Road/Avenue and then down St Mark’s Hill to Surbiton Station, with a crawl along narrow Victoria Road past the shops and lines of parked cars. Turning left into Upper Brighton Road, the 20mph limit now continues all the way to the junction with the Kingston By-Pass at Hook - completely unnecessary on this stretch, where pedestrian numbers are usually fairly low and there are no sharp corners or other hazards requiring such a low speed.

Just before the roundabout at Hook “Ace of Spades” (closed), a set of temporary lights with single lane working due to more roadworks didn’t delay us more than a minute or so, although there was a queue onto the roundabout in the other direction which was blocking the flow. An easier run from here down to Hook Library, but then at the Bridge Road Roundabout we encountered another queue, this time southbound, due to more temporary lights and single carriageway working just beyond the junction. Eventually, we made it through, before turning off into the Winey Estate over narrow estate roads on the “Hail & Ride” section through to the terminus at Mansfield Park. Our trip time was 50 mins, amazingly only 5 mins late after the various delays en route and we had a 15 min layover to absorb this.

The K4 dates from 1989, when it began as a Midibus Route operated by Westlink with MR class MCW Metroriders. The original route operated from Kingston Bus Station on a one-way loop via Mansfield Park and back. This arrangement was amended several times at the Winey Park / Mansfield Park end until settling on the “out and back” route operated today. Other minor rerouteings have taken place between Kingston & Surbiton. The KIngston Hospital extension was introduced in 2000, came off again in 2001 only to be reinstated in 2005.

Initial operator Westlink was taken over by London United in 1995, to whom the contract passed formally the following year, with DT and then DR class Darts replacing the MRs. Small buses have always been a necessity on the K4 due to the narrow roads traversed and so a special short batch of low floor Darts (DPK class) were introduced in 2001. The same occurred on conversion to “classic” Enviro200s in 2011 with SDE types, which were in turn replaced by the MMC version in 2018. As with other routes in the area, First Bus took over from the RATP Group in 2025.

Here is SDE20298 again, this time an offside view at the other end of the K4 at Mansfield Park Ripon Gardens.

After going around the estate, buses used to operate direct to Hook when leaving this point, but now return via the reverse of the outward route after the terminal loop.

Part Route K4: Mansfield Park - Hook

After the break, I reboarded SDE20298 and we continued around the block before retracing our steps via the reverse of our outward route through the Mansfield Park estate, picking up in ones and twos. Unfortunately, back on the main road, we had to join the queue to pass the temporary lights near Bridge Road once again! Then it was a straight run down to Hook Parade, where I alighted after a short 10 min ride.

Route 467: Hook - Epsom

My third route of the day is a most unusual beast, more akin to a provincial service than a TfL one. The 467 operates between Hook & Epsom on an approximate Hourly frequency, M-S daytimes only, with school journeys extended at each end - to/from Hinchley Wood School and to/from Epsom General Hospital. The contract for the route is due to pass from current operator First Bus to Falcon Coaches in September 2026, being the latter’s first foray into TfL work, so a chance for me to sample the old regime for one last time.

Unfortunately, I had picked the wrong time to ride the route, as although it was the school holidays, extensive roadworks were taking place in Epsom Town Centre (of which I was unaware), with a double set of temporary lights at the High Street/East Street junction (4 way) and then at the East Street/Hook Road junction (2 way). As a result, delays were occurring to all routes serving Epsom, including the 467. Checking on LVF as I waited at the Hook “North Star” stop for the 13.01 departure, I saw that the bus to form this was about 20 mins late on its trip from Epsom, but that if the driver foresook his stand time, we would only be 10 mins late leaving. This duly happened and I boarded Volvo B5LH VH45125 of Tolworth Garage with one other passenger at 13.11, not too bad in the circumstances.

Naturally, we then encountered the roadworks and temporary lights south of the Bridge Road roundabout, which cost a couple of minutes, but after that we had a free run, turning into Garrison Lane past Chessington South Station and through the Copt Gilders Estate, with passegers joining and leaving in ones and twos. At the last stop in Gilders Road, two passengers boarded paying absolutely no attention to what bus they were on and were then shocked when we turned right into Moor Lane rather than left - clearly not noticing that we were a 467 not a 71, both of which serve Copt Gilders. After furiously ringing the bell, they alighted at the next stop and began walking back the way we had come!

Calm now restored, we continued along Chessington Road, picking a trio of young golfers at Horton Golf Park. Others on and off in small numbers as we continued towards Ewell, calling at Ewell West Station before entering the one way section past the ponds into Ewell Village, joining up at this point with the 406. The roads were eerily quiet for a while until we reached Kiln Lane Sainsbury’s where the ominous sight of non-moving brake lights appeared ahead. Several alighted at the Rainbow Leisure Centre, our penultimate stop, but we were then stuck in a queue to negotiate the two sets of temporary lights, with many on board using much choice language to voice their opinions about the council and the utility companies for creating this situation. In the end, we were not delayed too long in this direction and made it to the final stop at the High Street after a 35 min run, some 15 mins down on schedule, our driver having done well to drop only 5 more mins since the start.

First Bus Volvo B5LH VH45125 of Tolworth (TV) Garage rests between duties at Epsom Town Centre on the infrequent 467 to Hook. 2 buses provide an approximately hourly service M-S except evenings.

The route is due to pass to Falcon Coaches with new electric buses from 5th September 2026, so scenes like this will soon no longer be possible.

Part Route 467: Epsom - Chessington South

The 467 schedule appears at first sight to be somewhat inefficient, with 2 buses operating an Hourly service but on around 30 mins running time each way, with a 10 min break at Hook and a 50 min one at Epsom. It could be argued that, with the same 2 buses, you could run an improved 45 min frequency, still with 10 mins break at Hook and 20 mins at Epsom. However, I suspect that the 50 mins at Epsom is often used for the driver’s break, so an increased headway would need more drivers and thus increase the cost of the service.

Indeed, my return working from Epsom, due at 14.20, did not appear until 14.35, even though there was nothing to delay the bus from the stand to the first stop near the station by this much. As it was the same driver, I surmised that as he had arrived 15 mins late in Epsom and was leaving there 15 mins late, he had taken his allocated 50 min break, not unreasonable in the circumstances. Just three of us boarded at the station, but then it took about 10 mins to reach the next stop in the High Street, a few hundred yards away due to a superglue jam up to the temporary lights with two lanes into one and then another set of temporary lights soon after the previous set.

After what seemed an age, we were free of the roadworks and shot off like a cork out of a bottle! Despite taking the best part of 20 mins to travel just 3 stops, it was easy work back through Ewell Village to Ewell West Station and then on to Copt Gilders. I alighted at Chessington South Station after a 35 min run, which should have taken nearer 20 mins. Nevertheless, an interesting route providing a useful link, not particularly busy but with passengers well into double figures on each trip.

The 467 has its roots in London Country route 468, which ran between Chessington Zoo and Effingham via Epsom. It was renumbered 467 in 1999 and became part of the TfL network in 2000, by which time it ran between Hook and Epsom only. School journeys at each end have been a feature since the beginning, although the original northern destination of Claygate for these trips was later cut back to Hinchley Wood. The route was originally run by London United with DR then DP type Darts, although one double deck working with a Metrobus was introduced in early 2001 on M-F, later in the year this was extended to both workings. Low floor conversion in 2003 saw TA and VA double deckers used.

Quality Line took the contract in 2011 using Enviro400s, but the contract reverted to London United in 2017 when they purchased the former operator. From 2021, VH class hybrids largely took over, although the odd Enviro still appears - for now. All to change when Falcon Coaches take the contract with new electrics.

First Bus have a handful of Enviro400 double deckers remaining at Tolworth Garage. They normally appear on the 406 & 418, but also occasionally on the 467. Back in February 2020, ADE 40306 was captured at Epsom Clock Tower before commencing a trip to Hook.

This bus was originally DD14 with Epsom Coaches, trading as Quality Line. By the time of this photo, they had been taken over by the RATP Group, as the decals show. Note the black window surrounds which were a feature of this batch.

Part Route 71: Chessington South - Chessington WOA

At Chessington South Station, I had less than a minute to wait before another First Bus Volvo B5LH, VH45190 of Fulwell Garage, drew up to the stop on the 71. I hopped on for the short 4 min trip to Chessington World of Adventures. This is a large theme park, zoo and hotel complex, which originally opened as Chessington Zoo in 1931 and was developed into a larger resort and tourist destination which debuted in 1987.

Due to the angle of the sun, photography at Chessington World of Adventures was difficult on my latest trip, so instead here is one from my previous visit in June 2024. Another Volvo B5L hybrid, VH45133, of Fulwell (FW) Garage on the 71 after I had ridden it here from Kingston on that occasion.

This was before RATP had sold their London operations to First Bus in 2025, as can be seen by the ownership name between decks on the side.

Route 71: Chessington WOA - Kingston

Having travelled on the former northern section of the 71 at the start of the day (now the 371), I wanted to complete the southern part of the route which retains the original number. It also formed the first step on my journey home.

Arriving at Chessington WOA on VH45190, I was able to step up a working and board VH45193, another FW Garage bus, which was ahead on the stand. Incidentally, both vehicles were of the later design with the angular front, rather than the classic rounded front of the example I had ridden on the 467. Boarding with a number of WOA workers who were going off shift, we had a nice easy run for once! Back up to Garrison Lane, past Chessington South Station, terminus of the branch line from Waterloo, then through the Copt Gilders Estate, named after the farm which was once in this area, passing the attractive little church of St Mary’s Chessington.

Picking up good numbers all the way, we continued around the loop to Chessington North Station and then onwards to Hook, traversing the dual carriageway section up to the “Ace of Spades” roundabout, where the pub of that name is now sadly closed and boarded off in a derelict state. A short delay of a minute or two due to the temporary lights north of the junction as mentioned earlier during my southbound ride on the K4. Then we rolled onwards up to Surbiton, setting for the famous BBC TV sitcom “The Good Life”, which was actually filmed in Northwood rather than here.

Passing along Victoria Road to the Clock Tower, we then continued with a good load over the final section via the main road into Kingston. At the University, it must have been Graduation Day, as we went by crowds of students decked out in mortar boards and gowns. After dropping off at the town centre stops, we passed the site of the former Kingston (K) Garage, which was unusual as it originally featured both a garage and a Bus Station under its roof. The site closed completely in 2000 and is now occupied by the Rotunda complex including a cinema. We arrived at Cromwell Road Bus Station opposite after a reasonable run of just under 40 mins from the start.

The 71 began in 1950 between Richmond & Kingston serving new roads in Ham. Initially STL operated, RTs and RTLs soon replaced them. In 1951, the route was extended from Richmond to Hammersmith via Chiswick, replacing part of the 111. Then, in 1959, came a Sats extension from Kingston to Sunbury replacing shorts on the 216, which lasted until 1964. Meanwhile, at the other end, changes in connection with the Trolleybus Replacement Scheme in 1960 saw a further extension to East Acton, although this came off in 1966 when changes were made to the 72. The main service was cut back to Richmond in 1967, replaced to Hammersmith by the 90C, the 71 then assuming its original Richmond - KIngston course once again.

In 1968, the route was extended south of Kingston to Chessington & Leatherhead in replacement of parts of the 65 & 65A. Then in 1971, the Sunday service was converted to RF OPO. I first rode the route in the mid 70s when it was RT operated and well recall trips all the way down to Leatherhead Garage, where red 71s looked out of place amid the green London Country Buses when turning at that point. In fact, the 71 was the final route to retain RTs in the SW quadrant of London, only receiving RMs in early 1978, by which time the OPO Sunday service was BL.

The 71 began its retreat in 1979, being cut back from Leatherhead to Surbiton, which section was replaced by OPO Route 265, although the following year saw an extension back as far as Chessington Zoo. 1980 also saw a rerouteing via Richmond Hill at the northern end replacing the privately run successor to local route 235. Full OPO came to the 71 in 1985 when it was converted to M class Metrobus operation. As mentioned earlier, in 1990, the Richmond - Kingston section was hived off to daughter route 371, the 71 number itself now just applying to the short Kingston - Chessington part.

In the privatised era, the route remained with London United, through its various ownerships and passing to First London in 2025. Low floor double deck conversion came in 2002 with TA types replacing the long serving Ms. These were later replaced with SP class Scanias, although there were visits from most LU double deck types over the years. Contract renewal in 2021 saw VH type hybrids replace the previous diesels.

My final route of the day was the 85. Not the example I travelled on, but sister Volvo B5LH VH45178 on the Kingston Hall Road stand illustrates the normal allocation on the route with First Bus, once again from Tolworth (TV) Garage.

In contrast with the other two VHs featured in this article, this bus has the later angular front end with lozenge shaped windscreen, compared with the rounded style of the older examples.

Route 85: Kingston - Putney Bridge

Back in Kingston, I strolled back through the town from Cromwell Road Bus Station to Kingston Hall Road to pick up my final bus of the day, this time on the 85 to Putney Bridge. As it was now the start of the PM peak, I was half expecting a delay on this route, which is often affected by congestion on the A3 at Kingston Vale and by the ever-present traffic wall in Putney High Street. However, it was the school holidays, so traffic volumes were lower than usual and a check on LVF showed that a reasonable service was in operation.

I had just 5 mins to wait before VH45163 (another First Bus Volvo Hybrid from Tolworth Garage) departed the stand, circled the roundabout and drew up to the first pick-up stop, where I boarded with a couple of others. A rumble through Kingston Town Centre for the final time that day, picking up in reasonable numbers, then out of town at a crawl through to Norbiton. However, once at Kingston Hill we had a magnificent fast run over the long pleasant leafy stretch to Kingston Vale, during which we hardly stopped. Luckily, the by-pass was flowing well and we took the short detour to serve Roehampton Vale ASDA, where we rubbed shoulders with a couple of single deckers on the K3.

Back to the A3, which we traversed at speed, before turning off into the Alton East Estate at Roehampton. This section of route is odd in that it is only served in this direction, southbound buses having to continue along the main road due to the lack of a road connection from the estate to Kingston Road in that direction. So, if you live on the estate and want to go to Kingston, you have to take a northbound bus a few stops and change to a southbound one at Roehampton Lane, whereas on the return you can travel direct!

From Roehampton, we turned onto the section beside Putney Heath, until we reached the “Green Man” PH, where we were ordered to hold for 4 mins or so due to early running, with several leaving us to jump on to one of the various other services between this point and Putney. When we got going again, what happened? We hit the usual log jam in Putney High Street which seemed to take an age to traverse. Eventually we reached the Thames, crossed Putney Bridge and arrived at the terminus by the station 4 mins late - if we hadn’t been held earlier, we would have been on time. An example of poor control, there are several services between Putney Heath and Putney Bridge, so holding a particular bus to time for that short stretch seems completely unnecessary, with no discernable benefit to passengers. Our trip had taken exactly 1 hour end to end.

The 85 is a very old route, linking Kingston & Putney Bridge for decades. Back in the 50s, it hosted all RT variants at times - RTL, RTW and standard RT. From 1958, the Sunday service was replaced by a extension of the 14, a situation which continued until 1971. Conversion to RM came quite early for a suburban route, in 1963. OPO came in 1971 using single deck SMS, which clearly didn’t work as the route was double decked again the following year with DMS. A partial M operation in 1982 preceded full conversion to the type in 1985.

Tendering in 1990 saw the route awarded to London & Country using Volvo and later DAF DB250 double deckers, by which time the ownership had passed to Arriva. London United took the contract in 1999, unusually using the same DAFs but repainted from Arriva blue into LU red, white and grey. The next operator, in 2002, was London General, who employed WVLs plus a few VE class Volvo Enviros. London United assumed the route in 2016 with the current VHs, which have continued when the ownership passed from RATP Group to First Bus in 2025.

Whilst the 85 hasn’t changed that much, it has had a couple of interesting bifurcations. Firstly, the Alton East Estate section, which was initially introduced as a bifurcation from the Putney Bridge direction under the same number, then changed to a double-run on the main service, before becoming a rerouteing in the northbound direction only. Secondly, there were a few journeys that deviated via the Telegraph Inn on M-S at irregular intervals, following requests to serve some flats at that location. These operated from 1970 to 1990, although for part of that time they were transferred to the 85A (see below). This section is now covered by today’s 424.

Finally, a mention of the 85A variant, which followed the 85 from Putney Bridge to Roehampton Lane and then bifiurcated to the Alton West Estate, today referred to as Roehampton Danebury Avenue. This was a M-S service, introduced with RTL in 1961, converted to RM in 1963 in line with the 85, then converted to OPO with DMS in 1973. The Telegraph Inn trips on the 85 were transferred to the 85A in 1979 until 1981 when they reverted to the 85. This was because the 85A was withdrawn, the Danebury Avenue section being transferred to an extended 170.

At Putney Bridge, I made my way to the adjacent District Line Station for the journey home after an interesting day out.

Watton

Taking the “And Finally” spot this time, we have this view of Daimler Fleetline DMS192 of Putney (AF) Garage on the former 85A at Putney Bridge Station back in 1981 shortly before the route was withdrawn in April of that year and replaced by an extended 170.

Note the lazy blind in the “via” box which is a bit cramped but reads “PUTNEY BRIDGE STN & DANEBURY AVENUE MINSTEAD GARDENS”.

Topless and Tripping in Southend

In a follow-up to my previous visit to Thurrock, I continue down river to the Thames Estuary, where I ride covered and open top buses in and around Southend, catching up on recent service changes in the process.

Bus Map for Southend showing changes to services from June 2026. One of a series produced by Travel Essex on behalf of Essex County Council including routes of all operators. Copies were seen posted at principal bus shelters in the area together with the latest stop specific departure times, although a comprehensive timetable booklet which would assist users to understand the new network was not available.

Overview of Bus Operators in Southend

Arriva Southend is one of the two principal operators in the city, having its origins in Southend Corporation Transport, which was renamed Southend Transport in 1974 and becoming a limited company in 1986. It was sold by the council to the British Bus Group in 1993, which in turn was taken over by the Cowie Group and renamed Arriva in 1998. The original garage was closed and demolished in 2000, with a new one constructed nearby. Currently, the fleet consists of 16 double deck and 41 single deck vehicles.

First Essex is the second major operator in Southend, which arose from an amalgamation of Eastern National and Thamesway Buses, both originally being part of the Eastern National Omnibus Company. Becoming part of the National Bus Company, the ENOC was privatised in a management buyout in 1986 and sold to Badgerline in 1990, who in turn became part of First Group in 1995. The main company depot in the area is at Hadleigh, which operates around 60 vehicles.

Initially, Arriva and First kept mainly to their traditional local and “out of town” services respectively, but the advent of competition in the privatised era has seen more of an overlap and incursions into each other’s territory.

Smaller operators in Southend are Stephensons and NIBS, with Ensignbus operating the seasonal Open Top service along the seafront between Leigh-on-Sea and Shoeburyness.

Arriva Southend DB300 Wright Gemini no 4468 at Southend Bus Station before my return run on it to Shoeburyness and back on Route 2. This is the principal home of the type, although odd ones pop up on other local routes.

This is one of a batch of 10 of the type formerly with Arriva Liverpool now split between Southend & Colchester depots and is essentially a provincial version of the Arriva London DW type with some styling differences.

Arriva 2: Southend - Shoeburyness - Southend

My day began at Southend Central Bus Station, convienently located in the city centre, before most of the shops opened on a Saturday morning. As I had an hour and a half before the first “Open Top” bus of the day, there was sufficient time to fit in a round trip on local route 2 to Shoeburyness and back. Operated by Arriva, mainly with double deckers, this is a frequent route running every 10 mins M-F daytimes, 15 mins Sat daytimes and 30 mins Sun daytimes / M-S evenings.

Despite the relatively early hour, there were a few takers for the next departure, which was in the hands of DB300 Wright Gemini no 4468, one of several based at Southend previously with Arriva Liverpool and very similar to the DW type operated in London but with slightly different body styling. There was a small diversion in and out of town due to roadworks at the inner end of Southchurch Road, but we looped around to the south and soon regained line of route. A straight run to Southchurch “White Horse” PH where we paused for a couple of minutes due to early running. Then on through suburban housing to Bournes Green and Thorpe Bay Station, before a few twists and turns brought us to Shoebury ASDA. From here, it was just a few more stops to the terminus at North Shoebury, The Renown, not a pub but a shopping and neighbourhood centre, a little to the north of Shoeburyness itself.

After a stand time of around 10 minutes, I reboarded for the return trip to Southend, which was much busier than the outward run, during which we were treated to a game of musical chairs between a wheelchair and a large buggy in order to get both on board! Eventually, all was sorted out and we continued back into the city centre, picking up at most stops. A time of about 1 hour for the rounder, including the break at the outer end.

Ensignbus Volvo B9TL Open Top no 367, named “Butterscotch Breezer”, is seen at Southend Pier before commencing its first journey of the day on Route 99 to Leigh-on-Sea with me on board.

The second Open Topper behind in standard Ensignbus livery was being used as the spare bus and drivers’ rest room. Despite the early clouds, the day turned out bright and warm.

Ensignbus 99: Southend - Leigh-on-Sea

Back at Southend, it was time to head for the Pier for Open Top Bus Route 99. Southend Pier is 1.33 miles long, making it the longest pleasure pier in the world. The original timber pier began construction in 1829 and was replaced by an iron one in 1889. The Southend Pier Railway, opened in the early 1890s, was the first pier railway in the country and still operates today, although there have been periods of closure due to wartime, deterioration and a number of fires. I had ridden the line on at least three previous occasions, so did not do so again this time, particularly as there was a long queue when I looked!

Instead, I concentrated on the latest incarnation of the traditional seafront service which has operated in Southend during most years over many decades. Originating as a Southend Corporation seasonal service, the current route is run by Ensignbus using a fleet of 4 Volvo B9TLs branded as various ice cream flavours - see below for picture and descriptions. For the 2026 season, buses run every 30 mins between about 0930 and 1830, dates of operation being 23rd-31st May and 18th July - 6th September.

The first westbound working from the Pier was formed by fleet no 367, in a light brown livery as the “Butterscotch Breezer”. The helpful driver allowed me to board before the scheduled departure time and was armed with a plentiful supply of leaflets, as were two other staff members who were manning the stop and changeover point. Just behind, a second Open Topper in standard Ensignbus livery was acting as the spare bus and rest room. Only 2 other passengers, a mother and child, joined us for the trip, boarding shortly before we were due to leave at 10.00.

Bang on time, we were off and rumbling along the Western Esplanade with the Thames Estuary to our left and the attractive Cliff Gardens to our right. As this was low tide, a vast expanse of sand and mud was visible, as is usual here. Passing the famous Rossi Ice Cream Parlour at Cliffs Pavillion, we continued along the seafront through Westcliff, before swinging inland briefly at Chalkwell. Looping back round to to the estuary, we served Chalkwell Station before entering the long one-way loop at Leigh-on-Sea. Making our way through Old Leigh, we reached Leigh Station, end of the first leg of the journey.

Cover of the leaflet advertising Ensignbus Open Top Route 99, which contains the timetable, a map and details of fares. Copies were available in racks on the buses and were being given out by drivers.

The route number “99” is a play on the ice cream of that name, with the four usual buses each in a different colour and “flavour” - red (Strawberry Streamliner), green (Mint Choc Cabriolet), blue (Bubblegum Beachcomber) and brown (Butterscotch Breezer).

Ensignbus 99: Leigh-on-Sea - Shoeburyness

After the scheduled 5 min break at Leigh Station, we continued on, making our way uphill with good views of the Thames Estuary and the distant Kent shoreline. Then a sharp right turn along Marine Parade and through Leigh Broadway, where we picked up a total of 5 more at various stops. Completing the loop, we traced the reverse of our outbound route back through Chalkwell and Westcliff, attracting another 2 customers on this stretch. Arriving back at Southend Pier, we had a driver change during another built-in 5 min “hesitation”, which seemed unusual after just half a rounder!

Soon, we departed on the eastern prong of the route, passing under the Pier and along Marine Parade, with its traditional “penny” arcades and close to the Kursaal. Opened in 1901, this famous domed building was one of the world’s first purpose-built amusement parks. After closing in 2020 and falling into disrepair, the council have assigned a new lease to an operator who is currently restoring the building as a leisure destination. We dropped 3 passengers on this section and 1 more as we approached Thorpe Bay, leaving 5 on board plus me to continue across Shoebury Common to Uncle Tom’s Cabin, a well known purveyor of various foods and seaside delights such as ice cream. Then, we turned inland along Ness Road to come into Shoeburyness, terminating at Rampart Terrace adjacent to the East Beach. This is quite literally at the end of the estuary, with views of the English Channel beyond. The name Shoeburyness means “fortress at the headland”, derived from “sceo” (shelter/cover) , “burh” (fortified place/borough) and “ness” (flat headland).

We had a scheduled 15 min layover here, so there was time for me to stretch the legs, although interestingly most of the other passengers stayed put on the bus to await the return trip!

A nearside view of no 367, the Butterscotch Breezer, on stand at Shoeburyness East Beach between trips on the 99, before I rode it back from here to Southend Pier. This bus was previously fleet no 37410 with First Bus, serving in Bristol & Manchester, before conversion to Open Top.

Sneaking in behind is an Arriva Optare Versa on Route 9 (Shoeburyness - Rayleigh).

Ensignbus 99: Shoeburyness - Southend

Only one further passenger boarded at Shoeburyness for the trip back to Southend and that was it for this trip. Back through the town to Shoebury Common, where we rejoined the road along the shore all the way to Southend. Passing along Thorpe Esplanade, I recalled how as a very young child I walked along here in company with my mother and grandmother on a day out when a sudden gust of wind blew my plastic mac out of my hand and into a nearby garden, my grandmother having to knock on the door of the house in order to retrieve it!

Soon we were back in Southend, where a traffic queue had now built up on approach to the Pier, although we weren’t delayed long and I alighted at the end of my round trip, which had taken just under 2 hours, although this included 25 mins worth of breaks. Whilst the schedule appeared to have plenty of slack in it and we weren’t rushing at any stage, one of the drivers informed me that on busier days, particularly when there are bikers’ rallies along the seafront, then the extra time is needed to maintain the schedule. Total passengers apart from me on the rounder amounted to just 10, although several also did the round trip or most of it and it was only the first day of the summer holidays, so usage will probably build in the coming weeks.

Arriva began new Route 1X between Southend & Canvey (Leigh Beck) on 1st June 2026, when First Essex withdrew their 27 between the same points. The route operates on a partial limited stop basis and runs direct via Essex Way between Hadleigh & Benfleet, resulting in a faster journey time than the former 27.

Double deckers are normally used, like Enviro400 MMC no 6515, which celebrates the granting of City status to Southend in 2022, which was given as a tribute to the late local MP David Amess who was murdered in 2021 and had campaigned for this designation.

Arriva Route 1X: Southend - Canvey

Service Changes from 1st June 2026 saw First Essex withdraw their long-standing link between Southend & Canvey Leigh Beck provided by Route 27, diverting it to operate between Canvey & Hullbridge via Rayleigh instead, although the less frequent (and longer) Route 21 between Southend & Canvey Newlands remains.

However, at the same time, Arriva introduced new Route 1X between Southend & Canvey Leigh Beck, operating via a more direct route and on a partial limited stop basis. On the plus side, the 1X offers an overall end to end time of 65-70 mins, around 10-15 mins quicker than the previous 27 did. The down side is that the 1X only runs every 30 mins M-S daytimes (was 20 mins on the 27) and there is no evening or Sunday service, unlike the previous arrangements. I would like to think that, if the new route is successful, a frequency increase and evening plus Sunday service may be added in due course.

Arriva have obtained 5 relatively new (“21 reg”) Wright StreetDeck Ultroliners previously with Ensignbus for the new service, painting them in a special blue and yellow livery with red stripe and suitable signwriting showing the points served, although other double deckers from the Southend fleet often help out. Returning to the Central Bus Station in Southend, I saw fleet no 6000 undergoing a driver change on the stand, so boarded with around 10 others for the next trip.

Unlike the former 27, the 1X proceeds out of town along the seafront, looping around from the Bus Station to the Pier and providing the only all-year-round service along this section. At Chalkwell, we turned inland and then left onto the main London Road, which is followed through Leigh to Hadleigh, serving only principal stops over this part of the route. Upon reaching the roundabout beyond Hadleigh Bus Depot, we turned into Benfleet Road, which continues into Essex Way, passing some big houses and a short countrified downhill stretch before arriving into South Benfleet. This “cuts the corner off”, saving some time, although some school journeys (numbered 1S) still use the former longer route via London Road and Kents Hill Road.

At Benfleet Station, a short pause to await our scheduled departure time, then we were off onto Canvey Island across the causeway which links it to the “mainland”. As we entered the island, a large number of horse & carriage riders (known locally as pony & trap racers) were coming the other way. These events are quite frequent in the area and divide opinion between those who see it as continuing a tradition which adds some local colour and those who see it as disruptive to other traffic and with breaches to the highway code sometimes in evidence. Luckily, there were no delays in our direction of travel and we continued on the long and winding course through the island, serving the Sports Centre and various estate roads before arriving into the High Street, where most alighted.

A few more short-riders joined us in Canvey Town Centre for the run out to Leigh Beck, passing on the way the Canvey Island Transport Museum, based in the former small Eastern National depot and housing a collection of buses mainly relevant to the local area, with occasional Running Days held. This was not an Open Day, so the doors were firmly shut and we continued onto the final stop, arriving after a trip of 65 mins from Southend, a decent run. Passengers numbers just into double figures for most of the journey, although hopefully usage will build as people become aware of the new and quicker links provided.

Arriva also acquired 5 Wright StreetDeck Ultroliners from Ensignbus for the 1X, painting them in this attractive special livery with suitable signwriting for the service.

First of the batch, no 6000, is seen at Canvey Leigh Beck after I had travelled aboard it from Southend Bus Station.

First Essex Enviro400 no 34455 on Route 27 at Canvey Leigh Beck before I rode it to Hullbridge, to where the route was diverted from Southend with the June Service Changes, replacing the Rayleigh - Hullbridge section of the 20, except during evenings. Whether there is a demand for a direct service between Canvey & Rayleigh / Hullbridge in preference to Southend is a moot point!

This bus is former Arriva London T110, still with its old fleet number in the driver’s cab and one of a batch of 9 based at First Essex Hadleigh Depot. Most are still in this attractive two tone green “Essex Bus” livery.

First Essex 27: Canvey - Hullbridge

At Leigh Beck, as there was around 25 mins to my next bus, I had time for a quick stroll to the nearby breakwater, with views of the Thames Estuary. In addition to the locals fishing or walking the dogs, I observed a couple of traditional Thames sailing barges passing by. These flat-bottomed vessels with their unusual shaped distinctive red sails were specially adapted for the shallow waters of the estuary and were originally for transporting goods, although a number have been preserved for leisure usage.

Returning to the Bus Stop, I turned my attention to First Essex for my next ride, taking a trip on the rerouted 27 to Hullbridge as referred to earlier. A 20 min frequency applies M-F daytimes, 30 mins Sat/Sun daytimes and M-S evenings, Hourly Sun evenings. The M-S evening service runs only between Canvey & Rayleigh, the former Route 20 being retained in the evenings over the Rayleigh - Hullbridge section, except on Sun eves when the 27 runs through.

The 27 is mainly double deck and I had “classic” Enviro400 no 34455, one of a batch previously with Arriva London as their T110, as the former fleet number still proclaimed on the driver’s cab roof sill when I boarded. Neatly single-doored and with the seats now covered in grey vinyl. Whilst one or two of the type have been repainted into the new First corporate livery, most (including this one) retain the attractive two tone green “Essex Buses” scheme (at least for now).

We departed with just a couple of us on board in hot pursuit of an Arriva 1X, which we followed to Canvey High Street and on via the estate roads through the island, then back over the causeway to Benfleet Station, where we paused for a couple of minutes to await our correct time. We then departed and turned left at the pleasant little church of St Mary South Benfleet, which dates back to the 12th Century in parts. Continuing up to the Library, we had to stop for a few minutes whilst the pony & traps seen earlier passed us in the other direction. Then it was up Kents Hill Road to London Road, hanging a right through Thundersley and a brief wooded stretch before arriving at Hadleigh Roundabout opposite the First Bus Depot.

From here, we were onto the new section of route, swinging sharp left into Rayleigh Road. By now, we had regained our correct time and continued up to Rayleigh Weir and then into the town itself, picking up and dropping off along the way. From this point, we were onto the former Route 20, which we followed past Rayleigh Station and out of town over a mix of suburban and open sections into Hullbridge. We terminated at “The Anchor” PH after a run of 65 mins from Canvey, but I think I was the only one doing the full route, although a few did make use of the “round the corner” link between Canvey & Rayleigh. There seemed to be some disquiet amongst local passengers on the Rayleigh - Hullbridge section, who were bemoaning the loss of their former through link to/from Southend on the 20, with few seeming to want a bus to Canvey instead!

Route 20 was the traditional and long-standing route between Southend & Hullbridge, illustrated here by First Essex Trident Plaxton President no 33095 at Southend Bus Station back in April 2021. This bus was former First London TNL33095 and was one of a batch of the type that made Hadleigh Depot their new home, although all have since been withdrawn.

With the June 2026 Service Changes, the 20 is reduced to just a few M-S evening journeys, passengers at other times now having to use the 25 between Southend & Rayleigh and the rerouted 27 between Rayleigh & Hullbridge.

Part First Essex 27: Hullbridge - Rayleigh

A break of over 20 mins at Hullbridge provided the opportunity to walk down past the pub to the River Crouch, from where a ferry used to run to South Woodham Ferrers on the other bank. A pleasant spot, with footpaths enabling hikes each way beside the river, whilst swans competed with small boats on the water.

After the layover, I rejoined the same bus with half a dozen other takers, to travel the short distance back to Rayleigh Station, where I alighted 15 mins later.

My only single decker of the trip was Arriva Optare Versa no 4256, seen here at Rayleigh Station before riding it back to Southend on Route 1.

A few double deckers appear on the 1 during the week, although it was totally single deck on the day I travelled, a Saturday. Note the length of the vehicle, which is possibly the longest version of this type.

Arriva 1: Rayleigh - Southend

To end my day, I reverted to Arriva and their Route 1 from Rayleigh Station to Southend. The frequency is every 12 mins M-F daytimes, 15 mins Sat daytimes and 30 mins M-S eves & Sun daytimes, Hourly Sun eves. During the week, a few double deckers support the mainly single-deck allocation, but it seemed that on this Saturday at least, it was entirely single deckers in charge. Arriva Southend has a large fleet of Optare Versas and I had fleet no 4256, a particularly long example.

Departing from Rayleigh Station with a few already on board, we circumnavigated the town, picking up more on the way. Arriva operate several services between Rayleigh & Southend - the 1 via Hadleigh, the 7 & 8 via Rochford and the 9 via Eastwood - and I saw examples of these as we left Rayleigh. In our case, we continued back to Rayleigh Weir as per the 27 before deviating in a dog-leg through Thundersley Village and along Kenneth Road to London Road, before approaching Hadleigh from the west. Past the First Bus Depot and then a straight run to Southend, passing Hadleigh Church and then a brief section of open fields before reaching development again at Leigh-on-Sea. From here, we took the inland “main road” route through Chalkwell and Westcliff into Southend, arriving back at the Bus Station after a trip of exactly 1 hour from the start. Over the Hadleigh - Southend section, Arriva 1 competes with First 28, which provides a frequent service between Basildon & Southend.

My ride on the 1 reminded me of a previous trip on it back in the late 80s, when Southend Transport (as it was then) operated a fleet of ex LT Routemasters on various local routes and I spent a day tracking them down in the area. Happy memories to end the day!

Watton

Back in April 2021, I captured Enviro400 MMC on Route 1 at Southend Bus Station. This bus is in a heritage blue and cream livery for Southend Corporation, predecessor but one to Arriva in the area.

This bus is still in the Southend fleet in the same colours, as I saw it on the 1X during my latest travels.

