Go Cornwall Young Man!

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

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

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

Buses in Cornwall

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

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

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

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

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

Bus Rides in Cornwall

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

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

DAY 1

Route 2: Penzance - Helston

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

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

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

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

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

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

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

Route 3: Helston - Falmouth

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

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

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

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

Route 32: Falmouth - Truro

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

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

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

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

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

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

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

Route 36: Truro - St Keverne - Helston

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

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

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

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

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

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

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

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

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

Part Route 2: Helston - Penzance

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

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

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

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

Route 6: Penzance - Mousehole (& Back)

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

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

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

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

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

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

DAY 2

Route 4A: Penzance - St Just

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

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

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

Route 4: St Just - Penzance

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

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

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

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

Route 17: Penzance - St Ives - Penzance

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

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

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

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

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

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

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

Route 1: Penzance - Lands End

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

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

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

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

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

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

Route 1A: Lands End - Penzance

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

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

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

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

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

DAY 3

Route 18: Penzance - Truro

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

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

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

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

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

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

Route 22: Truro - St Austell

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

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

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

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

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

Journey’s End

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

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

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

Watton

And Finally….

Bus Shelter Cornish style!

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

Cornish Branches: The Long & The Short of it

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

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

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

Great Western Railway: Paddington to Par

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

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

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

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

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

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

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

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

Atlantic Coast Line: Par to Newquay

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

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

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

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

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

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

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

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

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

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

Atlantic Coast Line: Newquay to Par

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

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

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

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

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

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

Cornish Main Line: Par to St Erth

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

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

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

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

St Ives Bay Line: St Erth to St Ives

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

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

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

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

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

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

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

St Ives Bay Line: St Ives to St Erth

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

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

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

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

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

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

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

Cornish Main Line: St Erth - Penzance

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

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

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

Watton

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

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

Heritage Buses: Zeroing In On Essex

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

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

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

Personal History of the 339

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

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

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

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

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

Route 339: Epping - Shenfield

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

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

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

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

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

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

Route 339: Shenfield - Epping

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

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

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

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

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

Sister RT2150 is also preserved in this livery.

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

Zero2 Bus Museum

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

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

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

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

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

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

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

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

Route 721: Zero2 Bus Museum - Braintree

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

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

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

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

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

Route 721: Braintree - Zero2 Bus Museum

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

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

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

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

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

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

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

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

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

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

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

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

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

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

RTW Ride: Zero2 Bus Museum - Clare Microbrewery & Back

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The museum also has collections of ticket machines and bus blinds adjoining the repair shop.

Future Developments

The Zero2 Bus Museum is an interesting development for the bus enthusiast and the wider public which deserves to succeed. It was a pleasure to see the collection of preserved buses all together, which evoked many pleasant memories of past running days when I had ridden several of the vehicles.

During my visit, I was privileged to meet up with owner Peter Newman and have a chat over a coffee in the outside seating area. I asked whether it was possible to operate preserved buses on the connecting 721, to which it was explained that, as a registered service, it had to comply with current accessibility requirements, especially as there is no other parallel “normal” service bus. In addition, the wish was to make the museum site itself fully accessible for visitors. I also enquired about whether there would be future running days from the museum, in the style of the former Ensignbus events based on Lakeside. This is under consideration, but if it did go ahead, would likely be fairly limited due to the narrow entrance to the museum restricting the number of departures and arrivals that would be possible, plus the lack of suitable turning points in the local area. A case of wait and see I think!

For more information on the museum including dates/times of opening and prices, see the 721 timetable below and visit the website on

https://www.zero2busmuseum.com

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Timetable for the 721 showing operating days for 2026. This provides a useful connection for those arriving by rail, although car parking is available at the museum if required.

Despite the picture of RM25, low floor vehicles are normally used on the route.

A Bus in the Hand is worth Two in Shepherd’s Bush

This time, I take a bus trip from South London to Westminster and out to the inner western suburbs, on a mix of longer double deck and shorter single deck routes, catching up on some service changes from 2025 along the way.

One or two electrics per day appear on the 45 amid the majority hybrids. Transport UK BYD Enviro400EV no 3424 of Walworth (WL) Garage captured at Morden Station, although I travelled on the following bus which was a hybrid.

The 45 was amended in February 2025 to absorb the 118 between Brixton and Morden, being cut back at the other end from Elephant & Castle to Camberwell Green.

Route 45: Morden - Camberwell Green

Early in 2025, I travelled from Brixton to Morden for the last time on Route 118, before it was withdrawn in February of that year and replaced by an extended 45. On this latest journey, I arrived at Morden by Underground to sample the revised 45 over its comparatively recent extension. The changes in February 2025 saw the 45 diverted away from Clapham Park (replaced by the 59 over that section) and rerouted to absorb the entire 118 to Morden, although at the other end it was cut back from Elephant & Castle to Camberwell Green. With only the short Brixton Hill - Camberwell section in common with the “old” 45, the “new” route might have been better under the 118 number, as it is now follows that route entirely but with a short extension!

The GAL Enviro400s on the 118 have been replaced by Transport UK Enviro400 MMCs on the 45 out of Walworth (WL) Garage, although one or two electrics turn out in support each day, with an example departing as I arrived at Morden Station. However, I awaited the next working, formed of Enviro400 MMC no 2521. Boarding with a few others, our bus was in the hands of a new driver, who was being instructed by a “Driver Mentor”, with various potential hazards and the finer points of positioning at stops being pointed out as we progressed.

Nevertheless, a smooth ride and we made reasonable time, despite this being a busy journey with more and more passengers being picked up as we made our way along the route. A decent run past Morden Hall Park and through suburbia to Mitcham Tram Stop, then the Cricket Green, Lower Green and Upper Green, passing Three Kings Pond to skirt the edge of Mitcham Common. The “green” section of route then largely over, we made our way through the fringes of suburban Pollards Hill up to Streatham Common Station, before turning onto the main Streatham High Road for the straight run to Brixton.

Luckily, the main road was fairly quiet at this time of day just after the morning peak and we made good progress, passing the site of the old Streatham (AK) Garage and Streatham Station up towards Brixton Hill and the still operational Brixton (BN) Garage at Telford Avenue. To our right, another bus garage passed was the old Brixton Tram Shed, now used as an overflow for BN. Then, downhill past Brixton Prison into Brixton Town Centre, with a large exodus of passengers at the busy stop opposite the Victoria Line station. Hanging a right at Brixton Police Station, it was then a short hop via Loughborough Junction to our destination at Camberwell Green, just around the corner from the operational garage of Walworth. A lengthy 1h20m run, but virtually on schedule.

The 45 dates back to 1950, when it was introduced between Farringdon St and Battersea Garage via Elephant & Castle, Camberwell Green, Brixton and Stockwell, as a replacement for Tram 34, although it was extended the following year to South Kensington. The route featured in the Trolleybus replacement scheme too, when in 1961 it was extended from Farringdon St to King’s Cross and Hampstead Heath in place of Trolleybus 513/613.

