Heritage Bus Running Day: Catford

Watton’s Wanderings spends the day riding preserved buses on TfL Route 54 in South East London and visits Stagecoach London’s Catford Garage on an Open Day to celebrate its 111th anniversary.

The operation of heritage vehicles on TfL Route 54 was organised by the London Bus Museum, who produced this flyer to advertise the event.

Around 20 buses, mainly ex London, provided the service, plus a few from elsewhere. In addition to the main operation between Blackheath & Elmers End, some trips ran to/from the former extremities of the route at Woolwich and Riddlesdown at the start and end of the day.

My first bus of the day. AEC Regent RT1705 on stand at Elmers End Green at the start of the day, before I rode it through to Blackheath Royal Standard.

This bus has one of the early roof box bodies with the fairing over the bonnet, which was discontinued on later versions.

Route 54 Heritage Day

The latest London Bus Museum Running Day took place on Saturday 13th September 2025, featuring heritage vehicles on TfL route 54. The main service ran between Elmers End Green and Blackheath Royal Standard, although some journeys started from Riddlesdown or Woolwich at the start of the day, with corresponding return trips to those places at the end of the day, these being the original terminals of the route for many years until the early 1970s. The special buses, which were in addition to the “normal” TfL service, ran at approximately 10 min intervals between about 0930 & 1700. There were certain short trips to/from Lewisham for meal relief purposes.

Around 20 buses took part, the majority being former London types from the 1940s to the 1980s, although there were some more modern vehicles and some guest entrants from elsewhere in the country. Types seen in service included:

• Ex London Red Buses: RT, RM, RML, DMS (Daimler Fleetline), LS (Leyland National), MEC (Mercedes Citaro), G (Wartime Utility), T (Leyland Titan), V (Volvo Ailsa)

• Ex London Green Buses: RMC, RF

• Other: M&D DH478 (AEC Regent V), Hedingham L148 (Leyland Tiger - rebodied ex Green Line coach), Chaseside 101 (Enviro200)

In addition to the Running Day, an Open Day was held by Stagecoach London at Catford Garage to celebrate its 111th Anniversary year, so it was possible to combine some rides on preserved buses with a visit to the garage, which is precisely what I did!

RM2208 at Blackheath Royal Standard, complete with “TL” garage codes, recalls the Routemaster contribution to the 54.

Although mostly associated with the RT class, RMs were scheduled on the route on Sats in the mid 70s and appeared occasionally during the week as substitutions.

Route 54 History

My association with the 54 dates from the mid 1970s, when it ran between Croydon Fairfield Halls (M-F) / West Croydon (Sat/Sun) and Woolwich Arsenal Station, operated from Catford (TL) Garage. At that time, it was still crew operated M-S, with RT on M-F, RM on Sat (although the odd RM appeared on M-F as did a few RTs on Sat). On Suns it was OPO with DMS. As noted above, there had been extensions in earlier years, beyond Croydon to Selsdon (M-S) and Riddlesdown (M-F Peaks) and beyond Woolwich Arsenal to Woolwich Industrial Estate (M-F Peaks), but these projections all ceased by 1973, which is when Sunday OPO began.

Daily conversion to OPO using DMS occurred in April 1978, when 4 of the remaining 5 RT routes in South East London lost their RTs, leaving just the 94 operating the type in the area. In turn, Titans replaced DMSs in 1983. Then, in 1985, the service was standardised at the Croydon end to terminate at West Croydon daily, but extended at the other to the new Charlton ASDA, although this latter projection was withdrawn after a matter of months.

L class Olympians appeared from the late 80s to the late 90s - firstly, when Plumstead (PD) had an allocation (which varied from a partial to a full share at different times) and, secondly, when Catford (TL) gained a few examples of the class.

The early 90s saw a short period in which the Sunday allocation was converted to midibuses of the MRL, SR and MW classes - highly unsuitable, even on a Sunday - but double deckers returned later in the decade.

1997 saw a conversion to newer VN type Olympians, then in 2000 came the controversial cut back of the route from West Croydon to Elmers End in connection with the introduction of the Tramlink scheme, in which through passengers were expected to change from bus to tram or vice versa to complete their journeys over the withdrawn section. A somewhat churlish decision in my view.

Low floor conversion came in 2003, using Tridents, but after many years with Stagecoach / Selkent, the route passed to Go Ahead Metrobus in 2009 for a 5 year stint using Optare and Scania double deckers. The 54 returned to its old firm and traditional garage of Catford in 2014 when Stagecoach took the contract back using Enviro400s, later replaced with MMC versions. Both diesel and hybrid examples have performed.

RT4779 at Elmers End Green after I had ridden it here from Blackheath. This example has the later style of body after the route number had been moved from the roof dome to the side of the via points box.

The 54 had an RT allocation for a remarkable 28 years from 1950 until 1978, being one of the last 10 routes to retain them.

Route 54: Elmers End to Blackheath (& Back)

I last rode an RT in “normal” service on the 54 during early April 1978, about 2 weeks before full OPO conversion to DMS, although I managed another ride on the type some years later when preserved RT1702 performed a few trips on another Running Day. Therefore, with 3 RTs scheduled for service this time, my aim was to reprise former times with a “rounder” on a couple of them.

As I walked from Elmers End Station to Elmers End Green just after 9AM, the rain which had been falling for the past hour stopped just as RT1705 passed me and occupied the offside stand alongside the green. This was due to form one of the first departures of the Running Day and I duly clambered aboard with the throng when it departed. This was a “roof box” example, with route number on top of the front dome, all of which were withdrawn before the standard versions. With the traditional “ding ding” from the conductor, we swept away to the pleasant purr of the AEC engine and made our way to Beckenham, past the war memorial and along the High St to Beckenham Junction Station. As is usual on these occasions, we turned many heads from the public at the sight of an old bus, with our conductor explaining to various surprised passengers who were unaware of the special operation that we were a free service calling at all the usual 54 stops!

Climbing Beckenham Hill, we made our way over the summit and down the other side, passing large houses on the way. Reaching the pond at the bottom, we turned left into Bromley Road and made our way up to Catford Garage, where preparations for the Open Day were being made. We became busier as we progressed to Rushey Green, past the shopping centre and onwards into Lewisham, which we traversed without too much delay at this relatively early hour. It was then up Belmont Hill to the leafier climes of Blackheath, passing through the village and then across the open expanse of the heath itself, before terminating at the “Royal Standard” - amazingly the pub of that name is still there, unlike those at many other traditional London bus terminals which have closed in recent years. An excellent run of around 50 mins.

I took a break to observe proceedings, during which an RM and a Green RF came and went as part of the Running Day fleet. For my return trip, I awaited the next RT, which was scheduled 30 mins after my arrival, but turned up several minutes late, although it didn’t really matter. This was a standard vehicle, RT4779, which I had ridden on previous Running Days, but well worth a further trip. A busier run on the return, as traffic had built up and more passengers were trying to board. As we crossed Blackheath, we had our picture taken by various lines of photographers anxious to secure a good backdrop.

Whilst progress was slower in parts, we made up time as we were full for most of the way, with the conductor giving 3 bells to the driver several times during the trip. In Lewisham Town Centre, we paused for a crew change, many passengers being impressed that the drivers wore traditional uniforms and were agile at stepping up and down from the cab, despite being of more mature years! Once we got going, a good run back to Catford Town Centre and beyond, with a large number leaving at the garage for the Open Day, although quickly replaced by a fresh crowd.

Then back over Beckenham Hill into Beckenham itself, where the High Street was very congested and slow moving, causing us to drop a few minutes. Once at the War Memorial though, we sped up on the final stretch back to Elmers End Green, terminating after a longer run in this direction of about 1 hour. A great round trip, evoking memories of simpler (and definitely less traffic congested) times.

The only remaining Guy Arab wartime bus, G351, preserved by the London Bus Museum, did a few trips and is caught on stand at Elmers End Green. I then rode it to Catford Garage for the Open Day.

The 54 was not associated with the class, which featured ST and STL types in the 40s, but nonetheless provided a fine sight. Note the brown painted roof which was meant to make the bus less visible from the air during wartime.

Route 54: Elmers End to Catford Garage

I had noted on the trip from Blackheath that another interesting vehicle was a few workings behind us, the restored Guy Arab from 1945, G351. This is the sole remaining example of the wartime “utility” buses ordered by London Transport to fulfill a dire need for new vehicles before RT production resumed in 1947.

Whilst I had seen it on previous Running Days, I had never ridden on it, so I determined to take a trip this time. Boarding at Elmers End Green, I was impressed by the standard of its restoration, with brown leather covered seats and its plaque on the front bulkhead downstairs showing that it only operated in London from 1945 to 1953, before being sold to Burton Upon Trent Corporation, who ran it until 1967 before passing into preservation.

A surprisingly smooth ride for a veteran vehicle, which made it up and down the hills with ease. Its construction may have been basic, but it had the feel of a strong and sturdy bus. This type never operated on the 54, which used ST and STL types at the time, but nevertheless the experience filled a gap in my personal bus rides history. I alighted at Catford Garage, to take a break from the rides and visit the Open Day there.

Plaque on the lower deck front bulkhead inside G351 showing its history.

The utility buses were a short-term fix for London Transport and only served a short time in the capital, in this case from 1945-53. G351 then moved to Burton Upon Trent Corporation until being preserved in 1967.

Catford Garage Open Day

It is always interesting to see “behind the scenes” at a London bus garage! Over the years, I have attended many such Open Days, with Metroline and Stagecoach being particularly good at putting on such events, often with preserved bus rides as an accompaniment. Garages I have been inside have included:

North London: Alperton, Holloway, Potters Bar, Willesden

East London: Barking, Bow, Leyton, Romford, West Ham

South & West London: Bromley, Fulwell

Of course, there have been open days at several other garages over the years, but I have been unable to attend all of them!

Now, it was time to add Catford to the list, as I entered the hallowed portals for the first time on the occasion of an Open Day to celebrate 111 years. The entry fee was £5, with a programme available for an additional £3, all proceeds going to Macmillan Cancer Support, which is the favoured charity of Stagecoach London.

The programme produced by Stagecoach for the Catford Garage Open Day contained a potted history of the garage and its routes, together with photos of the various types that have operated over the years.

Sales proceeds from this together with the £5 entry fee went to Macmillan Cancer Support. Note the “Catford Cat” logo, which appeared on midibuses based here in the 1990s.

Catford Garage History

Catford Garage was opened by the London General Omnibus Company (LGOC) in 1914, initially coded “AN” and operating mainly the famous “B” type double decker on local routes including the 47, which is still run by the garage today in modified form. During WW1, the garage was requisitioned by the military and was also used as a driver training centre.

In 1920, the garage returned to civilian use and passed to Thomas Tilling as part of a pooling agreement between the LGOC and several independent operators. After adopting the code “L” from its former Lewisham base, this was changed to the now familiar “TL” code in 1924. By 1930, the older solid-tyred open-topped vehicles began to be replaced by Tilling built ST types, of which one remains in preservation today, ST922.

In 1933, Thomas Tilling and the LGOC became part of the London Passenger Transport Board, later known simply as “London Transport”. Catford Garage received newer STL types which shared the allocation with the ST class. WW2 saw many of Catford’s buses parked overnight in nearby streets to prevent a direct hit on the garage from destroying a large number of vehicles.

Post war vehicle shortages saw a few Bristol K types loaned by Eastern National and United Automobile operate at Catford during 1949/50, but none of the utility classes ran here. RT type buses began entering service in 1948, a process which spread to all Catford’s routes by the end of 1950, with this being the only class operated for the next 18 years. RM type Routemasters began to appear from 1968. The final RTs operated by Catford (and the last in South London) were withdrawn from Route 94 in 1978, whilst the last RMs on Route 36B (the final crew route at TL) came off in 1992.

OPO vehicles came in 1970, firstly SM class single deckers, but then from 1972, DMS double deckers started to arrive and later appeared on most Catford routes. During 1979, London Transport’s bus operation was divided into separate operating districts, Catford becoming part of Selkent District, which covered much of South East London and parts of Kent. The DMSs were replaced by T class Leyland Titans in 1983, with single deck LS type Leyland Nationals arriving a year later. In preparation for privatisation, the London Bus Districts became separate companies in 1988, with Catford Garage becoming part of the South East London & Kent Bus Company, initially still a subsidiary of London Buses Ltd.

The late 80s/early 90s was the period of the “midibus revolution” and Catford took part, operating SR & MW class Mercedes, MR class Metroriders and DW class Darts. Full size Dennis Lance LA & LV class single deckers were also delivered towards the end of this period. On privatisation in 1994, Catford Garage became part of Stagecoach Selkent, later merged with the East London operation to become Stagecoach London. The first new buses for Catford after privatisation were VN class Volvo Olympians, which were the last traditional high-floor vehicles here. Low-floor buses in the form of Dennis Tridents and Dennis Darts began arriving in the late 90s, with all older types replaced by 2003.

In 2006, Stagecoach sold its London Bus operations to Macquarie Bank and the company was renamed the East London Bus Group, operating under the previous East London and Selkent fleet-names, with buses at Catford regaining the latter. However, in 2010, the company was sold back to Stagecoach and buses were rebranded back to that name. Second generation low floor buses in the form of Enviro400 double decks and Enviro200 single decks came to Catford from 2007 onwards, with later deliveries being of the MMC design. With a couple of exceptions, Catford’s current Enviro400 double deckers are the hybrid version.

Coming right up to date, electric vehicle charging infrastructure was installed at Catford Garage between 2021-23, with Enviro400 City EV buses entering service on the 160 and Wright ElectroLiner EV types on the 199. The intention is for the facilities to be expanded as further routes are converted in future.

At the time of this visit, Catford Garage had a fleet of 151 buses, with a PVR of 130, operating on 14 routes.

Catford (TL) Garage retains its original frontage, now 111 years old.

Seen here with a few of the visitors on the Open Day.

Catford Garage Display

Entering the main garage building, the first section was laid out with various stalls selling the usual selection of transport-related merchandise, including books, models, DVDs, destination blinds, maps, timetables and other ephemera, together with food and drink.

Moving to the right, into the car park beside the garage, there was a display of previous bus types to operate at TL parked up, some of which are illustrated below.

Meanwhile, to the left, inside the garage, there were various current bus types in special liveries including Enviro400 MMC Hybrid 11011, which had been repainted into a retro London Buses “tape grey” livery (red with thin white band and grey skirt) and named “Selkent Envoy” to celebrate 111 years of Catford Garage. Older vehicles in this section included preserved RT1702 and a Dennis Trident. Parked over the pits with their rear compartments open were an Enviro400 MMC hybrid and an Enviro400 City EV, enabling an interesting comparison between the engine of a hybrid and the battery packs of an electric.

Daimler Fleetlines had a relatively short stay on the 54, from OPO conversion in 1978 until replacement by Titans in 1983.

Although blinded for the 54, DM1002 seen in Catford Garage yard, is one of the crew operated examples, rather than the DMS variant which ran on the route.

The only difference was that the DM had an additional bench seat on the nearside between the front and centre doors in place of the AFC cabinet.

Catford Garage operated Leyland Titans from 1983 to 2001. Some of the routes operated are illustrated here in this line up.

T1064 on the left has the plain upper deck front windows fitted to some examples and is in the later London Buses “tape grey” livery. T747 (centre) bears the special livery it gained to celebrate the Golden Jubilee of London Transport in 1983. Meanwhile, T23 on the right displays the original livery with white upper deck window surrounds applied to early members of the class.

Leyland Olympian L97 in the garage yard on the Open Day, blinded for the 180, which was operated by Plumstead (PD) Garage.

Catford Garage was not a major operator of the class, but did operate a small number on various routes between 1995-99.

Enviro400 MMC Smart Hybrid 11011 has been repainted into a retro “tape grey” London Buses livery and renamed “Selkent Envoy” to celebrate 111 years of Catford Garage.

The Selkent name and hops logo was initially used by London Buses when the organisation was split into local districts prior to privatisation and again during the brief period when Stagecoach sold its London operations to Macquarie Bank from 2006-10.

The rarely seen view of the engine compartment on a modern electric double decker showing the banks of batteries. Enviro400 City EV 84160 is seen over the pits inside TL Garage.

These vehicles are the current allocation on Route 160 (Catford Bridge - Sidcup Station).

Route 54: Catford Garage - Blackheath - Elmers End

Leaving the garage, I returned to the main road and the bus rides, with the aim of completing my second rounder on the 54 for the day. The option of a ride on an RM was denied, as the next one to arrive was full and standing, so sailed straight past the stop! However, the alternative was not far behind, in the form of Leyland Titan T961, a type I was very familiar with for many years and remember fondly on the 54 and other Catford Garage routes.

Boarding with a large number of others, I was lucky to find a seat, as we left with a full and standing load. A nice positive run aboard what was one of my favourite types of second generation OPO buses, together with Ms and Ls, all of which had their individual characteristics. We powered up from Catford to Lewisham and then over the final stretch to Blackheath, taking 30 mins from when I boarded, arriving slightly early on the schedule for the first time during the day.

After a 20 min break, I rejoined T961 on its return run, this time taking it all the way back to Elmers End. After crossing Blackheath, we were caught in a traffic jam down to Blackheath Station, where a parked ambulance attending an incident was blocking one carriageway on the narrowest section. Once past, we sped up again and made up some time down to Lewisham. After contending with more sticky traffic in Lewisham Town Centre, we broke free and had a decent run through Catford and back to the garage, where we exchanged a number of passengers. We had a reasonable run from here to Beckenham, although the High Street section was still slow moving. Finally, we put our skates on and made it back to Elmers End Green, completing the trip in 65 mins. Nice to ride a Titan again in London after a good many years.

I then made my way back to Elmers End Station just as the rain began to fall again, after a great day out, reliving memories of times gone by. Thanks as always on these occasions must go to the organisers, vehicle owners and volunteers who made the event possible.

Watton

My final trip of the day was on Leyland Titan T961 from Blackheath to Elmers End, recalling a type I well remember riding on the 54 in former times.

Titans were scheduled on the 54 from 1983 to 1997, although appearances continued until they were withdrawn from TL in 2001.

Barnstorming in Barnet

On this adventure, I ride various TfL routes in North London, mainly in and around the Borough of Barnet, starting with diesels and working my way through hybrids to the latest electrics.

First Bus DE20197 of Edgware (BT) Garage at Barnet The Spires prior to my trip on it to Brent Cross Shopping Centre.

The route is mainly operated with DLE and DME Enviro200 MMCs, but a few older “classic” versions help out.

Route 326: Barnet - Brent Cross

Day 1 began at Barnet The Spires terminus, which was almost deserted at the end of the morning peak. My first ride was on First Bus Route 326 to Brent Cross, my target one of the few remaining older Enviro200s which support the majority Enviro200MMC allocation. LVF showed only 2 of the required vehicles were out, although 3 or 4 is not uncommon on the route. Fortunately, the second departure after I arrived was DE20197 of Edgware (BT) Garage so I duly jumped aboard.