“And Finally”…

Southend Transport was the successor to Southend Corporation and operated a batch of 23 ex London Routemasters between 1988 and 1993. They were painted in a light blue and white scheme with red band, operating on various routes including the 1.

Former Southend Transport fleet no 116 was better known as RM1543 when in London and was later preserved by Ensignbus. The bus is seen at North Weald in February 2023 when it operated in connection with a Running Day organised by the Epping Ongar Railway.

Flying the Blue & Silver Ensign

Escaping the heat of Central London for a while, I travel down river to slightly cooler Thurrock and catch up with changes to the Ensignbus network and fleet, riding buses in the Grays area.

The Ensignbus network map which shows most routes in Thurrock including those of other operators First Essex, NIBS and Central Connect, although oddly omitting TfL Routes 370 & 372, the inclusion of which would present a comprehensive picture of the links available in the area. The importance of Lakeside Shopping Centre and its adjacent Retail Park as a destination will be noted, which since it opened in 1990 has become the “de facto” town centre of Thurrock.

A Brief History of Ensignbus

Ensignbus was formed in 1972 by Peter Newman, commencing with a small number of commercial bus contracts. Later, the company diversified into secondhand bus sales, which started when London Transport began to dispose of its Daimler Fleetlines and then went on include ex London Routemasters and other types, eventually becoming the biggest used bus dealer in the UK. The company also became known for operating open top bus tours which began with the purchase of the London Pride Sightseeing business.

In terms of regular local bus operations, Ensignbus expanded into tendered London Buses work in East London from the late 1980s, although these were later sold to what became Capital Citybus. In 2004, the company’s first regular commercial service in Essex & Kent began, with the start of the X80 between Lakeside & Bluewater via the Dartford Crossing. Two years later, Ensignbus began operating services under contract to Thurrock Council, which is the origin of the current network. Further services were later added around Brentwood, which have since passsed to other operators.

The company also amassed a significant collection of heritage vehicles over the years, comprising both former London and provincial types, which were used on private hire and rail replacement work in addition to a regular Heritage Running Day held annually in Thurrock.

In 2023, with the retirement of Peter Newman, Ensignbus was purchased by First Group, with its bus dealer and bus service operations remaining separate from the operations of First Essex. The heritage fleet was not included in the sale and remains with the Newman family - see my previous article of 25th May 2026 “Heritage Buses: Zeroing in on Essex” for more details on this.

Current Ensignbus local service operations are based at the company’s Purfleet Garage, with the code “PT” appearing on many vehicles. Types in use comprise a mix of those purchased new plus some obtained secondhand. The most recent acquisitions at the time of writing are a number of former Stagecoach London Enviro400s, which operate beside several Volvo B9TLs that are a mix of examples new to the company and some formerly with First London / Tower Transit. Other double deck types include Volvo B5 LH hybrids, plus some Wright StreetDeck Ultroliners. Single deckers comprise a small number of Enviro 200s of classic and MMC versions. The total fleet is around 50 vehicles.

The cover of the Ensignbus Timetable Booklet which includes all the changes to services from March 2026 and was available in racks on most of the buses I travelled on.

Inside, there are timetables for all routes in Thurrock, including those of other operators, details of fares and a fold out map of the network inside the back cover An impressive publication which other operators would do well to emulate.

Route 44: Lakeside - Grays

My rides began at Lakeside Bus Station fairly early in the morning before the shopping centre opened. Ensignbus routes are a real mix of vehicle types - anything can appear on anything basically. Added to this, there is a considerable amount of interworking between services, so you can never be quite sure what will turn up!

I started with the 44, which operates between Lakeside & Grays in a long horizontal “U” shape via Purfleet. A 30 min frequency applies M-S daytimes, Hourly Sun daytimes. An Hourly M-S evening service operates between Lakeside & Purfleet only. The next departure from Lakeside Bus Station was formed by Volvo B5LH Wright no 506, a hybrid with the original Gemini 2 bodywork including the classic rounded front. This is one of a small batch of the type which were new to the company. We departed westwards on time via the Bus Only Road through the adjacent Retail Park and then along the Arterial Road, diverting off briefly to serve Uplands Estate, which produced a few takers. Then a left turn past the Ensignbus Garage and over the railway before looping around the Garrison Estate.

We then reached Purfleet itself, perched over the River Thames, where there was a welcome breeze blowing. This is the home of the Purfleet Heritage & Military Centre, housed in the one remaining Royal Gunpowder Magazine from the 18th Century. At Purfleet Station, we paused briefly when the level crossing gates closed to allow a C2C train to Fenchurch Street to pass. Continuing east, we reached Stonehouse Corner and the industrial area on the north side of the Dartford Crossing. Then along London Road through West Thurrock into Grays, passing a mix of residential and commercial properties. Incidentally, the name Grays comes from the de Grey family, granted the manor in the area by the crown in the 12th Century and who owned it for several centuries. The name “Thurrock” means a place where dirty water or bilge collects, in this case referring to marshy areas on the banks of the Thames, so the area became known as Grays Thurrock, later just Grays.

A busy journey on the final stretch, with many commuters into town, but we completed the trip in 40 mins.

Volvo B5LH Wright Eclipse Gemini no 506 at Lakeside Bus Station before I rode it on the 44 to Grays via Purfleet.

This is one of a batch of 6 of the type with Ensignbus, which retain the more attractive rounded Gemini 2 front rather than the angular version of later deliveries.

Route 33: Grays - Chafford Hundred - Grays

My second route of the day was the 33, a short local linking Grays with the new development at Chafford Hundred. An Hourly service operates M-S daytimes, which increases to every 30 mins during M-F peaks. Many trips interwork with the 88, of which more later. Indeed, Volvo B9TL Wright no 135 arrived on an inbound 88 and then became an outbound 33. I boarded with the throng, noting the First Bus purple interior but with new moquette, this bus being former First London and Tower Transit VN36158.

Proceeding around the town centre, we departed north along Hathaway Road, before looping around the Drake Road and Clockhouse Lane estate area. Then into the Chafford Hundred development of new housing, terminating at Chafford Hundred Station, which opened in 1995 and is situated on the Upminster - Grays branch of the C2C line. Just over 20 mins for this trip.

Our bus then departed out of service, but its replacement, Enviro400 no 120, had already arrived just behind. This is one of the former Stagecoach London examples (ex 19856) that came to the Ensignbus fleet earlier this year. On boarding, I noted that it had been neatly single-doored but retained Stagecoach blue and orange moquette. Proceeding back to town the way we had come, we picked up a reasonable number on the journey which once again took a tad over 20 mins.

This Enviro400 is now fleet no 120 with Ensignbus, but until recently was with Stagecoach London as their 19856 and was one of 11 such vehicles in stock at time of writing. Seen picking up on the 33 at Grays Bus Station after I had ridden it on both the 33 & 88, which interwork here.

This example has been single doored but retains its Stagecoach moquette inside. The Ensignbus livery looks smart on this vehicle.

Route 88: Grays - Orsett Hospital - Grays

My next route was the 88, which operates out to Orsett, a village to the north east of Grays. An Hourly service operates Daily, although with a later start on Sundays. Due to interworking, the next departure was formed by no 120 again, on which I had just arrrived on the 33, so I reboarded with a reasonable number of others. We proceeded out of town along Hathaway Road as per the 33, but then continued on to the main road at Socketts Heath, which we followed for a short distance.

At “The Oak” PH, we turned off into suburban Blackshots Lane, before looping around the housing in the Jesmond Road and Long Lane area of Stifford Clays, then turning into Cramavill Street. By now, most of our clientele had alighted and we hung a right into Stifford Clays Road for a speedy country section to Orsett, a pleasant place retaining its village atmosphere with narrow High Road, little pubs, historic church and a few thatched cottages. We proceeded around a one way terminal loop through the village to Orsett Hospital, where there is a 2 min schreduled “hesitation” before continuing on the return trip.

After regaining the High Road, we proceeded via the reverse of the outward route through Stifford Clays and Socketts Heath back to Grays, another quite well-used trip. A couple of minutes under the hour for the rounder.

The mix of types on Ensignbus routes is illustrated by Volvo B9TL Wright Gemini fleet number 135 departing from Grays Bus Station on the 88 to Orsett Hospital. I travelled on this bus earlier on my outward journey from Grays on the 33.

Another former Londoner, formerly with First London and Tower Transit as their VN36158, it has been retrimmed with new moquette.

Route 22: Grays - Aveley - Lakeside

By now, it was around midday, so I turned my attention to the more frequent services operated by Ensignbus, starting with the 22. This operates between Grays & Aveley via Lakeside at a 15 min frequency M-F daytimes, with one bus per hour extended to Purfleet. At weekends, the service drops to every 30 mins during daytimes, over the Grays - Aveley section only. An Hourly service operates daily during the evening, with buses continuing to/from Tilbury as 73s.

As with the other services I had travelled on, a good mix of types was evident on the 22, but I was lucky that the second departure from Grays was in the hands of another of the former Stagecoach London Enviros, this time ex 19780, now fleet no 117. Boarding with the assembled throng, I saw that this was another example to retain the traditional Stagecoach blue and orange moquette within its now single door layout and repositioned wheelchair space on the nearside.

We proceeded out of Grays Town Centre towards West Thurrock, but continuing along London Road beyond “The Ship” PH before turning off around the industrial estate and through the Retail Park, serving B&Q and IKEA amongst other well known stores. Then into Lakeside Bus Station for the main Shopping Centre. A couple of minutes for a driver change, before we swept out of the centre and up to the Arterial Road, before turning left past Davy Down Riverside Park and up Stifford Hill past the Mardyke Woods and Golf Club, basically following TfL Route 370 for a brief while. Then into Stifford Road and through Belhus, a large area of housing in South Ockendon, with an exchange of passengers ar Derwent Parade Shops. Continuing around the estate in a loop, we emerged again onto Stifford Road, which we followed for a short distance before arriving into Aveley. After serving the narrow High St, we made our way up Mill Road into Romford Road and negotiated the terminal loop to complete the journey at Usk Road near the shops. A 50 min run.

Our bus then departed “Not in Service” to await its correct departure time 20 mins later, but meanwhile Wright StreetDeck Ultroliner no 181 was already on stand to form the next service. I was the only passenger boarding at this point for the return run, which I travelled on as far as Lakeside, a 25 min journey back via Belhus. Incidentally, this was the only bus I travelled on which had next stop announcements, although the accompanying visual display was not working.

Another of the Enviro400s that passed from Stagecoach London to Ensignbus earlier in 2026 was former 19780, now fleet no 117. Captured at Lakeside Bus Station on the 22 on a trip from Aveley to Grays.

I had travelled aboard it on its previous outward journey from Grays to Aveley.

Route 83: Lakeside - Chadwell St Mary

Back at Lakeside, I ended the day with a return run on the 73/83 pair of routes, which operate in tandem from that point to Grays and east to the “Cross Keys” PH at Chadwell before splitting - the 73 proceeding south to Tilbury and the 83 looping around Chadwell St Mary.

I began with the 83, which operates every 30 mins M-S daytimes only, although the 73 provides an hourly evening service plus a 30 min daytime Sun service by double-running around the Chadwell loop on its way to/from Tilbury at those times. This may save a bus during those hours, but at the expense of longer journey times for through passengers.

The usual mixed bag of vehicles was out on the route, but next to arrive at Lakeside was another former Stagecoach Enviro, now fleet no 118, but better known as 19847 when in London service. I noted that this example had been retrimmed with new blue and white moquette and finished with silver handrails, although the incoming driver found one of the smaller seat top handles to have fallen off when carrying out his checks, so placed it in the cab for safe-keeping! A few minutes later, the replacement driver arrived and boarded a wheelchair user first before allowing the rest of us to follow. Then, spot on time, we were off, making our way to Grays again, but this time via the direct route along West Thurrock Way to “The Ship”, before continuing along the main road once more into Grays Town Centre. It was on this part of the trip that we encountered the only real congestion I had seen all day, with a slow moving queue for much of the way on this section.

However, the timetable seemed to allow for this, with a few extra minutes scheduled in the afternoon, so we arrived at Grays Bus Station on schedule. Then onwards around the town and out along Palmers Avenue towards Little Thurrock, before taking Southend Road up to Socketts Heath. This time, we continued on the main road along Wood View to Chadwell, with another traffic queue encountered on approach to the lights at the “Cross Keys” crossroads. From here, we parted company with the 73, turning north along Brentwood Road before taking a lengthy clockwise terminal loop around various estate roads in Chadwell St Mary. A few minutes “hesitation” is built into the timetable here, but we continued on to regain the schedule. I alighted back at the “Cross Keys” have circumnavigated the loop. A 55 min journey in total from when I boarded.

Not one I travelled on, but the side view of Volvo B9TL no 127 on the 83 at Grays Bus Station shows the prominent ‘tween decks advertising for the heritage bus hire available via Ensignbus.

Note the “Top Independent Operator” branding beneath the fleetname, an award which the company won in 2018. Local bus operations were sold to First Group in 2023.

Route 73: Chadwell St Mary - Tilbury - Lakeside

At Chadwell, I crossed the road to await the next 73 down to Tilbury, in order to complete the final part of the jigsaw of Ensignbus routes for the day. The 73 has a 20 min frequency on M-F daytimes, 30 mins Sat/Sun daytimes and Hourly evenings daily. However, as previously mentioned, during eves & Suns, it double runs via the Chadwell loop to cover the 83, whilst at the other end, extends to/from Aveley by changing number to 22 at Grays (NW-bound) and back to 73 at Lakeside (SE-bound).

My final bus was yet another of the former Stagecoach Enviro refugees, this time no 111 (formerly 19749 in London), also with the new style moquette and handrails fitted. We turned smartly right at the Chadwell Cross-Roads lights, passing the Grade 1 listed St Mary’s Church and continuing downhill through a brief stretch of open country to the outskirts of Tilbury. After dropping off and picking up along Feenan Highway, we came into the town centre, calling at Civic Square and terminating at nearby Montreal Road. Just a 10 min trip, the former extension to Tilbury Town Station, Amazon and Tilbury ASDA no longer covered since service changes in March 2026, this section being left to local Ensignbus 99 and First Essex 200, but maybe causing the loss of a useful local facility across the town.

After a short break of no more than 5 mins, I rejoined no 111 for the full return trip from Tilbury to Lakeside via Grays. Whilst we had been busy coming in to Tilbury, it was a quiet run in the return direction, although we were caught for a few minutes in the queue up to Chadwell Cross-Roads. Once past here though, all was fine and it was an uncomplicated run back towards Grays, with views of the Tilbury Docks to our left in between the ribbon development. A brief pause at Grays Bus Station before continuing back to Lakeside the quick way, taking just under 45 mins trip time.

Back in London Transport Country Bus and subsequent London Country times, the main trunk route in the area was the 370, which in those days ran from Romford to Grays & Tilbury Ferry at frequent intervals with a host of short-workings. Operated with Green RTs for many years, it was converted to RCL when these Green Line Coach Routemasters were released from the 723 group in the early 70s. Indeed, Grays (GY) Garage was one of the last to operate Routemasters with London Country in the late 70s. A surprise at the time was the conversion of the 370 to Bristol VR in 1977, firstly in crew mode, then as OPO vehicles, but they were transferred to Bristol Omnibus in 1980 after just 3 years’ service and replaced with new AN class Leyland Atlanteans. The 370 was gradually cut back at its southern end, first to Grays and eventually to Lakeside, becoming a TfL contract route in 2007 with Arriva, with whom it still operates at the time of this article. Today’s Ensignbus 73 covers much of the former 370 routeing south/east of Lakeside.

The 73 (Lakeside -Tilbury) was cut back in the latter town from ASDA to Montreal Road with the service changes implemented in March 2026. Enviro400 no 111 is on stand at the new terminus before I joined it for the ride back to Lakeside.

This bus was formerly 19749 with Stagecoach London, this example having received new blue and white moquette and silver handrails inside as can be seen here.

Other Ensignbus Routes

In addition to the six routes I travelled on, to give a complete picture of Ensignbus operations in Thurrock, there are two other services to mention:

• X80 - Lakeside to Bluewater via the Dartford Crossing. Operates Hourly Daily between 0600-2200 M-F, 0700-2100 Sat & 0930-1730 Sun. Normally double deck and often featuring Volvo B9TL no 130 in a special livery marking 20 years of the service in 2024.

• 99 - Tilbury Circular from ASDA via Ferry Terminal and Town, with peak journeys serving Amazon. Every 30 mins M-S daytimes only. Normally single deck using Enviro 200 “classic” or MMC types. Unfortunately, the Tilbury - Gravesend Ferry service across the Thames was withdrawn in 2024, depriving the area of a valuable direct transport link. At the time of writing, an investigation was being carried out as to whether the ferry can be reinstated on a viable basis.

The X80 provides a cross-river link between Lakeside & Bluewater via the Dartford Crossing. Volvo B9TL no 130 is seen at Lakeside Bus Station back in December 2023 but was still operating at the time of writing.

At the time, the vehicle had just been repainted into this special commemorative livery to celebrate 20 years of the service.

Ensignbus Running Day

To end, no visit to Thurrock would be complete without mention of the former Ensignbus Running Day, which featured preserved vehicles from the heritage fleet running over a number of routes in the area for one day each year, usually the first Saturday in December. I attended this event on a number of occasions and enjoyed riding former London buses, mainly my favourite RT types. The last of these events was held in December 2023, but many of the vehicles involved can now be viewed at the Zero2 Bus Museum in Essex, with occasional local rides available.

Watton

“And Finally”…

A reminder of the former annual Ensignbus Running Day is provided by AEC Regent III RT3232 in Green Line livery at Lakeside Bus Station in December 2023. The vehicle is operating on the X54 to RAF Hornchurch.

Green Line RTs were once a familiar sight in the Grays area on the 723 group (Aldgate - Tilbury) before they were replaced by RCL Routemaster Coaches in 1965 and would also have appeared on local Country Bus routes like the 370.

West End to West London & Back

On this adventure, I start and end in Central London, riding older hybrid and diesel buses to, from and around the western suburbs.

After First Bus London Optare MetroDecker OME46035 caught fire at Westbourne Park Garage on 24th June 2026, all examples of the type with the company (together with those operated by GAL) were temporarily grounded for checks. For First, this meant that their duties, mainly on Route 23, had to be covered by other vehicles, mostly ADH & ADE types brought in from other garages.

Enviro400H ADH45067 is seen at Aldwych before I rode it to Westbourne Park. As with many of the vehicles brought in, it has not yet been fitted with blinds, so has the number and destination on a windscreen notice.

Route 23: Aldwych - Westbourne Park

The Optare MetroDecker electrics have had an unfortunate time on TfL routes over the few years they have been in service. Several vehicle fires have seen the whole fleet taken out of use for periods to enable checks to be performed, the latest involving First Bus London OME46035 which caught alight at Westbourne Park Garage in June. Their duties, mainly on the 23, but also visits to the 295 and 452, have been covered since by a collection of ADE, ADH and VH types hurriedly brought in from other garages. The similar buses at Merton Garage on the 200 have been temporarily replaced by a mix of WHVs, WVNs and DELs. Metroline’s examples at Potters Bar Garage (mainly for the 134) were already off the road for new engines to be fitted.

However, the situation provided an excuse to ride unusual buses on the 23, so I headed to Holborn on the Piccadilly Line, before walking down Kingsway to Aldwych, the Central London terminus of the route. The sudden nature of the need to restock the route meant that initially, only a limited service was provided between Westbourne Park & Paddington, but a full timetable over the whole length was soon restored. When I arrived, Enviro400H ADH45067 was just arriving on stand, a bus which had been at Westbourne Park (X) until early this year mainly on the 31s, until that was restocked with new electrics. It then moved to Edgware (BT) for routes there, but has since been recalled to its former base. As yet, no blinds had been fitted and this seemed to be the case for most of the replacement vehicles I saw on the 23. Instead, the number and destination were on a windscreen card, not ideal perhaps but better than nothing!

We left on schedule, just after the morning peak and had a gentle run initially through the West End, passing along The Strand with few takers, potential customers perhaps enjoying a late breakfast at The Savoy Hotel. Pausing at Charing Cross Station, we continued across Trafalgar Square, where a stage was being prepared for the Pride celebrations the following day. Whenever I see Nelson’s Column, it reminds of the time many moons ago when John Noakes of BBC TV’s “Blue Peter” climbed it on ladders (and without safety equipment) to give it a wash and brush up!

Then up to Piccadilly Circus, known as the “hub of the empire” in the old days, before turning left along Piccadilly itself where Fortnum & Masons was about to open its doors for its well-to-do clientele. After calling at Green Park Station, we encountered the usual congestion at Hyde Park Corner roundabout, where the traffic flow needs sorting out. Then up Park Lane, in close pursuit of another older bus, Enviro400 E250 on the 36 to Queens Park. At Marble Arch, we made our way across to the Edgware Road, which we followed until turning left via St Mary’s Hospital to Paddington Station.

After a relatively quiet journey up to this point, we became busier with short-riders over the Inner London suburban section through Westbourne Grove and Portobello Market to Ladbroke Grove, causing us to drop a bit of time. Following calls at Ladbroke Grove Station and double-running to Sainsbury’s, we were fairly empty on the final stretch over Kensal Road and Golborne Road, terminating opposite Westbourne Park Garage after a run of 1h10m. A decent performance, given the conditions.

The number 23 was once associated more with East London, being a long trunk route between Marylebone and Becontree Heath, which was eventually cut back to its Aldgate - Becontree Heath rump through the East End. However, in the 1980s, it began to retreat in the east but gain ground in the west, ending as an RML operation between East Ham and Ladbroke Grove. However, in 1985, it was withdrawn and replaced by adjustments to the 15 and 15A.

The number re-emerged in 1992 for a daily route between Westbourne Park and Aldwych, extended to Liverpool St on M-F, crew RML on M-S but OPO M on Suns. It was fully converted to OPO in 2003 using TAL type Trident Alexanders (later reclasified TNA), with the Liverpool St section then becoming daily, the route by now being operated by First. In 2013, the contract novated to Tower Transit, using mainly DN type Enviro400s, although other classes appeared. Then, in 2018, came an extraordinary rerouteing away from the City out to Hammersmith, covering part of withdrawn route 10, giving a “U” shaped route from Westbourne Park, which few passengers probably rode the whole way, the 295 being much more direct between the two terminals. Tower Transit in turn gave way to the RATP Group, by which time the new OMEs had largely taken over.

In 2023, the route was restructured, the Hyde Park Corner - Hammersmith section being left to the 9, whilst the 23 instead gave assistance to the western leg of the 9 between Hyde Park Corner and Aldwych. Finally, in 2025, First returned to London and once again took charge at Westbourne Park Garage, including the 23.

This is one of the recalcitrant Optare MetroDeckers, OE (now OME) 34013 at Westbourne Park (X) Garage when new in 2021. At the time, Tower Transit was the operator, although the depot subsequently passed via RATP Group to First Bus London.

At the time of this photo, the 23 ran to Hammersmith via Kensington after Hyde Park Corner, only being rerouted to Aldwych via Piccadilly in 2023.

Underground: Westbourne Park - Ealing Broadway

At Westbourne Park, I made my way to the adjacent Hammersmith & City Line Station, taking the train a few stops to Wood Lane. It was then just a short walk past the former BBC Television Centre (affectionately known as “The Concrete Doughnut”) to White City Station on the Central Line, where I boarded a westbound service to Ealing Broadway.

Volvo B9TL VW1306 of Greenford (G) Garage finds custom at Clifton Road Greenford on the short E1 local service to Ealing Broadway. The route is on a 3 year contract with Metroline using these vehicles which expires in May 2027.

I arrived here on sister vehicle VW1305 and departed on the next working formed of VW1374.

Route E1: Ealing Broadway - Greenford

My second route of the day was one of TfL’s shortest - the E1, which runs back and forth between Ealing Broadway & Greenford. This is 2 years into a 3 year contract with Metroline, using mostly VWs out of Greenford (G) Garage, although the odd TEH and VWH also turns out in support. I had only a short wait for Volvo B9TL VW1305 at the shady Haven Green stand, with only a handful of us boarding when it departed. An easy trundle through the back-doubles of Ealing, pausing for a couple of minutes to await time only a few stops in. Crossing Argyle Road, we soon arrived at Drayton Green Station on the West Ealing - Greenford branch line, which now sees occasional use by one of the rechargeable battery-operated units converted from former District Line tube stock and on my list to sample on another day.

After passing along narrow Drayton Bridge Road, we turned right into Greenford Avenue, climbing Cuckoo Hill and down the other side. This was the site of a battle between Romans and Saxons in the 6th Century, this bloodshed being the likely origin of the name Hanwell, which is nearby, “haenwael” meaning a slaughter on high ground. We then swung left beside Brent River Park and along to the terminus at Greenford Broadway. Just an 18 min journey, after which the bus continued out of service along Greenford Road to the garage to stand.

Flashback to 2021, when London United (RATP Group) had a 3 year contract on the E1. Scania OmniCity SP40176 is seen on stand at Haven Green, Ealing Broadway, in July of that year.

At the time, this type shared the allocation with ADE and ADH classes.

Route E1: Greenford - Ealing Broadway

After a short break, I returned to Ealing Broadway on the E1, this time aboard VW1374, another uneventful and short 18 min trip. Reasonably well used with a number of end to end passengers.

The E1 was one of the Ealing Flat Fare Routes which came with “Reshaping” in 1968. Running between Greenford & Brentford via Ealing Broadway, it took over parts of the 211 and 83 routes. Initially single deck with MBS type Merlins, the Sunday service was extended to Syon Park from 1970. The allocation was upgraded to double deck with DMS in 1975, with the Syon Park extension ending in 1979. Ms replaced DMSs in 1981.

In 1990, the route was split at Ealing Broadway - the Greenford section remaining as E1 and the Brentford portion becoming E8. At the same time, the service was converted to RW minibus, under the “Ealing Buses” brand-name, although double deck operation with M remained during M-F peaks. The Metros were later replaced with LA class Olympians. Then, in 1997, by now with First, the main M-S service reverted to full double deck with Olympians, but with low floor single deck DM type Darts on Suns. Finally, in 2002, the whole daily service became double deck once again with low floor TN class Tridents, although these were replaced in 2009 with DN type Enviro400s, later redesignated TEs after the contract novated to Metroline in 2013 when First pulled out of London.

Since then, several operator changes have taken place, firstly with Abellio using Enviro400Hs from 2014-21, then RATP Group using ADE/ADH/SP types from 2021-24, before the current era with Metroline using mainly VWs.

Metroline VolvoB9TL VW1275 of Perivale (PV) Garage on the 297 stand at Haven Green, Ealing Broadway, before I rode this bus to Willesden Garage.

Whilst the latest contract renewal specified new electrics, these have yet to be introduced pending necessary infrastructure works at the garage.

Route 297: Ealing Broadway - Willesden Garage

Back at Ealing Broadway, my next route was the 297, the contract for which was renewed with Metroline way back in December 2022 on the basis of new electrics, but is still being operated with a mix of VW diesels and VWH hybrids all this time later, due to the usual reasons involving awaiting suitable infrastructure improvements at the garage, in this case Perivale (PV). Nevertheless, this provided an opportunity for another ride on one of the veterans, which in this case was Volvo B9TL VW1275.

At first, our journey was relatively peaceful, with not too many on board as we ambled through the Ealing suburbs via Scotch Common and Pitshanger Park across the A40 Western Avenue to Perivale. Past the station to almost the foot of Horsenden Hill, one of the higher points in the area at 85m above sea level, site of an Iron Age Fort, then more recently an anti-aircraft battery in WW2 to protect the local factories and now the location of a nature reserve, together with golf courses and a grazing project for cows!

However, we continued through the suburban housing of Bilton Road, then along Manor Farm Road passing close to Perivale Garage, before turning into Athlon Road where there was a glimpse of the new bus depot (coded AE) which operates as an outstation of PV and partially replaced the former Alperton (ON) Garage, which closed in 2021 and of which no trace remains, the site having been used for a new housing / commercial development. After serving Alperton Sainsbury’s and Station, we had an unusually easy run along Ealing Road, prompting a 4 min “hold” at the stop before Wembley High Road to await scheduled departure time. This was slightly unfortunate, as we then lost time in the busy High Road, due to both heavy traffic and large numbers boarding at the next few stops. Down Park Lane and along Wembley Park Drive the “quick way” to Wembley Park Station, where we had a lengthy passenger exchange. Luckily there were no events on at the adjacent Wembley Stadium, which often hinders efficient operation in the area.

After turning into Forty Lane, past the old Brent Town Hall, now the Lycee International Winston Churchill, it was a free run down Blackbird Hill, although the queue at the bottom waiting to join the North Circular threatened to hold us up. However, our driver made use of the Bus Lane to navigate around the obstacles and we powered up to the loop around Neasden Shopping Centre, before continuing down Neasden Lane past the station to Willesden High Road. We terminated just short of Willesden Garage after a journey of 1h15m, around 10 mins down on schedule.

The 297 was another route to emerge in 1968 from the “Reshaping Plan”, initially running between Willesden Garage and Perivale on M-S only as a replacement for part of the 46. Crew RT operated to begin with, it was intended for early OPO conversion, which occurred in 1969 with MB class Merlins, although strangely the Sat service retained RT for a few months. As with many single deck routes of the period, double deckers came back fairly swiftly, in this case with DMSs in 1972, which in turn were replaced by Ms in 1980. During this period, there was a short lived M-F Peaks bifuraction to Wembley Trading Estate from the Willesden direction, which oddly was not given the natural 297A suffix. 1984 saw the extension of the main service from Perivale to Ealing Broadway and later that year, a Sunday service was added, although this was very limited at first.

1990 saw the route converted back to single deck with DW Darts, although with a couple of Ms retained in M-F Peaks initially. The Wembley Trading Estate journeys came off at this time and the route essentially became the one we know today, apart from one or two subsequent minor intermediate rerouteings. By 1997 the route was with First Challenger and used DP class high floor Darts, although Metroline took the contract from 1998 with DLD low floor Darts. These were replaced by double deckers in 2003 in the form of TP type Trident Plaxton Presidents, which were in turn replaced by the end of the decade with TE class Enviro400s. The late 2010s saw mainly mixed VW and SEL (Scania East Lancs) operation, although the latter withdrew from the mix in the early 2020s.

Back in January 2020, Metroline Scania East Lancs Olympus SEL745 is seen on the 297 at Willesden Garage.

This type provided a part allocation on the route at the time but the class was withdrawn shortly afterwards, although at least one remains in preservation.

Route 52: Willesden Garage - Victoria

To finish, I had a choice to reach my final destination - the 6 and the 52 both link Willesden Garage with Victoria Station, but by very different intermediate routes. However, whilst I was weighing up the options, the decision was made for me when Metroline VWH1416 emerged from Willesden (AC) Garage to take up service on the 52. This was one of the older batch of Volvo Hybrids with Gemini 2 bodywork, very similar to the VW diesels, rather than the later Gemini 3 version which predominates at AC. It was also the only one out on the route that afternoon, so I jumped aboard for the ride.

Unfortunately, this was to prove a frustratingly slow journey in the build-up to the PM Peak, but we started off reasonably ok as we progressed along Willesden High Road, with plenty of takers. On the suburban section towards Kensal Rise, we encountered the first delay with roadworks and single-lane working protected by temporary lights. Then, after calling at the Overground Station, the habitual queue down to the Harrow Road reduced speed to a very slow crawl. Once across this major artery, we sped up a bit, calling at Ladbroke GroveSainsbury’s but then getting caught in yet another traffic jam on approach to Ladbroke Grove Station!

From here, it wasn’t too bad through the back streets to Notting Hill Gate, where many left us, but it took an age to perform the right turn into the one-way system at the top of Kensington Church Street. Once in that thoroughfare, a gentle run down to High St Ken, before swinging left past Kensington Palace and Gardens. A better run from this point and we were soon passing the Royal Abert Hall on one side and the Albert Memorial on the other. The hall was the brainchild of Prince Albert following The Great Exhbition of 1851 as a public concert venue but took several years to come to fruition and was opened by Queen Victoria in 1871 after Albert’s death. The memorial opposite is a Gothic Revival structure designed by George Gilbert Scott featuring a gilded Prince Albert below an ornate 54m tall canopy, commissioned by Queen Victoria in memory of her late husband and opened in 1872.

Soon we were running parallel with Hyde Park and passing Knightsbridge Barracks, home of the Household Cavalry, famous for their ceremonial duties at Horse Guards Parade including the annual Trooping The Colour ceremony. A slight delay at the lights where Knightsbridge joins Brompton Road, but then a clear run up to Hyde Park Corner, where most of our remaining clientele alighted. Just a few of us on the final stretch along the back of Buckingham Palace Gardens to Victoria Station, where we arrived after a very long 1h40m journey - nearly half an hour late on the schedule. However, it was interesting to note that almost all buses on the 52 were completing the full route, despite delays of 30-50 mins being noted from a quick review on Bustimes.org - presumably due to some judicious scheduling at the garage and missing out certain trips? The only bus I saw turned short was one in front of us at Notting Hill Gate, but that looked to be due to some kind of mechanical issue (perhaps overheating) rather than purely late-running.

The 52 is a long-standing trunk route between Victoria & Willesden Garage, although it once ran much further out to Mill Hill Broadway and Borehamwood. However, for much of the week, it ran in overlapping sections, until the northern section was gradually hived off to daughter routes. As far back as 1955, the main M-S service between Colindale & Borehamwood was replaced by a new 52A, using a mix of RT/RTL types as per the parent route. This in turn was replaced in 1962 by a new RT route 292 between Willesden Garage & Borehamwood, which is the origin of today’s route of that number.

Back to the plain 52, the main northern destination became Mill Hill from 1955, although it retained some M-F Peak & the Sun service to Borehamwood at first. In 1966, the 52A variant returned, this time on Suns only for the full route between Victoria & Borehamwood, although this only lasted a few months and didn’t see the year out. By now, RMs were starting to enter the allocation mix, with full conversion from RT achieved by the end of that year. Final withdrawal of the remaining Borehamwood journeys came in 1969, the route now being Victoria - Mill Hill daily. This continued through to 1985, when the Sun service went OPO using Ms, but this was merely the precursor to full daily conversion the following year.

In 1981, Victoria - Ladbroke Grove shortworkings were extended off the main route to Westbourne Park Garage and renumbered 52A, this being the third use of the suffix. Initially RM, the route received Ms and OPO conversion at the same time as the parent in 1986, but in 1987 was rerouted away from Westbourne Park to Acton via Wormwood Scrubs & East Acton. After various cut-backs, the 52A was withdrawn in 1991 and was partly replaced by new Route 70.

The next major change came in 1992, when the 52 was cut back to Willesden Garage at all times, the Mill Hill section now being covered by a new 302, which continues to this day. Tendering saw London Coaches win the route using Titans in a red and white livery with signwriting ‘tween decks, which presented an unusual sight in North West London, normally Metrobus territory. In 1995, the operation passed to Metroline, who returned Ms to the route before a batch of AV class Olympians took over. Low-floor conversion in 2001 brought VPLs (Volvo Plaxton Presidents) to the route, although the shorter VP version also appeared. The 2010s saw conversion to VWs, the initial diesels soon being replaced by VWH hybrids, which brings the story up to date.

Metroline Volvo B5LH Wright VWH1416 of Willesden (AC) Garage is at Victoria Station on the 52 after my marathon journey aboard and prepares to return home. The route has been retained on re-tender with new electrics promised later in 2026.

This was the only one of the early batch Volvo Hybrids on the route when I travelled, having the older Wright Gemini 2 body rather than the later Gemini 3 version worn by newer members of the class.

At Victoria, my bus rides were over for the day, so I made my way down to the Underground for the trip home via the Victoria Line.

Watton

“And Finally”…

The 52A was a new route in 1981 between Victoria and the then new Westbourne Park (X) Garage. It started with crew operation, as Routemaster RM962 demonstrates inside the garage on the first day, 15th August 1981. After various cut-backs, this service was withdrawn completely in 1991.