The initially simple route gradually became more complex, with different destinations at each end on different days of the week, as was common with many longer routes at the time. In 1972, the King’s Cross - Hampstead Heath section was replaced by the 46, but in 1978 it gained a new northern extension to Archway Station via withdrawn Route 17, although the latter route was later reintroduced on M-S leaving the 45 over this section on Suns only.

In 1990, new route 45A (later renumbered 345) took over the Brixton - South Ken leg, the 45 becoming Brixton - KIng’s Cross. The southern terminus moved first to Streatham Hill Telford Avenue and then to Atkins Road, which was later redesignated “Clapham Park” by TfL. The route then settled down until 2019, when it was cut back from King’s Cross to Elephant & Castle, being partially replaced by changes to the 40. This continued until the latest alterations in 2025 mentioned at the start of this section.

The 45 was one of the few to operate all three main variants of the RT (standard RT, RTL & RTW) at different times in the 1950s/60s. RM conversion came in 1966, interspersed with short periods of crew DM operation in the mid 70s. OPO came in 1985 with Titans, replaced by NV Olympians in 1998. Low floor conversion came in 2000 with AVL types, although PVLs later became the principal allocation, with appearances by EVL, WVL and E types thrown in for good measure.

The route’s long association with Camberwell (Q) Garage came to an end in 2017, when the 45 passed from Go Ahead to Abellio, moving across the road to Walworth (WL), where it had once been an inmate much earlier in its career. Enviro400 MMCs have been the principal type since, with Abellio selling out to Transport UK in 2021.

Transport UK Enviro400H MMC no 2521 of Walworth (WL) Garage on the 45 at Camberwell Green after my ride on it from Morden Station.

This type is the main allocation on the route and despite the apparent countrified setting this is in the middle of built-up Inner London!

Route 148: Camberwell Green - White City

At Camberwell Green, my intention was to transfer to the 148 up through Westminster out to White City. However, having just missed one, LVF was showing a significant gap in service, with 3 late-running southbound buses turned short at Elephant & Castle, on a 12 min interval service. The good news was that whatever had caused the delay earlier seemed to have ended, as the following buses were more or less on time and running through.

Eventually, First London New Routemaster LT86 of Shepherd’s Bush (S) Garage arrived at Camberwell Green only a few minutes late and, after a 10 min break, formed the next departure after a service gap of over 45 mins. Interestingly, a fair number of passengers appeared to have been waiting specifically for the 148, being longer distance travellers from Camberwell to Victoria, Marble Arch and Notting Hill. A reasonable trip, making our way along the busy Walworth Road with people on and off at most stops serving the shopping area along much of this section. Elephant & Castle was busy with traffic, but we were soon continuing on via Lambeth North and close to Waterloo Station before arriving at Westminster Bridge, which was thronged with tourists taking selfies in front of the Houses of Parliament and its clock tower often wrongly called Big Ben, actually the name of the Great Bell inside the Great Clock of Westminster.

Across Parliament Square and past the grand edifice of Westminster Abbey, before a bit of a slog along Victoria Street to Victoria Station - traffic light phasing needs sorting out here, as there tend to be delays for most of the day on this section. Further exchanges of clientele as we made our way up to Hyde Park Corner along the back of Buckingham Palace grounds, then into Park Lane, where the narrow lanes were causing a slight delay northbound. Once into the Bus Lane, a smooth run beside Hyde Park up to Marble Arch, where we turned left into Bayswater Road, passing along the northern edge of the park past Lancaster Gate and Queensway Stations to Notting Hill Gate.

A quieter run in terms of passengers from here on and we made good speed down to Holland Park and onwards to Shepherd’s Bush Green, where everyone apart from me alighted. Just me and the driver into Wood Lane up to the final stop opposite White City Bus Station, which we reached 1h20m after leaving Camberwell Green, a good run.

The 148 number is one I originally associated with East London, as an RT route between Leytonstone & Dagenham in the 1970s. Converted to OPO with DMS in 1977, it was later converted to T and then to DA single deck before withdrawal in 1993.

The number was reused in 2002 for a new route skirting Central London between Camberwell Green and Shepherd’s Bush in advance of the forthcoming Congestion Change Scheme, one of a number of similar routes introduced at this time to encourage greater use of public transport. The route has remained the same since apart from a short extension at the western end to White City in 2008 to serve the Westfield Shopping Centre.

Always operated out of Shepherd’s Bush Garage by London United (and its successor First Bus), principal types have been in turn TA, SP and LT classes, although other double deck types based at S have appeared at times. When I travelled, a couple of BCE electrics were out in support of the LTs.

New Routemaster LT86 on the 148 stand at Camberwell Green before I rode the bus to White City.

Whilst the vehicle has no logos on this side, it is operated by First Bus from Shepherd’s Bush (S) Garage.

Tube: White City - North Acton

From White City, I hopped on the Central Line a couple of stops to North Acton, for the second part of my journey sampling a couple of single deck local bus routes.

The 218 began in 2019, operated by Tower Transit from Westbourne Park (X) Garage with Enviro200s. DML44187 is seen at North Acton Station in December of that year.

The Tower Transit logos were always quite small and can barely be distinguished on single deckers. Operations at X were sold to the RATP Group in 2023.

Route 218: North Acton - Hammersmith

The 218 terminus is just outside North Acton Station and, since I last rode it, has passed from Tower Transit via the RATP Group to First Bus London. Also, it has been converted from diesel to electric using Wright GB Kite Electroliners. After a few minutes wait, sparking new WKE37111 of Westbourne Park (X) Garage hummed gently onto the stand. Following the short layover, I boarded, the only other passenger being a wheelchair user. The smart modern interior included yet another variation of information screen, which although showing the correct destination and next stop details, unusually displayed the time in am/pm format rather than 24 hour clock - it looked a little odd to see the time as 01.39 rather than 13.39, my initial thought being that I had been transported to the early hours of the morning!

Then we were off, turning into Wales Farm Road and across the A40 Western Avenue at Gypsy Corner, into Horn Lane and then into the suburban section at Noel Road, with the loop around North Acton Playing Fields. It was only then that we began to pick up more passengers, with a large crowd waiting at West Acton Station. Then it was down to the Uxbridge Road, swinging left to Acton Market Place, where many left us.

There followed a straight run past Acton Park to Acton Vale, passing the former Trolleybus terminus at Bromyard Avenue, where journeys on the 607, 655 & 666 used to turn in front of the prominent 6 storey Ministry of Pensions building built in the 1920s. Today, Bromyard House, as it is known, is a gated residential apartment block, the adjacent bus stand now used mainly by the 306 plus occasional short-workings on other routes.