A relative quiet run at first, although we became busier as we progressed. Whilst linking some major objectives, the 326 also has some significant “back street” freehold sections with a long “Hail & Ride” stretch. Making our way down Barnet Hill past High Barnet Station, we turned off on the double run along Mays Lane to serve the Dollis Valley Estate, an exercise which deposited and picked up precisely no-one on this trip. Returning to the main road, we turned off at the Everyman Cinema along Station Road to New Barnet to perform the dog leg along East Barnet Road and Longmore Avenue, re-emerging onto the Great North Road only a little further south than when we had left it 10 mins or so previously.

At Whetstone, we turned right past Totteridge & Whetstone Station, before turning off onto the lengthy “Hail & Ride” section at Longland Drive. We served the nether regions of Woodside Park and West Finchley, not covered by other services, before regaining the main road at Finchley Central Station, where we had a short pause due to early running on the padded timetable. However, we soon got going again and continued via Hendon Lane and across the Great North Way into Hendon, serving Middlesex University and the Town Hall. Onto the A41 dual carriageway down to Hendon Central Station, before coming off at the North Circular flyover and making our way into the Bus Station at Brent Cross Shopping Centre. This holds the distinction of being the UK’s first out-of-town shopping centre, opened in 1976, which was accompanied by the extension or diversion of various bus routes to serve it. A 65 min journey from start to finish.

The 326 was a later addition to the network serving Brent Cross, coming in 1991 between that point and New Barnet, but with a M-S shopping hours and garage journeys extension to Potters Bar. It used SR class midibuses, although these were replaced by MW types within a couple of years. In 1998, the northern terminus was changed to Barnet The Spires, with first DMS and then DL type Darts taking over. The contract passed to Thorpes in 2005 using their Darts, until they were bought out by Metroline 2 years later, who used DML Darts for a while, before conversion to DE type Enviro200s. London United / RATP won the contract in 2008 using their DEs, although DLE/DME Enviro200MMCs were later added to the mix. In February 2025, RATP’s London operations were taken over by current operator First Bus.

Metroline VW1038 of Harrow Weald (HD) Garage in the rain at Harrow Weald Oxhey Lane after riding it here from Brent Cross.

The 182 is mainly operated with VWH type hybrids, but a handful of diesels help out, this being one of three VWs on the route the day I travelled.

Route 182: Brent Cross - Harrow Weald

At Brent Cross, I took a short break before continuing my rides on Route 182. This service is operated by Metroline from Harrow Weald (HD) Garage, mainly using VWH class hybrids, but a few VW diesels assist. There were a trio of the latter out to play on the day I travelled, with VW1038 being the next to arrive. When it left after the layover, I was at the head of the queue to board.

Not a particularly fast run, but we made reasonable progress as we departed the shopping centre, crossing the bridge over the North Circ and swinging round to Staples Corner. We then avoided a traffic jam on the A406 by taking the parallel suburban routeing via Crest Road and Tanfield Avenue to Neasden. After ascending Blackbird Hill, we made our way past Wembley Park Station and the nearby Stadium, before reaching the Town Centre and a crawl up to Wembley Central, where we lost most of our passengers. A quieter and quicker run from here on to Sudbury, followed by the long haul up to Harrow, the housing giving way to the short green stretch past Harrow School Playing Fields with views of Harrow Hill in the background. After serving Northwick Park Hospital, we continued into Harrow Town Centre, calling at the Bus Station, then around Greenhill Way the back way up to Harrow & Wealdstone Station. As we paused here for a couple of minutes, I noted the mural near the Bus Stop in memory of the 112 victims of the Wealdstone train crash in 1952 and in gratitude to the services and volunteers who saved many others.

We soon continued along Wealdstone High Street and up to HD Garage, although there was no driver change on this occasion. By now almost empty, just a handful of us were left for the final section to the roundabout and left along the Uxbridge Road to the terminus at Oxhey Lane, a somewhat “middle of nowhere” destination, adjacent to the playing fields. It had taken us 1h20m in all from end to end.

The number 182 was originally used for a Tram Replacement route between Cannon Street and Woolwich the long way round from 1952 to 1968, but was re-used in 1970 for a service between Watford Junction and Wembley via Harrow in lieu of parts of the 158 and 18. However, the following year, it lost the Watford Junction - Harrow Weald section to the 258. It was OPO from the start, initially with MB operation, although in common with many such routes, it was upgraded to DMS double deck in 1974. When Brent Cross Shopping Centre opened in 1976, the 182 was one of the routes extended to serve it, during M-S shopping hours only at first, although in later years becoming Daily. There was a further extension to Finchley Manor Cottage Tavern which lasted from 1978-82, with Ms replacing DMSs in 1980.

Low floor conversion came in 1999 with TA types, together with the short extension from HD Garage to Oxhey Lane, replacing withdrawn route H15 on this section. During the noughties, VPs gradually became the standard type, continuing to appear for a while even after hybrid conversion to VWH in 2016. In recent years, VWs have supplemented the main allocation, bring us full circle to the start of this story.

Part Route 340: Harrow Weald - Edgware

From Oxhey Lane, I took a walk back along the Uxbridge Road to the Harrow Weald roundabout, where I transferred to the 340 for a positioning run to Edgware. The 20 min journey was aboard VHR45206, one of the small number of Volvo B5LH Wright SRM types. These share the route with VH and ADH classes, which is operated by First Bus from Edgware (BT) Garage and which I had ridden in full earlier in the year.

First Bus Enviro200 DE20196 of Canons Park (CP) Outstation at Queensbury Morrison’s after I arrived on it from Edgware.

This was one of two of the type on the route that day, the remaining vehicles being DLE class Enviro200 MMCs.

Route 288: Edgware - Broadfields - Queensbury - Edgware

At Edgware Station, I was expecting a simple run on my next route, the short local 288, which I have been on several times with no problems. The reason for this choice was that one or two Enviro200s often support the usual Enviro200MMC allocation and there were two DEs out on this day which I wanted to sample. Unfortunately, roadworks with temporary lights on the A5 south of Station Road were causing lengthy delays and playing havoc with timekeeping.

The trip began innocently enough, as I joined First Bus DE20192 of Canons Park (CP) Outstation at Edgware Bus Station on its short northbound run to Broadfields. Along Edgwarebury Lane and across the A41 into Broadfields Avenue. A few stops in, we received an instruction from the controller to halt for 5 mins, before continuing around the terminal loop into Glengall Road and back the way we had come. Arrival back at the Bus Station was after a lengthy 30 min perambulation, at which point the driver received another instruction to terminate short at Burnt Oak due to late running - which had been made worse by the previous order to hang around! This was unusual in itself because Burnt Oak is off the line of route and would hardly save much time, as the traffic queue up to the roadworks was considerably longer and slower moving from that direction than from Camrose Avenue on the normal line of route.

So, I alighted to await a Queensbury working, eventually joining fellow Enviro200 DE20196 after a considerable wait. It seemed that virtually 50% of the service was being turned using the Burnt Oak option, but this was not exactly having much effect on getting vehicles back on time. Nevertheless, we made it through the roadworks southbound with only a few minutes delay and then had a straight run along Camrose Avenue, down to Queensbury Station and then on to the terminus at Morrisons. 22 mins from Edgware.

After the long service gaps, I was surprised that we joined a DLE on the stand and I was interested to see which would leave first. Actually, neither, as DE20192 (the bus I had ridden earlier on the Broadfields leg) zoomed up “out of service” and stopped ahead of the other two buses to form the next departure. I hopped on and we made very good progress on the return run, making it through the roadworks with a minimum of delay and taking just 18 mins back to Edgware Station. An interesting if fraught combination of rides on what is normally a fairly straightforward service in terms of operation.

The 288 began in 1972 as a short Edgware & Broadfields circular route with SMS operation, after much local lobbying for a bus service to the estate. It was upgraded to M double deck in 1980 and then reverted to single deck with DT Darts in 1990. Conversion to DR Darts in 1993 was accompanied with the extension from Edgware to Queensbury to replace this section of the 107. Low floor operation came in 2002 with DLD types, although the odd M continued to appear.

Arriva took the contract in 2006, with Cadets and other single deck types allocated, although the odd double decker was not unknown. RATP became the operator in 2018 with DLE/DME Enviro200MMCs, with a few DEs later joining in. The 288 passed to First Bus with other RATP London routes in Feburary 2025.

Back at Edgware, I transferred to the Northern Line for the journey home at the end of the first part of my Barnet odyssey.

First Bus Volvo B5LH MCV eVoSeti VMH45326 of Westbourne Park (X) Garage on stand in Vauxhall Bridge Road at Victoria, before I travelled aboard on Route 13 to North Finchley.

This type is unique within the First London fleet to this garage and normally form the main allocation on this route, although a few Enviro400 ADH class hybrids often assist.

Route 13: Victoria - North Finchley

Day 2 and I resumed my bus rides after travelling to Central London, emerging from the Underground at Victoria Station. Next on my list to tackle was trunk route 13, which (despite covering many of the same roads as its “number-sake”) is really the former 82, which was gratuitously re-numbered in 2017. This was part of a bizarre plot twist, in which TfL wished to withdraw the existing 13 between Aldwych and Golders Green, taking the view that the 82 covered most of it. Due to the public outcry which resulted, in a somewhat cynical move, TfL “withdrew” the 82 instead and retained the 13, which was rerouted to Victoria at one end and extended to North Finchley at the other, thus covering the same roads as the former 82!

The current 13 is operated by First Bus, who took over the London operations of RATP Group in February 2025. Westbourne Park (X) Garage runs the route, mostly using a batch of VMH class hybrids, which are unique to this garage with First and appear mainly on this service, although a few ADHs frequently help out. There were three of the latter out on the day I travelled, but as they were all at the other end of the route, I had to be content with one of the predominant Volvos.

VMH45326 was the next to make its way from the Vauxhall Bridge Road stand around the block to the first pick up stop in Wilton Road, where I boarded with the throng. After negotiating a little bit of congestion on the Victoria one-way system, we broke free and made our way alongside the back garden of Buckingham Palace up to Hyde Park Corner, before crossing the roundabout into Park Lane. The former free flow of traffic has been disrupted here by the addition of a cycle lane, although with one of the two remaining lanes designated as a Bus Lane, we weren’t delayed too much. Why the more obvious expedient of routeing the cycle lane through Hyde Park was not taken eludes me - this would surely be more pleasant for the cyclists and retain the previous road capacity for other vehicles.

At Marble Arch, we made the shortcut across the roundabout which is restricted to buses, turning eastbound along a short stretch of Oxford Street, before swinging left along Baker Street. Once across the Marylebone Road, we didn’t quite reach the Sherlock Holmes Museum at 221B, as due to a road closure, we were sent on a small diversion via Melcombe Street and Gloucester Place. Having made reasonable time up to this point, we settled into a frustratingly slow trundle along relatively empty roads due to timetable padding, passing alongside Regents Park and Lords Cricket Ground, then through St John’s Wood and Swiss Cottage to the Finchley Road. After parting company with the A41 at Hendon Way, we continued through Childs Hill to Golders Green, where we had a protracted wait at the station for a driver changeover, which took a good 5 minutes.

Finally, we got moving again, making our way through Temple Fortune and across the North Circ at Henlys Corner, passing on our left the statue “La Delivrance”, a bronze female figure holding a sword, known locally as “The Naked Lady” and commissioned in the 1920s by Finchley Council as a memorial to commemorate WW1. A little further on, we passed the urban farm at Fitzalan Road, where trolleybuses used to perform a battery reversal when turning short at “Holly Park” - not an actual place or a district, but the name of the road opposite. Clearly, the use of obscure names for bus terminals is nothing new in London!

Continuing up the hill we arrived at Finchley Central Station, where most of our passengers alighted, before the final stretch along the High Road to North Finchley. We terminated at the “Bus Station” after a lengthy 1h25m run - a good 10 mins longer than necessary but still 5 mins quicker than the schedule allowed.

The 13 once operated from London Bridge to Hendon, but was cut back at both ends, so that by the 1970s, it had settled down to its Aldwych - Golders Green rump. At the time, it was crew operated with RM/RML types, although in due course the evening and Sunday service became OPO with Ms and Ts at different times, In 1993, the route transferred to BTS using RMLs in an orange livery with yellow relief, although by the end of the decade the route went to Metroline, who still used RMLs but with OPO TPs evenings and Sundays. However, Routemasters persisted, with London Sovereign winning the tender in 2001 using refurbished RMs daily.

Full OPO came to the route in 2005 with SLE class Scania Omnidekkas, still with London Sovereign who were now part of Transdev, although later taken over by the RATP Group. By the mid 2010s, the predominant type was VH class hybrids, until these were replaced in turn by the current VMHs.

Metroline Volvo Hybrid VWH1418 arrives at North Finchley Bus Station before I joined it for its return trip home to Willesden (AC) Garage.

This is one of the small batch of older Volvo Hybrids at Willesden, which bear a close resemblance to their diesel VW cousins.

Route 460: North Finchley - Willesden Garage

North Finchley’s modern Bus Station is a bit of a con - the automatic sliding doors open to reveal a single bus stop in a dark and dank interior, serving various routes. Some services depart from a second stop outside on the road. At one time, the site was occupied by a Trolleybus terminus, later converted to buses, which covered a larger area with more stops. Known locally as “Tally Ho Corner”, the name is said to originate from the presence of stables for the Tally Ho coaching companies on the London to Birmingham route in the early 19th Century (a “tally ho” being the nickname for a fast horse drawn coach). An adjacent pub retains the Tally Ho name and some TfL buses display “TALLY HO!” as a qualifier to the “North Finchley” destination.

My next route was the 460, which I last rode back in November 2019 on one of Metroline’s last few VPs, before they finished in TfL service the following month. Hybrids now form the allocation and I had VWH1418, one of the small batch of older examples at Willesden (AC) Garage, which bear a strong visual similarity to the VW diesels, rather than the later members of the class with their updated bodywork. After leaving the Bus Station, we almost immediately passed the site of the former Finchley (FY) Garage, which housed in turn trams, trolleybuses then buses, before eventual closure in 1993. The garage was demolished in the late 90s, with a retail development now occupying the site.

Continuing back down the main road, I retraced my steps through Finchley Central, Henlys Corner and Temple Fortune to Golders Green. Continuing down to Childs Hill, we finally parted company with the 13 and turned into Cricklewood Lane. Passing under the railway bridge near Cricklewood Station, we crossed the Edgware Road at “The Crown”, continuing through Willesden Green. On the section west of here, the road was reduced to one lane due to roadworks, protected by temporary lights. These seemed to be malfunctioning and turning green in both directions at the same time, as traffic from each way was meeting in the middle and trying to squeeze past one another! Luckily, no buses were involved and we navigated the section without a problem. Arrival at the home garage was after a 45 min run.

The 460 began only in 2003 as a localisation of the northern section of the 260 between North Finchley and Willesden Garage. Always a Metroline route, it has been operated by TP, SEL, VP and VWH types over the years.

Metroline have been converting Route 98 at Willesden (AC) Garage to electric operation using Wright StreetDeck Electroliners, like WDE3114, seen beside the charging points outside the garage.

These buses were ordered against contract renewals on routes at other garages, but have been diverted here due to awaiting charging facilities on their intended services.

Route 98: Willesden Garage - Holborn

At Willesden Garage, I switched to another Metroline route operated by the same shed, the 98. This has recently been retained on retender on the basis of new electrics. However, as has been the case with other operators, pending the delivery of the planned vehicles, existing electrics have been retrieved from storage where they have been awaiting the installation of suitable charging equipment at their intended garages. In this case, Wright StreetDeck Electroliners have gone to Willesden and were forming about two thirds of the 98 allocation when I visited, the balance being made up by VWHs.

WDE3114 was the next electric to come out of the garage yard, so I jumped on the smart new bus for the journey to Holborn. The usual modern interior features of high backed seating, wood effect flooring, USB ports and new style info screens greeted me. One slight issue was that the size of the lettering on the “Next Stop” display was too large, often leading to the end of the wording being cut off, particularly on longer names. Apart from that, a smooth silky ride with rapid acceleration where traffic conditions permitted.

We made our way from the garage, back through Willesden Green, the roadworks not causing any delay in this direction, the earlier traffic having dissipated. Then onto Willesden Lane, making good progress through to the main Edgware Road at Kilburn, where we turned right. After a busy patch through Kilburn High Road, we had a pleasantly rapid run via Maida Vale down to Edgware Road Station and, after a short hiatus at the A40 intersection, we resumed normal progress down to Marble Arch. Turning onto Oxford Street, we had an unusually easy run past Selfridges and Bond Street, across the Oxford Circus junction and along to Tottenham Court Road. The number of bus routes serving this stretch has reduced over the years, producing less of a “bus wall” than previously and probably helping to speed up the remaining services, although plans are afoot once again to pedestrianise Oxford Street, which are likely to result in curtailments and diversions for buses.

From TCR, it was only a short hop through Bloomsbury to our final destination of Holborn, Red Lion Square, where I alighted after a run of a couple of minutes over the hour, not a bad effort for the time of day.

Originally, the 98 was the number of a route between Hounslow & Uxbridge via Hayes, but in 1990, it was diverted to Hayes End and became the H98.

The current version of the 98 was another that came from splitting a longer route, in this case the 8, when the western section between Willesden Garage & Holborn assumed the new number in 1992. Originally crew operated with RMLs on M-S daytimes, it had an unusual mix of M double deckers and Lance single deckers on eves and Suns. OPO came in 2004 using VPs. There was a shortlived rerouteing to Russell Square at the eastern end from 2014-16, replacing a section of the 7, but in 2016 this section went to the 10 and the 98 reverted to Holborn. At the same time, the route was converted to hybrids using VWHs, with a few experimental BYD electrics also appearing for a while. Electrics have now returned for a second stint with the advent of the WDEs in 2025.

Metroline have been taking delivery of longer Wright GB Kite Electroliners for Route 153. WSEL3135 of Holloway (HT) Garage has just arrived at Finsbury Park Interchange.

Metroline took over the contract for the route from Go Ahead in February 2025, initially using the shorter WSE version intended for the C11, until these buses became available.

Route 153: Liverpool Street - Finsbury Park

From Red Lion Square, I made my way to nearby Holborn Station and a quick trip on the Central Line to Liverpool Street, where my final route of the day, the 153, commenced. This service passed from Go Ahead to Metroline earlier in 2025 and was intended for the longer version of the Wright GB Kite Electroliner single deckers. However, pending their delivery to Holloway (HT) Garage, the shorter version of the class obtained for the C11 was used initially. In recent weeks, as the WSELs have finally entered service on the 153, the WSEs have begun transferring across to the C11.

At Liverpool Street Bus Station, I boarded WSEL3135, the next to depart, for my first ride on the class. My first impression was of a reasonably well laid out interior with all the modern features, although the new style info screen was showing only the route number and ultimate destination rather than the next stop, although the verbal announcements were describing these correctly.

A quiet run at first, with single digit passengers, as we proceeded along London Wall to Moorgate, before continuing via the Barbican estate to Goswell Road and Clerkenwell Road. At St John Street, we joined the original section of route which once continued the short distance south to Smithfield and has always seemed to be a bit of a backwater. Reaching The Angel Islington, we obtained a few more passengers and paused for a couple of minutes to await our scheduled time.

The next part of the route traverses the back streets of Barnsbury and is unique to the 153, with lots of right and left turns, but was reasonably well used with people on and off throughout. Eventually, we regained the main Holloway Road, continuing past the station of that name up to the Nag’s Head junction, where we turned right. Most alighted here and we were nearly empty as we travelled over the one-way system to our objective of Finsbury Park Station. A touch over 50 mins for the journey.