The route deviated from the 52 at Ladbroke Grove via Golborne Road & Elkstone Road to reach the garage, a section now mostly covered by today’s 23, bringing us back to where this article started!

South East London Enviros on Borrowed Time

Following on from my recent article tracking down remaining Enviro400s in East London, I move over to South East London and visit some of the routes there that still use the type, including a couple of services due to change operator during July.

Enviro400H MMC EH84 of Orpington (MB) Garage is seen at the Perry Hall Road stand on the 208 after my ride on it from Lewisham.

GAL is due to lose the route back to its original operator, Stagecoach, from 25th July 2026. Most of the EHs made spare are expected to move to Morden Wharf (MG) to enable the double decking of the 286 in place of its existing Wright Streetlites.

Route 208: Lewisham - Orpington

The Southeastern train took me from London Bridge to Lewisham, where I arrived early on a warm Saturday morning. Recent hot weather of 30C and over could have made bus rides uncomfortable, but by starting early I hoped to avoid the worst of the late afternoon heat and by sticking to downstairs on double deckers with the windows open I intended to keep my cool!

I began with the 208, which was due to pass from Go Ahead to Stagecoach on contract change towards the end of July. This will see the route restored to its traditional operator, after a 7 year term with GAL. I had less than 5 mins to wait at Lewisham Station before one of the usual Enviro400H MMCs, EH84, drew up to the first stop. The main batch of these vehicles are higher numbered ones in the 3** series, but Orpington (MB) Garage have a few lower numbered examples too. Once the route is lost, the intention is for most of the displaced vehicles to move to Morden Wharf (MG) in order to upgrade the 286 to double deck operation.

After boarding with a few others, we made a quick getaway out of Lewisham, along unusually quiet roads. Down through Ladywell to Catford, whose name originates from an ancient crossing over the River Ravensbourne, first recorded as “Catteford”, which could either reference the wild cats that once roamed the riverbanks, or could be a simple contraction of “cattle ford”, where local farmers drove their livestock across the river. Onwards past Catford Bus Garage, where the 208 will soon return home after the forthcoming operator change. Through Downham towards Bromley, we ran in tandem with a 320, sharing the load between us at the various stops.

A general exodus ensued in Bromley Town Centre, but we soon began picking up again by Bromley South. Then a staright run down to Bromley Common, where the main road towards Bromley Garage was closed due to roadworks, but didn’t affect us as we turned into Crown Lane towards Southborough. It was then a gentle suburban run, not stopping at many stops, through to Petts Wood Station, before continuing on towards our objective of Orpington. I had memories of riding the last RTs in South East London on the former 94 over this section back in 1978! Arriving into Orpington, we called at the station, followed by the War Memorial and other stops in the High Street, before terminating at Perry Hall Road, after a reasonable 65 min run at this time of day.

The current 208 is the third incarnation of this route number in London. The first version related a route in East London between Clapton & Bromley-by-Bow, which operated between 1934 and 1970. This was single deck due to low bridges and saw first LTL, then Q then RF classes, before being replaced by the S2. The second version emerged in 1971 in West London as a route between Hanwell and Hayes replacing the “round the corner” link previously provided by the 207A. It was SM then SMS operated and lasted until 1979 when it was replaced by an extended 204.

Today’s 208 began in 1982 and replaced part of the southern section of the 47 and the Bromley - Orpington section of the 94. This, in combination with new route 261, which replaced the other part of the 94, enabled the 208 and 261 to pass their operational garages at Catford and Bromley, whereas the previous 94 had not passed either, therefore eliminating unnecessary off-route garage journeys. To start with, the 208 had a a Saturday Shopping Hours extension to Surrey Docks, but this came off in 1987 and the route settled down to the one we know today between Lewisham and Orpington.

Initially crew operated with RM, Titans replaced these in 1984, also crew operated until converted to OPO in 1986. For a period in the 90s, there was a partial Dennis Lance single deck allocation with LA and then LV class vehicles, but this was unsuccessful and only lasted a few years. Both Catford & Bromley Garages had a hand in the 208, the proportions varying over the years, but by the late 90s included VA type Olympians from TB. Low floor conversion came in 2001 with Trident Alexander 400 ALXs, later replaced with Enviro400s. Go Ahead took the contract in 2019 with the current EHs, but as we have seen, that is about to change once again!

New electrics are due to convert the 51 in due course under its contract renewal terms. Meanwhile, existing diesels continue, including EN31 of Morden Wharf (MG) Garage, seen at Orpington Station before my ride aboard to Woolwich.

This is one of the batch inherited by GAL from First London, whose interior scheme it still carries. One of the WVLs which share the allocation can just be glimpsed behind.

Part Route 51: Orpington Perry Hall Road - Orpington Station

At Orpington, my second route of the day was to be the 51. This is one that I last rode in the other direction around 18 months ago, aboard a WVL when the service was still operated out of Bexleyheath (BX) Garage. However, in early 2025, it transferred to Morden Wharf (MG) to make room at BX for the uptake of the 99, 269 & 401 by GAL. Whilst electrics are intended for the route eventually, in the meantime existing diesels continue, usually EN class Enviro400s together with the aforementioned WVLs.

At Perry Hall Road, I boarded EN40 for the short trip up to Orpington Station, but after a couple of stops the driver announced that she would be turning short at the War Memorial due to late running. Luckily, EN31 was only a couple of minutes behind, so I was able to transfer together with the other remaining passengers. Within 10 mins from the start, I was alighting at the station.

An archive shot now from 1982, which sees then new Leyland Titan T487 of Sidcup (SP) Garage on the 51 at Green Street Green.

This was shortly before the route was withdrawn between this point and Orpington Station in September of that year, this section being replaced by a revised 229.

Route 51: Orpington Station - Woolwich

After the break, I reboarded EN31, noting its purple and grey based interior from its former life with First London before passing to GAL. By now, traffic was becoming busier in the town centre and we crawled down to the War Memorial in a traffic queue. However, after loading at the various stops in Orpington High Street, progress became quicker as we turned into Cray Avenue and along Sevenoaks Way, serving the various retail parks that line this stretch through St Mary Cray. Across Crittalls Corner Roundabout up to Foots Cray, where we passed near to the site of the long closed Sidcup (SP) Garage.

More traffic as we climbed Sidcup Hill, but at least it was moving. Then into Station Road and under the bridge at Sidcup Station, before the queues seemed to melt away as we entered the suburban area towards Blackfen, making faster progress for the rest of the trip. Welling High St is sometimes congested, but we had an easy run through on this occasion, turning off near the station and continuing up to East Wickham.

Through the housing to Plumstead Common, the scene of riots in the 19th Century when locals protesting that they had the right to graze their livestock there clashed with politicians who wanted to sell off the land to build houses for the growing workforce of the nearby Royal Arsenal. The Plumstead Common Act of 1878 ensured that 100 acres of land remained as public open space in perpetuity.

Then downhill on the final section into Woolwich Town Centre, terminating at Woolwich Market and opposite the Royal Arsenal site, now repurposed with new residential and commercial developments, adjacent to the relatively new Woolwich Station on the Elizabeth Line. A decent 65 min trip end to end.

I covered most of the history of the 51 in my article of 4th Jan 2025 “Old & New in South East London” to which you are referred if you wish to read the full story. However, the 51 has also had a number of interesting variants over the years, so this time I will cover these.

Firstly, there was a 51A on three separate occasions:

• Sidcup Station to Green St Green (1942-1968), Extended to/from Eltham Well Hall Station from 1958 onwards. M-S only. Began with STL/LT, converted in 1949 to RTL then RT. This differed from the parent 51 which went to Farnborough at the southern end and to Sidcup, Welling or Woolwich at the northern end.

• Woolwich to Green St Green (1968-1977), Extended to/from Charlton Station in M-F Peaks. M-S only. RT operated until 1977, then RM for the final few months. This was when the parent 51 was running Woolwich to Farnborough daily.

• Woolwich to Swanley (1987-92). This was during the period when Kentish Bus ran the main 51 and garage journeys were extended to/from Swanley (SJ) in service from Foots Cray on Sundays only. When SJ Garage closed and the allocation moved to Dartford (DT) or Dunton Green (DG) these trips continued to Swanley Beechenlea Lane.

Secondly, there was a 51B, Sidcup Station to Orpington Station (1943-1951). Irregular journeys, Daily at first, then M-S from 1948. Deviated from the 51/51A at Orpington War Memorial up to the station. Joint allocation with 51A using LT at first, later RTL. After being taken off briefly, the route was reinstated in 1952 with RTL and converted to RT in 1955. In line with the 51A, it was extended to/from Eltham Well Hall in 1958, but in 1964 was completely reconfigured to run between Woolwich and Sidcup Garage on M-F only, by now only deviating from the 51/51A over the extremely short section between Foots Cray & Sidcup Garage! Further changes in 1968 saw it cut back to run Blackfen - Sidcup Garage in M-F Peaks only. Complete withdrawal came in 1969.

Thirdly, there was a 51C, Welling Station to Green St Green (1958-68), Extended to/from Woolwich from 1963, with a peaks extension to/from Charlton. Sats only, RT operated. During this period, the 51A provided the main M-F and part of the Sat service to Green St Green, but operated at the northern end to Eltham, hence the need for a separate suffix for the Welling/Woolwich service.

Finally, back to the 51 itself, which had a couple of projections beyond its normal southern terminus at Farnborough back in the late 60s/early 70s to Hayes Station (M-S eves & Sun afternoons) plus a couple of Sun afternoon journeys to Bromley Garage. These were basically trips to serve Farnborough Hospital at visiting times, which were then much more limited than today. They were withdrawn with OPO conversion of the route in 1977.

All very complex and no doubt confusing to the punters, but fun for the enthusiasts!

The 301 was a new route in 2019 as part of the route changes to link in with the opening of the Elizabeth Line. Arriva London DB300 Wright DW485 of Dartford (DT) Garage is seen in Woolwich in August of that year.

At the time, this was the usual type on the route, although the allocation by the first half of 2026 was a mix of DW, T and HV classes.

Route 301: Woolwich - Bexleyheath

Next up, a ride on the 301. This relatively new route began only in 2019 between Woolwich & Bexleyheath via Abbey Wood, designed to provide connections with the Elizabeth Line which was due to open shortly at that time. I rode the route soon after it started, but after 7 years with Arriva out of Dartford (DT) Garage, it is to pass to Stagecoach from Plumstead (PD) when the initial contract expires in July. New Wright StreetDeck Electroliners are anticipated, although the revised contract will likely start with hybrids.

My original trip had been by DW, which was the standard type at the beginning, but since then the allocation has changed to a mix of HV, DW and T classes. On the day I travelled, only 6 (of the scheduled 8) buses were showing on LVF, comprising 3xHV, 2xDW and 1xT. I was unsure whether the missing two buses were actual cuts or simply not showing on LVF, but I wanted to ride a T this time as I had been on DWs before. After I arrived at Woolwich Elizabeth Line Station, the first 301 was an HV, the next departure 12 mins later not appearing so confirmed as a cancelled working. Departure 3 was another HV, followed by another missing bus according to LVF. However, out of the corner of my eye, I suddenly saw T327 come into view behind a couple of other buses, so dashed down to jump aboard this vehicle, which was in service but not showing on LVF for some reason!

A good number joined, the 301 having found a more useful purpose between Woolwich & Thamesmead, now that the “all stops” 472 has been withdrawn and replaced by the express “Superloop” SL11. Making our way to Plumstead Garage, we proceeded along the industrial Nathan Way, now a freehold section for the route. Then via Central Way to Thamesmead Town Centre and around Bentham Road to the Boiler House, with many alighting in the housing area. Quieter down to Abbey Wood Station, before proceeding up New Road through the woods to Woolwich Road. Then the final suburban stretch via Long Lane and down to Bexleyheath Town Centre. The route is relatively unusual for a double deck route in having a couple of short “Hail & Ride” sections, which produced some custom.

Arrival at Bexleyheath Town Centre was after a quick 40 min run, virtually on schedule, with a driver change taking place at the terminus for this route, situated a little further away from the main bus stands which are nearer to the Market Place.

Scroll forward to June 2026 and Enviro400 T327, also of DT Garage, sits at the other end of the 301 in Bexleyheath Town Centre after I had made the journey here on it from Woolwich.

Scenes like this will disappear from 11th July 2026, when the 301 passes to Stagecoach on retender after one 7 year contract term.

Route 422: Bexleyheath - North Greenwich

By now early afternoon and with temperatures on the up, there was time to fit in one more ride before conditions became too uncomforatble. Having sampled Enviro400s with Go Ahead and Arriva, I switched to the other main operator in South East London, Stagecoach, who still have a significant number in service at Plumstead (PD) Garage. One of their main haunts is currently the 422, where classic diesel versions share the route with later hybrid MMC versions.

After letting one of the newer buses go, the second departure from Bexleyheath Clock Tower was formed by older Enviro400 no 10194, so I clambered aboard with the throng. We plodded our way out of the town centre towards Bexleyheath Station through slow but moving traffic, but then sped up a bit as we entered the inter-war suburban housing that typifies the hinterland between Bexleyheath and Plumstead. A fairly gentle run with one or two “holds” due to early running on the padded timetable. Soon, we were passing the site of the old Plumstead (AM) Garage, now a Wickes builder’s merchants, which closed in 1981 together with nearby Abbey Wood (AW), when the new and much larger Plumstead (PD) site opened to replace both former depots and to serve the expanding Thamesmead area. There must have been a gap in the parallel 96 which we were now running in parallel with, as we picked up a fair number at most stops on this section.

Turning into Plumstead High St, we continued past the station and didn’t even pause at the bus garage for a driver change on this occasion. Soon we were at Woolwich Market, with a mass exodus of our by now full and standing load. With peace and quiet restored, we continued past Woolwich Arsenal Station and up the hill out of town in hot pursuit of a 53. A clear run into Charlton Village, passing the imposing sight of Charlton House, the only remaining complete Jacobean Mansion in the London area. Built in the early 1600s, it retains many original interior features and today operates as a community hub, events venue and cafe.

We rumbled on, reaching Blackheath Royal Standard, before turning off down the hill to Westcombe Park and East Greenwich. After a largely clear run, it was disappointing to hit a crawling traffic wall over the short section to Blackwall Lane, but as we had just been a few minutes ahead of time, this neatly brought us back on schedule. After dropping a few and picking up a handful at the next few stops, we arrived at North Greenwich Bus Station after a journey of 1h15m, where many were enjoying the delights of the attractions around the O2 Arena.

The 422 was born of the “Bexleybus” scheme in 1988, taking over the eastern part of the 122 and replacing much of the 122A between Bexleyheath & Woolwich. It was operated initially with LS single deckers in the dark blue and cream Bexleybus livery out of BX Garage. However, due to driver shortages, it was reassigned to Boroline Maidstone after less than a year of operation, using mainly Olympian double deckers. Following the failure of Boroline, Kentish Bus took over in 1992 using mostly the same vehicles, with Arriva in turn soon taking control of Kentish Bus.

In 1999, London Central, by now the operator at BX Garage and later part of the Go Ahead Group, took over the 422, returning the route to its original home. After just months, the route was projected from Woolwich to North Greenwich as part of service changes at the time to provide public transport to the Millennium Dome. Titans provided the initial rolling stock, with NV class Olympians also appearing. However, low floor conversion came in 2000, using early centre-staircase PVLs, although the later forward-staircase versions eventually joined in, as did WVLs and Es. The baton passed to Stagecoach in 2018, since when the route has run out of Plumstead (PD) with the Enviro mix referred to earlier.

The 422 was retained by Stagecoach from early 2025 for 3 years with existing vehicles. Enviro400H no 12388 of Plumstead (PD) Garage seeks some shade under the trees at North Greenwich Station.

When I travelled, the route was about 50:50 hybrid Enviro400 MMCs and “classic” diesel Enviro400s.

At North Greenwich, my bus rides were concluded for the day, the mid-afternoon heat having curtailed the thought of fitting in any more routes, so I made my way down to the Jubilee Line for the journey home.

Watton

“And Finally”…

Looking like the back of a bus, a rear view of Stagecoach Enviro400 no 10194 of PD Garage, parked up at North Greenwich following my trip on it from Bexleyheath.

In the background, the O2 Arena, formerly the Millennium Dome.

Heritage Bus Running Day - Route 213

The second Saturday in June saw another in the series of popular Heritage Bus Running Days organised by the London Bus Museum. This time, the main focus was on Route 213 between Sutton Garage and Kingston, with a smaller operation on part of Route 293 between North Cheam and Epsom.

The London Bus Museum flyer showing the details of the Running Day on TfL Route 213, plus the subsidiary operation over part of the 293.

The London Bus Museum website link for the event also included a full timetable and an allocation list.

Routes & Timetable

The main Running Day route was over the current TfL 213 between Sutton Garage and Kingston Fairfield Bus Station. Heritage Buses of various eras from the 1940s to the early 2000s ran at least every 10 mins over the whole route between about 0930 & 1800, with some additional “short” journeys from each end, plus a few early evening trips.

The subsidiary operation was over the North Cheam to Epsom Clock Tower section of TfL293 at broadly 20 min intervals and featured more modern “low floor” preserved vehicles. Many of these journeys changed at North Cheam to/from 213s to/from New Malden or Sutton.

AEC Routemaster RM1962 with running number NB4 emerges from Sutton Garage during the Running Day to commence a journey on the 213 to Kingston.

Norbiton (NB) Garage had a small RM allocation on the 213 on Sundays only for a short time in the 1960s, the main Sutton (A) Garage share being RT.

The Vehicles

A total of 36 buses were scheduled for the Running Day, mostly ex London, although there were one or two “no shows”, presumably due to mechanical issues.

Double deckers included several RMs but only one (of the scheduled two) RTs, which was a disappointment to some, as the 213 was more associated with the latter than the former for much of the 60s and early 70s. No DMSs were seen, although a couple of Metrobuses were in service (a type which appeared on the route in the 80s and 90s) and one Titan (a type not associated with the route). The unique Front-Entrance Routemaster, FRM1, was also out to play. Examples of more modern “low floor” classes included PVL104, WVL38, TA324 and Stagecoach Scania OmniCity 15001.

Single deckers featured a number of RFs, both red and green, plus a few Leyland Nationals. Older museum vehicles T448 and T792 appeared, whilst at the other end of the scale, there were a few low floor Darts:- London General LDP20, First DML41424 and Stagecoach 34359.

AEC Regal IV RF486 with suitable running number A8 copes with the crowd outside Sutton Garage before setting off for Kingston. The 213 was operated by this type from 1953 to 1963.

Note the driver and conductor wearing traditional LT Central Bus summer uniform. This RF was in service from 1953, ending its LT days as a staff bus then a driver trainer, before entering preservation in 1979.

Sutton Garage

The London General Omnibus Company opened Sutton Garage in 1924, with the adjacent Wimbledon & Sutton railway line opening in 1930. Built to hold around 100 buses, the allocation was initially much smaller, but grew after the Morden extension of the City & South London Railway (now the Northern Line) opened in 1926, with new “feeder” bus routes required as the population of the area expanded. A peak was reached with a run-out of 130 buses in the early 1950s, followed by a period of managed decline.

Following the establishment of London Regional Transport in 1984, route tendering was progressively introduced, with the London General operating division of London Buses creating the “SuttonBus” operation at Sutton Garage to successfully win the route contracts there in 1988. London General was acquired from London Buses by its management in 1994 and was sold to Go Ahead in 1996, the garage following suit. In 2023, the garage was converted to electric bus operation, using power taken from the railway behind the building.

Several of those present were commenting that it was a shame that the opportunity was not taken by Go Ahead to stage an Open Day at Sutton Garage to coincide with the Running Day, although it may be that, as an all-electric shed, access is required to recharging points throughout the day which may preclude such an event in the traditional fashion. However, as part of the garage was being used to park the heritage buses during their breaks, it may have been possible to organise something on a smaller scale in part of the premises.

RM1357 with suitable 1960s adverts stands outside Sutton Garage after arriving from Kingston on the 213. I rode this bus on its previous journey from Sutton to Kingston.

Built in 1962, this RM worked at various garages including Norbiton (NB), so could have appeared on the 213 during the period that NB had a Sunday allocation in the 60s. After withdrawal from London service in 1988, it had spells with Blackpool Transport and Reading Mainline, before being used as a Sea Scout training unit. It was sold for preservation in 2009 and restored to London condition.

Morning Rides

I arrived just after 9AM at Sutton Garage at the start of the day’s proceedings, my intention being to commence with a ride by RT on the 213 to Kingston, a type which I had missed on the route, it having been converted to DMS by the time I first rode it in the 1970s. However, the expected RT1798 failed to appear for reasons unknown, so it was over to “Plan B” and a trip by Routemaster instead aboard RM1357. The 213 had a small Norbiton (NB) Garage share on Sundays only in the late 60s alongside the principal Sutton (A) Garage RT allocation, so this was an authentic recreation!

We departed from the Bushey Road stop close to Sutton Garage with a reasonably full load and made our way to Sutton Green, before swinging a right into the High Street and along the Throwley Way side of the town centre one-way system up towards Sutton Station. Normal passengers began to join the enthusiasts already on board, with many favourable comments and much excitement at seeing a traditional open-platform bus in operation. Along Cheam Road to Cheam High Street, where we turned right into Malden Road, through an area associated in the 1960s with the late comedians Tony Hancock and Sid James in the BBC Radio & TV sitcom “Hancock’s Half Hour”, who supposedly lived at Railway Cuttings, East Cheam.

Temporary traffic lights on this stretch didn’t delay us for long at this early hour and we continued across the London Road junction at North Cheam, where several made interchange with the secondary heritage operation on the 293 to Epsom. I continued on the 213 up through Worcester Park, with the first congestion of the day being encountered on approach to the A3 Kingston-By-Pass due to roadworks and road closures elsewhere. However, despite a massive queue on the A3 itself, we were largely unaffected and continued via New Malden High Street and Coombe Road, before hanging a left along suburban Clarence Avenue and Kenley Road to Kingston Hospital. After this, we turned left down Kingston Hill through Norbiton and into Kingston, where more roadworks dictated a single lane westbound only into the town centre, We arrived at Fairfield Bus Station after a decent run of around 1 hour.

For the return trip, I returned to my intended itinerary, with a ride aboard red RF406, a type that was synonymous with the 213 from the early 50s to the early 60s. Single deckers had always been required up to this point due to a low bridge at Worcester Park Station, under which the route passed, but when the road was lowered here in 1963 no time was wasted in converting this busy service to RT, as the RFs had struggled with the loads at times. We circumnavigated Kingston Town Centre with all seats taken, before taking the diversionary route to Norbiton via Birkenhead Avenue, emerging into London Road close to the site of the long-closed Norbiton Garage which had once participated in the 213.

Up Kingston Hill, before turning right past the hospital and then the suburban section along Clarence Avenue back to New Malden. Unfortunately, the High St there was very busy with traffic and we took an age to crawl along it. After speeding up briefly, more congestion at the A3 Roundabout and another slow moving queue for most of the way up to Worcester Park. Better progress was made onwards to North Cheam, with another exchange of passengers to/from the 293, then the final section via Cheam back to Sutton, where most alighted at the stops in St Michael’s Way on the western arm of the one-way system. Then it was “around the back” to the garage via Crown Road and Collingwood Road. We terminated in Bushey Road beside Sutton Garage after an extended trip of 1h20m. Interesting to ride a type on the route that I had missed due to my extreme youth at the time that it would have been an every day occurrence!

RF406 at Kingston Fairfield Bus Station before I joined it for the return trip to Sutton. This bus was actually new into service on the 213 in 1953 and served at various garages before withdrawal in 1976, since when it has passed through various owners and been preserved.

To the rear, behind the RM, the front of LDP20 can just be seen, a Plaxton Pointer Dart that was a former Sutton Garage inmate and is now preserved.

Afternoon Rides

After a short lunch break, which included watching comings and goings at Sutton Garage, I resumed my rides with a second return trip on the 213 to Kingston and back, moving along through the ages and beginning with MCW Metrobus M6. This is a type that operated on the 213A from 1979 and later on the 213 during the 1980s and 1990s, an era I remember well, so good to recreate it once again. After the prototype Metrobus batch M1-5 entered service at Cricklewood Garage in 1978, the first production examples from M6 onwards went to Fulwell Garage in 1979, soon followed by Norbiton, so would have been seen in the Kingston area for many years afterwards.

The bus seemed popular with a younger crowd despite it now being the best part of 50 years old! Good to experience the familiar whistle of the Metrobus engine and the smooth if slightly bouncy ride that was associated with this reliable workhorse, which was a familiar part of the London bus scene in much of London for almost a quarter of a century. Traffic was still an issue in the early afternoon, particularly through Worcester Park and New Malden, so we took 1h15m through to Kingston on this trip.

For my second return run from Kingston, I came even more up to date, with a ride on a low floor vehicle, Plaxton President VolvoB7TL PVL104. The 213 was host to the type in the late 2000s and 2010s together with other classes of the same era, although the Sutton examples were generally the later ones with front staircases, rather than the earlier centre staircase versions like PVL104. This bus had passed to Bluestar in Southampton following London service and ended as a driver trainer with them, only recently coming into preservation and still in dark blue livery from its time on the south coast. Likely a repaint into London red will follow at some point.

We set off with another mainly youngish enthusiast crowd mingling in with the normal punters, although it was clear that many of the latter would be hard pushed to see much difference between this particular vehicle and other modern buses! By now it was getting on in the afternoon and traffic conditions had eased considerably since the Saturday “Midday Peak”, so we had a quicker run, taking just on an hour from Kingston back to Sutton Garage. A decent thrash in a more modern bus with which to end the day.

MCW Metrobus M6 was the first production example of the class in 1979 and is seen at Kingston Fairfield Bus Station after my ride aboard it from Sutton.

This vehicle has been superbly restored to original condition with black lower front panel and white upper deck window surrounds. It resides at the London Bus Museum.

Route 213 History: Crew Operation

The London General Omnibus Company first began a route numbered 113 between Kingston and Sutton in 1921, although it continued on to Belmont and Lower Kingswood (later amended to Banstead). The Belmont - Banstead section then transferred to the 164, with the remaining Kingston - Belmont portion renumbered into the new single-deck sequence as 213, this being part of the massive renumbering scheme implemented in October 1934 by the London Passenger Transport Board and the origin of today’s route number.

The 213 began with single deck LTL “Scooters” out of Sutton (A) and Kingston (K) Garages, which became joint operational sheds for many years, together with Norbiton (NB) which later joined in with a part allocation. An early route change in 1935 saw the route diverted via Carshalton Beeches instead of direct via Brighton Road between Sutton & Belmont. Certain journeys operated in service slightly off the main route to/from Sutton Garage. By the 1950s, Kingston’s minority share included Ts or Qs, with Norbiton putting out Ts when that garage opened in 1952.

In 1953, the route was converted to higher-capacity RFs, still with conductors as the previous vehicles had been. Single deck operation had been necessary due to low bridges at Norbiton and Worcester Park, although a rerouteing to serve Kingston Hospital in 1962 meant that the former was no longer passed under. At the same time, the Sutton - Belmont section of route was transferred to the 151 except on Sundays when it continued to be served by the 213.

The lowering of the road under the railway bridge at Worcester Park Station finally enabled conversion of the 213 to double deck with RT types in 1963. With this change came the introduction of the 213A variant, which served Clarence Avenue rather than Coombe Lane between Norbiton & New Malden and assumed the Sunday extension to Belmont. In January 1964, the 213A was extended to Wimbledon via Morden on M-S replacing the 286, resulting in the Sun service to Belmont being renumbered 213B. However, this situation was short-lived, as in November 1964, the 213B was withdrawn, replaced by the 213 to Belmont on Suns, whilst the 213A received a Sun extension from Sutton to Morden!

In 1966, Norbiton introduced a minority RM share to the 213 for the first time, although only on Suns, which lasted until 1969 when this element transferred to the 213A, but only until 1970, at which point both the 213 and 213A reverted to full RT operation.

Further changes in 1969 saw the 213A withdrawn between Wimbledon on M-S / Morden on Suns and Sutton Garage, this section being replaced by revisions to the 80. Meanwhile, the Sun service to Belmont switched back from the 213 to the 213A, with the 213 coming off entirely on Suns. Then, in 1970, the Sun service between Sutton & Belmont was withdrawn completely, although this section was added to the 213 in M-F Peaks in lieu of the 151.

M394 is more representative of later Metrobuses in the blander all red livery and was captured between trips on the 213 in Kingston. New in 1980, this bus worked for London Buses then Metroline, before passing through various private owners from 2004 onwards.

Metros first appeared on the 213A in 1979 and formed a partial or complete allocation on the 213 for most of the time between 1984 and 1997.

Route 213 History: OPO Days

One man operation, as it was then called, came to the 213 and 213A in 1972, using DMS Daimler Fleetlines from Sutton & Norbiton Garages. The routes now ran as 213 Kingston - Sutton Garage (M-S) and 213A Kingston - Sutton Garage (Daily) with a M-F peaks extension to Belmont.

As part of the “Busplan” changes in April 1978, the plain 213 was withdrawn apart from the retention of a handful of M-S shopping hours journeys between Kingston & New Malden, although these were taken off in October that year, leaving the northern part of Traps Lane unserved. The 213A via Clarence Avenue then became the main service until 1984, when it was renumbered 213 now that the suffix was no longer necessary. A part M class (MCW Metrobus) allocation had been introduced on the 213A in 1979 from Norbiton, although the Sutton share remained DMS for the time being. This split carried over into the renumbered 213.

The “new” 213 in 1984 had various legs. Running from Kingston to Sutton, it had branches to Sutton Garage (M-S eves), St Helier (M-S daytimes), Belmont (M-F Peaks) and West Croydon via Rose Hill, Carshalton and Roundshaw (Suns). This ran counter to the intention of Busplan 1978/9, which aimed to standardise routeings as much as possible and avoid variations on different days and at different times!

Tendering came to the route in 1987, when “Kingston Bus”, a new low-cost unit under London Buses and based at Norbiton Garage, won the contract for the 213. This used mainly refurbished training bus DMSs. However, further change came with the introduction of “SuttonBus” contracts in 1988, with the 151 now covering the St Helier leg of the 213 and a rerouteing of the Sunday service to Croydon via the 154. SuttonBus won the next tender for the 213 from 1990, with the route switching from Norbiton to Sutton Garage using Ms. At this point, the legs to Belmont & Croydon were withdrawn, replaced by new Route 413 and the Sunday introduction of the 154, leaving the 213 as the basic Kingston - Sutton Garage route we have today.

Leyland National LS103 arrives at Sutton Garage on a 213 journey from Kingston. New in 1977, it operated from Bromley, Elmers End & Croydon Garages until sold in 1990 to the Port of Ramsgate as a courtesy bus. It has been in preservation since 1999 and restored to London condition.

Whilst this type were familiar on routes from nearby Merton (AL) Garage in the 1980s, Sutton never operated the class in London bus service, although Norbiton did put out the odd LS on the 213 when it had a share.

Route 213 History: Into the Low Floor Era

The mid 1990s saw the acquisition of London General by its management and then its sale to the Go Ahead Group, who have won each succeeding tender on the 213. The Metros were ousted by NV class Olympians in 1997, which in turn were replaced by low-floor EVL class VolvoB7s in 2002. Subsequent years saw more of a mix of different types, including PVL, WVL, E, DOE and WHV classes. Standardisation returned in 2023 when the route was electrified using Ee class E400 City types.

Representing the low floor era on the 213, we have this study of Dennis Trident Optare Olympus DOE1 of Sutton Garage, caught at Kingston Fairfield Bus Station on a grey November day back in 2022.

Whilst all of this class has now been withdrawn from TfL service by Go Ahead London, several remain in use in other parts of the country, with this one being preserved.

Conclusion

As usual with these events, a good day out. I like the concept of picking a route and flooding it with old buses for a day, as it gives a better impression of what bus travel used to be like than when just one or two such vehicles are out. A good selection of buses from various eras to enjoy, although personally I would have liked to see a few more RTs, which are not only my favourite type, but were the main allocation on the 213 for several years and one I missed in actual service thereon.

It was good to see everyone (mostly) enjoying themselves, both enthusiasts and wider public alike, and despite some reports on social media and transport groups of bad behaviour amongst a minority of the younger element, I personally didn’t see much more than a bit of over-excitement.

Finally, thanks as always to the vehicle owners and volunteer crews, together with the organisers at the London Bus Museum, all of whom made the event possible.

Watton

London Transport (Country Buses) T792 is a preserved AEC Regal III with Mann Egerton bodywork dating from 1948. Seen on the Runnning Day outside the side entrance to Sutton Garage.

Red examples of the T class would have been seen on the 213 prior to RF conversion in 1953.

East London Enviros on Borrowed Time

Back in London, I spend a day in the Romford and Ilford areas to track down and ride some of the remaining “classic” Enviro400s in TfL service, of which a cluster of routes in this area still feature the type, either as a main allocation or as occasional visitors.

Stagecoach London Enviro400 10109 of Rainham (RM) Garage is seen at Harold Wood Station in the 496 before my ride on it to Romford Queen’s Hospital.

The contract for the 496 was renewed with Stagecoach in October 2025 on the basis of new Wright StreetDeck Electroliners in due course, so the days of sights like this are numbered.

Route 496: Gidea Park - Romford Queen’s Hospital

The “classic” diesel Enviro400 has been a familiar sight on London’s streets for the last 20 years or so, although most earlier examples have been withdrawn with many of these now enjoying a new life in the provinces, such as the ones I recently rode in Cornwall and the subject of my previous article. Rapid inroads are being made into the ranks of those still in London, with many of those remaining due for replacement either directly by new electrics or indirectly by the transfer of hybrids from other routes.

Stagecoach still have a significant pocket of diesel operation in East London, particularly on services around Romford out of North Street (NS) and Rainham (RM) Garages, although a substantial number of new Wright StreetDeck Electroliners are in course of delivery to replace the veterans. I began my day at Harold Wood Station, start point of Route 496, which was retained by Stagecoach on retender in late 2025 and is one of those due for electrification.

Meanwhile, diesels continue and Enviro400 no 10109 of RM Garage arrived on stand as I arrived. After a short layover of less than 10 minutes, the driver opened the doors and half a dozen of us boarded. Soon we were away eastwards along Church Road through typical East London suburbia, running parallel to the railway and the River Ingrebourne. Then a left turn up to the main A12 dual carriageway, which we crossed to enter the large Harold Hill estate. This was built after World War II to alleviate housing shortages in Inner London. Completed in 1958, it was located on the site of Dagnam Park House and grounds, with significant areas of parkland still remaining. These are home to herds of Fallow Deer, which often roam the streets, forage in gardens or rest on local green spaces. Indeed, as we made our way around the loop from Dagnam Park Road into Leamington Road, we encountered someone feeding a couple of deer on the grass between the houses!

We gradually picked up more passengers as we progressed, most travelling into Romford. Crossing Gooshays Drive, we had completed three sides of a square since we started and were now westbound. Entering the southern portion of Straight Road, we reached Gallows Corner, now partially reopened following recent roadworks, but still with some restrictions in place. No delays though and we continued along Upper Brentwood Road to Gidea Park Station, where some left us to transfer to the Elizabeth Line.

Then down to “The Drill” Roundabout, where six roads come together, taking the fifth exit along Heath Park Road into Romford, where most alighted either at the station, the shopping centre or the market. Only a few stayed on for the final section to Queen’s Hospital, where we terminated after a 40 min run.

The Harold Wood - Romford Market section of the 496 was once covered by the 66, until this was cut back to operate Romford - Leytonstone in 1982. In replacement, a new localised route numbered 296 took over the abandoned section, although this was extended to Ilford via Newbury Park and Gants Hill in 1987. Clearly, this longer route was not satisfactory in operation, as the 296 was split into two in 2000, the eastern part between Harold Wood and Romford Market passing to a new variant numbered 496. The route received a short extension to Romford The Brewery in 2003 and then to Queen’s Hospital in 2006.