We continued right into Askew Road, following this down to Goldhawk Road and straight across into Padenswick Road, passing Ravenscourt Park on our right. At the station of that name, we entered the one-way system on the western approach to the terminus at Hammersmith. After dropping most of our clients at the H&C Station, we made our way into the top level of the Bus Station, where our 40 min run was at an end.

The 218 is a number I still associate in my mind with the previous incarnation, which ran between Kingston & Staines via Esher, Walton-On-Thames, Shepperton and Laleham. Famously one of the last two routes to operate red RFs, it received LS Leyland Nationals in 1979, which lasted until 1986 when the route was transferred to London Country South West and became a Surrey County Council operation rather than a London one. The number changed and eventually the route disappeared in its original format.

The 218 number resurfaced in 2019 for a new route between North Acton and Hammersmith, replacing the 440 between North Acton & Acton and the 266 between Acton & Hammersmith. Originally operated by Tower Transit, it has passed through the subsequent ownerships of London Transit and London United under the RATP Group, before First Bus took over in late 2024. Originally operated with DML and then DE class Enviro200s, the WKE electrics have taken over in recent months.

First Bus acquired the operations at Westbourne Park (X) Garage from RATP Group in December 2024. In recent months, new Wright GB Kite Electroliners have entered service on the 218, like WKE37111 seen at North Acton Station before my journey aboard to Hammersmith.

In addition to the 218 at Westbourne Park, examples have also converted the 33 and part of the 371 at Fulwell Garage.

Route 72: Hammersmith Bridge - East Acton

From Hammersmith Bus Station, I took a short walk across the road and under Hammersmith Flyover to the north side of Hammersmith Bridge. Since this was closed to traffic in 2019, longstanding route 72 has terminated here, becoming a short route up to East Acton. However, service changes in late 2025 saw the 283 (which ran between Hammersmith & East Acton via a different route) withdrawn and the 72 diverted via the former 283 roads to compensate. In effect, the 72 is now the former 283 renumbered, with a short extension from Hammersmith Bus Station to Hammersmith Bridge Road!

When I arrived, there were a trio of Enviro200 MMCs on the stand, but the first pick up stop (officially) is on the other side of Hammersmith Bridge Road, a few yards away. I missed the first departure, but caught the second one 10 mins later, which was First London DLE30318 of Shepherd’s Bush (S) Garage. Surprisingly, there were a few passengers already aboard, who had presumably been allowed on unofficially at the stand - I’m not sure whether this is a normal occurrence? Annoyingly, there is then a double run around the one-way system to serve the Bus Station, meaning we were stuck in the habitual slow moving traffic at the northern end of the gyratory twice, before finally entering Shepherd’s Bush Road.

A slow run up to Brook Green, before the flow improved, although it was a gentle amble up to Shepherd’s Bush Green, stopping once again outside the famous Shepherd’s Bush Empire, now a music venue but built in 1903 as a music hall and from 1953-93 as the BBC Television Theatre, which I remember visiting to watch the recording of programmes such as “Crackerjack!” and “The Generation Game” many moons ago! We then deviated from the traditional 72 route, which ran direct up Wood Lane past the BBC Television Centre, instead turning left onto Uxbridge Road past Shepherd’s Bush Market. Lots of locals joining us here for the short ride into the White City Estate on the former 283 section of route.

The circuitous routeing through the estate is a little odd and can be seen from the accompanying diagram below. At one point, in the middle of Bloemfontein Road, a southbound stop is served by 72s in both directions, a source of potential confusion for the unwary. We then looped around past Queens Park Rangers Football Ground, back to Wood Lane north of White City. Then up Scrubs Lane under the Westway Viaduct, before turning left into Du Cane Road, named after Sir Edmund Frederick Du Cane, a prominent Victorian British Army Officer, who oversaw prison development in the 19th Century, including Wormwood Scrubs Prison which is on the road bearing his name. Next to the prison is Hammersmith Hospital, outside of which temporary lights were controlling single lane traffic and caused a few minutes delay. Eventually, we were through and continued to East Acton Station, before running up to the terminus at Brunel Road. An overlong 55 min journey on this comparatively short local route.

The 72 has been running in West London for many decades, in the 1950s it ran from East Acton via Hammersmith, Barnes, Roehampton, Kingston Vale and Tolworth to Esher with RTL and later RT crew operation. It later gained a M-F peaks extension at the northern end to/from Park Royal Stadium and at the other end to Hampton Court (with school journeys to Hampton Grammar School). The Park Royal extension was later replaced by a shorter one in M-F peaks from Du Cane Road to Brunel Road in East Acton. In 1973, the route began to retreat at the southern end, being cut back to Tolworth, although a Suns extension to Chessington Zoo was added. RM conversion came fairly late, in 1975, with OPO using DMS following in 1981.

A M-S shopping hours extension to Kingston came in 1983, together with a part Leyland National allocation, giving an unusual mixed double/single deck (DMS/LS) operation, although the DMS types were soon replaced with Ms. The Kingston extension (and the LS share) was withdrawn after only a short time in 1984. The section south of Roehampton to Tolworth came off in 1991, when the 265 took over this leg. The following year saw the 72 converted to DR Dart single deckers.

Low floor operation with DPS Darts occurred in 1999, until these began to be replaced by DE Enviro200s from 2009, although some older DPS types remained for a few more years. The route was dramatically cut back from Roehampton to Hammersmith in 2019 after closure of the bridge as mentioned earlier.

After many years associated with the old Riverside (R) Garage, the main allocation has been at Shepherd’s Bush (S) since 1981, except for a short term Norbiton (NB) share in the 80s and a brief period from Wood Lane (B) Outstation in the 90s, passing from London Buses to London United through its various ownerships to First Bus today.

Interestingly, the 72A suffix number has been used three times over the history of the route:

• Hammersmith Brook Green - Roehampton, 1937-38, Daily with ST & STL operation, via a different route from the 72 in the Roehampton area, until the main 72 was revised to compensate.

• North Wembley Preston Road / East Acton - Chessington Zoo, 1946-50, Summer Sats & Suns only with G, STL then RT type. Then replaced by the main 72 again.

• East Acton - Tolworth, 1959-66, Suns only with RTL then RT operation. The main 72 on M-S ran via Westway back then, the 72A on Suns ran via Du Cane Road, hence the need for the suffix. In 1966, the whole daily service was altered to run via Du Cane Road under the plain 72 number.

First Bus Enviro200 MMC DLE30319 of Shepherd’s Bush (S) Garage on the Hammersmith Bridge stand of the 72. Later, I rode this bus from East Acton back to Shepherd’s Bush.

The bus is seen beneath the Hammersmith Flyover near the north side of the bridge.

The 72 was altered in December 2025 to essentially replace the 283, being diverted via White City Estate instead of its former route direct along Wood Lane.