The 153 began in 1984 as double deck M operation between Archway & Islington via Barnsbury, restoring a service to the latter area after much local pressure. Within months, the service was extended to Tottenham Court Road via route 19. However, in 1987, the route reverted to its original terminals when London Country North West took the contract using Iveco minibuses. This was also destined to be shortlived, as the route passed to London Buses the following year using OV minibuses from Victoria Basement (VB).

In 1992, the route received a southbound extension to Smithfield, taking over this leg of the 279 and passed to Capital Citybus using Mercedes Benz midibuses. The next operator change came in 2001, when Hackney Community Transport (HCT) took the route with Dart SLF types, later replaced by Enviro200s. At this time, the route was diverted from St John Street away from Smithfield to the more useful traffic objective of Liverpool Street Station. The next operator switch came in 2018, when Go Ahead London assumed control with SEe Enviro200EV types. This continued until Metroline became the latest and 7th operator in February 2025.

At Finsbury Park Interchange, I switched to the Great Northern train for the trip home.

Watton

And Finally… Back in November 2019, I took my final ride aboard a Metroline VP on the 460. VP534 is seen at dusk at North Finchley Bus Station after that trip.

This was just one of three VPs left at Willesden Garage at the time which, together with a single remaining example at Harrow Weald Garage, were withdrawn in December of that year.

TB or Not TB… That is the question!

On my latest journey, I travel around South East London, mainly focusing on outgoing and incoming bus types at Bromley Garage, with a rogue Arriva route thrown in for good measure!

The 261 was crew operated with Routemasters for just a few months from inception in September 1982 until OPO conversion with Leyland Nationals the following year. Preserved RM2208 reprises this short-lived era at Princess Royal University Hospital on the occasion of the Bromley Garage Open Day in September 2024.

Initially, the route ran between Orpington & Lewisham with a Sat Shopping Hours extension to Brockley Rise, but this was cut back in later years.

Route 261: Lewisham - Locksbottom

I arrived at Lewisham on the Southeastern service from London Bridge, exiting the station and making my way to the nearby first stop of Route 261. The route has been retained by Stagecoach on re-tender from November 2025, with new electrics promised as part of the deal. However, although one of the intended Enviro400EVs was out on the day of my visit, for the time being, the route continues largely in the hands of existing Enviro400MMCs, with a few “classic” Enviro400s in support. I boarded one of the former, fleet no 11068, of Bromley (TB) Garage.

Being fairly early on a Saturday morning, we had a reasonably traffic free run, although we were surprisingly busy in terms of passengers, with good usage throughout the trip. Leaving Lewisham Town Centre, we ambled along Lee High Road, turning right along Burnt Ash Road past Lee Station to the South Circular. Crossing this, we continued through suburban housing to Grove Park and on via Sundridge Park to Bromley North. This put me in mind of trips over this corridor back in the 70s, when RTs on the 94 used to cover this route on their way to Petts Wood & Orpington - this was in fact the last RT operated route in South East London, which lasted until Summer 1978.

Emerging from my reverie of happy memories, we navigated Bromley Town Centre, past Bromley South Station and down to Bromley Common. A green stretch through the trees to the operational garage, code TB for “Tillings Bromley”, reflecting its pre-London Transport owner and still used today. No driver change, although I noted the continuing work to install additional charging infrastructure for the increased number of electric buses due to enter service in the coming months. Then it was a short sprint up the hill to Locksbottom, shooting over the lights and terminating in the grounds of the Princess Royal University Hospital, after a reasonable run of 50 mins.

The number 261 in South East London still feels a bit odd to me, as I always associated it with the North London version that ran with RTs and RMs then DMSs between Palmers Green Garage and Barnet Chesterfield Road from 1961-80. However, it was re-used in 1982 for a new route between Orpington and Lewisham, replacing parts of the 51 (Orpington - Farnborough), 47 (Farnborough - Bromley Common) and 94 (Bromley Common - Lewisham). For a while, there was an Sats Shopping Hours extension to Brockley Rise, which didn’t last long. Initially crew operated with RMs, OPO came within a few months in 1983 using Leyland Nationals. Double deckers returned in 1985 when Titans took over. The following year, the route was cut back from Orpington to Bromley Garage as part of the changes associated with the introduction of the “Roundabout” network in the area.

The route left TB when Metrobus assumed the contract in 1987, being nominally cut back to Bromley Common “The Crown”, but with garage journeys to/from the depot at Green St Green later added. Former LT DMS types and Olympians were used at first, later replaced by low floor types such as Tridents and Omnidekkas. The extension to the Princess Royal Hospital was added in 2007. However, Stagecoach won the tender award in 2013 and the route returned to its traditional home at TB Garage, with Tridents and Enviro400s being the usual fare until largely replaced by Enviro400MMCs a few years later.

In almost the same spot as the previous photo, we see Stagecoach Enviro400 MMC 11068 of Bromley (TB) Garage after my ride on it from Lewisham.

The 261 is due for electrification under its upcoming contract renewal using Enviro400EV types, with just one of these out on the route on the day of my trip.

Part Route 61: Locksbottom - Chislehurst

At Locksbottom, I switched allegiance to another TB Garage route, the 61, also retained by Stagecoach from November 2025 using new electrics in due course. Pending delivery, the route is mainly stocked with Enviro400s and so it was possibly a final chance for me to ride them before the changeover. Next to arrive en route to Chislehurst was 10159, a smartly repainted example and refurbished inside with grey PVC covered seating, in my view a retrograde step when compared with the previous Stagecoach moquette. Nevertheless, we continued our luck with the traffic as we trundled through Orpington and on to Chislehurst, taking just 30 mins to the terminus at the “Gordon Arms”.

Smartly presented Stagecoach Enviro400 10159, also of TB Garage, on the 61 at Chislehurst Gordon Arms, before I travelled aboard back to Bromley North.

This route is also due to receive new Enviro400EVs to fulfill its contract renewal requirements. As with the 261, a single example was in service on the day I visited, forming the working ahead of this one.

Route 61: Chislehurst - Bromley North

Ahead of us on the stand, and just leaving as we arrived, was one of the new Enviro400EVs destined for the route, but the only one out on the 61 that day. However, I stuck with 10159 and re-boarded for the return run over the whole route back to Bromley North.

Unfortunately, after a couple of good runs up to this point, this trip became a little turgid after a short while. The first problem to contend with was roadworks at Chislehurst War Memorial, where we had to negotiate temporary lights on the approach, then the normal lights at the cross-roads, then a man with “Stop/Go” boards due to a parked roadworks lorry beyond the lights. We had sailed through in the previous direction, but this time we were stuck in a queue which cost several minutes. Once past, a reasonable run through the attractive forestry of Petts Wood and on to Orpington, although traffic was slow-moving (as is not unusual) along the High St up to the War Memorial.

Past the station and back over the suburban section to Locksbottom again, before turning right and descending the hill back to TB Garage. Once again, we were fortunate not to be stopped by a driver change, but we became very busy with passengers from here on all the way into Bromley Town Centre, presumably due to a gap in the 261 and other services. Also, whilst the traffic was moving, it was slow and we eventually limped in to Bromley South, where most alighted. Now with just a handful aboard, most left us at the remaining stops before the terminus at Bromley North, where I disembarked after a 65 min run, some 10 mins down on schedule.

The 61 was once a longer route, operating from Eltham to Bromley, but was cut back to Chislehurst in 1986, with a separate 61B taking over the withdrawn section. RTs operated until OPO conversion to DMS in 1972, although LS single deckers took over in 1979. Metrobus took control in 1986 with DMSs and Olympians featuring, but in 1995, Centrewest were a surprise winner of the route in this part of London so far from their heartland, using V class Olympians, although a few Ms helped out for a while. As with the 261, the 61 was another child of TB Garage to return home, this time in 2006, with Enviro400s and Tridents being the main types to perform.

I managed a trip in 2019 on one of TB’s last two Tridents, 18495, which finished on the 61 just a few weeks after I rode it. Then, in 2024, on the occasion of a Running Day organised by the London Bus Museum in connection with the Centenary of Bromley Garage, I was able to reprise RT days on the 61, with a rounder which included RT1798 and RT4779, a fitting tribute and a chance to sample a type on the route I had missed back in the day.

Route 61 Retro… Back in May 2019, I rode Trident 18495 on the 61 from Chislehurst to Bromley North, where the vehicle is seen after my trip aboard.

This was one of the last pair of Tridents at TB Garage, which came off service a few weeks later in July 2019.

Route SL3: Bromley North - Thamesmead

Having sampled the outgoing diesel double deck types at TB Garage, it was time to come bang up to date, with a spin on one of the new electrics on “Superloop” Route SL3. This route began only in February 2024, initially using New Routemasters, which I had ridden back then on the first day of the service.

At Bromley North Station, I had only a short wait before one of the new Enviro400EVs, 80403, glided up to the stop. I was the only passenger to board, noting that this and other buses of the type on the route appeared to be in a lighter shade than traditional “London” red, almost a “tomato” colour, although with the usual white upper section with signwriting for “Superloop Express Bus Service” and a line diagram of points served between decks. Inside, high-backed seating with “TfL” style moquette and the usual modern interior features. As expected, a smooth and quiet ride.

The SL3 follows the 269 at first, with no-one picked up at Widmore Road, Bickley Station or Chislehurst Station. At Chislehurst War Memorial, we broke our duck, with a single passenger travelling to Sidcup. After Queen Mary’s Hospital, we encountered more roadworks with 4 way temporary lights at Sidcup Police Station. As the Carlton Road stop was closed, our driver let the other passenger off at the previous one instead, not normally served by the SL3. After a short delay awaiting our turn at the lights, I was again sole passenger as we zoomed down to Sidcup Station, where we picked up 4 more who were travelling to Bexleyheath. More traffic to contend with on the local roads on the lengthy non-stop section through to that point, although the short stretch of the A2 traversed in this direction allowed a brief burst of speed.

After carrying mostly fresh air thus far on the trip, we finally gained a good load in Bexleyheath, with passengers joining at the Library, Lion Road and the Station. Then non-stop downhill to Abbey Wood, where we called at Florence Road and then outside the Station. Yet another delay due to roadworks and more temporary lights at the mini-roundabout beyond the shopping centre, before we sped up again as we came into Thamesmead, calling only at Carlyle Road (the point known locally as the Boiler House) and then the Town Centre. 1h10m for the entire trip, a little more than scheduled, but not too bad given all the traffic hazards.

Whilst the concept of Superloop is a good one, in my view, more bus priority measures are required and maybe some rerouteings to avoid certain “pinch points”, if such services are to be made more attractive to customers and increase usage. However, I accept that roadworks are a scourge that TfL has little control over, but where action is required to ensure that these are completed in the shortest possible time to minimise disruption.

New Enviro400EV 80403 of TB Garage has just arrived at Thamesmead Town Centre on “Superloop” Route SL3 from Bromley North.

These vehicles have replaced the LT types which started the route off in February 2024. For some reason, the batch appear to be in a lighter shade of red than usual.

Route 229: Thamesmead - Sidcup QM Hospital

At Thamesmead Town Centre, I simply crossed the road to await my next bus on the 229, switching allegiance from Stagecoach to Arriva in the process. This route has been retained by the latter company on contract renewal in January 2026, once again with new electric vehicles expected eventually. However, for now, the usual diet of T class Enviro400s continues, supported by the odd DW. I only had a couple of minutes to wait before T314 of Dartford (DT) Garage swept round to the pick up stop.

A good run to start with, not that busy, as we looped around Crossway, serving the housing area, before returning to the main road and continuing south to Abbey Wood. The Bus Lane helped on approach to the temporary lights just before the station, so we weren’t delayed much. After this, we joined the traditional part of the 229 through Belvedere around to Erith, after passing the ruins of Lesnes Abbey and its adjacent woods, now a nature reserve. Passengers on and off at Erith Town Centre, then continuing through Northumberland Heath and Barnehurst, before encountering a bit of a traffic queue up to the lights just past Bexleyheath Garage. At Bexleyheath Clock Tower, a major swap of riders, then making our way around the town and down to Bexley Village, where we navigated the narrow streets.

Fairly quiet over the suburban roads from Bexley to Sidcup, stopping infrequently and showing a turn of speed. Arriving into Sidcup, we passed the station and then joined a bus queue up to the temporary lights at the Police Station mentioned earlier when I had come the other way on the SL3. Annoying to be delayed on the final section after such a good run up to that point, but once through, it was a simple run through to the terminus at Queen Mary’s Hospital. 1h15m in all for this journey.

The 229 was once an RT route from Orpington to Bexleyheath, but was extended through to Woolwich via Erith & Abbey Wood in 1959 to replace withdrawn Trolleybus 698. I recall long trips by RT on the route in the 70s from Woolwich to Orpington or the reverse, which probably wouldn’t be practical with today’s traffic levels. In 1977, the route was restructured with a southern extension to Farnborough to replace part of the 51, but cut back at the other end to Bexleyheath (or Erith in M-F peaks), with the 269 taking on the Woolwich leg. Conversion to RM occurred at this time.

OPO conversion to DMS came in 1982, with a further cut back, this time at the southern end to Green St Green, with the 261 taking over the Farnborough section. In due course, the 229 was converted to T and then L operation, but in 1986 as part of the changes associated with the new “Roundabout” network, the southern terminus became Sidcup Garage / Foots Cray. With the introduction of “Bexleybus” in 1988, the route was standardised as Foots Cray - Erith daily, using a mix of secondhand DMS and new Olympians.

The diversion from Foots Cray to QM Hospital in Sidcup came in 1991, by which time London Central (later part of Go Ahead) were in charge with Titans. This was followed in 1994 by the northern extension to Thamesmead, bringing the route to its current form. Low floor conversion in the noughties came with PVLs, later replaced with WVLs, with Arriva taking the contract over from Go Ahead in 2016 using the current buses.

The odd one out in this article! An Arriva Enviro400, T314, from Dartford (DT) Garage, on the 229 at Sidcup QM Hospital after my trip on it from Thamesmead.

This route has been retained by Arriva on re-tender from January 2026 with new electrics intended in due course.

Part Route SL3: Sidcup QM Hospital - Chislehurst Station

At QM Hospital, I rejoined the SL3, this time westbound aboard another new electric, 80407, just two stops to Chislehurst Station and taking less than 10 mins.

There, I transferred to Southeastern Trains once again, to return to London Bridge and the journey home.

Watton

In the “And Finally” slot, we have RT4779, seen at Bromley North on the Route 61 Running Day in September 2024, held in association with the Centenary Open Day at Bromley Garage.

The 61 was RT operated from 1950 to 1972.

Jolly Boys Outing to Margate

A late summer trip to the seaside this time, with bus rides including “Open Toppers” in the Thanet area of East Kent, based on the resort of Margate.

Open Top Trident 17528 at Marine Drive, Margate, before commencing service for the day on the 69 (Cliffsend - Minnis Bay).

This bus is the only one in this updated Stagecoach style version of traditional East Kent livery. The gold fleet names are a nice touch.

Background

The title of this article reflects a famous 1989 episode of the BBC sitcom “Only Fools & Horses”, in which Del Boy and friends have a weekend in Margate, going by coach, which gets blown up in a freak accident. I was hoping that nothing similar would happen on any of the buses I travelled on in my trip to the area!

I have fond memories of family visits to a Great Aunt in Birchington during summers in the 70s, which usually included an Open Top bus ride aboard an East Kent AEC Regent V on Route 69 to Minnis Bay, Margate, Broadstairs, Ramsgate or Pegwell Bay Hoverport. Stagecoach have run Open Toppers in the area over shorter routes in more recent times, but this year have revived the traditional 69 service over most of its former routeing, so an opportunity to relive the old days 50 years on.

In the intervening decades, I had been to East Kent to ride Bristol VRs and Nationals on local routes, then later on some of the last Stagecoach Olympians before they were withdrawn. My most recent trip, in 2021, involved chasing Tridents and Dennis Darts, now also consigned (mostly) to history.

Trident 17528 again, this time at Minnis Bay after I rode it here from Margate as the sole passenger and before continuing to Cliffsend Viking Ship at the other end of the route.

This is one of two ex Stagecoach London Tridents still in service as Open Toppers and now the only examples of the type left in East Kent. An elderly bus still in fine form.

OPEN TOP Route 69: Margate - Minnis Bay - Cliffsend

Day 1 of my visit and I arrived on Margate seafront at 8.45AM, to await the first Open Top departures of the day on Stagecoach Route 69, which were due to leave at 9AM from opposite stops in Marine Drive - northbound to Minnis Bay and southbound to Cliffsend.

A study of the timetable showed that the service runs Hourly from 0900 to 1800 in each direction, with dates of operation being Daily from 19th July to 31st August and then Weekends only until 21st September 2025. It also advertised the £6 Adult Day Ticket on the route, with special rates for under 19s and groups.

A few minutes later, two Open Top buses arrived in quick succession - firstly Enviro400 19136 in a light blue livery with sandy coloured skirt, which was to form the 09.00 departure to Cliffsend. Meanwhile, an even more venerable vehicle, Trident 17528 in a modern representation of traditional “East Kent” maroon and cream livery, drew up at the opposite stop to form the 09.00 service to Minnis Bay. Both buses had large “Discover Thanet” decals on the sides between decks, together with details of the £6 Day Ticket and line diagrams of the route. Of particular interest to me was that both vehicles were ex London ones - the Enviro having served at Bromley Garage and the Trident in East London at Bow and West Ham Garages. Whilst fitted with electronic front and side blinds in their new guise, I spotted that the Enviro retained a TfL number blind at the rear, showing “69”, but with the “2” of “269” blacked out, presumably its original Bromley blind!

Stagecoach has a total of 6 Open Toppers or Part Open Toppers at Thanet Garage for a PVR of 3 on the 69, all converted former London vehicles. These comprise:

• 2 x Trident Alexander ALX 400 (17528, 17529)

• 2 x ADL Enviro400 (19135, 19136)

• 2 x Scania OmniCity (15101, 15103)

On the day I travelled, the 3 buses out were 17528, 19135 and 19136, although 15101 was parked up at Margate Station as the spare and acting as a driver’s rest room.

I boarded Trident 17528 and soon we were off, just me and the driver, on the first trip of the day to Minnis Bay. Nice to have an old London bus to myself as we started the journey, calling at Margate Station a couple of minutes later with no takers. Continuing on to Westbrook, we passed the Royal Sea Bathing Hospital, opened in 1791 to treat tuberculosis patients with pioneering open air treatments, but closed in the 1950s and now a listed building converted to apartments.

We then deviated from the route taken by “normal” buses to serve Royal Esplanade overlooking the sea, before returning briefly to Westbrook Avenue. We then branched off again to follow Sea Road around the coast at Westgate, before serving the small inlet of Epple Bay. Another brief incursion inland towards Birchington, before swinging right along Beach Avenue and back to the coast along Cliff Road to the terminus at Minnis Bay, much of the coastal section of the route being lined by seaside hotels, guest houses and holiday lets.