Always operated by Stagecoach / East London out of either NS or RM Garages, the route began with Titan (T) and Olympian (VN) operation. Converted to low floor in 2003 with Trident Alexander ALX400s, these were replaced with Enviro400s in the mid 2010s.

Another Stagecoach London Enviro400, no 10134 of Romford North Street (NS) Garage, takes the shade under the trees at Romford Queen’s Hospital before my trip on it to Brentwood and back.

The 498 is actually scheduled for Enviro400 MMC double deckers, but the odd “classic” version often appears. On this day, 2 of the 5 buses out were of this type.

Route 498: Romford Queen’s Hospital - Brentwood - Romford Station

At Queen’s Hospital, I switched to my second route of the day, the 498 to Brentwood. This is nominally operated by MMC versions of the Enviro400, although the odd “classic” example often appears. On this day, there were two of the latter out to play and 10134 of Stagecoach’s NS Garage appeared soon after I arrived to form the second departure.

Only a couple of us boarded and we were soon rumbling back over the hospital approach road, then back to Romford Town Centre direct via the station, where we picked up a reasonable number. From Mercury Gardens, we swung right past the Town Hall and along Main Road, with a brief stretch of green between Raphael Park and Lodge Farm Park. Slow-moving traffic up to the lights at Balgores Lane, after which we sped up through Gidea Park and out to Gallows Corner once again.

Continuing straight on along the A12 Colchester Road, we dropped a few at the Retail Park and picked up a few at stops in the Harold Hill area bound for Brentwood. After Petersfield Avenue, there is a long fast country section with no stops and we roared along to the M25 roundabout, passing out of London into Essex, the next stop being at the Holiday Inn. We picked up a few more shortriders into Brentwood at the stops along London Road, before arriving into the High Street, where most alighted. The town centre has been made famous by the TV semi-reality series “TOWIE” (The Only Way is Essex), but none of the stars of the show were seen on this trip! Turning left into Ongar Road, we arrived at the terminus adjacent to Sainsbury’s. A 45 min run.

After a 15 min break, I reboarded the same bus and returned to Romford via the reverse of the outward route, a busier journey with a large number joining in Brentwood High St. I alighted at Romford Station 40 mins later.

The 498 came in 2005 as a TfL route to replace commercial services operated by First (formerly Eastern National) over the Romford - Brentwood main road corridor, although red London buses are not new over this section, as the 87 and later the 287 ran with RT operation here until 1970. The 498 initially ran to/from Romford Station, with the extension to Queen’s Hospital added in 2013.

Initially operated by Arriva with low floor Darts, the 498 was briefly upgraded to double deck with DLA in 2006, although later that year single deckers returned in the form of Cadets apart from double deck school journeys. The route passed to First in 2008 with Enviro200s plus a few double deck workings, although these were soon replaced by a frequency increase instead. When First pulled out of London in 2013, the route passed to Go Ahead Blue Triangle, with double deck types such as EN & WVL becoming more common amongst the single deck Enviros. Current operator Stagecoach took over in 2020 using mainly Enviro400 MMCs.

Route 128 Retro…

Back in 2019, before the contract for the route passed from Arriva to Stagecoach, we see Volvo Alexander ALX400 VLA137 of Barking (DX) Garage at Romford Station.

The bus bears the minimalist branding which was introduced experimentally for routes passing through Barkingside with different colours for each service. The 128 had purple swirls on the nearside upper deck windows and rear offside with route number amidships. The exercise was not repeated!

Route 128: Romford - Claybury Broadway

Having completed a couple of routes to the east of Romford, it was time to tackle another pair but this time to the west. I began with the 128 to Claybury Broadway via Ilford. This is another Stagecoach route with a principal allocation of Enviro400s, although once again, new electrics beckon as replacements with the forthcoming contract renewal in October 2026. On the day I travelled, there were at least a couple of MMC versions helping out on the route, which could explain why a duo of standard Enviros were on the 498 instead!

However, I stuck to the standard type and was lucky that 10127 of NS Garage was just coming off the stand as I arrived at the first stop next to Romford Station. A few boarded and we gained others as we proceeded once more around the town centre. Back past The Brewery and Queen’s Hospital, before continuing down to Roneo Corner, named after the large office equipment company which once had a factory here. Turning into Rush Green Road, we made our way past Central Park to Becontree Heath, once the site of a major Bus Station which is long gone, although a terminus and bus stand still exists here.

Crossing into Green Lane, we entered the section which runs in parallel with the 150 through to Ilford and Barkingside. The rows of suburban housing in this part of East London largely came with the development of the Ford Motor Company factory in nearby Dagenham to provide homes for the workers. A busy part of the route, with plenty on and off as we continued through Becontree, Goodmayes and Seven Kings, before encountering a slow moving traffic queue into Ilford. Many alighted at the town centre stops and we gained another large number at Ilford Station.

We then ran beside Valentines Park to the Gants Hill Roundabout, which we crossed into the continuation of Cranbrook Road up to Barkingside High Street. Parting company with the 150, we swung a left into the lengthy, hilly but straight Clayhall Avenue, through more suburbia to the terminus at Claybury Broadway, catching up with the late-running bus in front of us at the end. Traffic delays meant we were about 5 mins late ourselves, taking 1h20m from Romford.

This route is the third use of the 128 number I can recall. The first was for the local route between Chase Farm Hospital and Lower Edmonton via Enfield Town, which dated from 1941 with ST, STL and LT types in the early years, before RTL then RT conversion in the early 1950s. It was renumbered W8 when converted to Flat Fare OPO in 1969. The second version came in 1977 as the Hillingdon Local Service, with its main section between Ruislip Station & Harefield Hospital, although it had spurs to Harefield West and Rickmansworth, together with garage journeys to/from Uxbridge from both ends. It utilised the last three BL class Bristol LHs to be delivered to London Transport, but received LS (Leyland National) and then LX (Leyland Lynx) types before being replaced by Routes R1 and U1 in 1991.

Today’s 128 commenced in 1993 between Romford & Ilford, replacing the 129 section between Romford & Becontree Heath. It was projected to Claybury Broadway in 2004 when the remainder of the 129 was withdrawn. Beginning with Stagecoach Titans, the route passed to the ill-fated Harris Bus as “Ilford Link” with Olympians in 1997. When Harris Bus failed in 2000, the route passed to the “in house” East Thames Buses operation using the same vehicles. Arriva took over in 2005 using VLAs, although T class Enviro400s also appeared later in their tenure. Stagecoach won the contract in 2019 with the current vehicles.

On a personal note, I well remember riding RTs to Claybury Broadway in the mid 70s, when the Ilford - Claybury via Barkingside route was in the hands of the 129. As this was a short route, it was one of those which employed “lazy blinds”, which had no ultimate destination but displayed “ILFORD STATION AND CLAYBURY BROADWAY” in the via box. This was designed to avoid excessive blind winding on short routes, although the system was abandoned when the 129 was converted to OPO with DMS in 1977 when normal three-piece blinds were reinstated, despite no changes to the routeing!

Route 128 Current…

A pair of Enviro400s, 10127 and 10130, both of NS Garage share the stand at the other end of the route, Claybury Broadway. I had just arrived on the bus on the left which also departed first.

Another sight soon to disappear into history, as the contract renewal with Stagecoach from October 2026 requires new electrics.

Part Route 128: Claybury Broadway - Barkingside

With two buses on the stand at Claybury Broadway, I had expected that the second late-running bus might leave first, but no, it was 10127 that drew forward at its allotted departure time and picked up the handful of passengers including me. The extended gap in service meant that there were a large number waiting at the stops along Clayhall Avenue and, a couple of stops in, the other bus roared past us and we played “cat and mouse” through to Barkingside High Street, where I alighted 10 mins later.

Part Route 150: Barkingside - Chigwell Row

Next, I switched to the 150, first tackling the short section up to Chigwell Row. This route was reawarded to Arriva in 2024 on the basis of cascaded hybrids from elsewhere, but these took a while to be released due to the late entry into service of electrics and only began appearing in 2025 to replace the T class Enviros formerly on this service. However, a few diesels remain at Barking (DX) Garage and, on the day I visited, three Ts and one DW were propping up the allocation. For some reason, there had been a delay further down the route and DW469 turned up at Barkingside High St together with HV183 after a 25 min gap on this scheduled 12 min frequency service.

I boarded the DW and we set off together although soon overtook the other bus. However, not entirely unexpectedly, after a few stops, the driver received the instruction to terminate at Hainault The Lowe, although for some unknown reason, he played the “This bus terminates here” announcement two stops short at Hainault Fire Station. Passengers for stops to Chigwell Row were directed to HV183 which drew up behind.

However, after consulting LVF, I saw that another now rare bus, Enviro400 T180 was 8 mins away, so awaited that instead, boarding it for the few remaining stops to the rural Chigwell Row terminus, which I reached less than 10 mins later.

Late-running Arriva London DB300 Wright Gemini DW469 of DX Garage is seen on the 150 after turning short at Hainault Fire Station, despite announcements saying it was going to The Lowe, which is a couple of stops further on. The next bus behind, Volvo B5LH Wright Gemini HV183, has caught up and is taking passengers for stops to Chigwell Row.

The route was converted to hybrid operation with HVs in 2025 but a few diesels remain to help out. DW469 is a transferee from Tottenham (AR) Garage.

Route 150: Chigwell Row - Becontree Heath

Sadly, the former Maypole Inn which the 150 used to terminate beside closed in 2015 and buses now stand in Romford Road near All Saints Church opposite the Recreation Ground. I reboarded T180 after its 10 min break with half a dozen others. After the all-too-brief rural stretch we turned into Manford Way along the estate road to The Lowe, before gaining New North Road towards Hainault Station, beside which stands the large Central Line Depot. Then back down to Fulwell Cross and into Barkingside High St once again, with some passengers dropped here and at the nearby Tesco.

A reasonably busy run back through Gants Hill, bustling Ilford Town Centre and out onto Green Lane again through Seven Kings, Goodmayes and Becontree to Becontree Heath, the reverse of the route I had travelled earlier on the parallel 128. A 65 min spin. Interestingly, the old pubs at this end of the 150 have also been gone awhile - the well known Merry Fiddlers was replaced by a Morrisons store and petrol station in the 1990s and more recently the nearby Ship & Anchor closed its doors, although The Three Travellers in Wood Lane is still there!

The 150 route number is interesting in that it disappeared, was re-used and then came back again for its original service! It began in 1947 as a short route between Barkingside & Hainault, soon extended to Chigwell Row, with T and LT single deckers, although was converted to RT double deck in 1948 when the route was extended to Ilford. RTL and RTW types also had periods on the route during the 1950s. A Sunday extension to East Ham covering the 147 on that day was added in 1955, although when the M-S service was extended to Becontree Heath in 1963, the Sunday version to East Ham was renumbered 150A. The late 60s saw short-lived M-F peaks extensions beyond Becontree Heath to Romford North St and Hornchurch Garages. In 1971, the Sunday service on the 150 was reintroduced when the 147 became daily on the Ilford - East Ham section. RMs came to the route at weekends only from 1976, when they were spare from the 86 allocation, although this didn’t last long as the 150 was converted to OPO with DMS in 1977. Titans replaced DMSs in 1980, until 1986 when the route was withdrawn entirely and replaced by a bifurcation of the 247.

At the Chigwell Row end, there was an extension to Lambourne End which began on Summer Sundays in 1955, becoming Daily in 1958, although there only ever a limited number of journeys. In 1973, the weekend service to Lambourne End was withdrawn, with a handful of M-F trips continuing until OPO conversion in 1977. I managed a ride to Lambourne End on the 150 only once and remember that I was the sole passenger between Chigwell Row & Lambourne End, where the bus reversed in a pub car park. This was later recreated in 2022 during a Route 101 Running Day, which also once had journeys to this point and where I once again reached Lambourne End by RT after 45 years!

Back to the 150, which number was re-used in 1987 for a Summer Sunday tourist route between Aldgate & Victoria using RMLs from the 15 allocation. This was unsuccessful and ran for only one season.

However, the 247 bifurcation was evidently not a success either, as our old friend the 150 returned to its old stamping ground between Ilford & Chigwell Row in 1988, using Titans once again as if nothing had happened. After a short period with DA single deck operation in the early 90s, the route was another to pass to Harris Bus in 1997 with Olympians, also being reassigned to East Thames Buses in 2000 like the 128. The route was re-extended to Becontree Heath in 2004. First took over the 150 for one 5 year contract term in 2005 using VNW types, until Arriva became the operator in 2010 with T class Enviro400s, although DLA and DW types have also appeared at different times.

On a final note, the 150 became part of the branding exercise for TfL routes in Barkingside during 2017, with vehicles receiving light blue flashes at the front and rear sides, together with large route numbers and list of places served between decks. Route diagrams showing all stops were pasted on the interior cove panels and were still present inside T180 which I travelled on. An example of a branded bus is shown elsewhere in this article, on the 128, which used a purple scheme, each route having a different distinguishing colour. The whole exercise seemed a bit half-hearted in my view and unsurprisingly didn’t last long or catch on in other areas of London.

The 150 was operated mainly with T class Enviro400s prior to its recent hybrid conversion. A handful remain at DX Garage, including T180, which is seen at the countrified Chigwell Row terminus before I rode it back to Becontree Heath.

On the day I visited, there were 3 Ts and 1 DW out in support of the majority HVs.

Part Route 128: Becontree Heath - Romford Queen’s Hospital

At Becontree Heath, I had just a 5 min wait for the next eastbound 128, formed of Enviro400 10132 (NS), which I rode the short distance back to Queen’s Hospital, where I disembarked 10 mins later.

Route 496: Romford Queen’s Hospital - Harold Wood

To finish, a return run on the 496 on which I had begun, this time courtesy of Enviro400 19738 (RM). A straight 45 min run back to Harold Wood Station, where my rides were over for the day.

Watton

“And Finally”…

The Romford - Harold Wood section of the 66 passed to the 296 in 1982, with an extension to Ilford added in 1987, soon after which Leyland Titan T493 of Romford (NS) Garage is seen at a gloomy and wintry Harold Wood Station.

In 2000, the 296 was withdrawn between Romford & Harold Wood and replaced by the current 496.

Go Cornwall Young Man!

Adapting the old American adage “Go West Young Man!”, in Part 2 of my Cornish adventure, I take a look at bus operations in the western half of the Duchy, which saw the departure of long-established operator First Bus in February 2026 and its replacement with a new network operated by Go Ahead.

Cover of the “Bus Times” booklet valid from February 2026 when extensive changes were made to services following First Bus closing their Cornwall operation and Go Ahead taking over with a revised network.

The A4 size booklet issued by Transport for Cornwall has full timetables for all bus routes in the county with two network maps in the centre four pages. However, there are no town maps which would assist users in determining routeings in urban areas.

Buses in Cornwall

Transport for Cornwall is a partnership between Cornwall Council and various operators which together provide the bus network in the county, with local government funding provided under a franchise arrangement. This went live in 2020, when Go Cornwall Bus was awarded an 8 year contract to operate services under the scheme. As a result, the established major operator in the area, First, which was the successor to Western National, reduced their network and announced their decision to close down remaining operations in Cornwall in February 2026. This led to Go Cornwall taking on many of the former First routes, but with some rationalisation of the network and changes to route numbers involved.

In terms of fares, Transport for Cornwall operates an “Any Ticket, Any Bus” system, where participating companies accept each other’s tickets in the county, with some exceptions. There is also a multi-operator contactless capped payment system “Tap & Cap”, where passengers tap a reader when entering and leaving the bus.

Transport for Cornwall has developed a logo which is increasingly seen on vehicles, bus stops and publicity, whilst a red livery has been introduced as standard on buses. Publicity is generally good, with maps and timetables displayed at Bus Stations and major stops, with some having electronic next departure screens. Bus Stations also have a list of routes with a QR code next to each number which users are invited to scan to download the latest timetable.

There is also a “Bus Times” booklet, an A4 magazine style tome, with full timetables for all routes in the county and two maps covering the western and eastern sides of the county in the centre pages. This was not available everywhere when I visited as initial stocks had run out, but I did discover a new batch in Truro Bus Station on the last day of my visit! Whilst most timetables were still current, it was odd that this booklet was dated February 2026 and did not include certain additional services added for the summer effective from May. There was also a separate “Travel Guide & Map”, with just the two maps as per the booklet (one on each side when opened out), plus a list of routes. Where the booklets were not available, at least it was good that enterprising information office staff had printed out individual route timetables for services in their local area and put them in the leaflet racks.

Map in the centre of the “Bus Times” booklet showing the bus network in the western part of Cornwall. A similar map on the following two pages covers the eastern part and across the Devon border to Plymouth. The routes I rode are all shown here.

Bus Rides in Cornwall

My personal association with buses in Cornwall dates back to family holidays in Looe and Newquay during the early 1970s, when I had fun riding green Bristol Lodekkas with Western National. In the late 80s and through the 90s, I revisited the area and covered much of the network, chasing and riding the then ubiquitous Bristol VRs, with this being one of their final strongholds in the early 2000s. Scroll forward to the 2010s and I paid a further visit to ride some of the last Olympians in normal service, some of which had originated in London. Secondhand London buses have been no strangers to Cornwall over the years, with early low floor types being cascaded within First to the area over the last decade and a half.

Now, that tradition continues, with Go Ahead transferring Enviro400s and Enviro200s from London to Go South West, appearing both with the Plymouth Citybus and Go Cornwall operations in recent months. Therefore, I was hoping to track down some of these old friends from the capital on this latest visit! I will talk about the Go Cornwall bus fleet in more detail as we go through the rides.

DAY 1

Route 2: Penzance - Helston

After a full Cornish Breakfast, I arrived at Penzance Bus Station, which was slightly overcast due to the sea mist coming off of Mount’s Bay. Although I had a rough itinerary, this was subject to change as I amended my journeys depending on which routes interesting ex-London buses were on. It was clear from bustimes.org that there is a great deal of interworking between Go Cornwall routes, so that a bus arriving on one service may not necessarily leave on the same service on its next trip.

However, Enviro400 no 5004, in Transport for Cornwall livery, arrived on Route 2 and departed on the same route after its layover. The use of the number 2 for the main Penzance - Helston service restores the original service number, which was latterly covered by First U4. A basic Hourly service operates M-S daytimes, 2 Hourly eves & Suns, with extra shorts Penzance - Goldsithney providing a 30 min frequency over that section M-S daytimes. Most journeys are double deck, with a mix of types observed.

This was my first ex-London bus of the trip, formerly fleet no 10201 with Stagecoach London, neatly single doored but still with Stagecoach moquette on the seats. Go Ahead have obtained a few buses of this type from this source, which is a surprise given that I would have thought they had plenty of their own of the type that could be released from TfL work. Nevertheless, a vehicle in fine fettle as we departed past Penzance Station and followed the sweep of Mounts Bay beside the railway, before deviating off to serve the retail park on the edge of town. Surprisingly busy on this stretch, although many of our passengers alighted either in Long Rock or in Marazion, where we negotiated the very narrow streets with care. As we climbed out of the small town, we had a good view of the tidal island and medieval castle of St Michael’s Mount to our right, which can be accessed via a causeway at low tide but was cut off by the sea at this time.

As is common in Cornwall, even main bus routes divert off the main roads to serve particular villages, which we did by bowling along a narrow lane through Goldsithney, before regaining the “A” road at Rosudgeon. However, we were then treated to a one way loop over further narrow roads to serve Praa Sands, a small cove on the coast. Back where we started on the main road, we continued through the villages of Ashton and Breage, before arriving at the scenic little harbour at Porthleven, a typical little Cornish port with yachts and other small boats in abundance. Around 20 passengers joined us here for the short trip into the town of Helston, which is at the northern end of the Lizard peninsula and the most southerly town in Britain. It is famous for its annual “Furry Dance”, held in early May to celebrate the arrival of spring.

After disgorging a large number in Coinagehall Street, we continued on, serving first the large Tesco Store and then the equally large Sainsbury’s, with much new housing on the edge of town since I was last here. There is a Go Cornwall outstation at Sainsbury’s, where we arrived after a trip of 1h10m and had both a change of number and of driver.

My first bus ride on this trip was aboard Go Cornwall Enviro400 no 5004, formerly Stagecoach London 10201. The vehicle is seen by the sea wall in Penzance Bus Station, where the driver is preparing to depart on Route 2 to Helston.

Go South West have obtained at least 7 of these former Stagecoach Enviros (so far) for Plymouth Citybus and Go Cornwall operations, which operate alongside their own former E class Enviros from GAL.

Route 3: Helston - Falmouth

Most Route 2 buses arriving at Helston change to a Route 3 at Sainsbury’s and operate through to Falmouth, with the reverse occurring in the other direction. As the bus was effectively now on a new trip, through passengers were required to pay again or re-tap their passes, which confused several on board, as the previous service with First Bus had operated as a single through route from Penzance to Falmouth. Like the 2, the 3 operates Hourly M-S daytimes and 2 Hourly eves & Suns.

I stayed on board for the next part of the trip, with the interior info screen now showing “Next Stop”, “Upcoming Stop” and number of stops to “Ultimate Destination” for Route 3, although oddly it had not shown this previously on Route 2, instead scrolling through various Transport for Cornwall notices and adverts. After leaving Helston, we were treated to a rip-roaring run at high speed through the rolling Cornish countryside, through the villages of Rame and Long Down. On the outskirts of Falmouth, we called at the Penryn Campus of the University, dropping a few students and pausing for a couple of minutes to await correct time. Then onwards down to Penryn Village via some more narrow streets, before gaining the main road into Falmouth itself. We arrived at the Falmouth Moor terminus a few minutes early after a decent 45 min thrash. Good to see an ex London bus being given the chance to show a clean pair of heels!

The flags are out at Falmouth Moor for Go South West Enviro400 City no 563, which was formerly in “Spark” livery for Plymouth Citybus, but is now in Transport for Cornwall colours. Later in the trip I rode similar vehicle no 550 on Route 18 Penzance - Truro still in the old livery.

The bus is on the 33A to the university campus at Penryn, which operates in tandem with the 33 to Redruth. Not routes I travelled on during this visit, although I had covered this corridor on a previous occasion.

Route 32: Falmouth - Truro

At Falmouth, I had time for a quick wander around the town, with its deep natural harbour on the Fal Estuary being home to the docks which include a cargo port, cruise ship terminal and ship-repairing facilities. The National Maritime Museum of Cornwall is situated here, with the town now a popular tourist resort with five main sandy beaches to be enjoyed.

In terms of transport, Falmouth has two stations on the branch line from Truro and a number of local bus routes. Whilst the main services are operated by Go Cornwall, there are a number of rural and town routes run by OTS, a small private operator, which uses a fleet of Mercedes Sprinter minibuses, although I didn’t have time to ride any of these on this occasion.

Instead, my next ride was on Route 32, which together with the 32A, provide the main link between Falmouth and Truro. The 32 operates direct, whereas the “A” variant deviates to serve Penryn Campus and Carnon Downs village. Each route operates Hourly M-S daytimes, with the 32A continuing on from Truro Bus Station to serve Royal Cornwall Hospital and Threemilestone M-S daytimes. An Hourly service operates Falmouth - Truro only on the 32A M-S eves and 2 Hourly on Suns.

The next 32 was not showing on bustimes.org so I wondered whether it would show but, bang on time, Enviro400 City no 567 arrived at the Falmouth Moor pick-up stop and I boarded with a handful of others. This bus was a transferee from Plymouth City Bus and had signwriting extolling the virtues of Free WiFi, USB Charging and Contactless Payment available on board. Settling into my comfortable high backed seat, we set off out of town, back to Penryn via a different intermediate route from the one I had arrrived on earlier. At Penryn, we were on a diversion due to roadworks, so made our way up towards Penryn Campus, although not calling there but continuing along the by-pass at speed, back to line of route north of Penryn.

A winding route through the trees, making a short double-run to serve the village of Devoran. Then back to the main drag, before circling a roundabout to call at a stop on the edge of Playing Place, another village, whose unusual name derives from a Cornish phrase for an open-air performance area used historically for entertainment. Then a short run downhill through the woods into Truro itself, arriving via Lemon Street and through the now traffic-restricted city centre to the Bus Station. A shortish 40 min run.

Another Go South West Enviro400 City, no 567, pictured at Truro Bus Station after riding it on the 32 from Falmouth.

Although operating in Cornwall, this one still has Plymouth Citybus fleetnames. The WiFi, USB charging and Contactless payment facilities available are well advertised.

Route 36: Truro - St Keverne - Helston

Truro is the county town and only city in Cornwall, a centre for administration, leisure and shopping. Its most famous large building is the impressive Cathedral, built between 1880 and 1910 in a Gothic Revival design on the site of the former Parish Church of St Mary and well worth a visit. The Bus Station at Lemon Quay is centrally placed and offers services to all parts of Cornwall, but is not particularly large given the importance of the location and the number of routes using it!

My next route was not one originally on my radar to do, but as mentioned earlier, I was prepared to adapt according to where any ex-London buses were going. Walking around the stands, I found a former GAL Enviro400 on the Route 36 bay, the former E19 which was once a Peckham Garage inmate and a performer on TfL Route 37. This was one that had been transferred earlier to Plymouth Citybus, whose fleetnames it still bore. Whilst smartly presented, the electronic blind display was extremely faint, so I had to consult the timetable to verify its destination! It was also an unusual vehicle for the 36 route, which is mostly single deck operated, although it seems that one double decker is allocated to cover the morning and afternoon school journeys, working shopping trips in between.

The 36 is a largely rural service, operating between Truro & Helston and then onto the eastern side of The Lizard peninsula to St Keverne. It operates about every 1 ½ to 2 hours during M-S daytimes, with additional short trips on the 36A variant which divert to Penryn ASDA after serving Perranwell providing roughly hourly departures from Truro. Not a route I had covered on previous trips, so new territory for me.

A surprising number boarded at Truro Bus Station, well into double figures and we set off out of town, back via Playing Place on the road towards Falmouth. However, at Carnon Downs, we came off the main road and began a long meander around increasingly narrow lanes, with lots of steep up and downhill stretches through the countryside to test our 20 year old bus, which performed with aplomb. Many alighted in the picturesque surroundings of Perranwell Village, before more country lanes through farming country. The main intermediate village is Stithians, famous for hosting one of the largest agricultural shows in the UK each July, which we circumnavigated via various housing estate roads, passing an Enviro200 single decker heading in the opposite direction.

Beyond this, more of the diet of countryside and villages, passing through Carnkie, Porkellis and Wendron. This is former tin and copper mining country, with abandoned stone structures visible from the bus. We called at the Poldark Mine, a tourist attraction named after the novels and BBC TV programme, the only former 18th Century tin mine in the UK to offer public tours, although the site (including the museum attached) is currently closed. En route, we had dropped around 10 mins on the schedule due to meeting vehicles coming the other way on narrow stretches, which is an occupational hazard of bus travel in rural Cornwall. However, a fast run from Wendron into Helston without stopping and a scheduled 8 min pause at Sainsbury’s for a driver change meant that we were able to regain correct time.

The first part of the next section onto The Lizard peninsula I had travelled before on main route 34, which runs down to the southern extremity via Mullion to The Lizard point. The 34 & 36 run in tandem past Culdrose RNAS (Royal Naval Air Service) Station and I observed one of the search & rescue helicopters coming in to land as we passed the large site. Then we turned off along the southern perimeter of the airfield, before observing a short double run to serve the small village of Mawgan with thatched and stone cottages. After this, we continued our run through the centre of the peninsula, passing through a moonscape of open moorland, only relieved by the huge white dishes of Goonhilly Earth Station to our right, a major space communications complex that supports NASA’s lunar missions and commercial space enterprises.

Eventually, we reached the village of St Keverne, near the east coast of the Lizard Peninsula, where we reversed and turned at the small market square with church and pub adjacent. Our last couple of passengers left us here and two more joined for the return trip to Helston, which followed the reverse of the outward route, except for a diversion to serve another small coastal village called Coverack, an idyllic setting above a rocky cove, where we picked up a mum and three kids. Then it was back up the hill via yet another winding narrow lane and back the way we had come to Helston, where I alighted in the Town Centre at Coinagehall Street. An epic run through some wonderful scenery in an old London bus, taking some 2 hours from Truro to St Keverne and then 45 mins back to Helston.

Go South West Enviro400 no 462 on Route 36 at Helston Sainsburys after my epic run aboard from Truro to St Keverne on The Lizard peninsula and back to this point. This bus may be better known to some of us as E19, its fleet number with Go Ahead London in its previous life.

Go South West have around 30 former London E types in service, most now working in Cornwall although this one still has Plymouth Citybus fleetnames. Although looking smart, the destination display was extremely faint and could hardly be read from any angle!

Part Route 2: Helston - Penzance

So far, all the buses I had caught had been on time or made up time if late. However, this was not the case on my next run! In Helston, I transferred back to Route 2 to return to Penzance. On this trip, I boarded a very full Enviro400 City, no 567, which arrived 10 mins late, having begun its journey a few minutes earlier at Helston Community College and was packed with students.

Whilst most of our load alighted a few minutes later at Porthleven, we had a rookie driver who was learning the route under the supervision of a driver mentor and was perhaps naturally a bit over-cautious on her first trip. We seemed to lose more and more time as we went along, partly due to more traffic coming the other way out of Penzance at that time of day and partly due to the inexperience of the driver. Finally, we crawled into Penzance Bus Station after an overlong 1h15m and a massive 25 mins late on the schedule. Whilst I understand the need for drivers to route learn, wouldn’t this be better to carry out off-peak with less traffic and fewer passengers or even out of service?

Bus Stations in Cornwall have these posters showing a list of services operating. Users are encouraged to scan the QR code to download the latest timetable.

Whilst other Bus Stations I visited in the county also had printed departure times at the stops, Penzance did not when I was there although there was an electronic display showing next departure times on each route.

Route 6: Penzance - Mousehole (& Back)

After a series of longer rides, there was just time to fit in a short local trip on Route 6 to Mousehole and back. This route was traditionally operated by small buses in Western National and First Bus days, with Bristol LH and short Dennis Darts featuring at different times. I recall riding an ex London Mercedes Alexander (MA) minibus on the service on one visit back in the day. Before First pulled out earlier in 2026, they operated Mercedes Sprinter minibuses, little vehicles always being required due to a couple of 90 degree turns between buildings on the narrow road approaching the terminus at Mousehole Harbour.

When Go Ahead took over, there was a local outcry when they cut the route back at Mousehole one stop to The Parade, near the Old Coastguard Hotel, although this is only a few hundred yards from the previous terminus. This was to enable the use of larger buses, which turn by reversing into a side road, and a reduction in the basic M-S daytime frequency from 20 to 30 mins, eves & Suns going from 30 to 60 mins. Enviro200 MMCs are now used, both longer and shorter versions being seen, of which Go Cornwall operates a large fleet. One school journey (designated 6S) from Mousehole in the morning and back there in the afternoon, uses a double decker.

Next departure when I travelled was Enviro200 MMC no 2453, a longer version. A number boarded at Penzance Bus Station, with more joining us at the stops in the now traffic-calmed Market Jew Street, the main shopping street of the town, which despite the name has no historic links to the Jewish community, but is an adaptation of the Cornish phrase “Margas Yow”, meaning “Thursday Market”. Continuing along Alverton Road towards the edge of town, we suddenly swung almost 180 degrees to serve the housing area of the Alverton Estate. Emerging onto the road beside the coast, which is a continuation of The Promenade, we turned right into Newlyn, a small fishing port which is effectively an extension of Penzance. After traversing the narrow streets, we made our way south beside the coast through a brief stretch of open country before arriving at the outskirts of Mousehole, terminating at The Parade. Just a 15 min trip but a nice ride over the final stretch from Newlyn Bridge. Interestingly, whilst the “Next Stop” and “Final Destination” screens were working on the bus, the verbal announcements kept referring incorrectly to “Mouse Hole” - presumably nobody told Go Ahead that the place is pronounced “Mouzzel”!

After a 10 min break, I reboarded the same bus for the return run, with a few others who had walked around the corner from the harbour to the new terminus. We pulled forward then backed into a fairly steep side road on our right, before turning left and back via the reverse of our outbound route. A bit quieter on this trip, which again took a mere 15 mins back to the Bus Station.

Go Cornwall operate a large fleet of Enviro200 MMCs on local services. Fleet no 2408 sits among the palms in Penzance Bus Station between trips on the short Route 6 to Mousehole. I rode similar vehicle 2453 on this service.

Many of this type were obtained with sponsorship from Transport for Cornwall.

DAY 2

Route 4A: Penzance - St Just

I was back at Penzance Bus Station shortly after 9AM the next day, to explore some of the more local routes in the area. First on the list was the 4/4A to St Just, with the 4A operating direct via Heamoor & Newbridge and the 4 taking a longer route via Madron, Pendeen and Lower Boscaswell. In practice, most buses operating outbound via one route change number at St Just Bus Station and return via the other route in a circular operation. The basic M-S daytime frequency is every 30 mins alternately as 4 and 4A, with just the 4A operating eves & Suns every 2 hours.

My observations showed a mixed double and single deck operation, but I was fortunate that Enviro400 no 4001 was on the next running, better known to me as the former E58 from its London days. This one was in Transport for Cornwall colours and fleetnames, neatly single doored, but still with blue London moquette on the seats. We departed with a number on board as we traversed the first section out to Heamoor, which is essentially a town service. Then, we left the built up area behind to speed up over open country through the village of Newbridge towards the opposite coast. The section approaching St Just was more barren and we arrived into the little town, which was once a centre for tin and copper mining. It sits on the winding and scenic coast road from St Ives to Lands End, along which First used to run Open Toppers during the summer, a route which Go Cornwall are reintroducing with a few journeys this season, but not with open top vehicles!

We arrived at the small St Just Bus Station after a short 30 min run with very few still on board by this stage, where we changed to a plain 4 and took a few minutes stand time.

Route 4: St Just - Penzance

More takers on the return run, leaving St Just on time, although mostly shortriders along the coast northwards via Botallack to Pendeen, site of a famous lighthouse which is still an important aid to navigation. Nearby is the Geevor Tin Mine, closed in 1990 and now a museum and heritage centre as a living history of a working tin mine. At the next village, Lower Boscaswell, we deviated over a short double run to serve a housing estate, dropping and picking up a few customers.

Then back inland towards Penzance through generally bleak moorland, where we surprisingly picked up a hiker in the middle of nowhere! Eventually we reached civilisation at the village of Madron, before proceeding through Heamoor back into town. A longer trip this way at 50 mins, although an interesting one.

Another former Londoner with Go Cornwall is Enviro400 no 4001, once known as E58 when in the capital. Seen here in Penzance Bus Station in Transport for Cornwall livery before departing on Route 4A to St Just with me on board.

The 4 & 4A link Penzance & St Just via different intermediate routes, with most buses changing number at St Just Bus Station and operating as a circular.

Route 17: Penzance - St Ives - Penzance

Second order of business on Day 2 was a return trip from Penzance to St Ives on Route 17. This is the main service linking the two towns and operates at an Hourly frequency M-S daytimes, 2 Hourly eves & Suns. Whilst this may be sufficient during the winter, the service can become very busy in summer and could possibly do with an increase to every 30 mins for much of the day M-S and maybe Hourly on Sun daytimes. When I was there, double deckers seemed operate most journeys with the odd single deck working. There are alternative Routes 16/16A between Penzance and St Ives, which operate an Hourly M-S daytime service only, via a more inland route through Nancledra or Zennor, although these take longer for through passengers at 50-55 mins compared with around 40 mins on the 17.

Next departure on the 17 was in the hands of yet another former London Enviro400 - E76, still with its old fleet number in the driver’s cab, now known as 4011 with Go South West. This bus still retained Plymouth Citybus fleetnames and red front but with branding covering both sides for Plymouth City College, the offside on a pink background and the nearside on a light green background. Inside, still with London blue moquette on the seats.