The map shows the different northbound and southbound routeings through the estate including the short section of Bloemfontein Road where buses in both directions operate southbound.

Part Route 72: East Acton - Shepherd’s Bush

To finish, I returned part way along the 72 back to Shepherd’s Bush, this time on fellow Enviro200 MMC DLE 30319. A bit quicker on this trip, with the route this time through the White City Estate being westbound via Westway then southbound along the whole length of Bloemfontein Road to the Uxbridge Road. This area was used by the BBC TV “Monty Python” team in the 1970s to film various outdoor shots for some of their famous sketches, including the “Ministry of Silly Walks”, which began with John Cleese leaving a newsagent’s shop at the junction of Thorpebank Road and Dunraven Road nearby.

I alighted a little further on at Shepherd’s Bush Green after a 25 min trip and walked (normally!) to the nearby Central Line station for the journey home.

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“And Finally”… The 72 was one of the last TfL routes to host Plaxton Pointer Darts. Here is London United DPS30673 of Shepherd’s Bush (S) Garage on the East Acton Brunel Road stand in May 2019.

This was just after the route had been cut back from Roehampton to Hammersmith after the closure of Hammersmith Bridge.

40 Years of Riding Roundabout

2026 marks the 40th Anniversary of the “Roundabout” network in the Orpington area. On this celebration journey, I travel on the modern version of some of the original routes, taking a somewhat roundabout route to get there!

My rides began at Eltham Station. On a previous visit here in Summer 2000, I came across Go Ahead London’s Enviro200 no 181 of Orpington (MB), the operational garage of the 162 at the time.

The maximum 11 passengers notice on the door reflects the restrictions that were in place during the Covid period.

Route 162: Eltham - Beckenham Junction

By Southeastern train to Eltham in South East London, where I began my bus rides for the day. My first route was the 162, which has recently been transferred by Go Ahead London from its previous home at Orpington (MB) to the new Sydenham (SM) Garage. It is also due to be electrified with new Enviro 100 EVs, so a last chance for me to sample the existing diesels. As I arrived, Enviro200 no 158 roared up to the first pick up stop and I jumped aboard with a few others.

Unfortunately, all was not well, as soon after traversing Eltham High Street, we turned into Avery Hill Road, which was blocked by roadworks. A diversion was in operation, but either the driver had not been briefed or had forgotten and, after phoning the depot for instructions, we executed a three point turn and returned to Bexley Road. The long diversion route was signposted and we had to follow the 132 to Blackfen, then the 51 via Wellington Avenue, The Oval and Willersley Avenue, then the 286 along Halfway Street to emerge further down Avery Hill Road. Whilst this ensured that only one stop was missed, it added a good 10 mins or more to the journey time. Surely a better diversion would have been direct to New Eltham along Footscray Road, which would have missed a few more stops, but at least these are covered by the 132 and B13. As a result, gaps and short turns were evident in the service, even fairly early on a Saturday morning with minimal traffic.

Once back on route, we progressed at a fair lick as there were few passengers to pick up and free flowing traffic. From New Eltham, we were soon across the Fiveways junction and on to the suburban stretch through the Edgebury area to Chislehurst. At Chislehurst Common, we traversed the leafy stretch past Chislehurst Caves, which are now a tourist attraction but were made by human hands and have been inhabited for centuries. In WW2, they were used as a vast underground shelter, equipped with electricity and water, complete with church, cinema and canteen.

On this section, we caught up with another 162, which was actually the following departure that had not made the same mistake as us and we ran virtually in tandem through Bickley into Bromley Town Centre. However, the other bus then drew ahead, which was to shortly to produce a problem. In Westmoreland Road, the driver received an instruction to curtail at Park Langley, which he informed to the three passengers by then on board. However, the second bus, just a couple of minutes ahead, was not held to transfer us and we were unceremoniously dumped in the middle of nowhere, although the driver apologised profusely.

LVF showed the next bus 25-30 mins behind, on this supposedly 15 min interval service. When it eventually arrived, it too was curtailed at Park Langley and deposited a crowd of angry passengers. One lady was upset as her young daughter was in tears at missing her dance class in Beckenham due to the delay. Others had appointments that they would be late for and train connections at Beckenham Junction that would be missed. Such is the human cost of curtailing buses that the Controllers in front of their screens don’t see.

The next bus was 8 mins behind and the assembled crowd thankfully boarded fleet no 180 after ascertaining from the driver that she was definitely going to Beckenham Junction. A couple of stops further on, at The Chinese Garage, there is a freehold section into Beckenham, with passengers boarding again berating the driver for the long wait which had disrupted their travel plans. We finally arrived at Beckenham Junction a massive 2 hours after I had left Eltham, some 50 mins later than I should have done. A poor show from GAL, which could have handled the situation much better in my view.

This version of the 162 is the third use of the number in London, the previous versions being a route between Staines & Stanwell which operated between 1948-56 using ST and then RT types until taken over by a rerouted 203, then the more well known East London version between Stratford & Little Heath (later amended to Wanstead & Barking / Mayesbrook Park), which ran between 1960-93. This began as crew operated with RT/RM but upon OPO conversion in 1971 used SMS, DMS and T classes in turn.

Today’s 162 dates from 1994, initially operated by Kentish Bus with Darts and running between Beckenham Junction and Petts Wood, replacing parts of the 126, 161 and 161A. In 1997, it transferred to Selkent with Titans and Olympians, but in 2001 was replaced over the Chislehurst - Petts Wood section by the 273, receiving instead an extension to Eltham. Low floor Darts first appeared at this time. Arriva had a 5 year term, also with Darts, between 2006-11, before present operator GAL took over with Enviro200s.

Back to the present day and here is GAL Enviro200 no 180 at the other end of the 162 on stand at Beckenham Junction Station after my short ride on it following the previous bus being turned short.

The route is now operated out of the new Sydenham (SM) base and is due to be converted to electrics in the near future.

Part Route 227: Beckenham Junction - Bromley North

Fortunately, after walking around the corner from Beckenham Junction, my next bus, a 227 back to Bromley the direct way, appeared just as I arrived. WS122, another GAL bus from Sydenham Garage, was already full and standing and several of us squeezed aboard.

Only 15 mins to Bromley North on this trip, for which even our long single decker was inadequate for the load, although double deckers cannot operate due to the low bridge on this section at Shortlands Station, with no obvious alternative route. A frequency increase is definitely needed.

GAL Wright StreetLite WS122 of Sydenham (SM) Garage at Bromley North Station after my short journey aboard from Beckenham.

The 227 is a very busy route that could do with double deckers but is restricted to single deck due to the low bridge at Shortlands. Even these very long buses struggle with the loads at peak times.

Route 269: Bromley North - Bexleyheath

At Bromley North, it was time for my sole double deck ride of the day, on the 269 to Bexleyheath. This was taken over by GAL in early 2025 and I had ridden it in the other direction back then aboard a WVL diesel. However, since then, the intended electrics have entered service at BX Garage and I had only a few minutes wait before Wright StreetDeck Electroliner DEL118 drew up to the first stop. My first ride aboard the class from this garage.