Just 20 mins to Minnis Bay, largely covering the traditional 69 route as it used to operate back in the day. However, my privileged position as the only passenger was now at an end, as there were around a dozen passengers waiting at the Canute Road stop for the return trip, the first of the day from this point at 09.31. The morning was overcast, with a hint of drizzle in the air, but this did not seem to deter the clientele from travelling on the upper deck! The driver said during the break that the route had exceeded expectations for usage, due to the hot dry summer weather for much of the time it had operated and that late running of half an hour or more on busy days was not uncommon.

I duly reboarded for the return run, this time along the full length of the route. We returned the way we had come, through Birchington and Westgate back to Margate, where the large sandy beach (and indeed the town itself) was surprisingly quiet for the August school holiday period, although the weather may well have been a factor in that. To our right, we passed the once thriving “Dreamland” amusement park, now largely closed and neglected, despite various attempts to reinvigorate it over the years and restore it to its former glory, although the former art deco cinema on the site survives as a concert venue.

After a 5 min “hesitation” built into the schedule at Marine Parade, we continued on around the coast road past Margate Lido and Winter Gardens, both of which looked in a state of decay, although there are plans to restore both sites which will hopefully come to fruition if funds can be found. On through Cliftonville to Palm Bay, before turning inland to skirt the Northdown Park estate towards Kingsgate. However, from here to Broadstairs, we took the inland route through the woods to St Peter’s and into the town “the back way”, rather than continuing on around the coast via Joss Bay. The driver had explained previously that when a test run had been carried out over the intended route along the coast, overhanging trees had proved a problem, necessitating a diversion inland over this section.

Whilst passengers had been on and off in ones and twos up to this point, arriving into Broadstairs, we were faced with a large crowd at Victoria Parade, which took a good 5 mins to shift, particularly as many had questions about where the bus went and the best tickets to buy. Eventually, we were off again, following the Esplanade around to Dumpton Gap, before turning inland for a while through the suburbia of Dumpton Park. Approaching Ramsgate, we again reached the coast road at East Cliff, before making our way downhill to the Harbour, filled with small boats and yachts. Another busy passenger exchange, before climbing away from the harbour area towards West Cliff, calling at the Boating Pool, where several alighted and a few joined.

From here, we again left the coast for a while, circling inland through the outer suburbs of Ramsgate, before reaching open country up to the main A299 roundabout. It was then a short run along Sandwich Road to the terminus at Cliffsend, adjacent to the Viking Ship. A 1h25m run, but we had done well to be only 5 mins late arriving, despite being so busy on the second half of the route. Most of our load alighted to explore the adjacent country park and to view the replica Viking longship, which was sailed from Denmark to Thanet in 1949 to commemorate the 1,500th anniversary of the Anglo-Saxon landing in 449AD.

Enviro400 19136 is one of two former London examples of the type, seen on the 69 at Margate Station, now neatly open topped.

Formerly at Bromley Garage during its TfL days, note that the centre doors have been retained, unlike on the Tridents.

OPEN TOP Route 69: Cliffsend - Margate

I had been impressed how much of the traditional 69 route today’s revived version follows, but it is a shame that the former destination of Pegwell Bay Hoverport no longer exists. This was purpose built in 1969 to serve the English Channel crossing market using SR.N4 hovercraft. I recall visits in former times when we would arrive by Open Top Bus and ascend the viewing platform to watch the hovercraft arriving and departing, which was then a tourist attraction. The site closed to passenger services in 1982 but remained for a few more years for engineering and admin purposes. After plans to develop the site as a major leisure complex fell through in the 1990s, it remains disused.

Back to the bus and, after a 5 min pause, we continued around the terminal loop in Cliffsend and back onto the Sandwich Road the way we had come. Once again, busy on the return trip over the section through Ramsgate to Broadstairs, but quieter onwards to Margate. I alighted back at Marine Parade at 11.55 after a 55 min run, having completed a full round trip. An interesting experience and good to revive some old memories of halcyon days.

The 69 seems to be something of a success story and will hopefully return next year for a longer season. Thought is apparently being given to adding an extra bus to the service and maybe the coastal section in the Kingsgate area can be restored if physical restrictions can be overcome. A comparison of the current timetable with an East Kent one from 1975 that I have in my collection is interesting, in that it shows an identical 60 min frequency over almost the same operating hours!

In addition to the 2 Tridents and 2 Enviro400s, there are 2 Part Open Top Scania OmniCity types with Stagecoach East Kent at Thanet Garage, including 15101 seen parked up at Margate Station. All 6 buses are ex London.

This bus was not in service on the day I visited but was being used as a drivers’ rest room. It too retains its centre doors. Presumably signwriting will be added to the livery in due course.

Route 32: Margate - Minnis Bay (& back)

In the afternoon, I switched my attention to local services in the Margate area operated by Stagecoach. These were re-cast last year, but the poster maps on the bus shelters still showed the previous network, a source of possible confusion to the unwary visitor, although current timetables were displayed. As with many parts of the country, places previously served by town services have largely been replaced by diverting out-of-town routes. Whilst no doubt providing cost savings in operation, this often leads to extended journey times for longer distance passengers due to more convoluted routeings.

Next on my list was Route 32. This operates between Margate Cecil Square and Minnis Bay along the main road direct route through Birchington, but not before performing a loop around the Garlinge area, a suburban estate on the western side of Margate. A 60 min frequency applies throughout on M-S daytimes, although additional shorts between Margate & Garlinge provide a 30 min service over that section.

On the day I visited, the 2 buses out on the route were a single decker (Enviro200) and a double decker (Enviro400). I had the latter, 19409, a former Manchester vehicle released from service there by the recent “Bee Network” changes and one of a number sent to Thanet Garage for Trident replacement. A reasonable number of returning shoppers boarded with me at Cecil Square, before we set off past the station towards Westbrook. We then hung a left over the railway and into the suburban hinterland, describing a loop around the estate in Garlinge. However, after disgorging most of our load, our driver pulled into the last stop on the circular section, saying he had a problem with non-functioning front indicators and would call the garage for advice. Luckily, we were given permission to continue, although the bus would come out of service on reaching Minnis Bay.

After completing the loop, we re-emerged onto the Canterbury Road on the outskirts of Westbrook and continued along to the dual carriageway section through Westgate and on to Birchington, calling at The Square, where several short-riders joined us for the last section to Minnis Bay. After leaving the town, a brief flash of greenery before passing under the railway and emerging into the genteel streets of Minnis Bay. We terminated at Canute Road after a 35 min trip.

Our bus was then declared “out of service” and awaiting recovery. However, a long wait was avoided as, bang on departure time, a replacement arrived from the depot in the form of sister Enviro400 19418. The drivers then swapped buses and I boarded the replacement vehicle with several others, a piece of slick working from Thanet Garage. We returned to Margate via the reverse of the outward route, taking just 30 mins on this occasion.

By way of a comparison, at the time of my 1975 timetable, Garlinge was served by Margate Town Services 54/154, which operated across the town centre to Dane Valley. The main road between Margate, Birchington and Minnis Bay was covered by trunk routes 49/50, of which more later.

Enviro400 19418 at Margate Cecil Square on a shortworking of Route 32 to Garlinge. I had ridden this bus on its previous trip from Minnis Bay to this point.

This is a former Manchester example, transferred with several others to Thanet as Trident replacement.

Route 34: Margate - Ramsgate (via Westwood)

Back at Margate, I walked along the seafront to the Railway Station, an impressive classical style edifice rebuilt in 1926 by the Southern Railway and Grade II listed.

This was the start point of my next route, the 34 to Ramsgate, the long way round via Westwood. As with the 32, it takes in parts of what were once town services. A 30 min frequency operates M-S daytimes.

All 5 buses out were Enviro400s and I had 19412, another refugee from Manchester, although unlike the previous two examples which had been in the older “beachball” livery, this one was in the newer but now also superseded “local” livery. Departing from Margate Station, we picked up a good number back at Cecil Square, before proceeding south of Cliftonville and describing a large loop around the Dane Valley area, another estate once served by a local service. Having broken free from going around in circles, we continued up to the Queen Elizabeth The Queen Mother Hospital on the outskirts of town.

We then had a nice countrified run at speed along St Peters Road and Dane Court Road, before turning off towards the Westwood area. After serving ASDA, the retail park and the shopping centre, we arrived opposite Westwood (or Thanet) Bus Garage, where we had a driver change. Continuing on through suburbia, we encountered slow moving traffic through various sets of lights, before traversing three sides of a square to serve the Newington area, another housing district to the rear of Ramsgate, which provided much local patronage. Finally, we made our way downhill into Ramsgate itself, terminating in Leopold Street, close to the Harbour. A 1h15m journey.

As a comparison, my 1975 timetable shows that Dane Valley was served by Margate Town Services 54/154 as mentioned earlier, whereas the remainder of the route was covered largely by the 64, although in a different format, as this ran between Margate and Ramsgate via St Peter’s Road and Broadstairs, then on to Newington. Back then, the route didn’t serve Westwood, as the shopping centre and retail park had yet to be built, so was not so much of a traffic objective in those days.

In contrast with the previous picture, Enviro400 19412 on the 34 at Ramsgate Leopold Street is in the newer version of Stagecoach livery. I rode this bus here from Margate.

This is another vehicle released from service in Manchester by the “Bee Network” changes.

Part LOOP: Ramsgate - Margate (via Broadstairs)

To return to Margate, I switched to the “LOOP” service, which operates in a large circle around Thanet. I had ridden the entire circuit on a previous visit, but this time, I just covered the Ramsgate to Margate section via Broadstairs, the bus then continuing back to Ramsgate via Westwood. “LOOP” buses operate both clockwise and anticlockwise, at an impressive 8 min frequency M-S daytimes, 10 mins Sun daytimes, 15-30 mins evenings. A few minutes “hesitation” is built into the schedule at various points around the route.

The service is single deck, with a mix of Enviro200 MMC, Enviro200 “classic” and Enviro300 types seen. Some of the Enviro200 MMCs are in a special livery with signwriting for the route, showing points served and highlighting the “up to every 8 minutes” frequency. I caught one of the branded vehicles, 26242, and we departed Ramsgate with a reasonable load. Unlike the 69 I had been on earlier, we followed a mostly inland route, running via Dumpton to Broadstairs and then through St Peter’s to Cliftonville. However, due to roadworks on the direct route, we were sent on diversion via the coast road between Cliftonville and Margate, reprising my earlier ride on the 69. We rejoined the normal route just before Margate Town Centre, arriving at Cecil Square after a 45 min run.

At the time of my 1975 timetable, most of what is now covered by the “LOOP” was in the hands of trunk routes 49/50 (which covered Margate - Ramsgate via Broadstairs) and the 52 (which did the Margate - Ramsgate via Westwood leg). However, even then, most buses did the whole loop, with 49/50s arriving at Ramsgate proceeding back to Margate as 52s, whilst 52s arriving at Ramsgate then returned to Margate as 49/50s!

Similar to the one I travelled on, Enviro200 MMC 26245 pauses at Margate Cecil Square on the anticlockwise “Loop” service, although buses operate both ways round. The destination changes to display “Ramsgate”, “Margate”, “Broadstairs” or “Westwood”, depending on where the bus is on the circular service.

This is one of several with special signwriting for the route, showing the points served and the 8 min M-S daytime frequency. Standard liveried Enviro 200s and 300s also appear.

Route 36: Margate - Herne Bay

Day 2 of my outing to Thanet dawned bright and clear. After a Full English, I returned to Cecil Square in Margate and rejoined the “Loop” for a short 5 min ride a few stops up to the QEQM Hospital aboard Enviro300 27891.

My first full route of the day was the 36, which links Margate and Herne Bay, further west along the coast. An approximately hourly service operates M-S daytimes. Of particular interest, is that one morning trip westbound and one afternoon trip eastbound does a double run to serve Reculver, a place I had never visited previously by bus.

Bang on time at 08.50, Enviro200 36866 of Herne Bay Garage arrived at the hospital terminus. Just two of us boarded for the run back to Margate Town Centre, where we picked up precisely no-one. We then proceeded along the Canterbury Road through Westbrook and Westgate to Birchington, where we acquired another couple of passengers at The Square.

Turning left, we continued out of town, the built-up area of Thanet suddenly giving way to rolling open fields. At the St Nicholas Roundabout, we turned right along the A299 for a speedy dual carriageway non-stop run, before taking the turn-off to the village of Hillborough. It was then that we began our double-run along a narrow lane, with high banks and hedges on each side. We soon reached Reculver, which has a handful of houses, a couple of caravan parks and a pleasant little pub “The King Ethelbert”. As we reversed at the bus turning circle beside the pub, I noted the twin towers of the ruined St Mary’s Church on the cliff above, which was abandoned after coastal erosion destroyed much of the original village and has since acted as a marker for shipping. Visitors can view the church and remnants of the nearby Roman Fort, with walks possible along the coast in both directions. The area gained fame in WW2 as the place where tests were carried out on prototype “bouncing bombs”, designed by Barnes Wallis and which were used in the “Dambusters” raid.

Sadly, our run to Reculver did not produce any custom, but probably not surprising as only one bus a day in each direction serves it. In former times, a regular service operated here from Herne Bay, including an Open Top route in summer. Proceeding back along the lane to Hillborough, we transitioned from a country bus to a Herne Bay Town Service and began filling up as we continued through the built-up area through Beltinge and into Herne Bay itself. After dropping most of our passengers in the High Street, we were sent on a diversion around Station Road and the back side of town, due to roadworks blocking the direct route. We terminated at Westcliff, a suburb of Herne Bay, after a trip time of 1h10m.

I stayed on for a short distance on the return run, continuing on around the terminal loop and back into town, where I alighted at Herne Bay Station 10 mins later.

Looking at the 1975 timetable, Route 36 was then a Summer Only service, running between Margate, Herne Bay, Whitstable and Faversham, with 3 journeys a day each way. So, there is arguably a better bus service today than back then between Thanet and Herne Bay, although Reculver and Hillborough then had a more frequent local service.

Enviro200 36866 of Herne Bay Garage at Queen Elizabeth The Queen Mother Hospital in Margate, before I rode it on the 36 through to Herne Bay via Reculver.

Despite the destination, the bus continues beyond the town centre to Westcliff. To the left is the Helicopter Landing Pad for the hospital.

Part Route 600: Herne Bay - Greenhill, becoming Route 400: Greenhill - Canterbury

At Herne Bay Station, I switched to the main trunk routes in the area, the 400/600, which link Herne Bay with Canterbury via Whitstable and Sturry respectively. In practice, buses operate in a complete circuit from Canterbury, either clockwise or anticlockwise, changing number at Greenhill on the outskirts of Herne Bay. Buses on the 400/600 run every 30 mins, Hourly eves and Suns. However, additional buses operate between Canterbury and Whitstable on the western leg as 401 and between Canterbury and Herne Bay on the eastern leg as 601, providing a 15 min joint frequency M-S daytimes and 30 mins Sun daytimes over the common section with the parent routes.

Until recently, these services were known as the “Triangle” instead of being numbered, but the the introduction of the 400/600 mirrors the original East Kent numbers of 4/6 over this corridor and presumably was intended to reduce confusion over which way round the loop buses are going - but read on!

The timetable at Herne Bay Station told me that the westbound 600 was the bus to “Greenhill (for Whitstable)”, not exactly making it clear that the bus becomes a 400 at Greenhill and runs through. However, 5 mins later, Enviro400 MMC 11558 of Herne Bay Garage in Stagecoach “local” livery arrived and I climbed aboard. This type is the standard allocation and the one I boarded was a modern bus, with wood effect flooring, high backed seating, USB ports and next stop screens plus announcements.

A few minutes further on, we reached the first stop in Greenhill, where a loop working operates. Slightly confusingly for the unaware, the announcement was played “This bus terminates here”, strictly correct as regards the 600, with a pause whilst the driver programmed the next trip, which was immediately followed by another announcement saying “Welcome aboard the 400 to Canterbury”.

Soon we were off again, with a busy run out of the Herne Bay suburbs onto a short winding country stretch, before arriving into suburbia again at Tankerton, then on to the centre of Whitstable. A noticeable contrast between Herne Bay and Whitstable - the former a typical Victorian seaside town with wide streets, beaches and pier, whilst the latter has narrow streets in the centre with wooden fisherman’s huts near the beach and is famous for oyster fishing. A one-way system operates through Whitstable Town Centre, which we negotiated gingerly. Climbing the hill out of town, we served the hospital and retail park on the outskirts, before finally reaching open country.

By now, we were around 10 mins down on schedule due to being busy with traffic and passengers, but our driver was able to make up time, as we had few stops on the country section. Up and down hill, through woods and past farmland, before arriving into the village of Blean, followed by the Canterbury suburbs. Passing close to the University of Kent, we descended into the city centre, which we circumnavigated through sticky traffic before turning through the gap in the city walls to the Bus Station. 1h20m in total, our lateness having been reduced to 5 mins by this stage.

Canterbury Bus Station is always busy but on this occasion was a mess, due to roadworks on the adjoining slip road and large areas being fenced off, including the Bus Information Centre, which was closed. Not a good advert for Stagecoach or the city.

Enviro400 MMC 11558 of Herne Bay Garage has arrived at Canterbury Bus Station after my trip on it from Herne Bay via Whitstable on Route 400.

The driver has already changed the destination for its next trip on the 601 to Herne Bay via Sturry, which is a short-working version of the 600. The 400/600 change number at Greenhill (near Herne Bay) and continue on the other service in a complete loop back to Canterbury.

Route 8A: Canterbury - Northdown Park

Canterbury is a busy and vibrant city, with its ancient cathedral, bustling centre and universities. It is also the centre of bus operations in East Kent, with routes radiating out in all directions, together with a local city service network. Sadly, the Bristol VRs, Olympians and then Tridents that greeted me on successive visits down the years have now gone, with Enviro400s (both classic and MMC versions) plus Enviro200s / 300s dominating the scene these days.

To return to Thanet, I switched to the 8/8A routes, which operate between Canterbury & Margate, with the 8 then continuing to Westwood and the 8A to Northdown Park. A joint 15 min frequency applies M-S daytimes, alternately on each route, Hourly evenings Canterbury - Margate only. On Sundays, an Hourly service runs on the 8 only all day. Interestingly, looking back at my 1975 timetable, the 8 operated over much the same route between Canterbury & Margate, although without the extensions.

Having ridden the plain 8 in the opposite direction on a previous visit, this time I opted for the 8A variant, boarding Enviro400 MMC 15274 of Thanet Garage at Canterbury Bus Station. The 8/8A are busy routes and a long queue meant we left a few minutes behind schedule. Nevertheless, despite traffic congestion on the opposite side of the road coming into the city, we had a free run outbound and picked up another good load at Sturry Road ASDA and retail park. Leaving the city outskirts, we crossed the railway level crossing at Sturry Station, with its staggered platforms either side.

Up to now, we had operated in parallel with the 600 to Herne Bay, but whilst this continued north, we swung off to the east, passing through the villages of Hersden and Upstreet. At the pretty village of Sarre, we passed one of Kent’s oldest pubs, the “Crown Inn” dating from 1500, famous for its home made Cherry Brandy! Sarre was once a port and had a ferry to the Isle of Thanet across the Wantsum Channel, until that eventually silted up. Leaving the village, we passed Sarre Windmill and continued a short distance to St Nicholas-at-Wade. After this, at the roundabout, we rejoined the dual carriagway through the countryside, until suddenly hitting the outskirts of Birchington, with its ribbon development.