This was a busy journey and we made our way out of Penzance over the same route as the 2 I had followed the day before, via the Retail Park and Long Rock, although turning off before reaching Marazion through the countryside towards the village of Crowlas, deviating off the main road around the Chy-an-Gweal Estate. Returning to the main road, we soon reached St Erth, where we pulled into the interchange adjoining the railway station. From here, we continued towards St Ives, essentially following the route of the branch line but a little further inland. After a short country section, the landscape became more built up as we progressed through Lelant Village, then Carbis Bay, by which time we had picked up a large number of riders into St Ives.

The terminus in St Ives is at The Malakoff, a viewing point and gardens with panoramic views over the Harbour and Porthminster Beach. The name “Malakoff” comes from the Battle of Malakoff during the Crimean War in the 19th Century, won by Anglo-French troops, and has been used for lots of towers and lookouts across Western Europe. The Bus Station occupies a small triangular area with very little space and, due to adjacent road-works, we simply used it to execute a three-point turn, before standing at the first stop outside, a little further up the hill. A 40 min run.

The 15 min layover enabled time to appreciate the sea views, before reboarding for the return run. Not quite as busy in terms of passengers, but still a reasonable number, with a mix of locals and tourists. A slight delay on approach to Penzance in negotiating the temporary lights at Long Rock and busy traffic through the Retail Park meant that we took 45 mins in this direction, but overall not a bad run.

My third ex London E of the trip was E76, now no 4011 with Go South West, seen at St Ives Malakoff between journeys on Route 17 (Penzance - St Ives via St Erth).

The vehicle is an all-over advert livery for Plymouth City College and still bears Plymouth Citybus fleetnames.

Route 1: Penzance - Lands End

After lunch, it was time to tackle the famous Route 1, which together with the 1A links Penzance with Lands End. The 1 is slightly more direct, operating via Sennen Cove, whilst the 1A runs via Porthcurno. As with the 4 & 4A, most journeys interwork from one variant to the other, changing from 1 to 1A and vice versa at Lands End. A basic Hourly frequency operates alternately on the two routes during M-S daytimes and 2 Hourly on Sun daytimes. There are a couple of M-S eve journeys at 2 Hourly intervals between Penzance & Newlyn only.

Again, this is a mainly double deck service, although when I travelled one of the three buses out was a single decker. So far, I had ridden a number of ex London buses, but Go South West also has a number of former Oxford Bus Enviro400 hybrids, a few of which I had observed during my travels. One of these, no 5039, was on the next departure to Lands End and I boarded it with a good number of others, this being a popular service for visitors. Longer than the former London Enviros and with comfy high-backed seating, this example was another still bearing Plymouth Citybus fleetnames.

We departed through the town, before taking the main road route to Newlyn Bridge, after which we climbed the narrow road uphill out of the town with parked cars making progress difficult. Once again, this out of town route performs a second function as a local service, with a double run to serve a small estate at the top of the hill out of Newlyn. Then on to the village of Sheffield, before a one way loop around a very narrow lane to serve another small village, Paul, which is slightly inland from Mousehole. After negotiating some tight turns between hedges, walls and buildings, we picked up some walkers in the village square, before continuing along the lane back to the main road, where we passed through Sheffield for the second time!

Continuing westwards through wooded countryside, we reached Lamorna Turn, where one passenger alighted for Lamorna Cove, half a mile or so down another narrow lane, where there is a famous secluded beach excellent for swimming. After this, we turned off along another lane through open farming land, arriving into the large village of St Buryan, pausing briefly at the large Grade 1 listed church. The area has evidence of Neolithic activity, with stone circles and Celtic crosses to be seen. After this, another winding lane before rejoining the main A30 at Crows-an-Wra (meaning “Witch’s Cross”), a hamlet which developed with the growth of local tin mining.

We were now able to get up a bit of speed over the rolling country to Sennen, where we diverted for another double run down a steep winding road to Sennen Cove, a very scenic location with a long beach and breaking waves which were being taken advantage of by a number of surfers, for whom this is a popular location. Back up the hill to Sennen, this time turning right for the final mile or so to Lands End, which we reached after a run of 1h15m. In former times, the main bus route was more direct along the A30 and hence was quicker to/from Penzance, but in the interests of economic operation, the longer routeing has been adopted to serve other villages previously covered by a separate service.

Lands End (or is it Land’s End with an apostrophe - both spellings appear in the Bus Times booklet!) is the most westerly point in mainland England, but not in Britain, as Corrachadh Mor in Scotland is 23 miles further west. Lands End is at the end of the A30 road and is a headland, tourist and holiday complex, featuring the “First & Last House” and the “First & Last Inn”. It is also the traditional start or finish point for challenges such as walking or cycling the entire length of Great Britain to John o’Groats in Scotland, which is 874 miles by road direct. Buses terminate in a corner of the Car Park, where there is a designated bay and stop.

Route 1A: Lands End - Penzance

Having “done the touristy bits” on a previous visit, this time I took the air during the driver’s break and resumed my seat on board for the next trip, which was now over the 1A variant back to Penzance. Leaving Lands End, we proceeded in a different direction, with yet another double run down to the coast at Porthcurno, turning beside the main Car Park. In addition to another award-winning beach, Porthcurno has two main attractions - the Telegraph Museum and the Minack Theatre. Porthcurno became famous from the late 19th Century onwards as the location for submarine telegraph cables under the ocean, with a telecommunications college being built nearby, which after closure in 1993 became a museum devoted to the history of the site. The Minack Theatre is an open-air theatre adjoining the bay which stages plays during the summer ranging from Shakespeare to the more contemporary.

Back to the 1A and, after leaving Porthcurno, we continued our circuitous path around the narrow lanes. Suddenly, rounding a blind bend on an uphill stretch, we came face to face with a tractor coming full pelt towards us downhill. After both vehicles braked at the last moment, the obliging tractor driver began reversing uphill, with us slowly following, only to meet the next 1A coming round the corner at the top of the hill in the opposite direction to us. Luckily, the tractor found a wider section of road to pull over to let us pass, but a white car behind the other bus (which had stopped behind the tractor) didn’t see us and attempted to overtake, prompting the other bus driver to slew across the road to block it. The white car then reversed, as did the other bus and we gingerly crept pass all three vehicles to continue our journey, with much intake of breath amongst our passengers. Such are the perils of bus travel in rural Cornwall!

After this, it was a calmer journey, rejoining our outward route at St Buryan, then continuing back via Lamorna, Sheffield, Paul and Newlyn to Penzance. Arrival at the Bus Station was after a memorable 1h20m run. It was then time for some food and to sample the local ale at the end of a busy day’s bus travel.

Go South West have 14 former Oxford Bus Enviro400 hybrids. No 5039 is seen at Penzance Bus Station before I joined it for a trip on Route 1 to Lands End.

This vehicle spent periods with both Oxford City Bus and the Thames Travel operation before heading west. Note the high backed seating with headrests.

DAY 3

Route 18: Penzance - Truro

Next morning was my last in Cornwall, but rather than catch the train from Penzance, I opted to start my journey by travelling part way up the main line by using parallel bus services. The 18 is the resurrected former number for the main Penzance - Truro bus service under Go Cornwall. Buses run over the full route Hourly during daytimes daily, with a 2 Hourly M-S evening service. Route 14 from St Ives - Truro joins the 18 at Hayle and provides a joint 30 min service from this point to Truro, Hourly M-S eves. Additional shorts run on the 18 over the busiest section from Camborne to Truro via Redruth, giving a 15 min frequency on this stretch M-S daytimes, 30 min Sun daytimes and Hourly M-S eves. Strangely, there is no evening service on Suns.

The 18 is a mainly double deck route, although one or two single deckers were seen. Although newer Enviro400 City types seem to be the favoured choice, older Enviro400s provide back-up, particularly on the short workings. I had Enviro400 City no 550, an example in red and silver “Spark” livery, a brand name used in Plymouth, the bus being a “17” reg vehicle. I settled in for the long ride in the front near-side seat upstairs and we were soon leaving Penzance eastbound through Long Rock. We followed the same route as the 17 to St Ives the day before, except for running direct along the main road at Crowlas, rather than deviating around the estate roads. After calling at St Erth interchange, we parted company with the 17 and crossed the causeway to Hayle, meeting up with the 14 route. After skirting around the mouth of the River Hayle estuary, we left the coastal area and continued inland for the rest of the trip.

After passing through rolling countryside and the village of Connor Downs, we entered the outskirts of Camborne, where the scenery becomes less interesting and more urban. From here to Redruth is the former industrial heartland of Cornwall, with evidence of former tin and copper mines aplenty. In Camborne Town Centre, we made our way to the Bus Station, which oddly sits somewhat inconveniently in a side road amongst houses. A short pause with a driver change, then on through the busy suburban area via Pool to Redruth. High above us, atop Carn Brea hill, the sight of Carn Brea Monument, a 90 foot granite obelisk erected in 1836 to honour Francis Basset (Lord de Dunstanville), a prominent local philanthropist and defender of the Cornish mining community.

Busy local usage on the Camborne - Redruth section but, after passing through the latter town, it was back to the pleasant country scenery and the villages of Scorrier and Chacewater. Both of these are situated on the Cornish Main Line and once had stations which have long since closed. The greenery and trees continued until reaching Threemilestone, the name reflecting the distance of the village from Truro. These days, it is virtually a suburb of the county town and the section from here to the city centre is mostly dual carriageway and largely built up. Eventually, we reached Truro Railway Station, dropping a few who were interchanging with the train and then making our way down to the Bus Station at Lemon Quay. A very long route, taking 2h5m end to end, but at least we were bang on time.

Whilst awaiting my Route 18 to Truro at Penzance Bus Station, I came across another ex London Bus, this time a former London United vehicle, now fleet no 4046 but previously ADE40481. A good crowd boards for the trip on the 1A to Lands End via Porthcurno.

Go South West had at least 3 former London United Enviro400s in service at this time. Sneaking in to the left is Enviro200 MMC no 2005 on local service 16.

Route 22: Truro - St Austell

A perusal of the timetable showed that I could squeeze in one more bus ride and connect with the London train at St Austell, the next station up the main line from Truro. There are two main routes over this corridor, the 27, which operates direct via Probus, Grampound and Sticker, running Hourly M-S daytimes, 2 Hourly eves & Suns, together with the 22/22A which take a longer route via St Stephen and St Dennis, running Hourly alternately on each variant M-S daytimes and 2 Hourly on the 22 only Sun daytimes, with no evening service.

Having “done” the main road route more than once on previous visits, I opted for the longer 22 service on this occasion. This is a single deck operation, required due to passing under a low rail bridge. The next departure from Truro Bus Station was a “classic” Enviro200 in Transport for Cornwall livery, fleet no 153. Only a handful of passengers joined me for this trip, leaving on time and making our way out of town, although most of the others alighted on the outskirts at the Park & Ride by the Retail Park. Then a pleasant run through rolling green countryside to Tresillian and Probus, after which we parted company with the main 27 route to proceed via narrower roads and looping around various villages including Grampound Road, St Stephen and Treviscoe. At St Dennis, we met up with the 21 route which links Newquay and St Austell and is the centre of the china clay mining area of Cornwall. Evidence of this around us, with the white hillsides showing where mining had previously taken place or was still ongoing. China Clay is still very much alive in the area and has many uses, including paper production (making it white and shiny), manufacture of fine porcelain and china, pigment in paint and as an ingredient in cosmetics and skincare products.

Continuing on, we picked up more custom in Whitemoor, Nanpean and Foxhole villages, before finally arriving into the town of St Austell, terminating at the small Bus Station in front of the Railway Station. Interchange is available here with local bus services to places like Bodmin, Fowey, Mevagissey and Par, in addition to the main routes to Truro and Newquay. 1h20m from Truro and a pleasant end to my rides.

OTS of Falmouth is one of the smaller operators in Cornwall, running a number of rural and local services in the area using Mercedes Benz Sprinter minibuses.

BU71OTS is seen at Falmouth Moor prior to taking up service on the 63 to Helford Passage, which together with Route 35 provide an hourly M-S daytime service to that destination via different intermediate routes.

Journey’s End

At St Austell, I crossed from the Bus Station to the adjacent Railway Station, my Cornish bus rides over and ready for the train back from Kernow to England and home!

My overall impressions of the Transport for Cornwall network and Go Cornwall Bus were of a generally decent operation, with most buses at least in a standard red livery, even if some vehicles still had Plymouth Citybus fleetnames. The second hand buses including those from London were well presented and clean, even if not new and seemed in good mechanical condition.

Whilst most timetables appeared adequate and covered the majority of links withdrawn when First Bus pulled out, I wonder whether more enhancement will be needed during the summer on certain corridors. For example, some of the 2 Hourly Sunday services on main routes might be acceptable in winter but could do with an Hourly frequency in summer. Similarly, some Hourly M-S daytime frequencies, as on the 17 Penzance - St Ives, might need an increase to Half Hourly as operated in past years during the peak tourist season. Hopefully, any lessons learned this year will be carried forward with further improvements in 2027 as the new network beds in.

Watton

And Finally….

Bus Shelter Cornish style!

This example, in the village of Mawgan on the Lizard peninsula, is typical of the sturdy construction found in Cornwall. Complete with pitched tiled roof, timetable case and litter bin, together with a thoughtfully placed kitchen chair, so you can sit outside if the weather is good!

Cornish Branches: The Long & The Short of it

On this journey, I ride from London to Penzance over the GWR Main Line, stopping off along the way to ride the longest and the shortest branch lines in Cornwall.

My journey began at London Paddington, where there was just time to pay my respects to Isambard Kingdom Brunel (1806-1859), the famous civil and mechanical engineer who built the original GWR in the 1830s/40s and the present Paddington Station, which opened in 1854.

In the background, under the barrel shaped roof, is the present GWR’s Inter-City Express Train (IET) Class 800 306, which I then travelled on down to Cornwall.

Great Western Railway: Paddington to Par

Paddington Station early in the morning was already busy with inbound commuters as I arrived in plenty of time for my GWR train to Penzance. After stocking up with supplies, I had time for a quick meet with two characters closely associated with the station - Paddington Bear under the clock on Platform 1, then Isambard Kingdom Brunel between Platforms 8 & 9, both depicted in bronze statues. The latter was of course famous as the builder of the original GWR and of Paddington Station in the Victorian era.

My train was formed of the expected bi-mode Class 800 unit, known as the Inter-City Express Train (IET) with GWR, but called Azuma with LNER. I had set no 800 306, which entered service in November 2018 as the WW1 Armistice Centenary Commemoration train and has the names of various military-medal-winning personnel inscribed on the carriage sides together with poppy symbols. Taking a seat in one of the centre carriages, we slid away bang on time at 08.03 precisely.

After an uneventful and punctual journey calling at Reading, Taunton, Exeter St David’s, Newton Abbot, Totnes and Plymouth, I knew that I was finally reaching my destination of Cornwall when we arrived in style across the Royal Albert Bridge over the River Tamar. This bridge, completed in 1859, was also designed by Brunel (who died in that year) and bears his name above the portals at each end as a memorial. However many times I cross this bridge, the spectacular views from it never fail to impress and remind me that I am either arriving in or departing from the Duchy with due ceremony.

The first station in Cornwall on the main line is Saltash, but we continued on without stopping at this or the subsequent small stations of St Germans and Menheniot. On approach to our next stop at Liskeard, we passed over the Looe Valley Branch Line, which crosses the main line at right angles under the viaduct far below. At Liskeard Station, Looe trains depart from Platform 3, which unusually is at right angles to the two main line platforms. A ride on the branch would have been fun, but I was concentrating on a couple of other lines this trip and had travelled to Looe by train on previous occasions.

Continuing along the main line, the next stop was Bodmin Road, where there is interchange with buses to Bodmin, Wadebridge & Bude, plus a connection with the Bodmin Railway, a heritage line to Bodmin General and Boscarne Junction stations, which I had also sampled on a previous visit.

I alighted at the next station, Par, one of seven on the British rail network with short 3 letter names, still on time at 12.05.

Map of the Newquay Branch Line, which connects with the Cornish Main Line at Par, running just over 20 miles from the north to the south coast of the county.

Apart from Quintrell Downs, the other intermediate stations are treated as request stops.

Atlantic Coast Line: Par to Newquay

Next on the agenda, the first of two branch lines on this trip, Par to Newquay, at just over 20 miles the longest branch in Cornwall. This has been in the news recently, as a second platform has been reinstated at Newquay and a second passing loop installed at Goss Moor in addition to the existing one at Goonbarrow, thereby allowing an hourly service to operate with effect from May 2026 timetable change.

Previously, the basic service was formed of one DMU operating to a 2 hourly frequency, but now two units are required for the new timetable, which operates approximately hourly between about 0700 and 2200 on M-S and slightly less often between about 1000 and 2200 on Suns. On the day I visited, a Class 150 Sprinter and a Class 175 Coradia unit were in charge. In addition to the local trains on the branch, there used to be through trains from London Paddington and other destinations on Summer Saturdays only formed of Class 800 or 802 IETs, but this has now been improved to 2 trains per day 7 days a week, although the workings are a bit unbalanced, as there are 2 up trains to London on M-F but only 1 down with the second down train starting from Exeter. At weekends, there is 1 through train to/from London, with the second working to/from either Plymouth or Exeter.

I joined two car Sprinter 150207 in the bay platform at Par for the 1229 departure to Newquay. A reasonable number of passengers on board, although 2 carriages were sufficient for this service. We left on time, with the conductor/guard announcing that we would be calling at Quintrell Downs and Newquay, but that anyone requiring the “request” stops of Luxulyan, Bugle and Roche should let her know. For some reason, St Columb Road was not being served on this journey, but I wonder whether the train would stop if anyone was actually waiting there!

We pulled away from Par on time and screeched around the sharp curve out of the station towards St Blazey, where there used to be a halt but now only a signal box and a goods yard. Then it was onto the branch proper, with the initial section being single track through the lush green woodland of the Luxulyan Valley, following the River Par. We continued through Luxulyan Halt without stopping, soon reaching the signalbox and first passing loop at Goonbarrow Junction. Our guard announced that we had a scheduled 5 min stand here whilst we waited for an up service to clear the single track section ahead and pass us. Meantime, I was able to view the adjacent sidings, which often host china clay trains but were empty on this occasion.

After a couple of minutes, a Class 175 passed by on the up service and then we were away again towards Newquay. Roaring through Bugle Halt without stopping, we were now into china clay country, the white hillsides around us resulting from the mining that characterise this area. We actually stopped at Roche Halt to let one passenger off, then continuing through open country which became steadily more agricultural as we left the china clay region behind. Running through the new passing loop at Goss Moor without stopping, we continued past St Columb Road Halt to Quintrell Downs, our final intermediate stop, where we picked up a couple of takers.

It was then only a few minutes more into Newquay, sweeping around the southern outskirts of the town, where new housing was in course of construction. The approach to the terminus was over the high Trenance Viaduct, with views of Trenance Gardens far below. We took the right hand fork at the new junction outside the station to arrive into the reinstated second platform after a 50 min run, a couple of minutes ahead of schedule.

Passenger services began over the Newquay branch in 1876, although originally ran to Fowey until the connection with Par Station was built in 1892 when the broad-gauge main line was narrowed to standard gauge by the GWR. There was a proposal in the 1980s to divert passenger services to/from Newquay at St Dennis Junction (between Roche & St Columb Road) over existing freight lines and a short stretch of new track into St Austell, which was reckoned to be a better traffic objective than Par, but nothing came of this.

However, the latest “Mid Cornwall Metro” scheme, financed with around £50m of Government money, includes the Newquay branch. The improved hourly service introduced in 2026 following the building of the second platform at Newquay and the second passing loop at Goss Moor is only the first phase of this, with trains on the branch intended to be extended over the main line from Par to Truro and then over the Falmouth branch in 2027. It remains to be seen whether this will encourage ridership, as journey times between Newquay & St Austell by train are likely to be similar or not much quicker than the existing bus routes, whilst the Newquay - Truro direct bus will probably still be faster than going by rail!

Two car “Sprinter” Class 150 207 stands in the recently reinstated second platform at Newquay Station after my journey aboard from Par. Built in the mid 1980s, these venerable units are refurbished and still giving good service.

The restored platform here plus the addition of a second passing loop on the branch have allowed an hourly service to be introduced with the 2026 Summer Timetable.

Atlantic Coast Line: Newquay to Par

At Newquay, the short 7 min turnaround time enabled me to appreciate the improvements to the station, which has now regained some of its former status with two platforms and other improved facilities.

We departed with another reasonable number of passengers on time at 1325, back along the branch. A few more users at the intermediate stations on this trip, with one on at Quintrell Downs (a GWR staff member!), one on and one off at Roche and one on and one off at Luxulyan. We passed other trains at both loops, a Class 175 on a local at Goss Moor and a Class 800 on the through train from London at Goonbarrow, running through without stopping, the practice being for up services to be timed to run non-stop and down services to have a few minutes pathing allowance built in to the schedule. As a result, we only took 45 mins for the trip in this direction, arriving back at Par a minute or two early.

The Newquay branch is perhaps not the most scenic in Cornwall but is not unattractive either, with some pleasant vistas to be had. There is a basic 50mph speed limit over most of it, although there are a number of slower restrictions over various level crossings across minor roads with either half or no barriers. An interesting route and well worth a visit.

The Class 175 “Coradia 1000” DHMUs dating from 2000 have recently transferred from Transport for Wales to GWR to replace the shortened Inter-City 125 (HST) sets and to provide strengthening on branches. 175 001 stands with another set in the bay platform at Par.

Although these sets then ran empty to the depot, another Class 175 was the second train running on the Newquay branch that day, in addition to the Class 150 I travelled on.

The introduction of an hourly frequency on the Newquay branch in May 2026 is the first stage of the “Mid Cornwall Metro” project, which will see the service extended from Par to Truro along the Cornish Main Line and then over the Falmouth branch in 2027. The various partners involved are shown on this poster.

Cornish Main Line: Par to St Erth

Back at Par, I resumed my journey westwards along the main line, boarding the 1338 Plymouth to Penzance service, formed of Class 175 011. A busy journey, which could have benefited from a second unit attached to the train, although I managed to find a window seat with no problem.

We called at St Austell, Truro, Redruth, Camborne, Hayle, then St Erth, where I alighted after a trip of around 50 mins for my second branch line visit of the day.

Map of the St Ives Bay Line, showing the proximity of the line to the coast, which makes for some spectacular views over this short 4 mile route.

All services call at Carbis Bay and St Ives, with Lelant a request stop on certain journeys. Lelant Saltings was built to serve a Park & Ride Car Park (now closed) and only one train a day now calls there.

St Ives Bay Line: St Erth to St Ives

Crossing the footbridge from the down platform on the main line at St Erth, I entered the station building and made my way to the bay platform, departure point for trains on the branch to St Ives. Having been on the longest Cornish branch line to Newquay earlier, now it was time to ride the shortest one, which is just over 4 miles long. Single track throughout, just one train is allowed on the branch at a time and with a journey time each way of just 11 or 12 mins, a half hourly frequency is maintained for most of the day between about 0700 and 2230 M-S and 0900 and 2000 Suns, although there are a couple of 1 hour gaps. The units are stabled at Penzance, so the first train of the day starts there and the last one at the end of service returns there.

Good use is made of the line by visitors during the summer, with a 4 coach train in use when I travelled, formed of Sprinter units 150 232 and 150 266. The timetable demands tight turnarounds of no more than 4 mins at each end for much of the day, so crew changeovers have to be fairly nifty. An almost full train disgorged its load at St Erth, with a smaller number joining the next down working, departing on schedule at 1548. Moving swiftly out of St Erth Station, we peeled away to the left through a short cutting and began to follow the route beside the Hayle estuary, with plenty of sea birds in evidence on the sands.

The first stop at Lelant Saltings was added in 1978 to provide a park and ride facility for St Ives, however the car park closed in 2019 and was replaced with a larger one at St Erth, so now only one train a day stops here and we went straight through. A short distance further on, we also passed through the original Lelant Station without stopping, which serves the nearby village of that name and where about half the trains call on request.

The next section is probably the most scenic on the route, as the line hugs the cliff above Porth Kidney Sands with spectacular sea views. After passing Hawkes Point, about 30 metres above sea level, the line comes around a headland into Carbis Bay, the main intermediate station on the line. After crossing Carbis Viaduct, the route continues along the cliff edge and drops down over St Ives Viaduct to reach St Ives Station, situated above Portminster Beach. We took just 11 mins to traverse the branch, but well worth it for the vistas!

The St Ives branch opened in 1877 and was the last new broad gauge (7 ft) passenger railway to be built in the country. Converted to standard gauge in 1892, it was slated for closure as part of the infamous Beeching Report in 1963, but survived and continues to operate today. In 1971, St Ives Station was relocated to a new site a few hundreds yard short of the original terminus to allow a larger car park to be built over the former location. There is a basic 30 mph speed limit on the line.

Framed by the GWR flower bed, “Sprinter” 150232 coupled to 150266 form the next St Ives departure from the bay platform at St Erth.

The first train of the day runs through from Penzance, whilst the last train of the day returns there. In between, a generally half hourly service is provided by one train over the branch.

St Ives Bay Line: St Ives to St Erth

On arrival at St Ives, the platform was jam-packed with returning day-trippers awaiting the 1603 departure, so I took the opportunity for a brief stroll to take in the picturesque views of St Ives Harbour far below and admire the “Zennor Mermaid” statue on the station platform - see following picture.

By the time the train returned to form the 1633 back to St Erth, the platform had filled up again and our 4 carriages were certainly needed. Another brief but impressive 11 min ride over this unique branch line.

Many passengers seemed to be travelling through to Penzance, so it is a pity that the service does not routinely extend to/from there, rather than enforcing a change at St Erth. However, with one train, only an hourly service could be maintained if this was the case and a half hourly frequency is certainly needed at busy times of the day (and the year)! Nevertheless, it was good to see a once threatened branch line doing such good business.

“The Mermaid of Zennor” statue at St Ives Station.

The plaque explains the story: “In Zennor, a fisherman grows troubled when his son falls in love with the mysterious Morveren, whose unearthly singing enchants the church congregation. Convinced she is a mermaid who draws men to the sea, Jowan tries to warn him, but the young lovers vanish without a trace…”

Sprinter Unit 150 266 with 150 232 make up the 4 car train at the single platform St Ives branch terminus.

The original station here was a few hundred yards further on but the line was cut back some years ago to allow the building of a larger car park.

Cornish Main Line: St Erth - Penzance

At St Erth, I recrossed the footbridge to the down main platform to await my final train of the day, just one more stop to the end of the line at Penzance. The 1650 departure which I intended to catch was running about 10 mins late, but as this was a through train from Paddington, a short delay of this nature was not unexpected. I boarded the front coach of IET set 800 302 for the brief 10 min run to the most westerly and southerly station in England.

En route, we passed the site of the closed station at Marazion, at which point the line skirts the coast along Mounts Bay, with views of St Michael’s Mount (reached by a causeway at low tide, but covered by the sea at this time). The double track main line goes into single track past Long Rock Depot, where trains are stabled and maintained. Finally, we came into Penzance Station, terminating under the overall roof in one of the four platforms.

Next door, Penzance Bus Station, which will feature in Part 2 of my Cornish Adventure, when I sample the local Go Cornwall bus network in the area. However, for now, I retired to my hotel for some rest and relaxation until the morning.

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This really is the end of the line! View of Penzance Station after I arrived on IET no 800 302, the roof of which can be seen on the right. In an adjacent platform to the left, a better view of set no 800 025 named “Sir Tom Moore”, after the famous World War II veteran and fundraiser, waits to depart with a service to Plymouth.

Penzance Station is the furthest west station in England and the furthest south in Great Britain. It is 326 miles from Paddington per the mileposts (measured via Bristol) or 253 miles direct.

Heritage Buses: Zeroing In On Essex

On this adventure, I focus on a couple of Heritage Bus operations in Essex, riding the 339 between Epping & Shenfield and then visiting the recently opened Zero2 Bus Museum at Great Yeldham.

My journey began at Epping Station, where the London Bus Company’s Routemaster RML897 is seen on a 339 working to Ongar Two Brewers. I awaited the next departure through to Shenfield Station.

This was one of the first batch of longer Routemasters, which entered service on the 104 at Finchley Garage in 1961. It ended TfL service on the 38 at Clapton Garage in 2005 and was later bought by the London Bus Company, owned by Roger Wright.

Personal History of the 339

I first became acquainted with the 339 in London Country days during the early 1970s, when it was operated by Harlow (HA) Garage between Harlow, Epping, Ongar, Brentwood and Warley Fords. I well recall various visits to Harlow to ride Green RTs on the 339, together with the 397 (Harlow - Bishop’s Stortford) and the M-F Peak Hour 396 (Epping - Bishop’s Stortford). All this came to an end in 1976, when the Harlow RTs were replaced at short notice with Southend Transport Leyland PDs, which were “on hire” to London Country and were replaced in due course by RMLs. However, I managed a final RT ride on the 339 in March 1976, just before the end.

The 339 eventually disappeared, the original route being covered these days by Central Connect 20 between Harlow, Epping & Ongar and NIBS Travel 21 between Ongar & Brentwood. However, I was able to recreate parts of the 339 with RT operation in subsequent years on running days in connection with the Epping Ongar Railway and, more recently, on the regular reinstated 339 between Epping, Ongar & Shenfield, which runs during the spring, summer & autumn when the railway is open as a feeder to North Weald and Ongar Stations.

Today’s Heritage 339 generally uses RT and RM family vehicles from the London Bus Company, headed by Roger Wright. I have ridden the route a few times in recent years, my personal favourite being a “rounder” on Green RT1700, which evoked memories of past London Country days. If someone had told me in 1976 that I would still be enjoying RTs on this service 50 years later, I would never have believed them!

Also out on the 339 when I travelled was RCL2219, restored by the London Bus Company to “Green Line” condition. Seen parked up between duties at North Weald Station.

This bus was new in 1965 and ran on routes 721, 722 & 726 from Romford London Road Garage. It was one of those re-purchased by LT from LCBS in 1980 and repainted red for use on the 149 from Edmonton Garage. Withdrawn in 1985, it passed through various owners before ending up with the London Bus Company.

Route 339: Epping - Shenfield

Arriving at Epping Station around lunchtime on a Sunday, the first departure on the 339 was in the hands of RML897, which was working a short journey to Ongar. However, I awaited the next working, operated by RT2799, one of two preserved in “Blue Triangle” red and cream livery, these vehicles having received this scheme for use on the Summer Sunday 622 between Harlow and Great Yeldham, operated under contract to Essex County Council and which I had ridden back in 1988/9. It was a treat to rediscover this bus so many years after last having been on it.

Today’s 339 is operated by the London Bus Company mainly as a feeder to the Epping Ongar Railway at North Weald Station, but although the railway was running, there were only a handful of passengers joining at the start of this trip. Two bells from the conductor marked our departure and we made our way up the hill to Epping Town, where we picked up a few more local riders to North Weald, who were using us instead of the “normal” bus on Central Connect Route 20.

A brisk run through Epping Forest and past North Weald Airfield to North Weald Station, where there was a scheduled pause of 7 mins and a crew change. Then we continued through the village and onto the winding country stretch via Blake Hall to Ongar, where there was a passenger exchange at the station. Onwards past the “Two Brewers” terminus and then onto the pleasant rural section via Kelvedon Hatch and Pilgrims Hatch, picking up a couple of passengers, one of whom was obviously a regular known to the conductor and the other on their way to work in Brentwood who was making use of the Sunday service now provided only by this route.

On arrival in Brentwood, we dropped some of our customers, before the short run along the main road to Shenfield, turning off down to the terminus outside Shenfield Station. This involves a 180 degree turn just past the railway bridge, which our RT accomplished in one go, but which the longer Routemasters often have more difficulty with according to the conductor! Our total journey time was around 55 mins from Epping, a great run.

AEC Regent III RT2799 in “Blue Triangle” livery at Shenfield Station after my ride aboard from Epping. This was one of the buses used on the Summer Sunday 622 (Harlow - Great Yeldham) in the late 1980s.

New in 1952, it operated at various garages, until ending its LT days at Barking in 1978. It was bought by Roger Wright and, after use on the 622, was preserved in store before being restored more recently.

Route 339: Shenfield - Epping

After a short 5 min break, we began the return trip with a small number of takers, including one to Ongar. Back through Brentwood, with a couple of short riders picked up for Pilgrims Hatch, then on over the country roads passing the Top Secret Nuclear Bunker at Kelvedon Hatch, now a museum open to the public, with lots of signage contrary to its name!

All too soon we were back in Ongar, with a few passengers on and off, before a fast run to North Weald once again. Another pause at the station, before resuming the ride to Epping. Arrival at Epping Station was around an hour after leaving Shenfield, after an interesting round trip on a historic bus which evoked memories of former times.

Whilst the original 339 was RT operated on M-S back in London Country days, on Sundays it was one man operated with RFs by that time, RTs having been replaced on that day somewhat earlier, so our run was a reminder of a previous era.

For those wishing to ride the 339 or visit the Epping Ongar Railway, the 2026 timetable with dates of operation is shown below.

Offside view of RT2799 at the other end of the 339 at Epping Station at the conclusion of my rides for the day, before returning on a shortworking to North Weald.

Sister RT2150 is also preserved in this livery.

London Bus Company Timetable for the 339 in traditional LT style, showing dates of operation for 2026.

Zero2 Bus Museum

The heritage bus collection owned by the Newman family is well known to most bus enthusiasts and began in 1979, when ex London Transport RT3232 was acquired. The family owned the Ensign Bus Company, based in Purfleet, Essex, with the fleet growing over the years to around 60 vehicles. These were used for Private Hire in connection with Weddings or Corporate Events, for example, Film Work and Emergency Coverage. There were also Running Days, the most well known of which was the popular annual event based on Lakeside Shopping Centre Bus Station, with routes extending out to Upminster, Brentwood, Grays, Tilbury, Bluewater and Gravesend, amongst other places, using a variety of vehicles from the fleet.

In addition, there was an Ensignbus operation on regular local routes in the Grays area using modern buses, which was sold to First Bus in 2023, but the vintage collection was not included and the family decided to build a museum to house this. A site was found at Poole Farm near Great Yeldham in Essex, with the museum first opening to the public on Good Friday 2026.

The museum comprises two main buildings, one housing the restored buses, which range from a Jersey (JMT) Leyland of 1932 through to an Ensignbus MCW Metrobus Mark II of 1988. The London vehicles include various examples of the RT and RM family, together with representatives of the DM, M, MD and T classes. Apart from those mentioned previously, buses from other operators feature types such as the Bristol Lodekka and Bristol VR. Single deckers in the collection include examples of former London RF and T types, plus a Bristol MW and a Bedford WTB Duple, amongst others. Along the sides of the main hall housing the collection is a series of glass cases containing well over 10,000 model buses, coaches, trams and trolleybuses from around the world.

The second building includes the repair & maintenance shop, where vehicles undergoing restoration can be seen in various states of undress. There is also a display of ticketing equipment, ranging from old Bell Punch machines, through the Gibson and Setright era, to the modern electronic equipment. Another section covers destination information, going from the wooden sign boards placed on early buses, through linen blinds to the latest electronic displays.

Food & Drink is available outside from a converted First London Trident Alexander ALX400 and an Arriva Optare Versa, with adjacent wooden tables and chairs, an ex First York Mercedes Citaro bendibus providing seating under cover if required.

A connecting accessible bus service 721 operates between Zero2 and Braintree Station on weekends and Bank Holidays when the museum is open, whilst short local bus tours are run using heritage buses from the collection - see the following sections for more details.

The 721 runs between the Zero2 Bus Museum at Great Yeldham and Braintree Station on days when the museum is open. Volvo B9TL Optare Olympus no 120 is preserved in Ensignbus livery but with Great Yeldham Buses fleet names.

The vehicle is seen outside the main hall of the museum before I rode it to Braintree and back.