For a change, the interior info screens were working correctly and displayed the correct next stop and destination details. A smooth ride on this modern bus with the usual new vehicle features. After leaving Bromley Town Centre, we made our way back through Bickley to Chislehurst, although there was a slow moving traffic queue up to Chislehurst Common, many apparently taking advantage of the good sunny weather to visit this attraction.

Once over the lights at Chislehurst War Memorial, we sped up and had a clear run through to Queen Mary’s Hospital. Temporary lights and single lane working between here and Sidcup High Street didn’t delay us on this trip too much and soon we were descending the hill to Sidcup Station. A reasonable run on the suburban stretch from here towards Bexley, for much of which we were following an Arriva T on the 229. Then the final section up to Bexleyheath Town Centre, depositing all of our load at the Library, leaving just me and the driver to travel the last couple of stops to the terminus at Friswell Place. Despite the earlier delays, we managed to complete the trip in 55 mins, which wasn’t too bad.

I covered the history of the present 269 in my previous article “Repurposed Deckers in Bexleyheath & Bromley”dated 20 Feb 2025, which should be referred to for that story, so this time a reminder of the two previous uses of the number in London:

Firstly, for a route between Enfield & Tottenham Court Road, which replaced Trolleybus 629 in 1961. RM operated, it lasted until 1968, when it was superseded by an extended 123 and Flat Fare Route W4. The number resurfaced in 1973 for a service replacing the northern end of the 69 between Chingford & Leyton Downsell Road, also RM, which was short-lived and was replaced by the 69 again in 1976.

The present 269 had a 269A variant, which I missed last time, running between Bexleyheath & Woolwich, with a M-F Peaks extension to Charlton. This differed from the 269 by running via Crabtree Manor Way, Yarnton Way and Eynsham Drive in Thamesmead, rather than direct via Abbey Road and Abbey Wood. Introduced in 1984 with Titans, later replaced with L class Olympians, it lasted only until 1988 when much of it was replaced by the 401.

GAL’s new Wright StreetDeck Electroliner DEL118 of Bexleyheath (BX) Garage is at Friswell Place on the 269 after my ride aboard from Bromley North.

Note the sunroof on the top deck and the nearside tree defender bar. The 99, 269 & 401 were taken on by GAL in 2025, initially using E, EH, WVL & WVN types until the DELs were delivered.

Route B14: Bexleyheath - Orpington

Lunch time and a brief break before my next ride on Route B14. Since I last rode it some years ago, it has been rerouted in Bexleyheath to depart from the Library rather the Clock Tower and diverted at the other end to absorb the former R6 between St Mary Cray and Orpington. Also, the previous Enviro200 MMCs have largely been replaced by new Enviro100 EVs, which I was keen to ride as my first experience of this new class.

LVF showed one diesel still on the route, but I awaited the next electric, fleet no 46051 of Stagecoach’s Bromley (TB) Garage. Boarding the bus, which was “singing its song” as a safety feature on these quiet vehicles, my first impression was of a small and fairly cramped interior, although with the expected high back seating, USB ports and modern info screens. The seats had TfL moquette rather than Stagecoach’s own which was a slight surprise. There are 3 steps at the back up to the high seating area, with an extended low floor section at the front - the middle medium height seats usual on most single deckers missing on this model. The nearside screen which faces forwards so that the wheelchair user can see it blocks the forward view from anyone sitting rear of it on that side and also prevents a clear sightline of the next stop screen in the top front bulkhead, a design flaw in my opinion.

Nevertheless, a smooth ride as we left Bexleyheath with just half a dozen on board and we were soon bowling through Crook Log up to the Danson Underpass. The route to Orpington is a fairly meandering one and after continuing through the Blendon area, we entered the loop to serve Albany Park, which is very narrow and necessitated waiting for vehicles coming the other way past parked cars. Roadworks meant we circled the roundabout at Albany Park Shops and returned along the reverse of our outward route, rather than continuing around the loop via Albany Park Station.

Back on Bexley Lane, we navigated the back streets through to Sidcup, emerging in the High Street and continuing to St Mary’s Hospital. After circling the grounds, we resumed progress on the brief fast section along the Sidcup By-Pass. Into Sevenoaks Way at Crittall’s Corner, before turning into Midfield Way and entering another loop through St Paul’s Cray to St Mary Cray Station. It was only on this section that we became busy, but those on board bound for Orpington then had to contend with the new section taken over from the R6 in the Sandway Drive and Burrfield Drive area.

Finally, we were onto the narrow St Mary Cray High Street, with its village atmosphere, followed by a swift run along Lower Road to the junction with Court Road. Crossing the lights without delay, we were into Orpington High Street, where most of our clientele left. Just a handful of us continued up the hill to Orpington Station, where I alighted after the 1h15m run. On time, but a very convoluted route it has to be said! I suspect that the fairly measly 30 min frequency is prone to delays at peak times, a downside of long services like this with several functions to fulfill.

This B14 is the second use of the number, the first being a short-lived minibus route which ran for just a few months in 1988 between Bexleyheath and Erith, before being replaced by a revised B13.

The number returned in 1999 for a new route between Bexleyheath, Albany Park and Queen Mary’s Hospital, operated by Crystals with Mercedes Vario midibuses. It was extended to Orpington in 2001, with Optare Solos taking over. The contract was novated to Tellings Golden Miller in 2003 with the same buses, but Metrobus was the new operator from 2005 using Solos and Darts. This period saw minor rerouteings in the Albany Park and Crittalls Corner area, with Enviro200s replacing Darts in the 2010s.

After a couple of years in which the route moved within GAL from Metrobus to London Central from BX Garage using SEN class Enviro200 MMCs, the contract was gained by Stagecoach in 2018 with their Enviro200 MMCs. The rerouteing in St Mary Cray to replace the R6 came in March 2025.

A nearside view of Stagecoach Enviro100 EV no 46054 of Bromley (TB) Garage seen parked up between duties on the B14 at Orpington Bus Station. I travelled on sister vehicle 46051 which left out of service when I arrived here.

These electric vehicles recently replaced diesel Enviro200 MMCs on the route although one or two of the latter still appear each day.

Part Route R1: Orpington - Pauls Cray Hill

For the grand finale of my trip, I intended to ride a couple of “R” routes in the Orpington area to celebrate the 40th Anniversary this year of the introduction of the original “Roundabout” minibus network in 1986, which was a completely revolutionary concept at the time in terms of bus operation in London and spawned similar networks around the capital. The idea was to penetrate areas previously remote from existing routes or where narrow roads prevented traditional “big” bus services from operating. Many of the innovative routes introduced in the late 80s/early 90s in this way still form part of the TfL network today, although now with larger vehicles than the pioneer minis.