A short pause to await time at Birchington Square, before continuing back to Margate. However, this time, we diverted off the main road to serve Westgate Station and town centre, making our way past the hotels, B&Bs and holiday flats to Westbrook. Arriving back at Margate Cecil Square, we exchanged passengers before continuing on the 8A routeing out to Cliftonville, once again taking the diversion along the coast road due to roadworks. After calling at the shops in Cliftonville, we followed various back streets through suburban housing to Northdown Park, with a long terminal loop around the estate. 1h20m for the journey.

Another Enviro400 MMC, this time 15274 of Thanet Garage, at the Northdown Park terminus of Route 8A, after my journey on it from Canterbury.

The 8 and 8A operate in tandem from Canterbury to Margate, with the 8 continuing to Westwood Shopping Centre and the 8A to Northdown Park, near Cliftonville.

Part Route 8A: Northdown Park - Margate

After a short break, I reboarded the same bus to travel back to Margate Town Centre via the reverse of the outbound route, which took 25 mins. Here I alighted after an interesting trip discovering Thanet and the surrounding area, reliving some old memories and riding some new sections of route for me along the way.

I was relatively impressed with the service offered by Stagecoach in the area, although some late running was evident due to traffic conditions and high levels of usage on the trunk routes at least. The lack of printed publicity is an oversight in my view, a Thanet timetable booklet with fold out map available on buses or local information centres would help advertise the services better. Nevertheless, I’m sure I will be back in future years to explore other parts of East Kent by bus!

Watton

And Finally…

On my previous trip to East Kent back in December 2021, Tridents still held sway with Stagecoach in the area. 18162 arrives at Canterbury Bus Station on a 9X journey with lights ablaze on a wet winter’s day.

The 9X is a M-F Peaks only route between Westwood and Canterbury. Sadly, all Tridents have now been withdrawn in East Kent apart from the two Open Toppers at Thanet.

Totting Up in Tottenham

Back to TfL this time, sampling outgoing diesels, new electrics and existing hybrids with Arriva on North London suburban and Central London routes out of Edmonton, Tottenham and Stamford Hill Garages.

Arriva London VDL DB300 Wright Gemini DW580 of Edmonton (EC) Garage has just picked up at the first stop of the 158 at Chingford Mount. I rode DW586 on the following departure to Stratford. Hybrids are intended to replace these diesels in 2026.

The art deco style barometer to the left dating from the 1930s would have once looked out over Trolleybuses turning here on the 557, 697 & 699. Today, the stand is served by terminating buses on the 158 and W16.

Part Route 97: Chingford Station - Chingford Mount

My trip began at Chingford Station on a sunny summer’s morning, where I began with a short ride aboard Stagecoach London Volvo B5LH MCV EvoSeti 13150 on the 97 through the town and downhill to Chingford Mount. A simple 10 min journey.

Route 158: Chingford Mount - Stratford

First full route of the day was the 158, which has recently been retained by Arriva London on re-tender from February 2026, although with existing hybrids expected to replace the current diesels. Therefore, an opportunity to ride the DW types which form the existing allocation before they disappear.

I made my way to the stand in Albert Crescent, which was once the northern limit of Trolleybus operations in this part of London, but now used by the 158 and W16 as a terminus. As I arrived, DW580 of Edmonton (EC) Garage was already leaving, but it was only 8 mins to the next departure, formed of sister vehicle DW586, incidentally the highest numbered and last of the class. Just two of us boarded and we had a quiet run on the first section from the Mount down to the Crooked Billet Roundabout, passing on our left Walthamstow Stadium. This was most famously associated with greyhound racing, although was also used for motor cycle speedway and stock car racing. Closed in 2008, the stadium buildings have been replaced by housing, although the Grade II listed facade remains.

Crossing the roundabout, we continued along Billet Road and Blackhorse Lane, following the ghostly Trolleybus wires through suburbia. Lots of short-riders joined over this section, with a mass exodus at Blackhorse Road Station after crossing Forest Road. Continuing south to St James’s Street Station, a set of temporary lights in Markhouse Road was causing a long queue northbound, but fortunately not in our direction. Approaching Leyton, we past the brief spot of tranquil greenery by St Mary’s Church, before moving into the High Road. Down to Leyton Station and Downsell Road, before negotiating the back streets on the direct route to Stratford. Arrival at the Bus Station was after a 55 min run, not too bad.

The 158 came in 1981 between Chingford Mount & Stratford, replacing parts of route 58 (north of Leyton) and 230 (south of Leyton). The 58 had been the replacement for Trolleybus 685 in 1960.

Initially DMS operated, the 158 had these vehicles replaced by Titans within a year. Capital Citybus took the contract in 1991 using Metrobuses and other types, until these were replaced by low floor TN/TNL types under First Capital in 2000. Stagecoach was the next to have a turn, from 2005-2019, during which Tridents were the principal allocation. Arriva then took over with a mix of DW and HV classes, although the former have become the norm in recent times.

Arriva DW419 of Tottenham (AR) Garage arrives at Hainault Street, Ilford, on the 123. After the layover, I rode this bus back to Wood Green. The route is currently operated by a mix of these diesels plus HV class hybrids.

Scenes like this will soon be history, as the route passes to Go Ahead London on re-tender from February 2026.

Route 123: Ilford - Wood Green

From Stratford, I took the Elizabeth Line a few stops on the 10 min journey to Ilford, where I alighted and made my way along the Broadway to Hainault Street, at the start of my second route, the 123. This is currently operated by Arriva out of Tottenham (AR) Garage with a mix of DW diesels and HV hybrids, but all this will change in February 2026, when the route passes to Go Ahead London on a new contract. Therefore, a last ride for me with the existing regime.

Last time I rode the route was in the opposite direction on an HV, so this time I plumped for a DW, with DW419 being the next to depart. The 123 is prone to delays at peak times, but fortunately we were in for a reasonable run mid morning during August. We started off with not that many on board as we made our way through Ilford and along Cranbrook Road past the leafy oasis of Valentines Park. Gants Hill Roundabout was unusually quiet and, after picking up a few passengers, we were in for a fast non-stop run along the dual carriageway stretch to Woodford.

Turning off at Waterworks Corner, we skimmed the fringes of Epping Forest before arriving into suburbia at Beacontree Avenue. Temporary lights just past here caused a short delay, but we were soon through and became busier with short riders to Walthamstow Town Hall and “The Bell”. Slow progress over the narrow stretch to Blackhorse Road Station, but then another brief burst of speed across the Lea Valley to Tottenham Hale. Hanging a right at the High Road, we paused a couple of minutes for a driver change close to the operational garage. More local riders from Bruce Grove and past Bruce Castle Park along Lordship Lane to Westbury Avenue, before continuing down to Turnpike Lane Station, where it is intended to curtail the route in due course in connection with changes to serve the new Harringey Heartlands area. However, for now, we turned right at the lights a few more stops to the terminus at Wood Green Station. 1h15m from start to finish.

The 123 began as a Trolleybus replacement route in 1960, between Manor House & Ilford, taking over from the 623 and part of the 41. It was RM operated with a part RTW allocation for a short while. Big changes came in 1968, when it was rerouted from Tottenham Hale to Enfield in place of the 269 and 275. It mostly operated in sections between Enfield & Turnpike Lane / Walthamstow and Tottenham Hale to Ilford, although a through service did run on Sundays in later years.

OPO conversion came in 1977 using DMS with a cut back at the northern end to Winchmore Hill, the Enfield leg going to the 29 instead. Titans took over in 1981, with a further curtailment to Wood Green coming in 1988. Capital Citybus (later First Capital) took the contract in 1991 using Olympians, until low floor conversion in the early noughties with TNL types. Arriva assumed control in 2005, with VLA and then DW types being the principal allocation, although HVs later joined in.

Archive Shot… Back in 1981, the 123 had recently been converted from DMS to Leyland Titan operation when T330 of Walthamstow (WW) Garage was caught in the rain at Winchmore Hill, Green Dragon Lane.

The 123 was cut back from Enfield to Winchmore Hill on OPO conversion in 1977. It retracted further to Wood Green in 1988.

Route 243: Wood Green - Waterloo Station

At Wood Green, I walked along Redvers Road to Lordship Lane, reflecting on how this area has changed over the years. The old Congregational Church and Victorian housing have been replaced by new developments, whilst the former Eastern National Garage is now occupied by a gym. This was where the exterior shots of the LWT sitcom “On The Buses” were filmed in the 70s, the depot doubling as the Luxton & District Garage and where Reg Varney and pals were often to be seen shooting aboard the green Bristol FLF Lodekkas used in the series. As I crossed the road, I heard echoes of Blakey shouting “Butler, get that bus out!”

Back to reality and my next ride was on the 243, which was retained by Arriva in 2024 from Tottenham (AR) on the basis of new EZ class Volvo/MCV electrics. However, the route was unexpectedly part converted to ES type Wright StreetDeck Electroliners in early August, using some of batch intended for Thornton Heath (TH), so this is likely a temporary allocation unless plans have changed. On the day I travelled, it was about 50/50 ES and HV operated.

ES107 was next to leave the stand and I boarded for what turned out to be a somewhat turgid run. This is a busy route on an 8 min M-S daytime frequency and we often had a full load, particularly on the northern section. Direct along Lordship Lane and back to Bruce Grove, before turning up the Tottenham High Road, with another driver change at the garage. A slowish run past Seven Sisters and Stamford Hill along the main road, before a short green interlude across Stoke Newington Common. Then back to the bustle of Dalston, through Haggerston down to Shoreditch Church.

Traffic congestion caused in part by ridiculous new road layouts bedevils efficient bus operation in Central London, so it seemed an age before we navigated the Old Street Roundabout, soon after which the 243 behind us zoomed past. Making our way through Clerkenwell, we eventually reached Holborn, where we turned down Kingsway and the inevitable slow crawl through Aldwych, which seems to be permanently congested now following abandonment of the gyratory system which used to work much better. A final chance to get up a bit of speed across Waterloo Bridge, before terminating at Waterloo Station, after an extremely long trip of 1h40m. Interestingly, the new ESs display “Waterloo Station” on the front blind, whereas the HVs I saw showed just plain “Waterloo”, a positive change.

The 243 is another Trolleybus replacement service, taking over from the 543 and 643 in 1961. RM and later RML operated, it ran only on M-S at first, between Wood Green and Holborn Circus, with the 243A running on Sundays between Wood Green and London Docks (later amended to Liverpool Street Station), in similar fashion to the previous 649A, the only suffixed Trolleybus route. When the 149 received a batch of former London Country RCLs repainted red in 1980, they sometimes appeared on the 243 and 243A.

OPO conversion came in 1985 using Ms, but surprisingly the 243A Sunday variant continued right up to 2000, when the 243 was diverted to Old Street / Waterloo and became daily, replacing part of former Red Arrow 505. Low floor conversion with DLA followed in the early noughties, although VLW and VLA types also appeared. DWs took over in 2015, although the service was converted to hybrid two years later using new HVs.

Wright StreetDeck Electroliners removed from store and intended for Thornton Heath (TH) Garage were put into service on Arriva’s 243 at Tottenham (AR) Garage during August. ES107 demonstrates the new electric era on the route at the Wood Green, Redvers Road stand before I travelled on it to Waterloo Station.

The route was roughly 50% electric (ES type) and 50% hybrid (HV type) at this time. New Volvo BZL MCV buses were expected for the 243, so this is possibly a stop-gap allocation pending delivery of the intended vehicles.

New Routemaster LT437 of Stamford Hill (SF) Garage takes the shade at a surprisingly leafy Baylis Road stand not far from Waterloo Station. I rode this bus from here to the other end of the 76 at Tottenham Hale.

The route passed from GAL to Arriva in 2024 using the same type of vehicle and this was one example which transferred across from the previous operator.

Route 76: Waterloo - Tottenham Hale

To return north, I walked a short distance past Waterloo Station to the other side in Baylis Road, start point of the 76 back to Tottenham Hale. This route passed from GAL to Arriva in 2024 using existing New Routemasters, some of which transferred across to the new operator. One such was LT437 of Stamford Hill (SF) Garage and was next off the stand, so I duly got on. A hot day, so I was glad of the opening windows which have been fitted retrospectively to these vehicles!

A slightly quicker trip than the previous one on the 243, the 76 being a bit of a strange beast - seemingly a trunk route but not as busy as many others. A queue to get off Waterloo Bridge, now reduced to a single lane at the northern end, before finally inching our way around the Aldwych bottleneck. From here on, progress was faster, as we passed the Law Courts and along Fleet Street and up the hill to St Paul’s Cathedral. Around the back and past the Museum of London (worth a visit) along London Wall to Moorgate. Up to Old Street, then running in parallel with the 141 through Hoxton, where the 76 behind us passed us.

However, the 76 then turns off along its brief freehold section of Englefield Road, regaining the main A10 corridor just south of Dalston. We then continued north, now in parallel with the 149 and 243, through Dalston High Road, Stoke Newington and Stamford Hill, back to Seven Sisters and Tottenham. We then overtook the other 76 to regain our correct place and turned off down Monument Road to the terminus at Tottenham Hale Bus Station. 1h20m trip time.

The 76 has an extremely complex history, being one of those routes that did different things on different days of the week and at different times of day! Back in the 60s, it ran “in extremis” from Victoria to Edmonton, although it had a M-F peaks branch off the main route between Victoria & Liverpool Street, plus a few peak journeys at the other end to Brimsdown Power Station. Surprisingly, the opportunity to simplify its operation was not taken with the “Busplan” changes of 1978 and was not until 1990 that it became a more straightforward daily service between Waterloo (County Hall) and Northumberland Park. Eventually, the southern terminal was adjusted to Baylis Road and the northern one Tottenham Garage, with the short extension to Tottenham Hale coming in 2014.

In terms of types, RTW and RM operation in the 60s was later supplemented with the short-lived XA type Atlanteans plus the unique front entrance Routemaster, FRM1. By the 70s, RMs were the usual fare, but OPO with Ms came in 1985. First Capital had a 5 year stint from 1998 with Olympians, but Arriva returned in 2003 with VLWs and later on, HVs. Go Ahead took over in 2017 with LTs, until Arriva yet again resumed operation in 2024 with the same vehicles.

LT437 again, this time an offside shot, after arrival at Tottenham Hale Bus Station at the end of my bus rides for the day.

The unusual glazed canopy casts strange shadows and often makes bus photography difficult at this location.

At Tottenham Hale, I made my way to the adjacent station, to take the Victoria Line to Walthamstow Central, where I changed to the Overground back to my start point at Chingford.

Watton

And Finally… Stamford Hill and Edmonton Garages received a batch of RCLs from London Country in 1980 for service mainly on the 149. However, they sometimes escaped onto other routes, like RCL2229 (SF) seen here at Redvers Road, Wood Green, on a 243 shortworking to Shoreditch.

Apart from being repainted red, the RCLs lost their platform doors and luggage racks, but kept their deeper seat cushions. Withdrawn again in 1984, this bus is one that survived into preservation and has since been restored back to Green Line condition.

Taken on almost the same spot as the modern day photo of the 243 above, the change in the adjacent buildings over the intervening years is apparent!

Heritage Railways: The Great Central

On one of my occasional visits to preserved lines, I visit the Great Central Railway in Leicestershire and sample steam train plus DMU rides between Loughborough and Leicester North.

Entrance to Loughborough Central Station, headquarters of the Great Central Railway.

Opened in 1899 on the GCR’s line from Nottingham to London Marylebone, the station has been restored to the style of the 1950s.

Great Central Railway: Overview

The GCR is an 8 mile heritage line between Loughborough and Leicester North with suitably restored stations, signalling, locomotives and rolling stock.

Its main base, where I began my tour, is at Loughborough Central Station. The ticket hall is in a building on the bridge above the main island platform with two faces. The extensive station buildings at platform level include a museum, shop, buffet, emporium, waiting rooms and toilets. Off the north end of the platform, there is a picnic area between the tracks, with a path leading to the signal box and loco shed, both of which can be viewed but not accessed.

British Railways Class 2MT 78019 being prepared for service outside Loughborough Loco Shed on the day of my visit, with classmate 78018 alongside.

78019 was built in 1954 at Darlington North Road Works as a mixed traffic loco for light freight and passenger trains. Withdrawn in 1966, it was rescued from Barry Scrapyard and eventually came to the GCR in 1998.

Great Central Railway: History

The original Great Central Railway was formed in 1897, when the Manchester, Sheffield and Lincolnshire Railway changed its name in anticipation of the opening of its extension to London Marylebone in 1899. At the 1923 grouping, the company became part of the LNER and at nationalisation in 1948 it was initially part of the Eastern Region of British Railways, but was later transferred to the London Midland Region.

Express services from London to destinations beyond Nottingham were withdrawn in 1960. The section between Aylesbury and Rugby closed in 1966, with a DMU service remaining between Rugby and Nottingham until withdrawal in 1969.

A preservation society had been formed in the late 60s and received a lease on Loughborough Central Station in 1970, which was later extended to the yard complex and trackbed. Great Central Railway (1976) PLC was formed to purchase the land and track, supported by a charitable trust.

Passenger trains began running again in 1973 to Quorn & Woodhouse, with services later extended to Rothley and finally to Belgrave & Birstall (replaced by a new station called Leicester North) in 1990. A branch over part of a former industrial line to Mountsorrel Quarry was added in 2015.

Meanwhile, a separate heritage railway known as the Great Central Railway (Nottingham) exists over the northern part of the line between Ruddington (on the outskirts of Nottingham) and a point just north of Loughborough. There are plans to reconnect the two lines, which are described at the end of this article.

The small museum on Loughborough Central Station contains various signs, posters and other artifacts depicting the history of the line, some of which are seen here.

Whilst the display shows British Railways enamel signs for Loughborough Central and Leicester Central, today’s southern terminus of the GCR is at Leicester North (on the site of the former Belgrave & Birstall Station).

Historical posters appear on the platform billboards, such as this British Railways era example depicting the delights of nearby Nottinghamshire.

Some artistic licence has clearly been employed here, as visitors to Sherwood Forest would be unlikely to encounter Robin Hood!

Steam Locos

There are many steam locomotives based at the GCR, some in service whilst others are being restored or repaired. Two BR “Standards” were in operation on the day of my visit, but there are others together with examples of Great Central, GWR, LMS and Southern Railways. Visiting locos add to the variety on offer.

British Railways Standard Class 5 loco 73156 simmers in Platform 2 at Loughborough Central. It was at the front of a Pullman service offering full dining for customers who paid extra for the privilege.

This engine was built at Doncaster in 1956 and withdrawn after a short service life in 1967. Sent to Barry Scrapyard, it was rescued in 1986 and originally preserved at the East Lancs Railway before moving here.

Class 2MT 78019 again, but now at the head of the 10.30 service in Platform 1 at Loughborough Central.

This is the train I rode from here to Leicester North and back - details in the text.

Steam Ride: Loughborough to Leicester North (& back)

I joined the 10.30 departure from Loughborough Central behind Class 2MT 78019, taking my seat in an open Mark I BR carriage. With deep comfy seats, table and excellent window views, so much better than most of today’s rolling stock! This was the first southbound steam service of the day and was not that busy compared with departures later in the day.