Route 721: Zero2 Bus Museum - Braintree

Another Sunday in May and I arrived bright and early at the Zero2 Bus Museum, which is just south of Great Yeldham village, around an hour before it opened. However, this enabled me to have a coffee from the refreshment bus in the grounds and fill in the time by sampling the connecting bus service to and from Braintree Station.

This is numbered 721 and is an accessible service with low floor buses, which on the day I visited were a former Stagecoach London Enviro200 single decker in white livery and an ex Ensignbus Volvo B9TL Optare Olympus double decker in light blue and grey livery with “Great Yeldham Buses” fleet names. I rode the latter bus with just three of us on the trip from the museum at this time of day and we departed over the narrow bridge at the entrance before turning left onto the main road.

Then along the winding road through the countryside, soon passing the preserved Colne Valley Railway without stopping as it was not yet open for the day. Through Sible Hedingham and on to the next village of Gosfield, where we paused for a few minutes to await our correct departure time. More pleasant country views before arriving into Bocking, with its Grade 1 listed windmill and its main street with half timbered buildings. The final section into Braintree Town Centre is more built up and we made our way through the streets to connect with the train at the station. Just over half an hour for the run.

Nearside view of no 120 outside Braintree Railway Station between trips.

The second bus in service on the route when I visited was a white Enviro200 single decker formerly with Stagecoach London.

Route 721: Braintree - Zero2 Bus Museum

A 15 min break and we departed from Braintree Station with just me and the driver on board, although this is early days for the museum and hopefully more visitors will make use of this connection over time as people become aware of it.

A few more joined en route and we made our way back through Bocking, Gosfield and Sible Hedingham, this time turning in to the Colne Valley Railway station, which was now open. Then on to the Bus Museum, which was now open and where I alighted after another trip of a touch over 30 mins.

The 721 operates 3 return trips in the morning and 3 in the afternoon, with a gap at midday. The full timetable is shown at the end of this article.

I then entered the museum, which comprises two main buildings as described above. These are illustrated below.

General view of the main hall at the Zero2 Bus Museum showing the extensive collection of vehicles, which includes ex London Transport, London Country and other operators’ buses.

At the far end, MCW Metropolitan MD60 can be seen in the centre, which was sporting special blinds to celebrate 50 years of the class which entered service in 1976.

Another view of the large collection of preserved buses at the museum, seen from the opposite end of the main hall.

The collection comprises around 60 vehicles in total, dating from 1932 to 1988.

Over in the repair shop, Pre War RT44 is at early stage of reconstruction.

The extensive amount of work required is clear from this view!.

Also undergoing rebuilding in the repair shop is this rare and unusual Thames Trader double decker with Strachans bodywork. LT operated five of these odd vehicles through the Dartford Tunnel from 1963-65 for cyclists.

The bicycles were stored in racks on the lower deck behind the staircase leading to the seats on the upper deck. Although loading and unloading was from a platform, the steep steps presumably reflected LT’s belief that cyclists were incredibly fit individuals!

Free rides are provided from the museum to the Roughacre Brewery at Clare, over the border from Essex in Suffolk. RTW335 stands ready to perform the first trip of the day which I rode.

New in 1950 and withdrawn from normal service in 1965, it passed through various owners until purchased by Ensignbus in 2009. The bus is nicely preserved in the early livery with cream upper deck window surrounds, which was sadly discontinued later on.

RTW Ride: Zero2 Bus Museum - Clare Microbrewery & Back

In addition to the museum itself, visitors can take a ride on a preserved bus to the nearby Roughacre Microbrewery at Clare. Buses pick up from a stop just outside the main building, the vehicles used varying from day to day, with RTW335 and DM2646 being on duty when I visited. Departures are dependent on the number of visitors and are announced in advance over the tannoy system.

I took the midday trip which was in the hands of RTW335 in the early red and cream livery which the class carried in its early days until sadly discontinued later. By this time, more visitors had arrived and we carried a reasonable number on the trip, which proceeded out of the museum, this time turning right and progressing through Great Yeldham village, which has several listed buildings.

Shortly after this, we crossed the border from Essex into Suffolk, continuing along the country lanes to Stoke-by-Clare, with its pleasant village green and thatched cottages. Then through more rural idyll into Clare itself, passing through its narrow streets and negotiating a number of badly parked cars. This small market town is named after the de Clare family, who were the principal local landowners in Norman times.

Just beyond the town, we reached the Roughacre Brewery after a run of just under half an hour, where our bus reversed onto its parking spot in the car park. There is a visitor centre where locally brewed ales can be purchased for immediate consumption or take away, so I duly acquired a couple of bottles.

After around 25 mins, we all reboarded the bus and returned to Zero2 via the reverse of our outward route. An interesting run and new territory for me in an old London bus!

Nearside shot of RTW335 at Clare Roughacre Brewery. The X55 blinds are from one of the routes which used to operate on the annual Ensignbus Running Day in past years.

Presumably all the passengers are inside the brewery sampling the many different ales available!

Daimler Fleetline DM2646 was the final one of the class with LT, entering service in 1978. It was restored by Ensignbus into the “Shillibeer” livery it wore when new to celebrate 150 Years of the London Omnibus in 1979 and is pictured outside the museum.

This was a Leyland B20 Fleetline, which was later fitted with an Iveco engine and ended normal service at Sutton Garage in 1992. It passed through several owners in preservation and was refitted with a Leyland engine before ending up with Ensignbus in 2004.

Also outside the museum, MCW Metrobus M1 was one of the five pre-production examples of the class delivered to LT in 1978, entering service initially on the 16/A at Cricklewood Garage. Becoming a trainer in 1997 and then a special events vehicle with Metroline, it was bought by Ensignbus in 2008.

The first five Ms had the three piece destination screen at the front which was replaced by a two piece version on the production models. The white upper deck window surrounds were discontinued as a cost saving measure after only a small number had been so treated.

RT2976 leads a line-up of three of the class which are being stripped for spares at the back of the museum.

A sad sight but necessary to keep other examples in operational condition, given that parts are otherwise difficult to come by for such elderly vehicles.

Along the sides of the main hall is a series of glass cases displaying over 10,000 models from bus fleets in the UK and around the world. Seen here are some of the larger London RT & RM class models in various liveries.

The museum also has collections of ticket machines and bus blinds adjoining the repair shop.

Future Developments

The Zero2 Bus Museum is an interesting development for the bus enthusiast and the wider public which deserves to succeed. It was a pleasure to see the collection of preserved buses all together, which evoked many pleasant memories of past running days when I had ridden several of the vehicles.

During my visit, I was privileged to meet up with owner Peter Newman and have a chat over a coffee in the outside seating area. I asked whether it was possible to operate preserved buses on the connecting 721, to which it was explained that, as a registered service, it had to comply with current accessibility requirements, especially as there is no other parallel “normal” service bus. In addition, the wish was to make the museum site itself fully accessible for visitors. I also enquired about whether there would be future running days from the museum, in the style of the former Ensignbus events based on Lakeside. This is under consideration, but if it did go ahead, would likely be fairly limited due to the narrow entrance to the museum restricting the number of departures and arrivals that would be possible, plus the lack of suitable turning points in the local area. A case of wait and see I think!

For more information on the museum including dates/times of opening and prices, see the 721 timetable below and visit the website on

https://www.zero2busmuseum.com

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Timetable for the 721 showing operating days for 2026. This provides a useful connection for those arriving by rail, although car parking is available at the museum if required.

Despite the picture of RM25, low floor vehicles are normally used on the route.

A Bus in the Hand is worth Two in Shepherd’s Bush

This time, I take a bus trip from South London to Westminster and out to the inner western suburbs, on a mix of longer double deck and shorter single deck routes, catching up on some service changes from 2025 along the way.

One or two electrics per day appear on the 45 amid the majority hybrids. Transport UK BYD Enviro400EV no 3424 of Walworth (WL) Garage captured at Morden Station, although I travelled on the following bus which was a hybrid.

The 45 was amended in February 2025 to absorb the 118 between Brixton and Morden, being cut back at the other end from Elephant & Castle to Camberwell Green.

Route 45: Morden - Camberwell Green

Early in 2025, I travelled from Brixton to Morden for the last time on Route 118, before it was withdrawn in February of that year and replaced by an extended 45. On this latest journey, I arrived at Morden by Underground to sample the revised 45 over its comparatively recent extension. The changes in February 2025 saw the 45 diverted away from Clapham Park (replaced by the 59 over that section) and rerouted to absorb the entire 118 to Morden, although at the other end it was cut back from Elephant & Castle to Camberwell Green. With only the short Brixton Hill - Camberwell section in common with the “old” 45, the “new” route might have been better under the 118 number, as it is now follows that route entirely but with a short extension!

The GAL Enviro400s on the 118 have been replaced by Transport UK Enviro400 MMCs on the 45 out of Walworth (WL) Garage, although one or two electrics turn out in support each day, with an example departing as I arrived at Morden Station. However, I awaited the next working, formed of Enviro400 MMC no 2521. Boarding with a few others, our bus was in the hands of a new driver, who was being instructed by a “Driver Mentor”, with various potential hazards and the finer points of positioning at stops being pointed out as we progressed.

Nevertheless, a smooth ride and we made reasonable time, despite this being a busy journey with more and more passengers being picked up as we made our way along the route. A decent run past Morden Hall Park and through suburbia to Mitcham Tram Stop, then the Cricket Green, Lower Green and Upper Green, passing Three Kings Pond to skirt the edge of Mitcham Common. The “green” section of route then largely over, we made our way through the fringes of suburban Pollards Hill up to Streatham Common Station, before turning onto the main Streatham High Road for the straight run to Brixton.

Luckily, the main road was fairly quiet at this time of day just after the morning peak and we made good progress, passing the site of the old Streatham (AK) Garage and Streatham Station up towards Brixton Hill and the still operational Brixton (BN) Garage at Telford Avenue. To our right, another bus garage passed was the old Brixton Tram Shed, now used as an overflow for BN. Then, downhill past Brixton Prison into Brixton Town Centre, with a large exodus of passengers at the busy stop opposite the Victoria Line station. Hanging a right at Brixton Police Station, it was then a short hop via Loughborough Junction to our destination at Camberwell Green, just around the corner from the operational garage of Walworth. A lengthy 1h20m run, but virtually on schedule.

The 45 dates back to 1950, when it was introduced between Farringdon St and Battersea Garage via Elephant & Castle, Camberwell Green, Brixton and Stockwell, as a replacement for Tram 34, although it was extended the following year to South Kensington. The route featured in the Trolleybus replacement scheme too, when in 1961 it was extended from Farringdon St to King’s Cross and Hampstead Heath in place of Trolleybus 513/613.

The initially simple route gradually became more complex, with different destinations at each end on different days of the week, as was common with many longer routes at the time. In 1972, the King’s Cross - Hampstead Heath section was replaced by the 46, but in 1978 it gained a new northern extension to Archway Station via withdrawn Route 17, although the latter route was later reintroduced on M-S leaving the 45 over this section on Suns only.

In 1990, new route 45A (later renumbered 345) took over the Brixton - South Ken leg, the 45 becoming Brixton - KIng’s Cross. The southern terminus moved first to Streatham Hill Telford Avenue and then to Atkins Road, which was later redesignated “Clapham Park” by TfL. The route then settled down until 2019, when it was cut back from King’s Cross to Elephant & Castle, being partially replaced by changes to the 40. This continued until the latest alterations in 2025 mentioned at the start of this section.

The 45 was one of the few to operate all three main variants of the RT (standard RT, RTL & RTW) at different times in the 1950s/60s. RM conversion came in 1966, interspersed with short periods of crew DM operation in the mid 70s. OPO came in 1985 with Titans, replaced by NV Olympians in 1998. Low floor conversion came in 2000 with AVL types, although PVLs later became the principal allocation, with appearances by EVL, WVL and E types thrown in for good measure.

The route’s long association with Camberwell (Q) Garage came to an end in 2017, when the 45 passed from Go Ahead to Abellio, moving across the road to Walworth (WL), where it had once been an inmate much earlier in its career. Enviro400 MMCs have been the principal type since, with Abellio selling out to Transport UK in 2021.

Transport UK Enviro400H MMC no 2521 of Walworth (WL) Garage on the 45 at Camberwell Green after my ride on it from Morden Station.

This type is the main allocation on the route and despite the apparent countrified setting this is in the middle of built-up Inner London!

Route 148: Camberwell Green - White City

At Camberwell Green, my intention was to transfer to the 148 up through Westminster out to White City. However, having just missed one, LVF was showing a significant gap in service, with 3 late-running southbound buses turned short at Elephant & Castle, on a 12 min interval service. The good news was that whatever had caused the delay earlier seemed to have ended, as the following buses were more or less on time and running through.

Eventually, First London New Routemaster LT86 of Shepherd’s Bush (S) Garage arrived at Camberwell Green only a few minutes late and, after a 10 min break, formed the next departure after a service gap of over 45 mins. Interestingly, a fair number of passengers appeared to have been waiting specifically for the 148, being longer distance travellers from Camberwell to Victoria, Marble Arch and Notting Hill. A reasonable trip, making our way along the busy Walworth Road with people on and off at most stops serving the shopping area along much of this section. Elephant & Castle was busy with traffic, but we were soon continuing on via Lambeth North and close to Waterloo Station before arriving at Westminster Bridge, which was thronged with tourists taking selfies in front of the Houses of Parliament and its clock tower often wrongly called Big Ben, actually the name of the Great Bell inside the Great Clock of Westminster.

Across Parliament Square and past the grand edifice of Westminster Abbey, before a bit of a slog along Victoria Street to Victoria Station - traffic light phasing needs sorting out here, as there tend to be delays for most of the day on this section. Further exchanges of clientele as we made our way up to Hyde Park Corner along the back of Buckingham Palace grounds, then into Park Lane, where the narrow lanes were causing a slight delay northbound. Once into the Bus Lane, a smooth run beside Hyde Park up to Marble Arch, where we turned left into Bayswater Road, passing along the northern edge of the park past Lancaster Gate and Queensway Stations to Notting Hill Gate.

A quieter run in terms of passengers from here on and we made good speed down to Holland Park and onwards to Shepherd’s Bush Green, where everyone apart from me alighted. Just me and the driver into Wood Lane up to the final stop opposite White City Bus Station, which we reached 1h20m after leaving Camberwell Green, a good run.

The 148 number is one I originally associated with East London, as an RT route between Leytonstone & Dagenham in the 1970s. Converted to OPO with DMS in 1977, it was later converted to T and then to DA single deck before withdrawal in 1993.

The number was reused in 2002 for a new route skirting Central London between Camberwell Green and Shepherd’s Bush in advance of the forthcoming Congestion Change Scheme, one of a number of similar routes introduced at this time to encourage greater use of public transport. The route has remained the same since apart from a short extension at the western end to White City in 2008 to serve the Westfield Shopping Centre.

Always operated out of Shepherd’s Bush Garage by London United (and its successor First Bus), principal types have been in turn TA, SP and LT classes, although other double deck types based at S have appeared at times. When I travelled, a couple of BCE electrics were out in support of the LTs.

New Routemaster LT86 on the 148 stand at Camberwell Green before I rode the bus to White City.

Whilst the vehicle has no logos on this side, it is operated by First Bus from Shepherd’s Bush (S) Garage.

Tube: White City - North Acton

From White City, I hopped on the Central Line a couple of stops to North Acton, for the second part of my journey sampling a couple of single deck local bus routes.

The 218 began in 2019, operated by Tower Transit from Westbourne Park (X) Garage with Enviro200s. DML44187 is seen at North Acton Station in December of that year.

The Tower Transit logos were always quite small and can barely be distinguished on single deckers. Operations at X were sold to the RATP Group in 2023.

Route 218: North Acton - Hammersmith

The 218 terminus is just outside North Acton Station and, since I last rode it, has passed from Tower Transit via the RATP Group to First Bus London. Also, it has been converted from diesel to electric using Wright GB Kite Electroliners. After a few minutes wait, sparking new WKE37111 of Westbourne Park (X) Garage hummed gently onto the stand. Following the short layover, I boarded, the only other passenger being a wheelchair user. The smart modern interior included yet another variation of information screen, which although showing the correct destination and next stop details, unusually displayed the time in am/pm format rather than 24 hour clock - it looked a little odd to see the time as 01.39 rather than 13.39, my initial thought being that I had been transported to the early hours of the morning!

Then we were off, turning into Wales Farm Road and across the A40 Western Avenue at Gypsy Corner, into Horn Lane and then into the suburban section at Noel Road, with the loop around North Acton Playing Fields. It was only then that we began to pick up more passengers, with a large crowd waiting at West Acton Station. Then it was down to the Uxbridge Road, swinging left to Acton Market Place, where many left us.

There followed a straight run past Acton Park to Acton Vale, passing the former Trolleybus terminus at Bromyard Avenue, where journeys on the 607, 655 & 666 used to turn in front of the prominent 6 storey Ministry of Pensions building built in the 1920s. Today, Bromyard House, as it is known, is a gated residential apartment block, the adjacent bus stand now used mainly by the 306 plus occasional short-workings on other routes.

We continued right into Askew Road, following this down to Goldhawk Road and straight across into Padenswick Road, passing Ravenscourt Park on our right. At the station of that name, we entered the one-way system on the western approach to the terminus at Hammersmith. After dropping most of our clients at the H&C Station, we made our way into the top level of the Bus Station, where our 40 min run was at an end.

The 218 is a number I still associate in my mind with the previous incarnation, which ran between Kingston & Staines via Esher, Walton-On-Thames, Shepperton and Laleham. Famously one of the last two routes to operate red RFs, it received LS Leyland Nationals in 1979, which lasted until 1986 when the route was transferred to London Country South West and became a Surrey County Council operation rather than a London one. The number changed and eventually the route disappeared in its original format.

The 218 number resurfaced in 2019 for a new route between North Acton and Hammersmith, replacing the 440 between North Acton & Acton and the 266 between Acton & Hammersmith. Originally operated by Tower Transit, it has passed through the subsequent ownerships of London Transit and London United under the RATP Group, before First Bus took over in late 2024. Originally operated with DML and then DE class Enviro200s, the WKE electrics have taken over in recent months.

First Bus acquired the operations at Westbourne Park (X) Garage from RATP Group in December 2024. In recent months, new Wright GB Kite Electroliners have entered service on the 218, like WKE37111 seen at North Acton Station before my journey aboard to Hammersmith.

In addition to the 218 at Westbourne Park, examples have also converted the 33 and part of the 371 at Fulwell Garage.

Route 72: Hammersmith Bridge - East Acton

From Hammersmith Bus Station, I took a short walk across the road and under Hammersmith Flyover to the north side of Hammersmith Bridge. Since this was closed to traffic in 2019, longstanding route 72 has terminated here, becoming a short route up to East Acton. However, service changes in late 2025 saw the 283 (which ran between Hammersmith & East Acton via a different route) withdrawn and the 72 diverted via the former 283 roads to compensate. In effect, the 72 is now the former 283 renumbered, with a short extension from Hammersmith Bus Station to Hammersmith Bridge Road!

When I arrived, there were a trio of Enviro200 MMCs on the stand, but the first pick up stop (officially) is on the other side of Hammersmith Bridge Road, a few yards away. I missed the first departure, but caught the second one 10 mins later, which was First London DLE30318 of Shepherd’s Bush (S) Garage. Surprisingly, there were a few passengers already aboard, who had presumably been allowed on unofficially at the stand - I’m not sure whether this is a normal occurrence? Annoyingly, there is then a double run around the one-way system to serve the Bus Station, meaning we were stuck in the habitual slow moving traffic at the northern end of the gyratory twice, before finally entering Shepherd’s Bush Road.

A slow run up to Brook Green, before the flow improved, although it was a gentle amble up to Shepherd’s Bush Green, stopping once again outside the famous Shepherd’s Bush Empire, now a music venue but built in 1903 as a music hall and from 1953-93 as the BBC Television Theatre, which I remember visiting to watch the recording of programmes such as “Crackerjack!” and “The Generation Game” many moons ago! We then deviated from the traditional 72 route, which ran direct up Wood Lane past the BBC Television Centre, instead turning left onto Uxbridge Road past Shepherd’s Bush Market. Lots of locals joining us here for the short ride into the White City Estate on the former 283 section of route.

The circuitous routeing through the estate is a little odd and can be seen from the accompanying diagram below. At one point, in the middle of Bloemfontein Road, a southbound stop is served by 72s in both directions, a source of potential confusion for the unwary. We then looped around past Queens Park Rangers Football Ground, back to Wood Lane north of White City. Then up Scrubs Lane under the Westway Viaduct, before turning left into Du Cane Road, named after Sir Edmund Frederick Du Cane, a prominent Victorian British Army Officer, who oversaw prison development in the 19th Century, including Wormwood Scrubs Prison which is on the road bearing his name. Next to the prison is Hammersmith Hospital, outside of which temporary lights were controlling single lane traffic and caused a few minutes delay. Eventually, we were through and continued to East Acton Station, before running up to the terminus at Brunel Road. An overlong 55 min journey on this comparatively short local route.

The 72 has been running in West London for many decades, in the 1950s it ran from East Acton via Hammersmith, Barnes, Roehampton, Kingston Vale and Tolworth to Esher with RTL and later RT crew operation. It later gained a M-F peaks extension at the northern end to/from Park Royal Stadium and at the other end to Hampton Court (with school journeys to Hampton Grammar School). The Park Royal extension was later replaced by a shorter one in M-F peaks from Du Cane Road to Brunel Road in East Acton. In 1973, the route began to retreat at the southern end, being cut back to Tolworth, although a Suns extension to Chessington Zoo was added. RM conversion came fairly late, in 1975, with OPO using DMS following in 1981.

A M-S shopping hours extension to Kingston came in 1983, together with a part Leyland National allocation, giving an unusual mixed double/single deck (DMS/LS) operation, although the DMS types were soon replaced with Ms. The Kingston extension (and the LS share) was withdrawn after only a short time in 1984. The section south of Roehampton to Tolworth came off in 1991, when the 265 took over this leg. The following year saw the 72 converted to DR Dart single deckers.

Low floor operation with DPS Darts occurred in 1999, until these began to be replaced by DE Enviro200s from 2009, although some older DPS types remained for a few more years. The route was dramatically cut back from Roehampton to Hammersmith in 2019 after closure of the bridge as mentioned earlier.

After many years associated with the old Riverside (R) Garage, the main allocation has been at Shepherd’s Bush (S) since 1981, except for a short term Norbiton (NB) share in the 80s and a brief period from Wood Lane (B) Outstation in the 90s, passing from London Buses to London United through its various ownerships to First Bus today.

Interestingly, the 72A suffix number has been used three times over the history of the route:

• Hammersmith Brook Green - Roehampton, 1937-38, Daily with ST & STL operation, via a different route from the 72 in the Roehampton area, until the main 72 was revised to compensate.

• North Wembley Preston Road / East Acton - Chessington Zoo, 1946-50, Summer Sats & Suns only with G, STL then RT type. Then replaced by the main 72 again.

• East Acton - Tolworth, 1959-66, Suns only with RTL then RT operation. The main 72 on M-S ran via Westway back then, the 72A on Suns ran via Du Cane Road, hence the need for the suffix. In 1966, the whole daily service was altered to run via Du Cane Road under the plain 72 number.

First Bus Enviro200 MMC DLE30319 of Shepherd’s Bush (S) Garage on the Hammersmith Bridge stand of the 72. Later, I rode this bus from East Acton back to Shepherd’s Bush.

The bus is seen beneath the Hammersmith Flyover near the north side of the bridge.

The 72 was altered in December 2025 to essentially replace the 283, being diverted via White City Estate instead of its former route direct along Wood Lane.

The map shows the different northbound and southbound routeings through the estate including the short section of Bloemfontein Road where buses in both directions operate southbound.

Part Route 72: East Acton - Shepherd’s Bush

To finish, I returned part way along the 72 back to Shepherd’s Bush, this time on fellow Enviro200 MMC DLE 30319. A bit quicker on this trip, with the route this time through the White City Estate being westbound via Westway then southbound along the whole length of Bloemfontein Road to the Uxbridge Road. This area was used by the BBC TV “Monty Python” team in the 1970s to film various outdoor shots for some of their famous sketches, including the “Ministry of Silly Walks”, which began with John Cleese leaving a newsagent’s shop at the junction of Thorpebank Road and Dunraven Road nearby.

I alighted a little further on at Shepherd’s Bush Green after a 25 min trip and walked (normally!) to the nearby Central Line station for the journey home.

Watton

“And Finally”… The 72 was one of the last TfL routes to host Plaxton Pointer Darts. Here is London United DPS30673 of Shepherd’s Bush (S) Garage on the East Acton Brunel Road stand in May 2019.

This was just after the route had been cut back from Roehampton to Hammersmith after the closure of Hammersmith Bridge.

40 Years of Riding Roundabout

2026 marks the 40th Anniversary of the “Roundabout” network in the Orpington area. On this celebration journey, I travel on the modern version of some of the original routes, taking a somewhat roundabout route to get there!

My rides began at Eltham Station. On a previous visit here in Summer 2000, I came across Go Ahead London’s Enviro200 no 181 of Orpington (MB), the operational garage of the 162 at the time.

The maximum 11 passengers notice on the door reflects the restrictions that were in place during the Covid period.

Route 162: Eltham - Beckenham Junction

By Southeastern train to Eltham in South East London, where I began my bus rides for the day. My first route was the 162, which has recently been transferred by Go Ahead London from its previous home at Orpington (MB) to the new Sydenham (SM) Garage. It is also due to be electrified with new Enviro 100 EVs, so a last chance for me to sample the existing diesels. As I arrived, Enviro200 no 158 roared up to the first pick up stop and I jumped aboard with a few others.

Unfortunately, all was not well, as soon after traversing Eltham High Street, we turned into Avery Hill Road, which was blocked by roadworks. A diversion was in operation, but either the driver had not been briefed or had forgotten and, after phoning the depot for instructions, we executed a three point turn and returned to Bexley Road. The long diversion route was signposted and we had to follow the 132 to Blackfen, then the 51 via Wellington Avenue, The Oval and Willersley Avenue, then the 286 along Halfway Street to emerge further down Avery Hill Road. Whilst this ensured that only one stop was missed, it added a good 10 mins or more to the journey time. Surely a better diversion would have been direct to New Eltham along Footscray Road, which would have missed a few more stops, but at least these are covered by the 132 and B13. As a result, gaps and short turns were evident in the service, even fairly early on a Saturday morning with minimal traffic.

Once back on route, we progressed at a fair lick as there were few passengers to pick up and free flowing traffic. From New Eltham, we were soon across the Fiveways junction and on to the suburban stretch through the Edgebury area to Chislehurst. At Chislehurst Common, we traversed the leafy stretch past Chislehurst Caves, which are now a tourist attraction but were made by human hands and have been inhabited for centuries. In WW2, they were used as a vast underground shelter, equipped with electricity and water, complete with church, cinema and canteen.

On this section, we caught up with another 162, which was actually the following departure that had not made the same mistake as us and we ran virtually in tandem through Bickley into Bromley Town Centre. However, the other bus then drew ahead, which was to shortly to produce a problem. In Westmoreland Road, the driver received an instruction to curtail at Park Langley, which he informed to the three passengers by then on board. However, the second bus, just a couple of minutes ahead, was not held to transfer us and we were unceremoniously dumped in the middle of nowhere, although the driver apologised profusely.

LVF showed the next bus 25-30 mins behind, on this supposedly 15 min interval service. When it eventually arrived, it too was curtailed at Park Langley and deposited a crowd of angry passengers. One lady was upset as her young daughter was in tears at missing her dance class in Beckenham due to the delay. Others had appointments that they would be late for and train connections at Beckenham Junction that would be missed. Such is the human cost of curtailing buses that the Controllers in front of their screens don’t see.

The next bus was 8 mins behind and the assembled crowd thankfully boarded fleet no 180 after ascertaining from the driver that she was definitely going to Beckenham Junction. A couple of stops further on, at The Chinese Garage, there is a freehold section into Beckenham, with passengers boarding again berating the driver for the long wait which had disrupted their travel plans. We finally arrived at Beckenham Junction a massive 2 hours after I had left Eltham, some 50 mins later than I should have done. A poor show from GAL, which could have handled the situation much better in my view.

This version of the 162 is the third use of the number in London, the previous versions being a route between Staines & Stanwell which operated between 1948-56 using ST and then RT types until taken over by a rerouted 203, then the more well known East London version between Stratford & Little Heath (later amended to Wanstead & Barking / Mayesbrook Park), which ran between 1960-93. This began as crew operated with RT/RM but upon OPO conversion in 1971 used SMS, DMS and T classes in turn.

Today’s 162 dates from 1994, initially operated by Kentish Bus with Darts and running between Beckenham Junction and Petts Wood, replacing parts of the 126, 161 and 161A. In 1997, it transferred to Selkent with Titans and Olympians, but in 2001 was replaced over the Chislehurst - Petts Wood section by the 273, receiving instead an extension to Eltham. Low floor Darts first appeared at this time. Arriva had a 5 year term, also with Darts, between 2006-11, before present operator GAL took over with Enviro200s.

Back to the present day and here is GAL Enviro200 no 180 at the other end of the 162 on stand at Beckenham Junction Station after my short ride on it following the previous bus being turned short.

The route is now operated out of the new Sydenham (SM) base and is due to be converted to electrics in the near future.

Part Route 227: Beckenham Junction - Bromley North

Fortunately, after walking around the corner from Beckenham Junction, my next bus, a 227 back to Bromley the direct way, appeared just as I arrived. WS122, another GAL bus from Sydenham Garage, was already full and standing and several of us squeezed aboard.

Only 15 mins to Bromley North on this trip, for which even our long single decker was inadequate for the load, although double deckers cannot operate due to the low bridge on this section at Shortlands Station, with no obvious alternative route. A frequency increase is definitely needed.

GAL Wright StreetLite WS122 of Sydenham (SM) Garage at Bromley North Station after my short journey aboard from Beckenham.

The 227 is a very busy route that could do with double deckers but is restricted to single deck due to the low bridge at Shortlands. Even these very long buses struggle with the loads at peak times.

Route 269: Bromley North - Bexleyheath

At Bromley North, it was time for my sole double deck ride of the day, on the 269 to Bexleyheath. This was taken over by GAL in early 2025 and I had ridden it in the other direction back then aboard a WVL diesel. However, since then, the intended electrics have entered service at BX Garage and I had only a few minutes wait before Wright StreetDeck Electroliner DEL118 drew up to the first stop. My first ride aboard the class from this garage.

For a change, the interior info screens were working correctly and displayed the correct next stop and destination details. A smooth ride on this modern bus with the usual new vehicle features. After leaving Bromley Town Centre, we made our way back through Bickley to Chislehurst, although there was a slow moving traffic queue up to Chislehurst Common, many apparently taking advantage of the good sunny weather to visit this attraction.

Once over the lights at Chislehurst War Memorial, we sped up and had a clear run through to Queen Mary’s Hospital. Temporary lights and single lane working between here and Sidcup High Street didn’t delay us on this trip too much and soon we were descending the hill to Sidcup Station. A reasonable run on the suburban stretch from here towards Bexley, for much of which we were following an Arriva T on the 229. Then the final section up to Bexleyheath Town Centre, depositing all of our load at the Library, leaving just me and the driver to travel the last couple of stops to the terminus at Friswell Place. Despite the earlier delays, we managed to complete the trip in 55 mins, which wasn’t too bad.

I covered the history of the present 269 in my previous article “Repurposed Deckers in Bexleyheath & Bromley”dated 20 Feb 2025, which should be referred to for that story, so this time a reminder of the two previous uses of the number in London:

Firstly, for a route between Enfield & Tottenham Court Road, which replaced Trolleybus 629 in 1961. RM operated, it lasted until 1968, when it was superseded by an extended 123 and Flat Fare Route W4. The number resurfaced in 1973 for a service replacing the northern end of the 69 between Chingford & Leyton Downsell Road, also RM, which was short-lived and was replaced by the 69 again in 1976.

The present 269 had a 269A variant, which I missed last time, running between Bexleyheath & Woolwich, with a M-F Peaks extension to Charlton. This differed from the 269 by running via Crabtree Manor Way, Yarnton Way and Eynsham Drive in Thamesmead, rather than direct via Abbey Road and Abbey Wood. Introduced in 1984 with Titans, later replaced with L class Olympians, it lasted only until 1988 when much of it was replaced by the 401.

GAL’s new Wright StreetDeck Electroliner DEL118 of Bexleyheath (BX) Garage is at Friswell Place on the 269 after my ride aboard from Bromley North.

Note the sunroof on the top deck and the nearside tree defender bar. The 99, 269 & 401 were taken on by GAL in 2025, initially using E, EH, WVL & WVN types until the DELs were delivered.

Route B14: Bexleyheath - Orpington

Lunch time and a brief break before my next ride on Route B14. Since I last rode it some years ago, it has been rerouted in Bexleyheath to depart from the Library rather the Clock Tower and diverted at the other end to absorb the former R6 between St Mary Cray and Orpington. Also, the previous Enviro200 MMCs have largely been replaced by new Enviro100 EVs, which I was keen to ride as my first experience of this new class.

LVF showed one diesel still on the route, but I awaited the next electric, fleet no 46051 of Stagecoach’s Bromley (TB) Garage. Boarding the bus, which was “singing its song” as a safety feature on these quiet vehicles, my first impression was of a small and fairly cramped interior, although with the expected high back seating, USB ports and modern info screens. The seats had TfL moquette rather than Stagecoach’s own which was a slight surprise. There are 3 steps at the back up to the high seating area, with an extended low floor section at the front - the middle medium height seats usual on most single deckers missing on this model. The nearside screen which faces forwards so that the wheelchair user can see it blocks the forward view from anyone sitting rear of it on that side and also prevents a clear sightline of the next stop screen in the top front bulkhead, a design flaw in my opinion.

Nevertheless, a smooth ride as we left Bexleyheath with just half a dozen on board and we were soon bowling through Crook Log up to the Danson Underpass. The route to Orpington is a fairly meandering one and after continuing through the Blendon area, we entered the loop to serve Albany Park, which is very narrow and necessitated waiting for vehicles coming the other way past parked cars. Roadworks meant we circled the roundabout at Albany Park Shops and returned along the reverse of our outward route, rather than continuing around the loop via Albany Park Station.

Back on Bexley Lane, we navigated the back streets through to Sidcup, emerging in the High Street and continuing to St Mary’s Hospital. After circling the grounds, we resumed progress on the brief fast section along the Sidcup By-Pass. Into Sevenoaks Way at Crittall’s Corner, before turning into Midfield Way and entering another loop through St Paul’s Cray to St Mary Cray Station. It was only on this section that we became busy, but those on board bound for Orpington then had to contend with the new section taken over from the R6 in the Sandway Drive and Burrfield Drive area.

Finally, we were onto the narrow St Mary Cray High Street, with its village atmosphere, followed by a swift run along Lower Road to the junction with Court Road. Crossing the lights without delay, we were into Orpington High Street, where most of our clientele left. Just a handful of us continued up the hill to Orpington Station, where I alighted after the 1h15m run. On time, but a very convoluted route it has to be said! I suspect that the fairly measly 30 min frequency is prone to delays at peak times, a downside of long services like this with several functions to fulfill.

This B14 is the second use of the number, the first being a short-lived minibus route which ran for just a few months in 1988 between Bexleyheath and Erith, before being replaced by a revised B13.

The number returned in 1999 for a new route between Bexleyheath, Albany Park and Queen Mary’s Hospital, operated by Crystals with Mercedes Vario midibuses. It was extended to Orpington in 2001, with Optare Solos taking over. The contract was novated to Tellings Golden Miller in 2003 with the same buses, but Metrobus was the new operator from 2005 using Solos and Darts. This period saw minor rerouteings in the Albany Park and Crittalls Corner area, with Enviro200s replacing Darts in the 2010s.