I began at the beginning with the R1, the first of the routes included in the initial launch of Roundabout. Back in 1986, I had ridden on the then new Iveco RH minibuses on the route, so it was fitting that this time I also had a new bus, as the route is in process of conversion to Enviro100 EV single deckers. I had GAL’s SEO29 of Orpington (MB) Garage, which I duly boarded at Orpington Station on its next trip to St Paul’s Cray / Pauls Cray Hill, depending on which description of the destination you prefer! The interior was very similar to the Stagecoach example on which I had just arrived on the B14, although this one had blue GAL moquette, rather than the TfL type.

A gentle run down to the High Street, before turning onto Cray Avenue and the straight run past the Nugent Retail Park to the railway bridge, where we hung a left up to St Mary Cray Station. The R1 then describes a long loop around the estate roads via Leesons Hill, St Paul’s Wood Hill and Mickleham Road to Chipperfield Road, almost a complete circle. Then into Midfield Way, before turning into Grovelands Road and the terminal loop. We arrived at the terminus by Grovelands Shops after a 30 min run, which had been quite busy.

The offside view of the new Enviro100 EV is demonstrated by one of GAL’s examples (SEO29) of Orpington (MB) Garage on the R1 at the Pauls Cray Hill terminus during my rides on it.

47 of these buses are on order so far and have been entering service at Camberwell, Orpington and Sydenham Garages. Those at MB are for the 233, R1, R3, R4 & R8.

Route R1: Pauls Cray Hill - Green St Green

After the layover, I reboarded SEO29 for the return trip, this time travelling through to the other end of the route at Green St Green. The first section back to Orpington was basically the reverse of the outward trip described earlier, with all its convolutions. After traversing the High Street and the double run to the Station, we continued direct along Tower Road, crossing Sevenoaks Road into Repton Road, serving the suburban housing area towards Chelsfield. Sweeping around to Chelsfield Station and adjacent shops, most of our passengers departed on the section down to Farnborough Hill. At the stop prior to the last one in the High St, we paused for a driver change, which seemed quite absurd - this may be the nearest stop to MB Garage, but surely better to change over on the stand a few hundred yards away? I alighted at the final stop after a 45 min run.

Incidentally, the repetition in the name “Green St Green” is because the name originates from a place known as “La Grenestrete” in the 13th Century, which meant a green or grassy hamlet, with the second “Green” later added to refer to the village green!

The R1 began in June 1986 as one of the new minibus routes operated by the Orpington Buses Ltd subsidiary of London Buses, trading as “Roundabout”. It was initially operated by Iveco “RH” and Optare “OV” minis in a smart maroon and grey livery. The original route was from Bromley Common to Sidcup QM Hospital, with a branch to St Paul’s Cray Grovelands. On M-S daytimes it ran in two sections: Bromley Common - St Paul’s Cray and Green St Green - QM Hospital.

In 1987, certain journeys on M-S daytimes and Sun PM were diverted via Orpington Hospital and were numbered R11 to distinguish them, although initially at least, the R1 & R11 operated under a joint schedule. The folllowing year saw journeys on both routes diverted via Foots Cray Tesco during shop opening hours. Meanwhile, the original minis had become too small for the number of passengers now using the routes and they were replaced by longer MRLs in 1988 and then by DT Darts in 1990, although the introduction of the latter coincided with a return to plain red livery.

In 1995, First Centrewest took on the route and the “Roundabout” name was replaced by “Orpington Buses” on the DP Darts now used. Also at this time, the R1 became Bromley Common - St Paul’s Cray only, the R11 taking the Green St Green - QM Hospital leg, with joint operation on the two routes ceasing. Further adjustments came in 2001 to the R1, which was rerouted in the St Paul’s Cray area and later in the year was withdrawn betwen Bromley Common and Green St Green, together with a diversion via Chelsfield between the latter and Orpington. Low floor DMS Dart Marshalls replaced the previous high floor Darts.

In 2007, the R1 & R11 moved from First to Metrobus using existing Dart types, although these were later replaced with Enviro200s. By now part of Go Ahead, the R1 was rerouted via Tower Road between Orpington Station and Sevenoaks Road in 2017, whilst in the same year the double run to Foots Cray Tesco on the R11 ceased. A new contract in 2024 saw the R1 specified with Enviro100 EVs which began to enter service in 2025, whilst the R11 is due Volvo BZL EVs during 2026.

New Volvo BZL EV buses are on order for the R11 but, in the meantime, existing Enviro200s continue, such as SEN27 of MB Garage, seen at Queen Mary’s Hospital Sidcup after my trip from Green Street Green.

This is one of the examples which began life with First and retains the purple and grey interior of that operator.

Route R11: Green St Green - Sidcup Queen Mary’s Hospital

Crossing the High St outside “The Queen’s Head” pub, it was time for my final full route of the day, the R11 to QM Hospital. This is a derivative of the original R1 as noted in the above section of this article. New electric buses are expected on this service too but, unlike the R1, they had yet to enter service at the time of my visit. Meantime, a motley collection of SE and SEN class Enviro200s formed the allocation.

Next off the blocks was SEN27, its origins with First London being evident when I boarded with its light blue, purple and grey interior scheme. A somewhat tired bus, but still giving good service. After one stop, at Glentrammon Road, another driver change by the garage which although fairly swift could have taken place on the stand to save time. Proceeding direct along Sevenoaks Road, we dived off to serve the double run to Orpington Hospital, picking up one passenger there. Then back to the main road and on to Orpington War Memorial. Mercifully, no double run to the station on this route and we continued direct into the High Street.

From this point we ran over the same route as the R1 via Sevenoaks Way to St Mary Cray Station, before taking a slightly more direct route through St Paul’s Cray to Midfield Way and back to Sevenoaks Way. Straight across the roundabout at Crittall’s Corner and up to Foots Cray, near to the site of Sidcup (SP) Garage, closed in 1988, before ascending Sidcup Hill to the High Street, where all the other passengers alighted. I continued with the driver to the terminus at Queen Mary’s Hospital, although he had to reverse onto the 229 stand as another R11 and a 229 were on the R11 stand! Just over 40 mins trip time.

Part Route 321: Sidcup - Eltham

From QM Hospital, I walked back to the High Street, where I was just in time to board Go Ahead London EBD8 of New Cross (NX) Garage on the 321 for the short 15 min journey back to Eltham where I alighted. Then a quick sprint down to the station to reunite with Southeastern Trains for the journey home.

Watton

And Finally… How it all began. The Roundabout minibus network was the first of a number in London, starting in 1986. Here is one of the Iveco RH minibuses which began the service, seen at Bromley Common on the R1 in the following year.

In a nice touch, the original minis were all named after birds, RH10 here being “Wren”. The distinctive and attractive maroon and grey livery was later replaced by plain red.