We left bang on time with the blowing of the guard’s whistle and waving of his green flag, before gliding out of the station to the accelerating “chuff chuff” of our locomotive, always a very pleasant sound on the ears. Passing under the station road bridge, we entered the double track section, unique on British preserved lines, as we passed various diesel units and rolling stock on the sidings to our right and the large factory on the left which was once the home of Ladybird Books and now used for wallpaper production. Passing under further bridges and with back gardens of housing plus new developments, we left Loughborough and entered open country with farmland where combine harvesters were in action.

The first stop is Quorn & Woodhouse station, built on the classic GCR “island” model, but much smaller than Loughborough Central. The station is restored in 1940s style and has a NAAFI style tearoom under the bridge and the Butler Henderson Cafe in the yard. This reflects the wartime heritage when the site was much used by troops involved in preparation for “D Day” in 1944. Exchanging a few passengers, we were soon off again along an embankment with fields on each side. The next major feature is a bridge over Swithland Reservoir, which can be viewed on both sides with birds and other wildlife in evidence. This was followed by Swithland Sidings, where various preserved goods wagons were seen, together with a signal box. Running through a cutting, we then entered Rothley Station.

Rothley is built between two embankments and is also in the classic island style. There is a tearoom and a small museum giving the history of the line. In the adjoining yard, Ellis’s Tearoom is built in the former Goods Shed, with an adjacent picnic area. Our driver then accepted the token for the single track section onwards to Leicester North. After leaving the station, we passed the main Carriage Works of the railway, with numerous carriages and wagons in various stages of repair. Across more countryside along embankments and cuttings, before entering the Leicester suburbs.

Our train then passed under the bridge of the former Belgrave & Birstall station, before arriving into the single platform at the entirely new Leicester North station, which is built in traditional style. I alighted after a 30 min trip and used the facilities, before a quick look at the bookshop and acquiring supplies from the tearoom. Meanwhile, our loco was detached and moved forwards before reversing over a crossover to change ends on the train.

Rejoining the train in another carriage for the northbound 11.25 departure, we had another half hour’s run back via the reverse of our outbound route, slightly busier on this occasion as more visitors arrived. Between Rothley and Quorn, on the double track section, we passed BR Standard 5 loco 73156, which was heading a Pullman Train with diners in the opposite direction. I alighted back at Loughborough Central after a very pleasant trip!

Quorn & Woodhouse is the first station south of Loughborough on the line to Leicester North.

The station has been restored to its 1940s wartime condition due to being associated with military camps in the area ahead of D-Day.

The next station going south on the line is Rothley, which has largely been restored to pre WW1 condition.

Lighting in all buildings and on the platform is provided by restored gas lamps, an example of which is visible in this picture.

An action shot at Rothley, showing the 10.50 departure to Leicester North, as the guard blows his whistle and waves his green flag to give the “Right Away” to the driver, in time-honoured fashion.

This is a typical example of the smaller stations on the GCR, which were constructed with narrow buildings on an island platform.

Loco 78019 has arrived at the Leicester North terminus and prepares to uncouple before moving forward then reversing over the crossover to move to the other end of the train for the next service.

Leicester North is an entirely new station built during the preservation era, but in traditional style. This is close to the site of the former Belgrave & Birstall Station, which was on an island site to the right and slightly north of the present platform.

Diesel Locomotives & Multiple Units

As with the steam locos, the diesels feature a mixture that are operational or undergoing repairs and maintenance. Classes represented include 08, 10, 20, 25, 27, 31, 33, 37, 45, 47 and 50. Others visit the line, including a Class 55 Deltic, which was in the sidings but not in service when I was there.

Turning to DMUs, a Class 101 set was out to play during my visit, with others in the sidings in various states of repair, including a couple of more recent Class 153s.

Owned by the Deltic Preservation Society, 55019 “Royal Highland Fusilier” is seen in the sidings at Loughborough Central. The loco regularly visits heritage railways for gala events.

The fleet of 22 Deltics entered service on the East Coast Main Line in 1961-2 replacing steam locos. They ran until 1980-1 when they were in turn replaced by HSTs.

DMU Ride: Loughborough to Leicester North via Mountsorrel (& back to Loughborough)

After a lunch break in the picnic area, I boarded a Class 101 DMU from the 1950s on the 13.30 departure to enjoy a ride on what was my favourite form of traction from the 60s to the 80s. I took my habitual seat at the front behind the driver, in the deep cushions of the 1st Class section, with forward views through the glazed driver’s compartment. This recalled rides back in the 80s, when I rode many DMUs over various branch lines all over the country, together with more recent journeys on preserved lines such as the North Norfolk and Llangollen Railways.

This trip was different though, in that it involved a ride over the Mountsorrel branch of the line, which I had not travelled on before and was reopened in 2015, over part of a former industrial line between Swithland and Barrow-upon-Soar, which served various granite quarries. Arriving at Swithland Sidings box, our driver accepted the token for the single track branch, before changing ends and then proceeding in the reverse direction onto the branch line itself. Limited speed as we made our way through countryside and through a “green tunnel” of trees to the first stop at Nunckley Hill, where it is possible to alight to visit a historic quarry reconstruction and other attractions. Continuing on, it was a short distance through the woods to the terminus at Mountsorrel, just short of the original main quarry site.

Changing ends again, our driver soon had us on our way back over the attractive little branch back to Swithland Sidings, where the token was surrendered to the signalman. Then out onto the main line, for the continuation south to Leicester North. Just short of an hour for the trip.

The return run at 14.35 was direct along the main line, enabling another forward view from the other end of the train, this time in the more cramped 2nd class seats. We were held briefly on approach to Loughborough to allow 73156 to depart Platform 1 with another Pullman service, before we made our way into the station. Another great experience and reliving of former times!

The forward view through the front windows of Class 101 DMU car E50266 as the train arrives into Quorn & Woodhouse Station.

This was the classic sight so popular with many passengers, sadly no longer possible on equivalent modern rolling stock.

View from the DMU at Nunckley Hill Station on the Mountsorrel branch of the GCR.

The various attractions available here are listed on the board.

The crew prepare to change ends on the DMU at Mountsorrel Station, terminus of the GCR branch line.

Originally part of an industrial line serving Mountsorrel Quarry, the line closed in the 1950s but was rebuilt between Swithland Sidings and this point by volunteers, reopening in 2015.

The Class 101 DMU comprising vehicles 50203 & 50266 back at Loughborough Central after my return ride to Leicester North via Mountsorrel.

Built by Metropolitan Cammell in the 1950s, these vehicles have been at the GCR since 2003 and are presented in BR blue.

Looking to the Future… Great Central Railway Expansion

To end, a look at future plans for the GCR. The big project at the moment is “Reunification”, involving reconnecting the two halves of the railway and creating an 18 mile heritage line.

So far, with help from public donations and a grant from Leicestershire Enterprise Partnership, the following has been achieved:

• Building of a new bridge over the Midland Main Line at Loughborough to carry GCR trains.

• Refurbishment of an original GCR bridge built in the 1890s over the Grand Union Canal.

• Replacement of another bridge over the A60 road, laying of track over it and adding a connection to Network Rail.

• Investment in design work, the successful planning process and a start on the Transport & Works Act Order for the new line.

The next steps are:

• Moving the loco shed to the side of the existing site to allow the tracks to continue north from Loughborough Central.

• Ground investigation work on the sections of trackbed to be reinstated.

• Building an “urban viaduct” made of concrete, north from the canal bridge across a flood plain.

• Construction of Railway Terrace road bridge and Factory Car Park crossing.

• Raising and repairing the embankment on the north side of the main line.

£5m has already been invested and there is another £2.5m in the kitty, but more is needed. The Project Board estimate that from signing contracts to opening day could be as little as 3 years. An exciting prospect!

Watton

Diagram within the leaflet explaining progress on reconnecting the two parts of the GCR, showing the existing track and stations, plus details of construction work remaining to be done.

Planning Permission to proceed with the remaining pieces of the reunification project was granted in June 2025. Project funds stand at £2.5m, but more is required.

See U in Uxbridge

This time, a visit to West London to ride outgoing single and double deckers in the Ruislip and Uxbridge areas before new or newer vehicles take over on most the routes covered.

Metroline DE1328 of Uxbridge (UX) Garage at the Ruislip Heathfield Rise terminus of the U10. This is a former Greenford (G) Garage vehicle, recently transferred.

The U10 is an unusual (for TfL) one bus operation, operating every 90 mins M-S daytimes only.

Route U10: Uxbridge - Ruislip Heathfield Rise - Ruislip Station

My rides began at Uxbridge Station, bright and early on a sunny morning. First up, a trip on one of TfL’s rare “one bus” operations, the U10 to Ruislip. This runs between approx 0700 & 1930 M-S on a 90 min frequency. Metroline Enviro200s are the usual allocation and on the day I travelled, the service was in the hands of DE1328, one of a number recently transferred in to Uxbridge (UX) from Greenford (G) to replace even older examples of the same type. These were largely released by the conversion of the 95 to double deck VWH types earlier in the summer.

With only a few on board, we made our way out of Uxbridge via Harefield Road to the A40 Roundabout and then along Swakeleys Road a short distance, before turning onto the freehold section of the route along Woodstock Drive to Ickenham. We then did the one-way loop, serving Ickenham Station and the Sussex Road area of housing, before returning to the High Road and onwards to West Ruislip Station, after which we continued into Ruislip itself. At the station, we dropped a few and picked up a handful more, before continuing along the High Street until turning off via the narrow back roads and another one-way loop to the terminus at Heathfield Rise. A 5 min break, during which we acquired a single digit load, before we resumed the circuit back to Ruislip High Street and Station, where I alighted. 50 mins in all from start to finish.

The U10 began in 1994 as a midibus route with MA types via previously unserved roads in Ickenham and providing a better service to the Heathfield Rise area of Ruislip. Originally running only in M-S shopping hours, it was later expanded to its current longer operating day and went from a 1 bus to a 2 bus allocation. The original midis were later supplanted by Darts and then Enviro200s. At the 2022 contract renewal, economies were effected when the frequency dropped from 60 to 90 mins to allow the service to be run with 1 bus once again. Always operated out of UX, the service has a distinctly provincial feel about it, with many of the regular users seemingly on first name terms with the drivers!

Another Enviro200 formerly at Greenford (G) but now at Uxbridge (UX) Garage is DE1158, seen on the H13 at St Vincent’s Nursing Home, Northwood Hills, before I rode it to Ruislip Lido.

This route can be very busy over the section up to the Lido in summer, particularly at weekends, with buses often fully loaded.

Route H13: Ruislip Station - Northwood Hills - Ruislip Lido - Ruislip Station

Back at Ruislip Station, my next route was another local service, the H13. Also operated by Metroline out of UX Garage, the first bus to arrive was DE1161 bound for Northwood Hills, an elderly example of the class, but still in good condition. Fairly lightly used on this trip, as we progressed to Ruislip Manor and then up Windmill Hill to Eastcote Road. On this stretch, we were brought to a halt by a traffic queue leading to some temporary lights, which had been causing some late running on the route and cost us at least 5 mins. We made better time once past this point, making our way from Eastcote into Pinner. A bit of a chug from here up towards Pinner Hill and the Pinner Green area, before looping down to Northwood Hills Station. Then the final stretch, turning off the main road to Haydon School and the terminus at St Vincent’s Nursing Home. 35 mins from where I boarded, but due to late running, my bus departed immediately without stand time.

However, I opted for a brief stroll through the nearby woods, which was very pleasant, before returning to the stand to catch a later departure, formed by fellow Enviro200 DE1158. Only me and the driver at first, as we made our way back down to the main road, but we began picking up again at Northwood Hills Station. Back around through Pinner Hill and down into Pinner, before continuing on to Eastcote, where the temporary lights had now been removed and traffic was flowing freely. Then on to Ruislip Manor and Ruislip Station, where the calm was broken by a large crowd of parents with children travelling to Ruislip Lido, taking advantage of the school summer hols and the good weather. Virtually full and standing as we rode along the High Street and on up to the Lido. Just over 40 mins for this run.

Ruislip Lido features an artificial beach with boating and swimming in the reservoir, walking routes through the woods, together with a miniature railway. Incidentally, the H13 performs almost a complete circle, with the Lido terminus being only a short distance through the woods from the other end at St Vincents - a typical TfL convoluted route!

After the break, I completed my “rounder” on the H13, by taking the same bus on the 10 min journey back to Ruislip Station, a slightly quieter run in this direction.

The H13 was part of the “Harrow Buses” scheme in 1987, originally running between Ruislip Lido and Pinner Green, serving new roads and taking over the Ruislip Station to Lido section of the 114, initially only on M-S, although this later became Daily. MR minibuses were used at first in “Harrow Buses” red and cream with black skirt livery, although these were later replaced with plain red SR “StarRiders”. In 1990, the route was extended to Northwood Hills Circus and then passed to Sovereign Buses on re-tender using blue and cream Mercedes midis. A year later, a further extension was added to St Vincent’s Hospital.

In 1999, Darts replaced the midibuses, but 3 years later Sovereign was purchased by London United and the Darts became the SDP class, repainted from blue and cream into London red with grey skirt. London United itself changed ownership through Transdev to the RATP Group, by which time DE class Enviro200s replaced the Darts. Metroline gained the contract in 2019 using their DE types instead.

The 278 is operated by Transport UK (formerly Abellio) using a mix of Enviro400H vehicles of both “classic” and MMC versions. One of the latter, fleet no 2010, is seen departing from Ruislip High Street for Heathrow. I rode one of the classic examples on the next working.

This route only began in 2019, replacing the 140 between Hayes & Heathrow and providing a new link from Ruislip to Heathrow.

Route 278: Ruislip - Heathrow Central

Next, the 278, a rare new TfL route in recent years, which was introduced in 2019 as part of the changes in West London intended to improve links with the new Elizabeth Line and introducing a direct service between Ruislip and Heathrow Airport, the first since the 223 was withdrawn in 1993. Abellio (since taken over by Transport UK) operate the route out of Dawley Road Hayes (DH) Garage. Enviro400H MMC types are used, with a smattering of “classic” Enviro400 hybrids helping out. Only my second ride on the route, having last sampled it when new.

Due to lack of stand space at Ruislip Station, although the buses turn there, they continue to the next stop at Brickwall Lane, where they stand and pick up. I joined one of the older versions, fleet no 2412, which arrived late at departure time and left immediately without stand time. At first, a quiet run as we continued along the High Street and turned left to West Ruislip Station. A reasonable run through Ickenham to Hillingdon, where we looped around to serve the Met Line station. We then resumed our route south direct along Long Lane, passing a set of temporary traffic lights with only a minute or two of delay.

Joining the main Uxbridge Road, we became busier as we made our way through Hillingdon Heath and Hayes End, before turning right along narrow Church Road into Hayes Town, with a few pauses to allow vehicles coming the other way to pass due to parked cars on each side. In Hayes, we virtually emptied out, although a number of others with suitcases travelling to the airport joined us. From here, we followed the former 140 route, which was cut back to Hayes Station when the 278 replaced it over this section. A slight delay at the Harlington Corner lights due to a large number of vehicles ahead of us turning right. However, once on the Bath Road, a fast run to Heathrow North and then through the airport tunnel to the Central Bus Station. Made me recall speedy runs aboard RTs on the 105 and 140 over this section, which was always fun. We terminated after a run of a couple of minutes under the hour, a few minutes down on schedule.

Metroline Enviro400 TE1311 on the U3 at Belmont Road, Uxbridge, after my lengthy trip aboard from Heathrow Central.

This bus is one of several formerly at Edgware (EW), but transferred to Uxbridge (UX) to replace even older VW types. However, this is likely a short term arrangement, as new electrics are on order for the U3 and U4 contract renewal.

Route U3: Heathrow Central - Uxbridge

To return to Uxbridge, I opted to travel on the U3 which, together with the U4, was retained by Metroline on re-tender last year with new electrics to be introduced eventually. However, for now, the existing diesels continue, although some of the older VWs thereon have been replaced by slightly newer TEs transferred from Edgware (EW) to Uxbridge (UX) after the 240 was converted to WDE electrics recently.

Sure enough, the next U3 to turn up at Heathrow Central was TE1311, a former EW inmate, so I boarded after it took its 10 min layover. This turned out to be one of those rides which started well but then deteriorated rapidly towards the end! All was good as we departed with an almost full load, back through the airport tunnel and out onto the Bath Road. Turning right up Hatch Lane, we passed through the village of Harmondsworth, surprisingly picturesque so close to Heathrow, but now in the news due to being blighted by the proposed third runway as part of the airport expansion, which would wipe the place from the map and completely change the look of the area.

We continued on at pace towards West Drayton, before turning off to loop around the Wise Lane Estate, with narrow roads and parked cars to negotiate. On this occasion, very few on and off over this section, so we made good progress to West Drayton Station, where the long term roadworks preventing access have finally been completed and we did the double run through the station forecourt. After this, we encountered slow moving traffic up to the lights at Yiewsley Library, but picked up speed again as we entered Falling Lane. No issues through the estate roads to Colham Green, but then the trouble started.

4 way temporary lights at Hillingdon Hospital were causing chaos and we lost around 10 mins here. Annoyingly, as we passed the roadworks, it was noticeable that no-one was working on the cordoned off section of carriageway, nor was there any evidence of activity, a seemingly common occurrence. Then, as we turned off past the main entrance of Brunel University, a further problem as a large group of students boarded, several attempting to pay with cards that did not work! After much faffing about, with some of the group paying for some of the others, we moved off, by now some 15 mins down on schedule. We finally made it into Uxbridge, circled through the town centre and terminated at Belmont Road near the station after an extended journey of 1h 5m.

The U3 came as a midibus route with MAs in 1989, operated by Centrewest under the “U-Line” scheme. Initially running between Uxbridge and Wise Lane Estate, it received the extension to Heathrow in 1993 in place of the 223, which was withdrawn. Capital Logistics took over in 1998 using Optare Excels, although the contract was novated to TGM Buses just 2 years later. First Centrewest returned to the route in 2001 using DML and then DMC Darts, although around this time a scheduled double decker (TN type) was allocated at peak times.

Metroline replaced First in 2013 and continued with Darts plus the odd TP or VP double decker, although DEL Enviro200 MMCs later became common. However, in recent years, double deckers have become more prevalent, although the mix of double to single has fluctuated somewhat. The route was officially converted to all double deck at the 2024 contract change, using TE and VW types, a necessary alteration in view of the large number of students who use the route at peak times.

Metroline Enviro200 DE1162 on the U2 at Brunel University, before I rode it back to Uxbridge the long way round via Hillingdon.

As with earlier pictures, this is yet another transfer from G to UX Garage, but new electric single deckers are on order for both the U1 and the U2.

Part Route U4: Uxbridge - Brunel University

Back at Uxbridge, there was time to fit in a final ride, so I opted for a circular via part of the U4 and then the U2. After a long gap, no doubt caused by the Hillingdon Hospital roadworks, TE1421 (UX) pulled up the Uxbridge Station stop bound for Hayes. I boarded for the short 10 min run to the back end of Brunel University.

Route U2: Brunel University - Uxbridge

As I alighted from the U4, there was a U2 simmering on the stand, ready to depart for Uxbridge the long way round via Hillingdon. This is another TfL route which is almost a circular but not quite - no doubt if this was anywhere else in the country, it would operate to and from Uxbridge in a loop both ways round!