After a couple of years in which the route moved within GAL from Metrobus to London Central from BX Garage using SEN class Enviro200 MMCs, the contract was gained by Stagecoach in 2018 with their Enviro200 MMCs. The rerouteing in St Mary Cray to replace the R6 came in March 2025.

A nearside view of Stagecoach Enviro100 EV no 46054 of Bromley (TB) Garage seen parked up between duties on the B14 at Orpington Bus Station. I travelled on sister vehicle 46051 which left out of service when I arrived here.

These electric vehicles recently replaced diesel Enviro200 MMCs on the route although one or two of the latter still appear each day.

Part Route R1: Orpington - Pauls Cray Hill

For the grand finale of my trip, I intended to ride a couple of “R” routes in the Orpington area to celebrate the 40th Anniversary this year of the introduction of the original “Roundabout” minibus network in 1986, which was a completely revolutionary concept at the time in terms of bus operation in London and spawned similar networks around the capital. The idea was to penetrate areas previously remote from existing routes or where narrow roads prevented traditional “big” bus services from operating. Many of the innovative routes introduced in the late 80s/early 90s in this way still form part of the TfL network today, although now with larger vehicles than the pioneer minis.

I began at the beginning with the R1, the first of the routes included in the initial launch of Roundabout. Back in 1986, I had ridden on the then new Iveco RH minibuses on the route, so it was fitting that this time I also had a new bus, as the route is in process of conversion to Enviro100 EV single deckers. I had GAL’s SEO29 of Orpington (MB) Garage, which I duly boarded at Orpington Station on its next trip to St Paul’s Cray / Pauls Cray Hill, depending on which description of the destination you prefer! The interior was very similar to the Stagecoach example on which I had just arrived on the B14, although this one had blue GAL moquette, rather than the TfL type.

A gentle run down to the High Street, before turning onto Cray Avenue and the straight run past the Nugent Retail Park to the railway bridge, where we hung a left up to St Mary Cray Station. The R1 then describes a long loop around the estate roads via Leesons Hill, St Paul’s Wood Hill and Mickleham Road to Chipperfield Road, almost a complete circle. Then into Midfield Way, before turning into Grovelands Road and the terminal loop. We arrived at the terminus by Grovelands Shops after a 30 min run, which had been quite busy.

The offside view of the new Enviro100 EV is demonstrated by one of GAL’s examples (SEO29) of Orpington (MB) Garage on the R1 at the Pauls Cray Hill terminus during my rides on it.

47 of these buses are on order so far and have been entering service at Camberwell, Orpington and Sydenham Garages. Those at MB are for the 233, R1, R3, R4 & R8.

Route R1: Pauls Cray Hill - Green St Green

After the layover, I reboarded SEO29 for the return trip, this time travelling through to the other end of the route at Green St Green. The first section back to Orpington was basically the reverse of the outward trip described earlier, with all its convolutions. After traversing the High Street and the double run to the Station, we continued direct along Tower Road, crossing Sevenoaks Road into Repton Road, serving the suburban housing area towards Chelsfield. Sweeping around to Chelsfield Station and adjacent shops, most of our passengers departed on the section down to Farnborough Hill. At the stop prior to the last one in the High St, we paused for a driver change, which seemed quite absurd - this may be the nearest stop to MB Garage, but surely better to change over on the stand a few hundred yards away? I alighted at the final stop after a 45 min run.

Incidentally, the repetition in the name “Green St Green” is because the name originates from a place known as “La Grenestrete” in the 13th Century, which meant a green or grassy hamlet, with the second “Green” later added to refer to the village green!

The R1 began in June 1986 as one of the new minibus routes operated by the Orpington Buses Ltd subsidiary of London Buses, trading as “Roundabout”. It was initially operated by Iveco “RH” and Optare “OV” minis in a smart maroon and grey livery. The original route was from Bromley Common to Sidcup QM Hospital, with a branch to St Paul’s Cray Grovelands. On M-S daytimes it ran in two sections: Bromley Common - St Paul’s Cray and Green St Green - QM Hospital.

In 1987, certain journeys on M-S daytimes and Sun PM were diverted via Orpington Hospital and were numbered R11 to distinguish them, although initially at least, the R1 & R11 operated under a joint schedule. The folllowing year saw journeys on both routes diverted via Foots Cray Tesco during shop opening hours. Meanwhile, the original minis had become too small for the number of passengers now using the routes and they were replaced by longer MRLs in 1988 and then by DT Darts in 1990, although the introduction of the latter coincided with a return to plain red livery.

In 1995, First Centrewest took on the route and the “Roundabout” name was replaced by “Orpington Buses” on the DP Darts now used. Also at this time, the R1 became Bromley Common - St Paul’s Cray only, the R11 taking the Green St Green - QM Hospital leg, with joint operation on the two routes ceasing. Further adjustments came in 2001 to the R1, which was rerouted in the St Paul’s Cray area and later in the year was withdrawn betwen Bromley Common and Green St Green, together with a diversion via Chelsfield between the latter and Orpington. Low floor DMS Dart Marshalls replaced the previous high floor Darts.

In 2007, the R1 & R11 moved from First to Metrobus using existing Dart types, although these were later replaced with Enviro200s. By now part of Go Ahead, the R1 was rerouted via Tower Road between Orpington Station and Sevenoaks Road in 2017, whilst in the same year the double run to Foots Cray Tesco on the R11 ceased. A new contract in 2024 saw the R1 specified with Enviro100 EVs which began to enter service in 2025, whilst the R11 is due Volvo BZL EVs during 2026.

New Volvo BZL EV buses are on order for the R11 but, in the meantime, existing Enviro200s continue, such as SEN27 of MB Garage, seen at Queen Mary’s Hospital Sidcup after my trip from Green Street Green.

This is one of the examples which began life with First and retains the purple and grey interior of that operator.

Route R11: Green St Green - Sidcup Queen Mary’s Hospital

Crossing the High St outside “The Queen’s Head” pub, it was time for my final full route of the day, the R11 to QM Hospital. This is a derivative of the original R1 as noted in the above section of this article. New electric buses are expected on this service too but, unlike the R1, they had yet to enter service at the time of my visit. Meantime, a motley collection of SE and SEN class Enviro200s formed the allocation.

Next off the blocks was SEN27, its origins with First London being evident when I boarded with its light blue, purple and grey interior scheme. A somewhat tired bus, but still giving good service. After one stop, at Glentrammon Road, another driver change by the garage which although fairly swift could have taken place on the stand to save time. Proceeding direct along Sevenoaks Road, we dived off to serve the double run to Orpington Hospital, picking up one passenger there. Then back to the main road and on to Orpington War Memorial. Mercifully, no double run to the station on this route and we continued direct into the High Street.

From this point we ran over the same route as the R1 via Sevenoaks Way to St Mary Cray Station, before taking a slightly more direct route through St Paul’s Cray to Midfield Way and back to Sevenoaks Way. Straight across the roundabout at Crittall’s Corner and up to Foots Cray, near to the site of Sidcup (SP) Garage, closed in 1988, before ascending Sidcup Hill to the High Street, where all the other passengers alighted. I continued with the driver to the terminus at Queen Mary’s Hospital, although he had to reverse onto the 229 stand as another R11 and a 229 were on the R11 stand! Just over 40 mins trip time.

Part Route 321: Sidcup - Eltham

From QM Hospital, I walked back to the High Street, where I was just in time to board Go Ahead London EBD8 of New Cross (NX) Garage on the 321 for the short 15 min journey back to Eltham where I alighted. Then a quick sprint down to the station to reunite with Southeastern Trains for the journey home.

Watton

And Finally… How it all began. The Roundabout minibus network was the first of a number in London, starting in 1986. Here is one of the Iveco RH minibuses which began the service, seen at Bromley Common on the R1 in the following year.

In a nice touch, the original minis were all named after birds, RH10 here being “Wren”. The distinctive and attractive maroon and grey livery was later replaced by plain red.

Caught in Hampton

On this bus adventure, I begin in Staines-on-Thames, making my way along the river to Hampton Court & Kingston, then to Heathrow & Hounslow covering a few “H” routes, before returning to my start point.

Staines Bus Station was where I began my rides, where we see First Bus London Enviro200 MMC DLE 30242 of Fulwell (FW) Garage on the 216.

I travelled on a similar example of the class which formed the following working.

Route 216: Staines - Kingston

I began bright and early on a Saturday morning at a sunny Staines Bus Station, close to the River Thames, which I was to meet up with again later on my first route of the day, the 216 to Kingston. This is currently operated by First Bus London using mainly DLE class Enviro200 MMC types from Fulwell (FW) Garage. After grabbing a fortifying coffee, I boarded the next working formed of DLE30321 with a couple of other passengers. Soon we were on our way out of town, passing the site of the long gone Staines (ST) Garage of LT Country Buses and its successors which closed in 1996 and now replaced by an office block.

A straight run over London Road between Staines Reservoirs and Ashford Park, before turning right down to Ashford Town Centre, picking up more along the way. From here, we continued via suburban Feltham Hill Road and Chertsey Road to Ashford Common, before swinging left into Staines Road West. A double run off the main road to serve Sunbury Tesco, where we had a brief pause to await scheduled departure time. Then on to Sunbury Cross and down to Sunbury Village, where we met up with the Thames again, turning left to follow the river for a while. Then a small deviation past the reservoirs in Staines Road East to Hampton, negotiating the dog-leg to serve the station, with a short hiatus whilst we sat in a queue waiting for the level crossing gates to open.

We set off from Hampton Station in hot pursuit of a 111, which runs in parallel with the 216 from here to Kingston. Soon we were back beside the river again, which was busy with small boats, following the pleasant stretch between Hampton and Hampton Court. As it was a nice day, traffic was busy on the approach to Hampton Court Roundabout, but soon we were skirting the palace grounds and whizzing through the green stretch between Bushy Park and Hampton Court Park, a section which used to be treated as a bit of a racetrack back in the days of Trolleybuses, which lasted until the last day of operation in 1962 in this part of London.

After crossing the river over Kingston Bridge, we deposited most of our load in the town, before terminating at Cromwell Road Bus Station after a 1h10m run.

‍The 216 number has operated over the Staines - Kingston corridor since 1934, when the former service 198 was renumbered. Following withdrawal of the pre-war types, the route was TD operated from 1949 until 1959, when RFs took over. These were crew operated until 1964 when OMO (as it was then called) was introduced. Replacement with BLs came in 1976, although these were superseded by larger LS Leyland Nationals in 1982, at which point the Staines terminus was cut back from Bridge Street (standing at the old Staines West Station) to Staines Bus Station.

An extension was introduced from Kingston to Tolworth Broadway to 1983 to replace part of the 211, although it was cut back again to Kingston in 1987 when the K2 took over this leg. At the other end of the route, there was an extension to Thorpe Park between 1985 and 2002, which ran on Summer Suns only in some years and daily in Summer in others, although the Sunday service came off completely beween deregulation in 1986 and 1988 when it was reinstated, initially with midis but later reverting to full size single deckers. Interestingly, the route left the London network between 1986 and 2002, becoming a commercial service over this period.

From 1991, the service was operated by Westlink, with the LS types replaced by DWL long Darts in 2000 plus some appearances by DRLs. 2002 saw a short term contract awarded to Tellings Golden Miller (TGM Buses) using Excels, but London United took over in 2003 with mainly DPS Darts. These were succeeded in 2015 by DE Enviro200s and later by the MMC versions of the DLE class. First Bus acquired RATP, then owners of London United, in 2025.

Whilst mostly associated with single deckers, the route has seen occasional double deck operation over the years, with Ms appearing on the Kingston - Tolworth section in the 1980s, for example, and SPs over the whole route in the mid 2010s.

The 111 from Kingston to Heathrow was converted to low floor double deckers in 2000. This leaflet was produced to advertise the change and included a timetable & map.

The bus featured is one of the Volvo Alexander ALX400 “VA” types which London United operated on the route.

Route 111: Kingston - Heathrow Central

The revamped Cromwell Road Bus Station in Kingston seems hardly any different from the old one in terms of facilities or ambience, so I was wondering what all the time, effort and money had been for! There were two buses on stand beside each other for the 111, which was to be my next route, prompting two queues to form. However, I saw from LVF that Wright StreetDeck Electroliner no 3030 from Transport UK’s half of Fulwell Garage (coded TF) was due to leave first and indeed the driver soon appeared and opened the doors, so I was first aboard. A decent modern electric bus with the usual interior features now expected, although an odd quirk was that although the next stop and destination announcements were correct, the display screen showed “111 to Kingston” rather than “111 to Heathrow Central”, although this magically changed to the correct display part way through the journey. For some reason, inaccurate displays are not uncommon on newer TfL buses, whereas the older “i-bus” screens seem generally more reliable.

It was a slow departure from Kingston as we negotiated the multiple sets of traffic lights in the town centre and picked up a good load, before returning over the river and then alongside through the parks to Hampton Court. Incidentally, the former royal palace here is worth a visit, originally built in Tudor times as the seat of Henry VIII and his many wives, then upgraded a century and a half later by William III, together with its 60 acres of gardens. Having revisited a few years ago, I forewent the opportunity this time and continued on the 111 beside the river, until we turned off to serve Hampton Station.

Then we continued over the railway level crossing and through the various twists and turns which characterise the route in the Nurserylands Estate area, before arriving into Hanworth, where we turned right onto the long straight suburban section via Hounslow Road and Hanworth Road up to Hounslow Town Centre. The 111 feels very much like two routes joined together, as we exchanged virtually all our passengers in Hounslow, passing the garage and then continuing via Hounslow East Station and Lampton, crossing the Great West Road into Heston. After serving the Vicarage Farm area, we proceeded along Cranford Lane and High Street to the Bath Road, with a short delay leading to the lights where we crossed The Parkway. We picked up a few passengers with suitcases on this section, clearly bound for the airport.

Once on the Bath Road, it was a faster run from Cranford to Harlington Corner and then on to Heathrow North, before the final spin through the tunnel down to our final destination of Heathrow Central Bus Station. A long run of 1h35m, but more or less as scheduled. I suspect that only a mad bus enthusiast would ride the whole route, the SL7 or even the 285 providing a faster journey from Kingston to Heathrow!

The 111 can be traced back to 1944, when it was introduced between Hounslow (where it operated in a loop), Hanworth and Richmond, replacing part of the 110, although its subsequent history often saw it altered in tandem with its “minus one” sister route. It was in 1955, by now RT operated, that the 111 first saw London Airport Central (as it was then known), although the initial daily extension must have been too extravagant, as it was reduced west of Cranford to M-F peaks only the following year. At the other end, Hanworth was the “normal” terminus, with a Suns extension to Richmond (later Twickenham). By 1963, the extensions were taken off and the route was reduced to its Cranford - Hanworth rump. However, it didn’t stay still for long, as in 1964 came an eastern extension to Hampton and on further to Kingston on Sats only.

OPO conversion to MBS single deckers came in 1969, when the route was reduced to Cranford / Hounslow to Hanworth, the 211 taking the Kingston section. SMS types took over 2 years later, with a re-extension to Hampton Station (and Kingston on Sats) in place of the 211 once again. Conversion to LS Leyland Nationals happened in 1978, at which point the former complex operation was simplified to Cranford - Kingston daily. In 1981, the route was re-projected to Heathrow Central at the western end, becoming essentially the route we know today.

Double deckers returned in 1982 with conversion to M types, which lasted a remarkably long time until 2000, when low floor VA types took over, although other classes such as VP and TA often put in a turn. From 2010, SP Scanias became the principal allocation, with occasional visits from other double deck types. 2021 saw LT class New Routemasters take over. Having been a Hounslow Garage route for many years through its various ownerships, the contract passed to Abellio in 2022, still using LTs at first. In 2023, Abellio was taken over by Transport UK and new Wright StreetDeck Electroliners replaced the LTs.

The 111 is currently operated by Transport UK from Fulwell (TF) Garage using Wright StreetDeck Electroliners. Fleet number 3103 displays its electric bus credentials at Heathrow Central Bus Station.

This bus had non-working destination displays and has a couple of badly-placed notices in the windscreen showing “111 Kingston” and “111 Heathrow” simultaneously! I travelled on similar 3030 which did have working destination displays.

Piccadilly Line: Heathrow Central - Hatton Cross

From Heathrow Central Bus Station, I descended to Heathrow Terminals 1, 2 & 3 Station for a short trip on the Piccadilly Line just one stop to Hatton Cross.

Route H25: Hatton Cross - Hanworth Butts Farm - Feltham

On the agenda for the afternoon was a ride on three reasonably short “H” routes, beginning with the H25, Hatton Cross to Hanworth. I joined Transport UK Enviro200 no 8791, another TF Garage resident, at Hatton Cross Bus Station. A straight run along Hatton Road through a brief open field section, before re-entering suburbia. At Bedfont Green, we turned left onto Staines Road, passing the pleasant little St Mary’s Church with wooden tower and two yew trees outside which are cut and shaped into birds and are known as “The Two Peacocks of Bedfont”.

Turning down Bedfont Lane, we continued through housing to Feltham Station, before looping over the railway bridge into Feltham Town Centre, with its perpetual traffic queue along the High Street due to two lanes into one and short phasing traffic lights at Browells Lane. We turned off into Poplar Way and then past Hanworth Park, before crossing Country Way and looping around Hanworth Main Street and Bear Road, linking up with the 111 again which I had been on earlier. We continued a short distance along Hounslow Road before turning into the Butts Farm Estate, where there is a terminal loop. Crane Park on the River Crane is nearby, with a London Wildlife Trust area. A 50 min ride from Hatton Cross.

As luck would have it, the bus in front had just undergone a driver change and left a few minutes late, so I was able to step up a working and catch it. Fellow Enviro200 no 8809 was the vehicle and a reasonable number boarded in Butts Farm. I returned over just part of the route to Feltham High Street, alighting around 25 mins later.

The H25 was a new midibus route in 1990 between Hanworth Butts Farm and Feltham Sparrow Farm, operated by London United with MR Metroriders, although as the route was sponsored by the London Borough of Hounslow, these were soon replaced by FR class Iveco midis in a white and two tone green scheme with LB of Hounslow branding.

In 1993, the H25 was diverted at Feltham away from Sparrow Farm to Hatton Cross, absorbing the former H24 Feltham - Hatton Cross and with the H26 taking on the Sparrow Farm section the H25 had relinquished. Dart Crusaders (CD class) then took over, with the occasional DR Dart interloper. Tellings Golden Miller (TGM Buses) took the contract from London United in 2001 mostly using Caetano Darts, with TGM being taken over by Travel London in 2005. This company was in turn taken over by Abellio in 2009, with Enviro200s replacing the Darts in the mid 2010s and Transport UK buying out Abellio in 2023. The service is currently on a 3 year contract based on existing diesels which began in November 2025.

Transport UK Enviro200 no 8791 of Fulwell (TF) Garage on stand at Hatton Cross Station on the H25 before my ride on it.

This bus has “Hanworth BUTTS FARM” on the blind, whereas some vehicles on the route display simply “Butts Farm”.

Route H26: Feltham - Sparrow Farm - Hatton Cross

At Feltham High Street, I had only a couple of minutes before my next bus, Transport UK short single door Enviro200 MMC no 8157 on the H26 arrived, bound for Sparrow Farm. Just half a dozen on the short trip over the railway bridge and straight down Hounslow Road, before turning off along The Drive and the terminal loop along Sparrow Farm Drive. A brief hesitation is built into the schedule at the shops, but after picking up a few passengers, we simply continued on around the circuit without pause.

The return is via the rest of Sparrow Farm Drive and Carlton Avenue, with some sharp narrow turns necessitating the use of smaller buses. Back on Hounslow Road, we made our way back into Feltham Town Centre, once again having to contend with the traffic queue in the High Street, although a bit quicker this time. Soon, we turned right into Rochester Avenue and the narrow estate roads in this part of town. Then it was on to the main Bedfont Road and a green section through the Bedfont Lakes Country Park area, calling on the way at Feltham Young Offenders Institution, which produced no custom on this occasion, although a couple of adults with children alighted at the Country Park.

At the roundabout with the Great South West Road, we took the right hand exit along Staines Road to Bedfont Green, where we rejoined the H25 and continued in parallel with it along Hatton Road back to Hatton Cross. The entire trip took only 45 mins from when I had boarded in Feltham.

As referred to earlier, the H26 came in 1993 when the H25 was altered, running between Sparrow Farm and Hatton Cross. Initially, buses ran via Terminal 4, with a diversion to serve the Cargo Area later added, although the present direct routeing along Hatton Road was introduced in 1999.

Capital Coaches were the first operator with Mercedes midis, initially carrying a yellow and white livery with reference to LB of Hounslow, who provided funding in the early days. Tellings Golden Miller took over the contract in 2000 with Plaxton Pointer Darts, since when (like the H25), the route passed through the various ownerships of Travel London, Abellio and Transport UK. Enviro200s took over in 2010, although with MMC versions replacing them in recent years.

Single door Enviro200 MMC no 8157 sits at Hatton Cross Station on the H26 after my ride aboard from Feltham Sparrow Farm. This is also an inmate at Transport UK Fulwell (TF) Garage.

This batch of short single doored vehicles is necessary for the narrow roads and tight turns encountered at the Sparrow Farm end of the route.

Piccadilly Line: Hatton Cross - Hounslow Central

From Hatton Cross, I transferred to the Underground to travel a couple of stops on the Piccadilly Line to Hounslow Central.

An offside view of short Transport UK Enviro200 MMC no 8155 (also from TF Garage) among the trees at Hounslow Civic Centre on the H20.

This is the bus I then rode to Ivybridge Tesco then back part of the way.

Route H20: Hounslow Civic Centre - Ivybridge Tesco - Hounslow Station

At Hounslow Central, I walked just one bus stop north to the Civic Centre for my last route of the day, the H20. This is yet another Transport UK operation out of TF Garage, using the same single door Enviro200 MMCs as the H26 I just ridden. This time, no 8155 was on stand and it was about a 10 min wait for departure time.

A fairly quiet run, with only me at first, although we picked up a few home-going shoppers as we traversed Hounslow Town Centre. We then dived off from the main road along Heath Road and Central Avenue, followed by Hall Road and Worton Road. On this stretch, we passed the grand edifice of Worton Hall, originally an 18th Century rich merchants’ house but repurposed in the early 20th Century by the film producer George Bertold Samuelson as Isleworth Film Studios. Today, it is used as a fine art printmaking studio.

Soon, we were into Isleworth proper, turning onto the main Twickenham Road and passing Isleworth Library and Redlees Park. At Mogden Lane, we turned off and completed the loop around the Ivybridge Estate, before terminating at the adjacent Tesco superstore. Just 30 mins end to end on this short route.

The H20 was yet another to commence with financial backing from the LB of Hounslow, this time in 1989. It ran between Hounslow Civic Centre and Ivybridge Estate, although a double run to serve Tesco was later added, which in turn became the southern terminus in 1999. Original operator was Westlink using unusual Omni CV minibuses which looked like milk floats! They were white and green with prominent Hounslow Borough branding. These buses were later replaced with standard MCW MetroRiders. A new contract commenced in 1999 with Tellings Golden Miller using Plaxton Pointer Darts, the route again passing through the familiar Travel London, Abellio and Transport UK ownerships subsequently. Enviro200s replaced the Darts in 2016, with MMC versions later taking over.

After the layover at Ivybridge Tesco, I returned part way on the same bus, alighting on the outskirts of Hounslow Town Centre some 20 mins later.

My bus rides over for the day, I took a short walk to nearby Hounslow National Rail Station, where I had a short wait for the SWR Train just 3 stops back to my start point at Staines, taking about 15 mins.

Watton

And Finally… a study of Bristol LH BL28 of Kingston (K) Garage on the 216 at the old Staines West Station terminus then in use back in 1982. The smart red and white livery was replaced by drab allover red on many examples of the class.

Shortly after this photo was taken, the 216 was converted to Leyland National LS operation as part of the massive route changes which took place in September 1982.

Heritage Railways: Watercress Line

In a previous visit last year, I attended the Alton Bus Rally in Hampshire. Now, I return to the town and ride the Mid Hants Railway (known as the Watercress Line) over the “Hampshire Alps” to Alresford and back, featuring steam haulage.

The Watercress Line has a connection with the main line network at Alton. South Western Railway “Desiro” EMU 450 035 stands in Platform 1 having just arrived with a service from London Waterloo.

Platforms 1 & 2 are for National Rail services, whilst Platform 3 (out of sight on the right) is used by Watercress Line trains.

Overview of the Line

The Mid Hants Railway is a heritage line running 10 miles between Alton and Alresford in Hampshire. Its popular name “The Watercress Line” comes from the days when it was used to transport locally grown watercress to markets in London.

It connects with the national rail network at Alton, where regular services operated by South Western Railway run to and from London Waterloo. The other end of the line is at Alresford, with two intermediate stations at Medstead & Four Marks and Ropley.

The nicely restored Watercress Line Waiting Room at Alton Station in traditional BR Southern Region style.

Note the poster on the wall announcing the withdrawal of passenger services between Alton & Winchester, which took place in 1973.

History of the Line

The Mid Hants Railway was built by the Alton, Alresford & Winchester Railway Company, opening between Alton and Winchester in 1865. Trains were operated by the London & South Western Railway, which purchased the line in 1884. Intermediate stations were eventually provided at Medstead & Four Marks, Ropley, Alresford and Itchen Abbas.

The line provided an alternative route to the main line between London Waterloo and Southampton and was used both for transporting locally grown watercress and for military traffic between Aldershot and Southampton. Electrification of the line from London to Alton in 1937 meant that the Mid Hants was no longer part of a through route and it became necessary to change trains at Alton. The line became part of the Southern Railway in 1923 and part of the Southern Region of British Railways in 1948. It initially survived the Beeching axe in 1963, but was closed by British Rail in 1973. During its final years under BR, passenger services were operated by Class 205 (“2H”) diesel-electric multiple units.

The Winchester & Alton Railway was formed in 1975 to purchase the line as a heritage operation, raising funds through share issue. Reconstruction and reopening of the line progressed in stages - Alresford to Ropley in 1977, extended to Medstead in 1983 and then to Alton in 1985. Facilities and structures at stations have gradually been added over the years to give the feel of an operational steam railway, with enhanced engineering sheds added at Ropley in 2012 partly funded by lottery grants.

Boards like this saying “You’re approaching the Strong Country” or “You’re in the Strong Country” were common beside the main line from London Waterloo to Hampshire & Dorset in the 1950s & 60s. This replica is beside Platform 3 at Alton.

These were adverts for Strong’s Brewery in Romsey and featured hand-painted illustrations of Bullied Pacifics. They disappeared after Strongs were taken over by Whitbread in 1969.

Locomotives & Rolling Stock

The Mid Hants Railway has a large collection of steam and diesel locos, carriages and wagons:

• Steam Locos - including Bulleid Pacifics of Merchant Navy & West Country class, SR Lord Nelson class, Schools Class, Urie S15, BR Standard Class 4 & 9F, LMS Ivatt Tank and a Black 5.

• Diesel Locos - including representatives of Class 33, 47 & 50 plus Class 03, 08 & 11 shunters.

• Multiple Units - Class 205 “Hampshire” unit plus a Class 150 “Sprinter”.

• Carriages - mainly consists of BR Mark 1 stock but with some older Southern Railway origin coaches.

• Other Vehicles - comprise a wide variety of wagons, vans, cranes and plant.

LMS Ivatt Class 2MT 41312 was built in 1952 at Crewe Works and spent its entire working career on the Southern Region. It is seen at the head of the 10.50 departure from Alton to Alresford on which I rode behind it.

Withdrawn in 1967, it was rescued from Woodhams Scrapyard in Barry and restored in the 1990s for use on the Mid Hants line.

Ride 1: Alton - Alresford

I joined the first down train of the day, the 10.50 departure from Alton, taking my seat in the BR Mark I open carriage at the front of the train, which was hauled by Ivatt Class 2MT 41312 of 1952, which had previously worked on the Southern Region prior to withdrawal from normal service and its susbequent restoration.

Bang on time, with a blowing of whistles, we were off and left the station area, passing the signalbox and onto the single track line, passing on our left KIng’s Pond, which was created by separating a stretch of water from the River Wey and a haven for the local duck population. The first part of the line is through the town, with back gardens on both sides, but soon we were into open country and climbing the 1 in 60 gradient to the summit of the line at Boyneswood Bridge. This section was once known as “Going over the Alps” and is a mix of embankment and cuttings.

First stop was at Medstead & Four Marks, a two platform small country station with passing loop, nicely restored with small buildings, signalbox and Southern Railway features in 1940s condition. There are exhibitions here on the role of railways in the transportation of goods and freight, plus a display of photos illustrating the history of the station since its opening in 1868. This station is the highest on the line and said to be the highest in Southern England at around 650 feet. Some workings pass here, but we were not scheduled to do so on this trip and were on our way again within a couple of minutes. The section onwards from here is more open and there was the sense of riding down from the top of the Alps, with countryside stretching all around us.

Approaching Ropley, which is the operational headquarters of the line, we passed a long line of diesel and steam locos plus carriages and wagons in various states of repair in the sidings. Maintenance work was on-going in the yard outside the sheds on certain items of rolling stock. Pulling into Ropley Station, we passed the other train in operation that day which was at the other platform, headed by Merchant Navy Class 35005 “Canadian Pacific”. Ropley Station retains its original station house and has a fine display of topiary, which was a traditional feature here. The signalbox is one end adjacent to the loco shed, which includes a viewing gallery to enable visitors to see engines from above and the restoration work being carried out.

With a clear road ahead, we were back onto the final single track section through more countryside to the terminus at Alresford, which was the largest intermediate station on the Mid Hants between Alton and Winchester. We pulled into Platform 2 after a decent 35 min run.

Medstead & Four Marks Station is the first stop after Alton and like others on the line has been restored in Southern style. The guard blows his whistle before giving the “Right Away” to the driver.

This is at the top of the climb from Alton and reputedly the highest station in Southern England at around 650 feet above sea level.

Ropley Station is where the headquarters of the line and the loco sheds are located.

Some interesting topiary is in evidence on the platform beside the Southern lamppost, bench seat and signage. The porter awaits departure time.

Alresford Station is the western terminus of the line and has two platforms although only this one is in regular use.

The station building features booking office, gift shop, cafe, toilets and staff facilities.

Ride 2: Alresford - Alton

During the break at Alresford, 41312 ran around the train and attached to the other end. The station itself has various facilities including booking office, gift shop, cafe, toilets and staff rooms. Another nicely restored signalbox sits at the end of Platform 1, behind which is the former goods platform from where the watercress that gave the line its name was sent to London and other parts of the country. The adjacent town has a preserved Georgian High Street, which is worth a stroll, together with the Millennium Trail along the River Alre.

Sharp at 11.45, we left on the return run, although this time I travelled in one of the former Southern Railway carriages, with a different clientele for company. On this trip, we passed the second train at Medstead & Four Marks, with the guard helpfully telling us we had a few minutes to stretch our legs on the platform before continuing to Alton. Arrival back at my start point was at 12.30 and time to take a look at the restored part of the station during the lunch break.

Loco 41312 again, being prepped for its return run from Alresford to Alton, after backing on to its train comprising a set of green Southern Railway & BR Southern Region Mark I coaches.

The signal box can be seen on the right.

Ride 3: Alton - Alresford

My afternoon run was basically a repeat of the morning one, but this time on the 14.00 from Alton in another Mark 1 carriage hauled by the larger Merchant Navy Class loco 35005 “Canadian Pacific”. This had a headboard for “The Royal Wessex”, recalling the prestige train that used to work from London Waterloo along the LSWR main line to Southampton, Bournemouth, Weymouth & Swanage. The use of a bigger engine meant that we had more coaches on this working, which included some 1st Class dining cars (at a premium fare!).

This time we passed the up train at Medstead & Four Marks and had a generally busier run than the one in the morning. Whilst the weather had been kind up to this point, it became showery during this trip and arrival at Alresford coincided with a particularly heavy hail storm, which nevertheless provided some good photo opportunities. However, this was soon over and sunny conditions returned.

The other steam loco on duty the day I visited the line was SR Merchant Navy Class No 35005 “Canadian Pacific”. Seen here arriving into Alton Station with a service from Alresford.

One of a class designed by Oliver Bulleid, this loco entered service in 1941, was rebuilt in 1959 and withdrawn in 1965.

35005 again, this time at the other end of the line at Alresford after I rode the train it was hauling from Alton.

Whilst the day was mainly sunny, this arrival coincided with a heavy rain and hail shower!

35005 seen from the footbridge at Alresford as it runs around its train for the return run to Alton. “The Royal Wessex” headboard recalls the premier BR steam express service operated from 1951-62 between London Waterloo and Weymouth/Swanage.

This loco returned to service in preservation during 2025 after a 14 year restoration project with Heritage Lottery funding.

Ride 4: Alresford - Alton

Final ride of the day was back to Alton on the 15.00 from Alresford, headed again by Merchant Navy 35005 “Canadian Pacific”. This time we passed the other train at Ropley, where unfortunately I had no time to alight and view the happenings in the engine shed. We continued on via Medstead and the summit of the line, arriving in Alton on schedule.

This had been a lively run to conclude the day, which had seen a good number of visitors of all ages riding the trains, but fortunately not so busy as to spoil the enjoyment! It was pleasing to see the volunteer staff both on board the trains and at the stations all smartly turned out, mainly in period uniforms, which added a further touch of authenticity to proceedings and who were happy to answer questions about the operation and history of the line.

A study of Ropley Signalbox and down side station building in traditional Southern colour scheme.

Part of the engine shed can be seen behind and to the left of the box.

Medstead & Four Marks Signalbox from the end of the up platform.

Note the Southern Railway details including barley sugar twist lamp standard plus totem sign, the bench seat, red fire buckets and red warning notices at the end of the platform beneath the semaphore signal post.

This period poster at Alton Station advertises the introduction of diesel-electric units onto Hampshire services in 1962, which included the Alton - Southampton route via the Mid Hants line.

Future of the Line

The Mid Hants originally continued beyond Alresford through Itchen Abbas to join the South West Main Line 2 miles north of Winchester. Extending the line back over this section would be extremely costly, as the original trackbed has been severed by the M3 Motorway (which would need to be crossed via an expensive tunnel or bridge), whilst several houses and gardens have been built across the route. Even if these issues could be resolved, there would be the matter of joining up with a busy electrified main line which is operating close to capacity. Therefore, further expansion seems unlikely, at least for now!

Watton

Inside of the Watercress Line leaflet showing a diagram of the route, days of operation and timetable for 2026.

Making a Beeline for Berks & Bucks

Following my visit to the area earlier in the year to sample the new services provided by Carousel, I return to Berkshire and Buckinghamshire to ride First Bus routes based on Slough, which have recently been expanded to respond to the competition.

Map of First Bus operations in Berks & Bucks, showing the new M40 and extended X74 routes which began on 2nd March 2026. Strangely, the zones are shown as Slough & Windsor and Berkshire despite also serving Buckinghamshire!

First Berks & Bucks History

Back in 1986, Alder Valley North took over the Bracknell, High Wycombe, Maidenhead, Newbury, Reading & Wokingham operations of Alder Valley in preparation for privatisation of the National Bus Company. It was later renamed The Berks Bucks Bus Company, trading as “Beeline” and was sold to Q Drive in 1987.

During the early 1990s, the High Wycombe operations were sold to the Oxford Bus Company and the Reading / Newbury operations to Reading Buses. However, Beeline purchased the Slough operations of Luton & District, previously part of LCBS and later London Country North West. Beeline was sold to Centrewest in 1996, which in turn was sold to First Group in 1997, who later rebranded it as First Berkshire & The Thames Valley. Services in Bracknell passed to Courtney Buses and Reading Transport in 2015, leaving just the Slough Garage operations remaining.

In recent years, the number of services operated by First has diminished, with Carousel and Thames Valley (part of Reading Transport) being the main beneficiaries. However, 2025/6 has seen a minor resurgence, with a new route and extensions to others in response to the competition. The Beeline trading name was revived for a while, with a smart new orange and purple livery introduced on buses, although this has since been superseded by the new First Bus corporate colour scheme. Currently, 8 regular bus routes are operated, plus 3 Rail-Air Coach services to and from Heathrow.