Caught in Hampton

On this bus adventure, I begin in Staines-on-Thames, making my way along the river to Hampton Court & Kingston, then to Heathrow & Hounslow covering a few “H” routes, before returning to my start point.

Staines Bus Station was where I began my rides, where we see First Bus London Enviro200 MMC DLE 30242 of Fulwell (FW) Garage on the 216.

I travelled on a similar example of the class which formed the following working.

Route 216: Staines - Kingston

I began bright and early on a Saturday morning at a sunny Staines Bus Station, close to the River Thames, which I was to meet up with again later on my first route of the day, the 216 to Kingston. This is currently operated by First Bus London using mainly DLE class Enviro200 MMC types from Fulwell (FW) Garage. After grabbing a fortifying coffee, I boarded the next working formed of DLE30321 with a couple of other passengers. Soon we were on our way out of town, passing the site of the long gone Staines (ST) Garage of LT Country Buses and its successors which closed in 1996 and now replaced by an office block.

A straight run over London Road between Staines Reservoirs and Ashford Park, before turning right down to Ashford Town Centre, picking up more along the way. From here, we continued via suburban Feltham Hill Road and Chertsey Road to Ashford Common, before swinging left into Staines Road West. A double run off the main road to serve Sunbury Tesco, where we had a brief pause to await scheduled departure time. Then on to Sunbury Cross and down to Sunbury Village, where we met up with the Thames again, turning left to follow the river for a while. Then a small deviation past the reservoirs in Staines Road East to Hampton, negotiating the dog-leg to serve the station, with a short hiatus whilst we sat in a queue waiting for the level crossing gates to open.

We set off from Hampton Station in hot pursuit of a 111, which runs in parallel with the 216 from here to Kingston. Soon we were back beside the river again, which was busy with small boats, following the pleasant stretch between Hampton and Hampton Court. As it was a nice day, traffic was busy on the approach to Hampton Court Roundabout, but soon we were skirting the palace grounds and whizzing through the green stretch between Bushy Park and Hampton Court Park, a section which used to be treated as a bit of a racetrack back in the days of Trolleybuses, which lasted until the last day of operation in 1962 in this part of London.

After crossing the river over Kingston Bridge, we deposited most of our load in the town, before terminating at Cromwell Road Bus Station after a 1h10m run.

‍The 216 number has operated over the Staines - Kingston corridor since 1934, when the former service 198 was renumbered. Following withdrawal of the pre-war types, the route was TD operated from 1949 until 1959, when RFs took over. These were crew operated until 1964 when OMO (as it was then called) was introduced. Replacement with BLs came in 1976, although these were superseded by larger LS Leyland Nationals in 1982, at which point the Staines terminus was cut back from Bridge Street (standing at the old Staines West Station) to Staines Bus Station.

An extension was introduced from Kingston to Tolworth Broadway to 1983 to replace part of the 211, although it was cut back again to Kingston in 1987 when the K2 took over this leg. At the other end of the route, there was an extension to Thorpe Park between 1985 and 2002, which ran on Summer Suns only in some years and daily in Summer in others, although the Sunday service came off completely beween deregulation in 1986 and 1988 when it was reinstated, initially with midis but later reverting to full size single deckers. Interestingly, the route left the London network between 1986 and 2002, becoming a commercial service over this period.

From 1991, the service was operated by Westlink, with the LS types replaced by DWL long Darts in 2000 plus some appearances by DRLs. 2002 saw a short term contract awarded to Tellings Golden Miller (TGM Buses) using Excels, but London United took over in 2003 with mainly DPS Darts. These were succeeded in 2015 by DE Enviro200s and later by the MMC versions of the DLE class. First Bus acquired RATP, then owners of London United, in 2025.

Whilst mostly associated with single deckers, the route has seen occasional double deck operation over the years, with Ms appearing on the Kingston - Tolworth section in the 1980s, for example, and SPs over the whole route in the mid 2010s.

The 111 from Kingston to Heathrow was converted to low floor double deckers in 2000. This leaflet was produced to advertise the change and included a timetable & map.

The bus featured is one of the Volvo Alexander ALX400 “VA” types which London United operated on the route.

Route 111: Kingston - Heathrow Central

The revamped Cromwell Road Bus Station in Kingston seems hardly any different from the old one in terms of facilities or ambience, so I was wondering what all the time, effort and money had been for! There were two buses on stand beside each other for the 111, which was to be my next route, prompting two queues to form. However, I saw from LVF that Wright StreetDeck Electroliner no 3030 from Transport UK’s half of Fulwell Garage (coded TF) was due to leave first and indeed the driver soon appeared and opened the doors, so I was first aboard. A decent modern electric bus with the usual interior features now expected, although an odd quirk was that although the next stop and destination announcements were correct, the display screen showed “111 to Kingston” rather than “111 to Heathrow Central”, although this magically changed to the correct display part way through the journey. For some reason, inaccurate displays are not uncommon on newer TfL buses, whereas the older “i-bus” screens seem generally more reliable.

It was a slow departure from Kingston as we negotiated the multiple sets of traffic lights in the town centre and picked up a good load, before returning over the river and then alongside through the parks to Hampton Court. Incidentally, the former royal palace here is worth a visit, originally built in Tudor times as the seat of Henry VIII and his many wives, then upgraded a century and a half later by William III, together with its 60 acres of gardens. Having revisited a few years ago, I forewent the opportunity this time and continued on the 111 beside the river, until we turned off to serve Hampton Station.

Then we continued over the railway level crossing and through the various twists and turns which characterise the route in the Nurserylands Estate area, before arriving into Hanworth, where we turned right onto the long straight suburban section via Hounslow Road and Hanworth Road up to Hounslow Town Centre. The 111 feels very much like two routes joined together, as we exchanged virtually all our passengers in Hounslow, passing the garage and then continuing via Hounslow East Station and Lampton, crossing the Great West Road into Heston. After serving the Vicarage Farm area, we proceeded along Cranford Lane and High Street to the Bath Road, with a short delay leading to the lights where we crossed The Parkway. We picked up a few passengers with suitcases on this section, clearly bound for the airport.

Once on the Bath Road, it was a faster run from Cranford to Harlington Corner and then on to Heathrow North, before the final spin through the tunnel down to our final destination of Heathrow Central Bus Station. A long run of 1h35m, but more or less as scheduled. I suspect that only a mad bus enthusiast would ride the whole route, the SL7 or even the 285 providing a faster journey from Kingston to Heathrow!