My bus this time was DE1162, another UX Garage example formerly at Greenford (G). I had the bus to myself as we departed from the semi-rural stand and we only picked up small numbers throughout the journey. Surprisingly, we made it through the temporary lights at Hillingdon Hospital with only a couple of minutes delay this time, although traffic was still bad in the other direction. Moving on to Hillingdon Heath, before turning up Long Lane in the opposite direction to the 278 I had ridden earlier in the day.

However, the U2 then veers off along Windsor Avenue to serve the Oak Farm Estate, with a further daytime diversion around 3 sides of a square to penetrate deeper into the area. Oak Farm was once part of the Hillingdon Court Estate, but was sold off in the 1930s to various builders as part of the “Metroland” developments which followed the arrival of the Metropolitan Railway to much of this part of Middlesex.

After completing this perambulation, we emerged back onto Long Lane just short of the A40, which we crossed for a double run to serve Hillingdon Station. It was then onto the final stretch along Hercies Road and back into town, passing close to Dowding Park. This is near to the Battle of Britain Bunker, the underground operations room at RAF Uxbridge, formerly used by Fighter Command during WW2, which is now a museum and well worth a visit.

Whilst on the subject of history, the U2 was another “U-Line” midibus route, beginning with Centrewest MAs in 1989. It ran between Uxbridge and Hillingdon Hospital, replacing part of the former 98. The short extension to Brunel University was added in 2009. DW Darts replaced the midis in the late 90s, which were superseded by low floor DMC types in the noughties. As with other UX Garage routes, control passed from First to Metroline in 2013, who have since replaced the Darts with Enviro200s of the DE and DEL classes. New electric single deckers are promised under the recent contract renewal for both the U1 and U2.

Arrival back at Uxbridge Station was after an easy 35 min run from the start, a pleasant end to the day.

Watton

To end this article, a historical shot. The 223 was the predecessor to the U3, running between Heathrow Central and Ruislip Station, where Metrobus M399 of UX Garage is seen in 1981 on a short working to West Drayton Station.

The 223 had just been converted from DMS to M operation at the time of my photo. The route was withdrawn in 1993 and largely replaced by the U3.

Dying Diesels in Croydon

On this journey, Watton’s Wanderings tracks down some of the fast disappearing diesel buses in one of their remaining strongholds around the Croydon area.

We begin with one from my archives. The 127 began in 1981 as a replacement for parts of the 77 and 115 between Tooting and Wallington. DMS 1702 of Merton (AL) Garage is at the Shotfield terminus.

The lady passenger seems anxious to secure her place at the front of the queue! Note the advert for the 25p suburban flat fare which was introduced around this time.

Route 127: Tooting Broadway - Purley

Alighting from the Northern Line at Tooting Broadway, I followed in the footsteps of Wolfie Smith in the opening credits of the BBC sitcom “Citizen Smith” from the late 70s, although I resisted the urge to shout “Power to the People!” as I exited the station!

Just around the corner, I crossed the road to reach the first stop of my first route of the day, the 127 to Purley. This is currently on a 2 year contract extension with Go Ahead London from Croydon (C) Garage using existing diesels, mainly Es supported by a handful of WVLs. The next departure was formed by E198 and we left with just half a dozen aboard. An easy run to Mitcham, although the 127 doesn’t run direct via Tooting Station, instead taking the dog leg from Amen Corner via Southcroft Road and Mitcham Lane / Streatham Road to Figges Marsh. After navigating Mitcham Town Centre, we moved onto the pleasant countrified stretch past Mitcham Junction to Beddington Corner and Hackbridge, where we left the direct route once again to serve Carshalton Station and the Ponds. Passing through the High St, we took the short cut along Parkgate Road to Wallington, the initial terminus of the route when introduced.

A passenger exchange in the High St, before continuing through Woodcote Green and a brief view of open country before traversing Foxley Lane with its big houses downhill into Purley. We terminated at the station after a decent run of just on 1 hour.

This incarnation of the 127 is the third in London Transport history - it previously applied to a Morden & South Wimbledon/St Helier local (1941-58) and then to a Trolleybus Replacement service between Waltham Cross & Victoria (1961-70). However, the current version came along in 1981 between Tooting Broadway & Wallington, replacing the unique southern section of the 77 and part of the 115, operated with DMS types at first, although these were swapped with LS class Nationals the following year. In 1984, the route received the extension to Purley in lieu of the 234 and was diverted via Carshalton instead of direct via London Road, this section being replaced by the 151. DMS types reappeared at this time.

Tendering came to the route in 1986, with London Country taking over with ANs and introducing a short-lived extension to Sanderstead Church/Selsdon, nearer to the operational garage of Chelsham (CM) until that closed. After passing through its successors London Country South East, London & Country and Londonlinks, the late 90s saw an unstable period with various operator changes including London General, Selkent, Mitcham Belle and Centra, when Darts generally replaced double deckers. The route returned to an even keel in 2005, when Metrobus were awarded the contract, which has remained since through their takeover by Go Ahead. PVLs were the initial allocation until the intended Scanias took over, but by the late 2010s, Es and WVLs had become the usual fare.

To end, brief mention of the suffixed variant, the 127A. This was a Sunday only route between 1984-89, running at first between Streatham Garage and South Croydon Garage via Mitcham, Wallington and Purley, although the northern terminus was later changed to Brixton Garage. DMS operated from Croydon (TC). The variant continued with London Country and its successors after tendering in 1986, including the extension to Sanderstead/Selsdon as on the parent route, using ANs.

Fast forward to 2025 and we have Go Ahead London’s Enviro400 E198 of Croydon (C) Garage on stand at Tooting Broadway.

This is the predominant type on the route, although a few WVLs and the odd WHV also turn out.

Part Route 434: Purley - Kenley (& back)

Back in March 2024, as part of a set of changes in the area, the 434 was restructured south of Purley to run direct to Caterham via the 407, its previous backstreet routeing between Purley and Whyteleafe being taken over by new route 439. I rode the full revised route between Caterham and Rickman Hill at that time.

However, the intention always was for the 434 to divert via Upper Kenley between Purley and Kenley Station, to serve a hilly area of housing remote from other bus services. Unfortunately, alterations to the road layout were necessary before buses could assume the new routeing, but they finally did so in March 2025. Therefore, I took the opportunity to try out the new section of route on this occasion.

The 434 is operated by GAL out of Croydon (C) Garage on a half hourly Daily daytime frequency, so having just missed one by 5 mins at Purley High St, I had time to take a break and replenish supplies at the nearby Tesco. Eventually, the next southbound bus arrived, formed by SEN43, an Enviro200 formerly with First and Metroline and still bearing its old number DES1714 in the cab. Departing under the railway bridge near Purley Station, we soon turned right and began climbing through an area of large houses to the summit of the route, before descending the other side through more suburbia back to the main road at Kenley Station. Just 10 mins over the new section, which is clearly useful for local residents, particularly anyone of restricted mobility, although only one on and one off over this stretch on my trip.

Alighting at Kenley Station, I had a 12 min wait for the next northbound bus, which was Enviro200 192, a former Metrobus example. Just one other passenger on board when I got on, as we again made our way over the twisting hilly section, but this time in the other direction. 3 other passengers boarded on this stretch, all short-riders to the shops in Purley. An extra couple of minutes on the return run, due to a queue to get out onto the main road just before Purley Station Bridge.

Inherited from Metrobus, GAL Enviro200 189 of Croydon (C) Garage is seen on the 434 at the Rickman Hill Ridgemount Avenue terminus in 2024 when I rode the revised route between Caterham and here.

The intended rerouteing between Purley and Kenley Station via Upper Kenley was not introduced until March 2025 pending road layout alterations.

Route 412: Purley - Croydon Town Centre

After arriving back at Purley Tesco, I made my way to the nearby stop at Downlands Precinct for my next route, the 412. Arriva have retained several routes at Croydon (TC) Garage on retender from end of August 2025, including this one, with a large batch of electric double deckers promised in due course. Therefore, my aim was to ride some of these services before the existing diesels disappear.

Unfortunately, there appeared to be an issue with the 412 at the Croydon end, with late running and short turns in evidence, although I was unable to discover what the problem was. Having just missed the 11.30 departure, the following working at 11.50 was cancelled (presumed turned short) and the 12.10 was only going to South Croydon. Finally, I boarded DW546 on the 12.30 for the journey to Croydon Town Centre the long way round.

After expecting the worst, this turned out to be a very simple and fast journey! Not that many passengers and not much traffic encountered throughout, so no idea what the cause of the earlier delays had been. Our bus struggled a bit uphill out of Purley towards Riddlesdown, passing the countrified section at Mitchley Hill. It was then on to Sanderstead with its delightful little church with wooden spire atop the tower, before continuing to Selsdon, where we looped around to serve Sainsbury’s and the Library. Having made our way east up to now, we then turned north west towards our objective of Croydon, along Upper Selsdon Road and past leafy Croham Hurst Woods. All too soon, we were into South Croydon, taking the detour shared with the 403 to avoid the low railway bridge, then onto the main road at the Swan & Sugar Loaf. It was then a simple run into Central Croydon, serving the Flyover and Fairfield Halls, before terminating in Park Street. An easy 35 min run, a few minutes less than scheduled.

The 412 dates from 1990, when it replaced the 12A between West Croydon and Purley Old Lodge Lane, using DT class Darts. In 1993, a double deck schoolday element was introduced to Wallington, bifurcating from the main route at Purley. The Old Lodge Lane section was ceded to the 450 later the same year. 1995 saw the Wallington section become the 612, whilst the 412 was extended north to Norwood Junction. DRLs replaced DTs the following year. Then, in 1998 was cut back again to West Croydon, with the 410 covering the Norwood Junction leg. LDR types replaced the shorter Darts, although these were later swapped for the DDL version.

Double deck conversion came in 2003, initially with DLAs, although early DWs later joined in. From 2013, new DWs became the norm, with some Ts in support. The final change came in 2019, when the route was cut back in Croydon from West Croydon Bus Station to Park Street/Katherine Street. The 412 has always been with Arriva and its predecessors, having only ever worked from Thornton Heath (TH) and Croydon (TC) Garages.

Arriva London VDL DB300 Wright Eclipse Gemini DW546 of Croydon (TC) Garage on stand at Purley High Street before my ride on it to Croydon the long way round.

This is the main type on the route, supported by the odd T, but due for replacement by new electrics as part of the contract renewal spec from September 2025.

Route 312: Croydon Town Centre - Norwood Junction - Purley Old Lodge Lane

In Croydon, although staying with Arriva, I switched to the single deck element at TC Garage, where route 312 (together with the 166) is due to receive new electrics as part of the tender renewal from September. The 312 is interesting in that it was the first route in London to operate with electric buses in 2015, only for these to be replaced by diesels again in 2024. Clearly, that was just a short term arrangement, with re-conversion now planned, but an opportunity for me to sample the existing operation before it changes.

I had ridden ENLs on the 312 early last year, but although these remain the principal type, a few of the longer ENXs now turn out in support. The next northbound bus to arrrive at Croydon Flyover was the doyen of the class, ENX1, so I embarked with a couple of others. A straight 20 min run via East Croydon, Addiscombe and Woodside to Norwood Junction.

After the layover, I rejoined the same bus for a run over the whole route down to Purley Old Lodge Lane. When I had ridden the route last time, new blinds were not available, with slipboards showing route number and destination displayed in the front windscreen instead, but I noticed that all buses on the route had since been fitted with suitable blinds. A fairly quiet run as we made our way through surburbia back to Central Croydon and then on down the Brighton Road past the operational garage at South Croydon, where I noted a couple of other ENXs in “Superloop” livery parked up, recently released from their duties on the SL5 by the arrival of new ED class electric double deckers. Through Purley Town Centre again, then continuing south along the main road before turning off at Reedham Station for the short run to the end of the route at Old Lodge Lane. 50 mins end to end.

I mentioned earlier how the 412 replaced the southern end of the 12A in 1990 - the 312 replaced the northern end of the same route at the same time, operating between Peckham and South Croydon. L type Olympians were the original allocation, although DMS and M did appear. Low floor conversion to DLA came in 2001. However, the route was completely restructured in 2005, when it was shortened to become a Croydon local between Norwood Junction and South Croydon Garage with PDL single deckers, the Peckham leg being transferred to the 197. EMC type electrics took over in 2015, although diesels frequently subbed. The extension to Old Lodge Lane came in March 2024, in replacement for part of withdrawn route 455, with a reversion to diesels using ENLs.

Another TC Garage bus, ENX1, first of the extra long Enviro200s, at Norwood Junction Station on the 312. The route is mainly operated by ENL types, both indigenous Arriva versions and some transferred from Stagecoach, but a few ENXs help out.

These are also intended to be succeeded by new electrics in due course. The route was the first electric bus route in London back in 2015, but reverted to diesel in 2024.

Part Route 312: Old Lodge Lane - Purley

I was able to step up a working at the unusually rural Old Lodge Lane terminus, as ENL108 was ahead on the stand and departed after a few minutes. As I boarded, the Stagecoach heritage of the vehicle was evident, with dark blue interior panelling, although now with Arriva style moquette. Just a short 6 min ride back up to the main road, where I alighted at Grovelands Road.

At the other end of the 312, we have ENL65 at the countrified Old Lodge Lane terminus in 2024, soon after these buses appeared on the route when it was extended from South Croydon to this point in place of the 455.

At first, suitable blinds were not available and cards were placed in the windscreen showing the route number and destination. However, these vehicles have since gained new blinds.

Part Route 60: Purley - Old Coulsdon

Crossing the Brighton Road, I had only a 5 min wait before the next southbound 60 arrived, which was to be my final complete route of the day. The 60 is another Arriva service based at TC Garage which is promised new electrics as part of its imminent contract renewal, so possibly a final opportunity to sample the existing rolling stock.

Although largely DW operated, a couple of Ts per day often help out, and I was lucky that T281 was on the next working. A short 15 min journey through Coulsdon Town Centre, where a number of short-riders joined us for the run through typical suburban housing up to Old Coulsdon. We circumnavigated the terminal loop before finishing at the “Tudor Rose”.

This version of the 60 is the third in London, having previously been used for a route between Colindale & Old Ford (until 1958) and then a M-F Peak Hours service between Cricklewood & Surrey Docks (1961-68). The current incarnation came in 1982 as a new route between Brixton Garage and South Croydon Garage via Pollards Hill and replacing part of the 130. Initially RM operated, it was converted to OPO with DMS in 1983. The late 80s saw an extension to Brixton Station in M-F peaks, but in 1990 the main service was diverted to Clapham Common in place of the 118 and converted to L operation.

1998 saw the route changed to run between Streatham and Old Coulsdon, replacing part of the 50, but there followed an unhappy period when the contract was awarded to Capital Logistics, who had immediate problems in resourcing the service. For many months, a reduced timetable was put in place, with other operators such as Selkent and Blue Triangle stepping in to help out. Eventually, in 2000, the route reverted to Arriva and some sense of normality. However, Connex (later Travel London) took the contract for a 5 year stint from 2001 with Tridents. In 2006, Arriva returned again and have remained ever since, older DWs since being replaced by newer versions.

The 60 is mainly DW operated but one or two Enviro400 T types appear each day. Arriva T281 of Croydon (TC) Garage is at the leafy Old Coulsdon terminus at the southern end of the route after I rode it here.

The 60 is another that will lose its diesels to new electrics in the fullness of time.

Route 60: Old Coulsdon - Streatham

After a break to stretch the legs, I returned to the “Tudor Rose” to ride the whole route through to Streatham. This time, I had DW269, one of the older members of the class left in service. A quiet run - which was to prove our undoing - stay with me! As we descended towards Coulsdon, a brief argument with a car which tried to “run the gap” between two parked cars in front of us and got stuck in the middle. Eventually, the car driver reversed to allow us through.

We continued with a free run through Coulsdon and along the Brighton Road, back via Purley and South Croydon into Central Croydon for the final time on this trip. Traffic was unusually light and we called at West Croydon Bus Station with just a handful of passengers on and off, before making our way north along London Road. At Croydon University Hospital, we received a 4 min hold for early running.

Passing Thornton Heath Garage and Pond, the trouble began when the driver played the “This bus is on diversion” message. No explanation was given other than the usual route was blocked, so we continued up London Road to Norbury, before taking Stanford Road/Stanford Way via the 255, rejoining line of route at Rowan Road but missing out Pollards Hill completely. Many disgruntled passengers as a result. By now, we had caught up the bus in front, DW545, and we played “cat and mouse” with it through to Streatham Common Station.

Then, much to the annoyance of all on board, our driver received instructions to terminate and transfer passengers to the bus in front - which was practically full already. A man with a walking stick and a lady with a shopping trolley were particularly upset at having to change. After various angry exchanges between drivers and passengers, it emerged that we were being terminated “due to early running and the Controller not wanting too many buses on stand at Streatham Station”. We then continued packed on the other bus just 3 stops on the 5 min journey to Streatham Station. 1h15m from the start at Old Coulsdon.

Despite the concern about “too many buses on stand”, when we arrived, there were no other 60s there and plenty of free stand space! Less than 10 mins later, DW269 finally arrived, in service again, having simply waited at Streatham Common a short while. This was followed in quick succession by two other terminating 60s, so although the first one had since departed again, there were then three 60s on stand, making a nonsense of the decision a few minutes before. All in all, a complete dog’s breakfast.

Finally, DW269 (TC) demonstrates the current majority allocation on the 60 at Streatham Station. I almost made it to this point aboard this bus - see text for details!

A reasonable crowd prepares to board for its return run.

Part Route 250: Streatham - Brixton

Having committed to ride only diesels on this trip, I finished with a short 20 min ride from Streatham Station to Brixton aboard Arriva T193 of Thornton Heath (TH) Garage on the 250. This is another route which will lose these veterans when electrics enter service in their place shortly and which I covered in full earlier in the year.

At Brixton, I alighted at the station and transferred to the Victoria Line for the journey home.

Watton

“No, I’m with the Woolwich!”

This time, I embark on a series of bus rides across South and South East London, starting in the Woolwich area and then moving across to Crystal Palace and Norwood, featuring diesel, hybrid and electric traction in that order.

“Every little helps” according to the strapline on the Tesco store at Woolwich Arsenal, which could apply to Go Ahead London’s Enviro200 SEN20 of Morden Wharf (MG) Garage, just arrived on the 386 from Blackheath.

I travelled on the previous working aboard similar SEN18. These buses were inherited from First London, whose purple interiors they still carry, but their days left in service are numbered.

Route 386: Blackheath to Woolwich

The day began when I alighted from the Southeastern Trains service at Blackheath Station, from where it was a short walk around the corner to Royal Parade, start point of my first route, the 386 to Woolwich. As I arrived, Go Ahead London SEN18 of Morden Wharf (MG) Garage had just pulled up to the stop, enabling me to jump on with one other passenger. This service has been retained by GAL from later this year on the basis of existing vehicles, although the intention is for newer ones to replace the elderly SE/SEN Enviro200s currently used, so maybe a last chance to ride on the old-timers. My bus was one of the examples inherited from First, with its purple and grey interior being the giveaway.