In terms of my own rides in the area, I have visited and sampled operations based on Slough many times, recalling London Country Atlanteans & Nationals in the 1980s, through the Beeline era of yellow Bristol VRs, Olympians and Nationals, to the more recent First Bus low floor types including Citaros and Volvo B7RLEs.

For many years, First produced a timetable booklet for Slough with fold-out map, whilst Berkshire County Council used to issue a series of booklets covering the county including one for Slough with the services of all operators. Now, none of this is produced, so I had to rely on the map and and timetables downloaded from the First website.

First Bus X74 was extended from Slough to Uxbridge over a faster intermediate route than First Bus 3 and Carousel Route 458 from 2nd March 2026. Enviro400 MMC 33301 is seen at Uxbridge Station after I rode it from Slough.

This was one of a batch of these vehicles transferred from First Kernow when the Cornwall operation closed down and is in the new First Bus corporate livery.

Part Route X74: Slough - Uxbridge

My day began at Wellington Street in Slough, where most bus routes in the town now start, terminate or pass through, following the closure of the nearby Bus Station after a fire in 2022 and which is not expected to reopen. Phase 1 of my plan was to complete a large circle encompassing First Bus Routes X74 and M40, travelling anti-clockwise via Uxbridge and High Wycombe back to Slough.

Beginning with the new section of the X74, which was extended from Slough to Uxbridge with the changes in March, I boarded the next eastbound working formed of Enviro400 MMC 33301. This was one of a batch transferred here from Cornwall following First Bus withdrawing their operations in that area earlier in the year. Whilst some of these vehicles are still in green Kernow livery, several are in the new First Bus corporate blue/grey scheme and this was one of them. Previously, the route was mainly single deck, but double deckers are now the norm on most workings.

The X74 now runs between High Wycombe, Slough & Uxbridge every 30 mins M-S daytimes. There is an Hourly service on Fri & Sat eves and Sun daytimes over the High Wycombe - Slough section only. The new extension means that together with First Bus 3 and Carousel 458, there are now an impressive 6 buses an hour between Slough & Uxbridge, all via different routes and taking different amounts of time. It is perhaps unfortunate that departures from each end are not evenly spread at 10 min intervals over the three routes, as when I travelled, buses were leaving Slough in packs at 00, 05, 07, 30, 35 & 37 past each hour, with a similar situation at the Uxbridge end - competition winning out over common sense in my view!

Anyway, we left Slough with a reasonable number on board, most going through to Uxbridge and taking advantage of the faster running time - 25 mins compared with 35 mins on the 458 and 45 mins on the 3. Interestingly, several were passengers from west of Slough who stayed on across the town. From Slough, we turned north along the main A412 Uxbridge Road and had a speedy run via the Wexham Court / George Green area to the wooded country section beyond, passing close to Pinewood Studios, famous as the site of many film productions including the James Bond, Star Wars and Carry On franchises. Continuing through Iver Heath, we picked up a few more, then linked up with the 3 and 458 for the final section into Uxbridge via Uxbridge Moor. Arrival at Belmont Road was more or less on time after a rapid 25 min journey. Certainly a useful addition to the network which will hopefully grow custom.

First Bus introduced new Route M40 from 2nd March 2026, operating between Uxbridge and High Wycombe fast via the M40 Motorway.

Enviro400 MMC 34375 in First Beeline livery and a transferee from First Glasgow is seen on stand in Uxbridge York Road. I travelled on this bus to High Wycombe then back to Slough when it changed to an X74.

Route M40: Uxbridge - High Wycombe

I then transferred to the new route which was added by First with the changes in March, the M40, which runs between Uxbridge & High Wycombe the quick way via its number-sake, the M40 Motorway. This offers a faster journey between the two towns at 35 mins compared with 55 mins on Carousel 102 via Beaconsfield. The M40 operates every 30 mins during M-S daytimes only, certain journeys interworking with the X74 to get buses and drivers to and from base at Slough.

I caught another of the habitual Enviro400 MMCs on the next departure from York Road in Uxbridge, 34375, in the attractive orange and purple “First Beeline” livery, introduced a few years ago on some vehicles in the fleet. This one was from the batch transferred from First Glasgow for services to Heathrow and equipped with a luggage rack just aft of the stairs, although these are now mixed in with the former Kernow examples on all double deck routes.

I was the sole passenger boarding at York Road, with only 2 more joining in the High Street, one of whom had luggage and had come from Heathrow on another service. Therein lies the problem with the M40 - it doesn't continue beyond Uxbridge to/from Heathrow, so whether there is sufficient demand over the Uxbridge - Wycombe section alone for an express link remains to be seen. Nevertheless, we proceeded out of Uxbridge towards Denham, soon turning onto the M40 and a long fast non-stop run along the motorway. Leaving at the Loudwater junction, we became an all stops service along London Road into High Wycombe, picking up 8 more customers over this section, who were clearly abstracted from other parallel routes.

We duly arrived into Wycombe Town Centre, depositing passengers at various stops through to the Bus Station, where we terminated after a decent 35 min run.

Part Route X74: High Wycombe - Slough

To complete my initial circuit back to Slough, I transferred to the X74 again at High Wycombe Bus Station, the next departure being my old friend 34375, which I reboarded after it changed from an inbound M40 to an outbound X74 following the 10 min layover.

A busier trip this time, with numbers into double figures as we left Wycombe back along the London Road and rejoining the M40 at Loudwater. However, this time, it was only a short hop along the motorway, before coming off again at Beaconsfield Services. The competitive Carousel Route 103 between Wycombe & Slough takes the longer route via Beaconsfield Town Centre rather than using the M40, so takes around 1 hour, whereas the X74 takes about 50 mins by “cutting the corner off”.

The next section of route from Beaconsfield down to Hedgerley is probably the most attractive and scenic on the route, passing through rolling green countryside and woodland, before arriving into Farnham Common. After this village, the route becomes urban again at Farnham Royal and we passed through the Slough suburbs back to the town centre, arriving back at Wellington Street 50 mins after leaving Wycombe. My whole round trip on the X74/M40/X74 had only taken just over 2 hours in total.

Not a bus I travelled on, but Enviro400 MMC 33308 is seen at Slough Wellington St on the X74, bound for High Wycombe.

This bus is one of several transferred from Cornwall that still bear First Kernow two tone green livery.

Part Route 7: Slough - Britwell

Next up, I turned my attention to the First Bus routes serving Heathrow, starting with the 7 (Britwell - Slough - Langley - Heathrow T5). On M-F daytimes, some journeys avoid the loop around Langley and operate direct to Heathrow Central as 7X. The M-F daytime frequency is 15 mins (alternately 7 & 7X), Sat daytimes 20 mins, Sun daytimes 30 mins, Early Mornings & Evenings 60 mins. There is a long operating day from 03.00 to past Midnight.

This is another mainly double deck route using Enviro 400 MMCs and I began by taking 33307 (one of those still in Kernow green livery) from Slough Town Centre to the outer terminus at Britwell. This section is effectively a Town Service and we were reasonably busy with short-riders as we progressed via Stoke Road, Elliman Avenue, Oatlands Drive and Sheffield Road to the Lidl Store at Farnham Royal, where we paused a while due to early running. Continuing on, we made our way through the estate roads in the Britwell area, before terminating at Kennedy Park Shops. A 25 min run.

Nearside view of Enviro400 MMC 33307 on Route 7 at Britwell Shops after my trip aboard from Slough. I switched to 33306 ahead for the journey to Heathrow T5.

Another vehicle still in First Kernow livery, but strange that the fleet names at least have not been changed!

Route 7: Britwell - Heathrow Terminal 5

It seemed that timetable padding was in force on several First routes in the area, including this one, with similar running times on a Saturday to M-F despite traffic levels being lower. As a result, I was able to step up a working at Britwell Shops and change to the bus in front, another Kernow liveried example, 33306, which despite leaving 5 mins late on the schedule, easily made up the time and arrived back at Slough Town Centre via the reverse of our outbound route a couple of minutes early.

From here, we continued eastwards, soon joining up with TfL Route 81 along London Road. However, the 7 then dives off around the back doubles of Langley, serving the Trelawney Avenue estate, before arriving at the Harrow Market shopping centre. From Langley High St, a sweep around more suburban housing in the Tamar Way / Parlaunt Avenue area, then into semi-rural Sutton Lane. After a double run to serve the Axis Business Park, we briefly encountered the 81 again at the junction with the A4, before turning left along it for a fast run via the Colnbrook By-Pass and over the M25, before swinging right to enter the Heathrow Airport perimeter area. We terminated in the dank and unwelcoming Bus Station at Terminal 5 after a run of 65 mins from the start.

Enviro400 MMC no 34383 in First Beeline livery on Route A4 to Heathrow Central in Slough Wellington St. I rode this bus from the airport to Cippenham and back to Slough Town Centre.

This bus was another one of the batch transferred from First Glasgow.

Route A4: Heathrow Central - Cippenham - Slough

To return westwards on my next route, the A4 (Heathrow Central - Slough - Cippenham), I had to take the Piccadilly Line one stop from T5 to T1, 2 & 3. Ascending to Heathrow Central Bus Station, I had only a few minutes to wait before another First Enviro400 MMC came into view, this one being another in “Beeline” livery and previously with First Glasgow, 34383. This service operates at a 15 min frequency M-F daytimes and 30 mins M-F eves plus all day Sats & Suns. It is a “24 Hour” service, running Hourly during the night.

After the layover, I jumped aboard 34383 with a crowd of home-going Heathrow workers plus a few airport customers with luggage. From the Central Bus Station, we made our way through the airport tunnel under the runway and turned left along Bath Road, with another fast run along the Colnbrook By-Pass. Passing under the M4 Roundabout, we continued via Langley into Slough on the direct route this time, although it was apparent that some potential passengers at stops were letting us go, presumably awaiting a cheaper ride on the parallel TfL 81 over this section.

There was a passenger exchange in Slough Town Centre plus a driver change, before we continued west along the main A4, skirting the Slough Trading Estate and passing the retail, office and business unit developments along this part of the route. At Cippenham, we turned left along St Andrew’s Way, lined with housing, to the terminus at Moreton Way. A 50 m run to this point, with a slightly early arrival on the schedule due to timetable padding.

Following the 10 min or so break, I rejoined the same bus for the short 20 min run back to Slough Town Centre along the Bath Road, with reasonable usage.

Wright StreetLite fleet no 63304 awaits a driver at Slough Wellington St before my journey aboard to Wexham Park Hospital. The 6 was extended to the hospital from Knolton Way in December 2025 providing new cross-town links.

This bus bears scars of its former life with First Solent as attempts to remove the old branding have not been totally successful!

Part Route 6: Slough - Wexham Park Hospital

Having completed the double deck part of my trip, there was time to fit in one of the single deck routes operated by First in Slough to end the day. The variety of such types has now been much reduced, with only a couple of Volvo B7RLEs still in service amid the larger fleet of Wright StreetLites. These comprise a mix of former First Solent examples in partially de-branded blue and white livery, together with some in First Beeline orange & purple and others in the new First corporate purple & grey scheme.

I opted for cross-town Route 6, which operates from Burnham in the west to Wexham Park Hospital in the north, having been extended a short distance from Knolton Way to the hospital only in December 2025 to provide new links. First operates a 30 min frequency during M-S daytimes over the whole route and every 60 mins Sun daytimes between Slough & Wexham Park only, although Thames Valley run one evening journey M-S and a 30 min Sun daytime service under the same number on the Slough & Burnham section, making the operation slightly complicated.

I began with the northern part of the route, picking up StreetLite 63304 in blue and white at Wellington Street, where a new driver had just taken over. A quiet journey with only a handful aboard, as we made our way from the town centre through the Upton Lea area towards Wexham Court. At the latter, we circumnavigated the loop via Knolton Way, serving the narrow estate roads in the area, before continuing along a short country stretch to Wexham Village Post Office and on to Wexham Park Hospital, where we terminated following a 25 min run. I was the only passenger beyond Knolton Way on this trip.

Wexham Park Hospital is served by various routes including those operated by First, Carousel, RedLine and Thames Valley. The latter operates the 53 to Bracknell and Enviro200 MMC no 672 is seen on stand there.

This bus was previously owned by Courtney, with the former name faintly visible above the front registration plate and the bird logo still present on the side windows.

Route 6: Wexham Park Hospital - Burnham

I took a short stretch of the legs at Wexham Park and was able to observe comings and goings on the various other bus routes serving the hospital, with most eliciting some custom except for a Thames Valley 53 to Bracknell which left with only the driver on board. Aftre 30 mins, the next 6 arrived, formed of StreetLite 47694 looking much smarter than my previous bus in the new First Bus livery.

We left almost immediately without stand time and went around the Knolton Way loop once again in the same direction, picking up only a couple of town-bound passengers. Then back via the reverse of the outward route to Wellington Street, where a reasonable crowd boarded for the western section towards Burnham. Due to a northbound road closure on the normal route in Stoke Poges Lane, we were on diversion initially, following the 7 route via Elliman Avenue before rejoining Stoke Poges Lane further up. Incidentally, the unusual name of this once rural village, now a suburb of Slough, came from William Stoke and Robert Poges, former Lords of the local manor house.

After looping around some fairly narrow estate roads, we emerged onto the main Farnham Road to call at the Lidl store. By now southbound again, we soon took a right to run through the heart of Slough Trading Estate. Being a Saturday, it was fairly quiet in this area, but I noted that we passed by the Mars Factory, where confectionery including Mars Bars, Galaxy chocolate and Maltesers are still produced in large quantities. Not far away, Gerry Anderson had his studios where his famous puppet series were produced in the 1960s, including “Stingray”, “Thunderbirds” and “Captain Scarlet”. Slough Trading Estate was also the supposed location of Wernham Hogg, the fictional paper company in the TV mockumentary series “The Office” starring Ricky Gervais and where some exterior shots were filmed.

After this, we re-entered suburbia and continued through more housing estates in the Britwell area, before arriving in Burnham, terminating at the Priory Estate Shops. A lengthy 1h10m journey end to end, although we again arrived a bit early on the schedule due to the overly-padded timetable.

Another Wright StreetLite, but this time in new First Bus livery, no 47694, seen at Burnham Priory Estate during my rides aboard.

The evening and Sunday service here is provided by Thames Valley under the same number.

Part Route 6: Burnham - Slough

A 15 min break, after which I rejoined 47694 at Priory Estate and we continued on around the Burnham loop at the start of our return journey. After less than 5 mins we arrived into Burnham Village, calling at the old “Garibaldi” pub adjacent to the attractive village green. Pausing for a minute or two to await time, with no other takers, we departed and soon rejoined the outward route, which we followed in reverse back through Britwell, Slough Trading Estate and Farnham Royal.

However, this time, we were able to traverse the normal route along the whole length of Stoke Poges Lane back into Slough, as the roadworks at the southern end were only affecting the other carriageway and there was no restriction in this direction. Soon, we were back at Wellington St, where I completed my rounder on the 6 after a 35 min run from Burnham.

Endpiece… Just like the back of a bus!

A number of First Beeline double deckers have “witty” catchphrases on the rear end based on the bee theme, like this one on Enviro400 MMC 34285 parked at Slough Station.

Conclusion

So ended a good day of First Bus rides in and around Slough! It will be interesting to see whether the new network will grow usage and prove profitable or whether some corridors are now over-saturated for the available demand. The survival of First in the area could be on a knife-edge but only time will tell.

Watton

And Finally… Back in the day, long before First Bus came along, London Transport operated Route 81C between Slough and Heathrow Airport Central.

The 81C ran only between 1968 & 1970 and used RTs then RMs which interworked on and off the 81 at Slough. RT2177 recreated this during a London Bus Museum Running Day back in June 2022 and is seen approaching the now closed Slough Bus Station.

Camberwell & Battersea Duos

On this trip, I take advantage of quieter traffic over the Easter weekend to ride routes linking the City and the West End with South East and South West London, featuring electric and hybrid operation.

We begin with a retro shot of GAL Enviro400H MMC EH217 of Camberwell (Q) Garage on the 40 at Clerkenwell Green stand back in Aug 2020. At the time, the route was a mix of EH and MHV hybrids.

This was during Covid when the maximum number of passengers permitted on double deckers was 30, hence the signage on the doors.

Route 40: Clerkenwell Green - Dulwich

The Thameslink service brought me to Farringdon Station early on a quiet morning over the Easter Weekend, where it was a short walk around the corner into Farringdon Road to pick up my first route of the day, the 40, operated by Go Ahead London out of Camberwell (Q) Garage. My previous trip on the route had been soon after the service had been rerouted from Aldgate to Clerkenwell Green back in 2019, at which time it was a hybrid operation featuring EH and MHV types. However, in April 2023, the contract was renewed with new Ee class Enviro400EV City types, which I had yet to sample on the service.

I had less than 5 mins to wait before Ee199 came off the stand and around the corner to the first stop, where I boarded as the sole passenger. The usual bright modern interior greeted me, with wood-effect flooring, high-backed seating and USB ports. The updated info screens were displaying next stop indications, but oddly showed “40 to Clerkenwell Green” throughout the trip, rather than “40 to Dulwich Library” - faults with the more modern displays seem not to be uncommon for some reason.

We rumbled down Farringdon Road across Ludgate Circus to Blackfriars Station and over the bridge without any other takers. Only when we reached Southwark Station did we start to pick up a few. Interestingly, along Blackfriars Road, some of the stops had new style shelters in place with signage saying that these were experimental designs, although from my observations there wasn’t much that was revolutionary about any of them, just minor tinkering with the previous format! At Elephant & Castle, we at last began to pick up a reasonable number and continued at pace along a remarkably traffic-free Walworth Road.

Very soon, we reached Camberwell Green, close to the operational garage, although there was no driver change on this trip and we continued straight on. Dropping a few off at King’s College Hospital, we turned left beside Denmark Hill Station, with its unusual sculptures in the adjoining woodland. Then down Dog Kennel Hill to East Dulwich, where there was once a unique section of double track in each direction during the days of Trams. Arriving at Goose Green, we picked up a few short-riding passengers for the final section along Lordship Lane to the terminus at Dulwich Library, which was closed for rebuilding and covered in scaffolding. An impressive ride of just 40 mins on Route 40!

The 40 was once a complex group of routes with “A” and “B” variants at different times and operating between different points on different days of the week. Prior to 1970, the plain 40 ran between Wanstead/Wanstead Flats and Herne Hill/Norwood Junction, but in that year it was diverted at the eastern end to East Ham on Sat afternoons and cut back to Poplar at other times. It also became weekends only, with the 40A increased on M-F and becoming the main service to replace it on those days. The 40A had begun in 1965, covering the same roads as the parent between Poplar and Camberwell Green/Herne Hill, but with a M-F peaks extension to North Woolwich, which necessitated the suffix. In 1965/6, there was a short-lived Sats only 40B variation (as per the 40A but deviating via Loughborough Junction). When the 40B came off, the 40A became M-S until 1970, when it reverted to M-F with the 40 becoming the main service on Sats & Suns!

All this was simplified with the “Busplan” changes of 1978, when the 40A was withdrawn and the 40 became Poplar - Herne Hill at all times, although still with a M-F peaks extension to North Woolwich until 1982. The East End terminus moved around in subsequent years but settled on Aldgate in 1999, whilst the southern destination changed to Dulwich Library in 1994. The final rerouteing, from Aldgate to Clerkenwell Green, came in 2019.

In terms of vehicle types, the 40 was converted from RT/RTL to RM/RML in 1965/6, although the odd RT continued to appear afterwards for a few years. A part crew DM allocation was added at weekends from 1975-8. Several garages had part allocations over the years but Poplar (PR) & Camberwell (Q) became the main two from 1970 onwards. Crew Titans from PR alone took over in 1984, presaging OPO conversion with the same vehicles the following year when PR closed and the allocation was transferred to Q. NV class Olympians succeeded to the route in 1997, with low floor conversion using PVL/WVL types coming in 2002. However, the odd Titan still turned out with the route famously hosting the very last T in normal London service during 2003. By now with GAL, the route transferred to Travel London (later Abellio) from Walworth (WL) in 2009 for a 7 year term using Enviro400s, but returned to its old firm and old garage at Q in 2016, this time with EH/MHV hybrids, which continued until electrification in 2023.

The 40A & 40B suffixed variations were essentially always RM operations throughout their lives, although with the occasional RT interloper.

The current allocation on the 40 comprises Enviro400 City EVs. Ee197 is ahead of Ee199 (both Q), the latter of which I travelled on, at the Dulwich Library terminus.

Despite the destination display, the route doesn’t quite make Clerkenwell Green in service, the last stop being near Farringdon Station.

Route 12: Dulwich - Oxford Circus

At Dulwich Library, I walked around the corner to Etherow Street, before arriving at the first pick up stop for my next route, the 12, which shares a terminus with the 40 at this point, both routes being operated by GAL from Camberwell (Q). A 197 to Peckham arrived and scooped up the queue, meaning that when New Routemaster LT444 pulled in behind on the 12, I had the bus to myself for the first few stops. We sped off in pursuit of the 197 in front and followed it between the rows of housing to Peckham Rye, where we had a brief glimpse of open space and greenery on this mainly urban inner city route. Continuing along narrow Rye Lane past the station, we picked up a good number in the shopping area, before turning left into Peckham High St. Soon after this, on passing by the Harris Academy, I noted a yellow 3-wheeler Reliant Regal Supervan in the yard with signage for “Trotters Independent Traders” as used by Del Boy & Rodney in the BBC sitcom “Only Fools & Horses” which was supposedly set in Peckham, but whether this was one of those actually used in the series, I have no idea!

A good number joined us along Peckham Road, before arriving at Camberwell Green again, which we had reached via a very different intermediate route from Dulwich than the 40 I had been on earlier. Turning right, we joined up with the 40 again along the length of Walworth Road, until parting company once more at the Elephant & Castle roundabout. Incidentally, the name for the area is derived from a local 18th Century coaching inn, the original having been replaced at least 3 times since by pubs of the same name. An elephant with a castle on its back is also the crest of the Cutler’s Company of the City of London, because of the use of ivory in the handles of cutlery, but it is uncertain whether there is any connection with the place or the inn.

We branched off at the roundabout towards the Imperial War Museum, an imposing building set in tree-lined grounds, which was set up in 1917 to record the effort and sacrifice of the UK and its Empire in WW1. After initially being housed at Crystal Palace and then at South Kensington, the museum moved to the current site in 1936 into the former Bethlem Royal Hospital which had relocated. Eventually, the museum became devoted to all conflicts in which British or Commonwealth forces have been involved since 1914. Other branches of the museum opened subsequently are Duxford Airfield (near Cambridge), HMS Belfast and Churchill War Rooms (in London) and IWM North (in Manchester).

From here, we powered on past Lambeth North Tube Station, before crossing under the railway bridge on the approach to Waterloo Station and reaching County Hall Roundabout. We then crossed the River Thames over Westminster Bridge, with the familiar sight of the Houses of Parliament and the recently restored Big Ben to our left. A “Buses Only” right-turn at the traffic lights meant we didn’t have to circumnavigate Parliament Square, watched over the huge statue of Winston Churchill and thronged with tourists. Soon, we were making our way along Whitehall, past the Cenotaph, Downing Street and various Government Buildings, before arriving at Horse Guards Parade, where many visitors were taking the expected selfies. Up to Trafalgar Square, where most of our passengers alighted, before the final stretch across Piccadilly Circus and the famous Eros statue, then into Regent Street with its high class shops, the covered arcades at the southern end being specially built to keep the rain off the well-to-do shoppers who frequented the area in the 19th Century. Arriving at Oxford Circus, we crossed Oxford Street to complete the journey at Margaret St, after a run of 55 min, not bad.

As I walked around the block and into Oxford Street itself, I reflected how the number of buses running east-west and vice versa has declined in recent years. There were once so many frequent routes operating between Oxford Circus and Marble Arch that there seemed to be a permanent “bus wall” over this section, but as many services have been shortened or diverted away from the area, just 5 routes are left on this section, with few buses to be seen. Even that reduced level of service is due to disappear, if mayoral plans to pedestrianise Oxford Street between Oxford Circus and Selfridges come to fruition as planned later in 2026, with the 7 and 94 cut back and the 98, 139 & 390 rerouted via Wigmore St.

At one time, the 12 was perhaps the most complicated route in London. Operating “in extremis” from South Croydon to Harlesden Willesden Junction (with a M-F Peaks extension to Park Royal) for many years, it ran in a complex series of overlapping sections for much of the time, which varied by day of the week and time of day. An odd feature was that the Shepherds Bush - Harlesden section was covered by an extension of the 49 on Sundays only from 1958-78. 4 or even 5 garages at a time had a hand in its allocation, some on certain days of the week only. Back in the mid 50s, the PVR was over 100, but this declined inexorably until reaching the shrunken rump which operates today between Dulwich & Oxford Circus and requires just 15 buses.

At the southern end, new OPO Route 12A came in 1972 between Peckham and South Croydon, replacing the 12 south of Norwood Junction. SMS operated to begin with, these were replaced with LS class Leyland Nationals in 1977. The route gained spurs to Selsdon (M-S), Riddlesdown (M-F peaks) and in 1984 was extended to Purley Old Lodge Lane to replace the 234/A. The 12A was cut back from Peckham to Forest Hill in 1981, being covered satisfactorily by the 12, but when the parent route was withdrawn between Norwood Junction & Penge in 1986, the suffixed variant returned to Peckham once again! The 12 itself was cut back from Penge to Dulwich in 1988, assuming the southern terminus which exists to this day.

From 1986-90, another variant, numbered 12B and also using LS, replaced the 12A on Sunday, operating from Peckham but differing at the southern end by running to Chipstead Valley in lieu of the 59 on that day. However, both the 12A & 12B were withdrawn in 1990 when the Peckham - Croydon section was renumbered 312 and the Old Lodge Lane section was replaced by new route 412, these latter two routes surviving today in modified form.

Meanwhile, at the western end of the 12, the route was cut back from Harlesden/Park Royal to East Acton in 1986, with a new localised OPO service numbered 255 running between Shepherds Bush and Harlesden. Further retractions at this end came in 1991 (to Shepherds Bush), in 1994 (to Notting Hill Gate) and finally in 2004 (to Oxford Circus). Since then, the 12 has plied its course between Dulwich & Oxford Circus only.

In terms of principal types, the 12 was unusual for a major Central London trunk route in retaining RTs fairly late, its massive allocation being converted to RM only in stages between 1968 and 1973. RMLs soon entered the mix as did doored buses on Sundays, with crew DM and MD featuring in the mid-late 70s. OPO came on Sundays only from 1988, with T and L types putting in a turn, although these were replaced in the noughties with low floor double deckers, principally PVL & AVL classes. Crew operation with RMLs finally ended in 2004, when the whole daily service was converted to MAL class Mercedes Benz Citaro bendibuses, seen as a controversial move at the time. Double deckers returned in 2011 when WVLs took over, the current LTs replacing them in 2015.

New Routemaster LT444, also of Camberwell (Q) Garage, at the Oxford Circus stand of the 12 at Cavendish Square after I had journeyed on it from Dulwich.

The current PVR of the 12 is just 15, a come down from the massive 100+ vehicles on the much longer version of the route which existed in the 1950s!

Tube: Oxford Circus - Vauxhall

At Oxford Circus Station, I descended to the Victoria Line, which I took a few stops south to Vauxhall, where I alighted less than 10 mins later.

Transport UK Enviro400H MMC no 2547 parked up outside the Travelodge at Vauxhall Bus Station on the 156, although I travelled on a different bus.

The route is currently a mix of MMC and “classic” Enviro400s from Battersea (QB) Garage.

Route 156: Vauxhall - Wimbledon

At Vauxhall, I came up from the Underground into the Bus Station, where my next route, the 156, commenced. This is operated by Transport UK from Battersea (QB) Garage using a mix of older and newer Enviro400 hybrids, but has been retained on retender from September 2026 on the basis of new electric double deckers. Therefore, probably my last time sampling the current offering, where I opted for one of the “classic” Enviro400H examples, fleet no 2472.

We set off with a fair load, although these were mostly short-riders to the new Battersea Power Station retail development. Passing the monolith that is the new United States Embassy, followed by New Covent Garden Market at Nine Elms, we soon arrived at Battersea Power Station Station (!), which serves the adjacent massive Grade II* listed art deco building from the 1930s now decommissioned and repurposed as a mix of retail, bar, restaurant and leisure venues. Next stop was Battersea Dogs & Cats Home, strangely but appropriately to the accompaniment of a couple of barking dogs who were with their owners on board!

From here, we passed Battersea Park and Queenstown Road Stations in quick succession, before turning right into the main Wandsworth Road and passing Battersea Arts Centre before arriving into the shopping area of Clapham Junction. A bit of a trundle up St John’s Hill and across Trinity Road, where we avoided the traffic queue down into Wandsworth by use of the Bus Lane. Passengers on and off at the Southside Shopping Centre, before the final suburban section along Buckhold Road, Merton Road and Durnsford Road, then a right via Gap Road and Alexandra Road beside the South Western Railway depot into Wimbledon. We terminated just past the station after a run of a couple of minutes under the hour.

This version of the 156 is the fourth use of the number in London, the previous iterations being:

• Morden & Sutton Circular (1934-61), associated in its final years with the RT class.

• Parliament Hill Fields - Clapham Junction / Wandsworth (1963-65), M-F only with RT / RTL.

• Becontree - Barking / Creekmouth (1971-82), initially RT then OPO from 1973 with DMS and later T.

The current 156 came in 1983, running between Morden and Clapham Junction, replacing withdrawn sections of the 77A and M1. A M-F peaks extension to Vauxhall direct via Wandsworth Road Station was added in 1985. Then, in 1987, the route was withdrawn on M-S between Morden and Raynes Park when the 163 took over this section. The service was then greatly simplified in 1991, when it became Wimbledon to Clapham Junction at all times. The extension back to Vauxhall via Queenstown Road came in 2002.

Originally operated by London Buses with DMS types, a few Ms saw service in 1991 before the route was converted to “Streetline” DR type Darts the same year, although MRL Metroriders later took over. The contract passed to Limebourne in 1997 with Darts, this company being taken over by Connex in 2001. Double decking with Trident Alexander ALX400s came in 2002, these vehicles passing through the subsequent ownership of Travel London and Abellio. Enviro400s came with contract renewal in 2009, diesels being replaced by hybrids in 2021 made spare from the loss of the 49 to RATP. Abellio was purchased by Transport UK in 2023.

At the other end of the 156, we see “classic” Enviro400H no 2472 (QB) at Wimbledon Bus Station between trips, after I had travelled on it from Vauxhall.

The contract for the route has been retained by Transport UK from September 2026, with new electrics intended to replace the hybrids.

Train: Wimbledon - Clapham Junction

Entering Wimbledon Station, I joined a new “Arterio” EMU train on the South Western Railway service to Clapham Junction, with one intermediate stop at Earlsfield.

Another of the older Enviro400H deckers, no 2450 of Battersea (QB) Garage, shares the cramped stand at Plough Road Clapham Junction with a classmate on the 344.

The 344 is also due to receive new electrics in due course following its contract renewal with Transport UK from August 2026.

Route 344: Clapham Junction - Liverpool Street

Outside Clapham Junction Station, I observed a couple of buses further up St John’s Hill on the Plough Road stand for my final route of the day, the 344. First to depart was Enviro400H no 2429, another Transport UK vehicle based at Battersea (QB), which I was the only one to board at the first stop. Like the 156, this route has been retained on retender by the same operator, this time from August 2026, with new electrics intended to replace the existing hybrids in due course.

A large crowd awaited us as we turned the corner into Falcon Road and we picked up more at subsequent stops before turning into Battersea Park Road. Busy traffic and 20mph limits caused a slow run past The Latchmere through to Battersea Park Station, where we rejoined the 156 for the section past Battersea Power Station to Vauxhall, this time in the opposite direction to my earlier journey on the latter route. Continuing beyond the Bus Station, we made our way past the south side of Vauxhall Bridge and beside Vauxhall Cross, the prominent and well-known high-security HQ of the Secret Intelligence Service (SIS/MI6), which has appeared frequently in James Bond films. Further along Albert Embankment we came closer to the south bank of the Thames, which we followed to Lambeth Bridge, swinging right at the roundabout next to Lambeth Palace, official London residence of the Archbishop of Canterbury.

Continuing along Lambeth Road, we passed the Imperial War Museum for the second time on my travels that day, before looping around St George’s Circus down to Elephant & Castle. After a short stretch along Newington Causeway, we turned off into Southwark Bridge Road along the freehold section of route. However, the service was diverted northbound some years ago over London Bridge rather than Southwark Bridge, oddly whilst still using the latter southbound, so we turned into Southwark Street and past a bustling Borough Market followed by Southwark Cathedral and on to London Bridge, where we picked up a few short-riders to Liverpool St.

It didn’t take long to cross the Thames, with the familiar views of Tower Bridge, Tower of London and HMS Belfast to our right, before passing Monument Station then on to Gracechurch St and Bishopsgate. Just before London Wall, we passed the little church of St Ethelburga, one of the few surviving Medieval churches in the City of London, which was severely damaged by an IRA bomb in 1993 but subsequently restored and re-opened as a Centre for Reconciliation and Peace. From here, it was only a couple more stops to our final destination, Liverpool Street Station, where we terminated in the adjacent Bus Station after a total journey time of 65 mins.

The 344 emerged from the splitting of the 44 in 1991, running between Clapham Junction and London Bridge. It was rerouted from Southwark Bridge Road over Southwark Bridge to Liverpool Street in 1999. Since then, there have been just minor adjustments to terminal arrangements, plus the northbound rerouteing over London Bridge as mentioned earlier.

The first operator was London General with M (with the odd DMS for a while), although the Sunday operation saw midibus operation for some years involving SR, MRL, MA, DRL and DW types at different times. This was another service that passed to the ill-fated Limebourne in 1999 using mostly Caetano Darts, followed by their successor Connex. After double decking again in 2002 with Trident Alexander ALX400s, the route passed again on change of ownership to Travel London in 2004 followed by Abellio in 2009. By this time, Enviro400s had taken over, with MMC versions later joining the “classic” ones on the service. Transport UK became the operator in 2023 in line with other routes previously with Abellio.

Journey’s end for me at Liverpool Street Station on the 344, where Enviro400H no 2429 (QB) has just arrived, with the blind already set for the return run to Clapham Junction.

These older vehicles are likely to be withdrawn when new electrics take over in the coming months.

After alighting from my final bus at Liverpool Street Station, I crossed the road to Hope Square. This is dedicated to the children of the Kindertransport, who found refuge in Britain having fled the Nazis in Europe just prior to WW2. I stopped briefly to read the commemorative plaque on the wall and to view the bronze statue depicting children with their luggage having just stepped off a train at the station with a short stretch of railway track behind them, completed in 2006. Around the statue are a series of blocks inscribed with the names of the cities from which the children had fled.

I then entered the main station building, descending to the concourse and entering the Underground for the journey home.

Watton

“And Finally”… A shot from 1981 showing RM1289 on the 12 and LS70 on the 12A in the forecourt of the old Peckham (PM) Garage before heading off in different directions north west and south. This was just prior to the 12A being cut back from this point to Forest Hill, although it was re-extended to Peckham again in 1986!

RM1289 was then allocated to Shepherds Bush (S) and after withdrawal from London in 1987 continued in further service with Stagecoach in Scotland. In 2003 it was bought by Aintree Coachlines as a wedding bus, with whom it continues. LS70 was then working from Elmers End (ED) Garage until transferred to Croydon (TC) in 1986 when ED closed. Withdrawn from London in 1990, it went on to see service with Black Prince of Morley and then Chase Coaches of Cannock, surviving right up until 2006/7 when it was dismantled for spares and scrapped.