The 386 is one of those convoluted routes so beloved by TfL, which travels the longest possible distance between two points! Whilst the direct 54 takes around 25 mins from Blackheath to Woolwich, the 386 takes over an hour. After leaving Blackheath Village, we crossed diagonally across the heath itself, before turning sharp left past Greenwich Park Gates and down Blackheath Hill, before hanging a right up towards Greenwich Station and the Town Centre, passing the tourist attractions of the Cutty Sark and the National Maritime Museum. Then a bit of a trundle to East Greenwich, before turning off the main road via Vanbrugh Hill to Blackheath Royal Standard, a stone’s throw from where we had started.

Up to this point, we had only carried single digit numbers of passengers, but we became busier the closer we got to Woolwich. However, after traversing part of the Old Dover Road to Shooters Hill Road, it was time for another detour, with a dog-leg around the Brook Estate, emerging back onto Shooters Hill Road only slightly further on from where we had left it. Next, a left down to QE Hospital, where several alighted and others joined, before continuing around three sides of Woolwich Common back towards Shooters Hill again! However, we then turned off past the Old Royal Military Academy and gradually looped through the back streets to cross the main road near Plumstead Common and finally down the hill into Woolwich Town Centre. We terminated at Woolwich Arsenal after a lengthy 1h10m run.

Opposite, across the square, I espied the former headquarters building of the Woolwich Building Society, famed for its TV ads in the 80s including the jingle “Your money’s safe with the Woolwich!” and featuring various people in different situations being asked if they were with a particular person or group and responding “No, I’m with the Woolwich!”. The Woolwich Building Society itself merged with Barclays Bank in 2000 and no longer exists.

The 386 began in 1991 as a midibus route between Eltham and Greenwich, although 2 years later it was rerouted away from Eltham through the back streets to Woolwich and Plumstead Garage, although the section east of Woolwich soon became relegated to garage journeys only. The original MA & MRL midis were replaced in the late 90s with Mercedes Benz Varios, although these didn’t stay long and the route went over to low floor Darts in 2001, coupled with a diversion to serve QE Hospital en route. The extension from Greenwich to Blackheath Village was added in 2007. Enviro200s replaced the Darts soon afterwards. GAL assumed the contract from Stagecoach in 2018 using SE and SEN types.

Go Ahead London Enviro400 E265 of MG Garage at Queen Elizabeth Hospital, Woolwich Common, before my ride on it to Woodlands Estate and back to Woolwich.

This route has been retained by GAL on retender from later this year on the basis of new electric vehicles, so these diesels are on borrowed time.

Route 291: Woolwich - QE Hospital - Woodlands Estate - Woolwich

Next, it was time to go double deck, with a ride on what is now a short Woolwich local, the 291. This route has been retained by GAL on retender from December 2025 with new electrics, so the existing diesels are likely to be displaced fairly soon. For me, an opportunity to sample the old regime as I boarded E273 of Morden Wharf (MG) Garage at Woolwich Arsenal Station for the short run to Queen Elizabeth Hospital. This route does not take the direct route up Woolwich New Road and along Ha-Ha Road, instead traversing Wellington Street out of town then turning left via Repository Road past some military bases onto Woolwich Common and up to the hospital. A simple 10 min run.

I was then able to skip a working and take the bus in front, E265, on its next trip along the whole route to Woodlands Estate. Not that busy at first, as we retraced our steps to Wellington Street, before looping around the town centre back to Woolwich Arsenal, where we picked up a good load. Then through the back doubles to Plumstead Common, before turning onto the one-way terminal loop through Woodlands Estate, which was apparently built after WW2 on part of the former Woodlands Pig Farm, owned by the Royal Arsenal Cooperative Society. A community farm still exists on a portion of the land.

As we rolled around the loop, we deposited our final outbound passengers, but began picking up those going into town. A hairy moment after Plumstead Common on our way downhill, when we had to brake hard to avoid a collision with a fast moving 53 coming up towards us. However, our gentle amble then continued, as we picked up short riders on the last few stops into Woolwich, most alighting at the Market or with me at Arsenal Station. 45 mins all told from where I had boarded at the QE Hospital.

The 291 number had been used previously between 1965 & 1978 for a local route between Ilford and Barking, but its current incarnation began in 1981 when it replaced most of the former 192 between Lewisham and Woodlands Estate. Initially MD operated from Plumstead (PD) Garage, Titans took over a year later. In 1984, the route was cut back and became a Woolwich - Woodlands Estate local, the 178 then assuming the Lewisham section. Conversion to L type Olympians followed in 1987 but this didn’t last long, as it became a midibus route operated out of Bexleyheath (BX) Garage as part of the “Bexleybus” scheme in 1988, in a joint operation with another local, the 244.

The contract was reassigned to Stagecoach in 1999 with low floor Darts and returned to PD Garage. After the extension to QE Hospital came in 2001, a period of stability followed, apart from conversion to Enviro200s in the 2010s. Then, retendering in 2018 saw Go Ahead London pick up the route with a reversion to double deck operation using Enviro400s.

Stagecoach London Enviro400H 12282 on the 122 at Crystal Palace after my protracted run on it from its home base at Plumstead (PD) Garage. Roadworks were playing havoc with the schedules at this time.

This route is currently on a 2 year contract extension with existing hybrids, which expires next year.

Route 122: Woolwich - Plumstead Garage - Crystal Palace

For my next ride, I turned to Stagecoach London, whose local base of operations is at nearby Plumstead (PD) Garage. The route based there I had not been on for the longest was the 122, so I boarded Enviro400H 12282 on that service at Woolwich Arsenal for the short 5 min journey back to its home.

Crossing the road, I prepared to travel the full length of the route to Crystal Palace, but it soon became clear there was some disruption, as I had almost a 25 min wait on what should be a 12 min frequency. LVF showed some outbound journeys from Plumstead turning short at Forest Hill and others at Woolwich from Crystal Palace, which may have explained the gap. Eventually, 12282 emerged from the garage again and I reboarded with a number of others who had been complaining about the long wait.

At first, the journey was fine as we picked up a reasonable crowd in Woolwich Town Centre and then made our way through the greenery of Woolwich Common up to Shooters Hill and then down towards Eltham. A fast run along Westhorne Avenue and Eltham Road meant we made good time through to Lee and Lewisham. Even the often congested Lewisham Town Centre was free flowing and we continued without hindrance through Ladywell and Crofton Park to Brockley Rise. So far, so good!

It was then that we hit a “traffic wall” due to 4 way temporary lights in Forest Hill near the station. We inched along under the railway bridge and after what seemed an age, broke through. Our driver kindly let a few passengers off at the lights due to two stops in a row being closed. Into Dartmouth Road, where there was yet another set of temporary lights - unfortunately they weren’t working, the ones in our direction being stuck on red. After waiting in vain for nearly 5 mins for the lights to change, the van and car in front of us decided to move and we followed. They say troubles come in threes and this was true on this occasion - more temporary lights at Sydenham caused a further delay as we waited to turn from Kirkdale into Westwood Hill. Finally, we made the move and roared up towards Crystal Palace - with yet more temporary lights at Park Road, although these at least were in our favour. We limped into the terminus on The Parade beside the park after a run of 1h25m, of which at least half an hour had been spent on the last 2 or 3 miles. The reason for the late running and curtailments was then apparent.

The 122 is one I recall from RT days in the mid 70s, when it was a very long route from Bexleyheath Garage to Crystal Palace. On Sat Shopping Hours, it was even longer, with journeys extended from Bexleyheath to Slade Green, although these were withdrawn on RM conversion in 1978. Conversion to crew MD occurred in 1980, followed by crew T in 1982, although OPO came the following year using the same vehicles. L class Olympians later formed part of the allocation.

The cut back to Plumstead Garage came in 1988 with the “Bexleybus” scheme, the 422 taking over the Bexleyheath leg. Low floor buses arrived on the route in 2000 with Tridents, the existing hybrids replacing them from 2014, although today a mix of “classic” and MMC bodied Enviro400H types operates, with the occasional visit from a diesel Enviro400. Apart from short periods where Bexleyheath and Catford Garages had an allocation, the 122 has operated out of the old Plumstead (AM) Garage and then the new one (PD) for all of its life.

Arriva London picked up the 196 from Transport UK on retender from May 2025. Wright StreetDeck Electroliner ES103, seen on stand at Norwood Junction, is part of the temporary allocation on the route.

These Wright StreetDeck Electroliners, meant for Thornton Heath (TH) Garage, have been covering at Norwood (N) pending the entry into service of the intended Enviro400 EVs.

Part Route 410: Crystal Palace - Norwood Junction

I had intended to take the 157 from Crystal Palace to Norwood Junction in order to connect with my final route, the 196. However, roadworks associated with Tramlink and on other local roads in the area appeared to be causing massive delays, with LVF showing several shortworkings to West Croydon from the Morden direction. There were no 157s at all on stand at the Palace when I arrived and none appeared whilst I was there.

Instead, I took the 410 which, after descending Anerley Hill, takes a different route to Norwood Junction through the back streets rather than the main road 157. A 15 min trip aboard Arriva London Wright Streetlite SLS20 of Thornton Heath (TH) Garage followed.

And here is one of the brand new Enviro400 EV buses, EE15, at Norwood Junction before my first ride on the type through to Elephant & Castle.

On the day I travelled, just 3 of this type were out in service, but have been gradually taking over on the route since then.

Route 196: Norwood Junction - Elephant & Castle

My last route of the day was the 196, which would enable me to transfer to the Northern Line at Elephant & Castle. This service transferred from Transport UK to Arriva London in March this year, operated from Norwood (N) Garage. New Enviro400EV buses were ordered for the route, but pending delivery, spare Wright StreetDeck Electroliners intended for Thornton Heath (TH) were drafted in as a stop-gap, mixed in with two or three HV class hybrids a day.

However, in mid July, the new EE class buses began to enter service and, on the day I travelled, there were three of them out. Arriving at the Norwood Junction stand, there was an HV in advance of an ES present, but LVF showed that EE15 was on its way and would be the third departure. Letting the first two buses go, I took my first view of the new EE class, as it “sung” its way onto the stand. First impressions were of a sleek looking vehicle, somewhat different in appearance from earlier Enviro400 electrics which we have seen in London for a few years now.

A few of us boarded when it drew up to the stop to depart and I noted the expected internal features of modern vehicles in London, with wood effect flooring, high backed seats, USB ports and new style information screens. Amusingly, one lady was confused by the screens, which show both the next stop and the one after, followed by the number of stops (for example, 24) to the ultimate destination. She informed the driver that the screen was showing the stop after next in error, despite the announcements being correct, not realising that they are designed to display the two stops coming up!

As expected, a smooth and relatively quiet ride on an electric vehicle, as we departed Norwood Junction and made our way up to South Norwood and Beulah Hill. A reasonable run past the big houses on top through to Crown Point then downhill past the operational garage at West Norwood, with no driver change on this occasion. Traffic was slightly busier from here to Tulse Hill, but there were no real delays as we continued past the large green space of Brockwell Park into Herne Hill. A slight hiatus due to a jam at the lights outside Brixton Town Hall, but once through, we deposited most of our passengers at Brixton Station.

The remainder of the run was quieter, as we continued to Stockwell, passing near the garage which was a former home for the route. Then it was on to the new Nine Elms Station on the Battersea branch of the Northern Line, before circumnavigating the large Vauxhall Bus Station. Our final section through Kennington to Elephant & Castle was busy with traffic but at least moving. I alighted in Newington Butts after a total journey time of 1h15m, not that bad for late afternoon on a weekday.

The 196 is a North London route that migrated south - it began in 1950 between Tufnell Park & Waterloo as an RT/RTL route replacing the 239. A year later, it was extended to Norwood Junction, becoming a long cross-city service. In 1971, it began its retreat from the north, being cut back to Euston and converted to RM, the 239 retaking the abandoned section. 1974 saw a further cut back of the northern terminus to Brixton, although when the allocation was transferred from Norwood (N) to Stockwell (SW) in 1981, garage journeys operated in service to and from the latter. OPO with Ts came in 1982, although these were later replaced with Ms.

Tendering came to the route in 1987, with London Cityrama, who used re-purposed Fleetlines, but this was short-lived with London & Country taking over 2 years later with Atlanteans. Red buses returned in 1990 when London General assumed control, first with DMS and then VC types, although there was a short period with London Central Ts. In 2001, Connex (later taken over by Travel London) took the contract with Tridents, but London General returned again in the “busical chairs” game in 2006 with E types supported by the odd WVL/PVL. Further change came in 2018 with Abellio (later Transport UK) having a turn using Enviro400H MMCs, which continued until the most recent transfer to Arriva in March 2025. A complex history!

At Elephant & Castle, I made my way to the nearby Underground Station for the journey home.

Watton

We end with a historical shot, showing RM485 of Stockwell (SW) on the 196 at Norwood Junction in 1982 before returning to base on a garage journey beyond the normal destination (at the time) of Brixton. This was just prior to OPO conversion in September that year to Titans.

The RM is parked outside Norwood Junction Station, but due to problems with turning one-man buses here, the terminus was moved to nearby Clifford Road on conversion.

Heritage Bus Running Day: Alton

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

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

Background

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

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

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

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

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

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

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

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

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

Route 53: Alton - Selborne & Back

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

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

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

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

Route 206: Alton - Bentley (Circular)

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

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

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

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

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

Route 254: Alton Town Service

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

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

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

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

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

Route 38: Alton - Hedge Corner & back

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

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

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

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

Route 57: Alton - Odiham & back

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

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

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

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

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

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

Other Vehicles

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

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

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

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

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

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

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

Conclusion

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

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

Watton

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

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

Go West Where The Skies are Blue

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

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

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

Route 31: Camden Town to White City

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

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

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

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

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

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

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

Route 95: White City to Southall

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

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

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

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

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

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

Route E9: Ealing Broadway - Yeading - Greenford

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

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

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

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

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

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

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

Route 282: Greenford - Ealing Hospital - Mount Vernon Hospital

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

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

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

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

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

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

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

Route H11: Mount Vernon Hospital to Harrow

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

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

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

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

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

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

Route 340: Harrow to Edgware

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

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

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

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

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

Watton

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

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

Open Tops in the Peaks & Electrics in Chesterfield

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

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

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

First Yorkshire 272: Sheffield to Castleton

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

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

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

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

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

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

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

Stagecoach BLUE: Castleton to Blue John Cavern

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

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

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

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

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

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

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

Stagecoach BLUE: Blue John Cavern to Chatsworth House

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

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

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

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

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

Stagecoach RED: Chatsworth House & Bakewell (Circular)

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

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

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

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

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

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

Stagecoach BLUE: Chatsworth House to Castleton

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

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

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

First Yorkshire 272: Castleton to Sheffield

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

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

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

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

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

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

Stagecoach 44: Sheffield to Chesterfield

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

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

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

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

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

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

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

Stagecoach 50: Chesterfield to Sheffield

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

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

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

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

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

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

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

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

First Yorkshire X2: Sheffield to Doncaster

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

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

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

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

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

Journey’s End

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

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

Watton

And finally…

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

Super Trams in Sheffield

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

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

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

Sheffield Supertram

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

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

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

Tram Train: Cathedral to Rotherham Parkgate

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

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

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

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

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

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

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

Tram Train: Rotherham Parkgate to Meadowhall South

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Purple Line: Gleadless Townend - Herdings Park - Cathedral

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

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

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

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

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

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

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

Watton

South Yorkshire East to West

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

Arrival

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

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

First Yorkshire Route X3: Doncaster to Sheffield

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Stagecoach Yorkshire 25: City Centre - Bradway - Woodhouse

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

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

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

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

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

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

Stagecoach Yorkshire 52: Woodhouse - Hillsborough

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

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

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

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

First Yorkshire 97: Hillsborough - Totley - City Centre

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

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

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

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

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

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

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

A Brief Word on Single Deckers

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

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

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

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

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

Still to come…

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

Watton

Enfolding Enfield & Educing Edmonton

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

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

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

Route 279: Waltham Cross - Manor House

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

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

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

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

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

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

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

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

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

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

Part Route 29: Manor House - Turnpike Lane

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

Route 121: Turnpike Lane - Enfield Island Village

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

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

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

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

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

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

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

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

Part Route 491: Enfield Island Village - Waltham Cross

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

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

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

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

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

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

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

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

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

Route 191: Edmonton Green - Brimsdown

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

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

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

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

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

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

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

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

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

Part Route 279: Green Street - Waltham Cross

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

Watton

From Far East to Here East

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

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

More of this later in the article.

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

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

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

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

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

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

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

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

Route 103: Chase Cross to Rainham

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

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

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

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

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

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

Route 287: Rainham - Abbey Wood Lane - Barking

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

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

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

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

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

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

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

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

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

Route 241: Plaistow - Here East - Silvertown

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

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

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

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

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

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

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

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

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

Part Route 330: West Silvertown - Canning Town

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

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

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

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

Route 474: Canning Town - Manor Park

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

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

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

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

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

Watton

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

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

Small Buses in Bromley

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

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

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

Route 194: West Croydon to Lower Sydenham

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

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

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

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

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

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

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

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

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

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

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

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

Route 352: Lower Sydenham to Bromley North

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Route 354: Bromley North to Penge

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

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

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

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

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

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

Part Route 227: Penge to Crystal Palace

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

Route 363 Crystal Palace to Elephant & Castle

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

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

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

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

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

Watton

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

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

Heritage Bus Running Day: Dorking

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

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

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

Introduction

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

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

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

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

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

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

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

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

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

Route 439: Dorking - Newdigate - Brockham - Dorking

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

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

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

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

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

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

Route 414: Dorking - South Holmwood - Reigate - Dorking

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

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

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

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

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

Route 412: Dorking - Sutton - Ranmore - Dorking

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

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

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

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

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

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

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

Route 414: Dorking - Capel - Dorking

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

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

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

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

Other Vehicles

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

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

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

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

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

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

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

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

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

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

And Finally…

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

Watton

How times have changed….

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

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

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

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

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

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

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

Sarajevo Railway Station

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

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

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

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

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

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

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

History of the Sarajevo to Ploce Railway

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

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

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

Sarajevo to Konjic

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

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

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

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

Looping the Loop - 1

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

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

Looping the Loop - 2

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

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

Konjic to Mostar

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

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

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

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

Arrival in Mostar

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

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

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

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

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

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

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

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

Return Journey

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

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

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

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

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

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

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

Mostar to Sarajevo

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

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

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

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

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

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

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

Journey’s End

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

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

watton

Trains that pass in the late afternoon…

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

.

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

Bosnian Wanderings (Part 2): Sarajevo Buses

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

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

Buses & Minibuses - An overview

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

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

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

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

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

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

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

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

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

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

Route 27: Ilidza to Hrasnica (& back)

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

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

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

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

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

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

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

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

Route 18 : Drvenija to Pofalici (& back)

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

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

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

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

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

Minibus 56: Latin Bridge to Jarcedoli (& back)

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

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

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

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

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

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

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

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

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

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

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

Route 17

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

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

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

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

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

Route 41: Drvenija to Gornji Velesici (& back)

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

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

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

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

Route 31E: Vijecnica to Dobrinja

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

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

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

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

Watton

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

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

POSTSCRIPT…. LONDON BUSES IN SARAJEVO!

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

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

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