The 111 can be traced back to 1944, when it was introduced between Hounslow (where it operated in a loop), Hanworth and Richmond, replacing part of the 110, although its subsequent history often saw it altered in tandem with its “minus one” sister route. It was in 1955, by now RT operated, that the 111 first saw London Airport Central (as it was then known), although the initial daily extension must have been too extravagant, as it was reduced west of Cranford to M-F peaks only the following year. At the other end, Hanworth was the “normal” terminus, with a Suns extension to Richmond (later Twickenham). By 1963, the extensions were taken off and the route was reduced to its Cranford - Hanworth rump. However, it didn’t stay still for long, as in 1964 came an eastern extension to Hampton and on further to Kingston on Sats only.

OPO conversion to MBS single deckers came in 1969, when the route was reduced to Cranford / Hounslow to Hanworth, the 211 taking the Kingston section. SMS types took over 2 years later, with a re-extension to Hampton Station (and Kingston on Sats) in place of the 211 once again. Conversion to LS Leyland Nationals happened in 1978, at which point the former complex operation was simplified to Cranford - Kingston daily. In 1981, the route was re-projected to Heathrow Central at the western end, becoming essentially the route we know today.

Double deckers returned in 1982 with conversion to M types, which lasted a remarkably long time until 2000, when low floor VA types took over, although other classes such as VP and TA often put in a turn. From 2010, SP Scanias became the principal allocation, with occasional visits from other double deck types. 2021 saw LT class New Routemasters take over. Having been a Hounslow Garage route for many years through its various ownerships, the contract passed to Abellio in 2022, still using LTs at first. In 2023, Abellio was taken over by Transport UK and new Wright StreetDeck Electroliners replaced the LTs.

The 111 is currently operated by Transport UK from Fulwell (TF) Garage using Wright StreetDeck Electroliners. Fleet number 3103 displays its electric bus credentials at Heathrow Central Bus Station.

This bus had non-working destination displays and has a couple of badly-placed notices in the windscreen showing “111 Kingston” and “111 Heathrow” simultaneously! I travelled on similar 3030 which did have working destination displays.

Piccadilly Line: Heathrow Central - Hatton Cross

From Heathrow Central Bus Station, I descended to Heathrow Terminals 1, 2 & 3 Station for a short trip on the Piccadilly Line just one stop to Hatton Cross.

Route H25: Hatton Cross - Hanworth Butts Farm - Feltham

On the agenda for the afternoon was a ride on three reasonably short “H” routes, beginning with the H25, Hatton Cross to Hanworth. I joined Transport UK Enviro200 no 8791, another TF Garage resident, at Hatton Cross Bus Station. A straight run along Hatton Road through a brief open field section, before re-entering suburbia. At Bedfont Green, we turned left onto Staines Road, passing the pleasant little St Mary’s Church with wooden tower and two yew trees outside which are cut and shaped into birds and are known as “The Two Peacocks of Bedfont”.

Turning down Bedfont Lane, we continued through housing to Feltham Station, before looping over the railway bridge into Feltham Town Centre, with its perpetual traffic queue along the High Street due to two lanes into one and short phasing traffic lights at Browells Lane. We turned off into Poplar Way and then past Hanworth Park, before crossing Country Way and looping around Hanworth Main Street and Bear Road, linking up with the 111 again which I had been on earlier. We continued a short distance along Hounslow Road before turning into the Butts Farm Estate, where there is a terminal loop. Crane Park on the River Crane is nearby, with a London Wildlife Trust area. A 50 min ride from Hatton Cross.

As luck would have it, the bus in front had just undergone a driver change and left a few minutes late, so I was able to step up a working and catch it. Fellow Enviro200 no 8809 was the vehicle and a reasonable number boarded in Butts Farm. I returned over just part of the route to Feltham High Street, alighting around 25 mins later.

The H25 was a new midibus route in 1990 between Hanworth Butts Farm and Feltham Sparrow Farm, operated by London United with MR Metroriders, although as the route was sponsored by the London Borough of Hounslow, these were soon replaced by FR class Iveco midis in a white and two tone green scheme with LB of Hounslow branding.

In 1993, the H25 was diverted at Feltham away from Sparrow Farm to Hatton Cross, absorbing the former H24 Feltham - Hatton Cross and with the H26 taking on the Sparrow Farm section the H25 had relinquished. Dart Crusaders (CD class) then took over, with the occasional DR Dart interloper. Tellings Golden Miller (TGM Buses) took the contract from London United in 2001 mostly using Caetano Darts, with TGM being taken over by Travel London in 2005. This company was in turn taken over by Abellio in 2009, with Enviro200s replacing the Darts in the mid 2010s and Transport UK buying out Abellio in 2023. The service is currently on a 3 year contract based on existing diesels which began in November 2025.

Transport UK Enviro200 no 8791 of Fulwell (TF) Garage on stand at Hatton Cross Station on the H25 before my ride on it.

This bus has “Hanworth BUTTS FARM” on the blind, whereas some vehicles on the route display simply “Butts Farm”.

Route H26: Feltham - Sparrow Farm - Hatton Cross

At Feltham High Street, I had only a couple of minutes before my next bus, Transport UK short single door Enviro200 MMC no 8157 on the H26 arrived, bound for Sparrow Farm. Just half a dozen on the short trip over the railway bridge and straight down Hounslow Road, before turning off along The Drive and the terminal loop along Sparrow Farm Drive. A brief hesitation is built into the schedule at the shops, but after picking up a few passengers, we simply continued on around the circuit without pause.

The return is via the rest of Sparrow Farm Drive and Carlton Avenue, with some sharp narrow turns necessitating the use of smaller buses. Back on Hounslow Road, we made our way back into Feltham Town Centre, once again having to contend with the traffic queue in the High Street, although a bit quicker this time. Soon, we turned right into Rochester Avenue and the narrow estate roads in this part of town. Then it was on to the main Bedfont Road and a green section through the Bedfont Lakes Country Park area, calling on the way at Feltham Young Offenders Institution, which produced no custom on this occasion, although a couple of adults with children alighted at the Country Park.

At the roundabout with the Great South West Road, we took the right hand exit along Staines Road to Bedfont Green, where we rejoined the H25 and continued in parallel with it along Hatton Road back to Hatton Cross. The entire trip took only 45 mins from when I had boarded in Feltham.

As referred to earlier, the H26 came in 1993 when the H25 was altered, running between Sparrow Farm and Hatton Cross. Initially, buses ran via Terminal 4, with a diversion to serve the Cargo Area later added, although the present direct routeing along Hatton Road was introduced in 1999.

Capital Coaches were the first operator with Mercedes midis, initially carrying a yellow and white livery with reference to LB of Hounslow, who provided funding in the early days. Tellings Golden Miller took over the contract in 2000 with Plaxton Pointer Darts, since when (like the H25), the route passed through the various ownerships of Travel London, Abellio and Transport UK. Enviro200s took over in 2010, although with MMC versions replacing them in recent years.

Single door Enviro200 MMC no 8157 sits at Hatton Cross Station on the H26 after my ride aboard from Feltham Sparrow Farm. This is also an inmate at Transport UK Fulwell (TF) Garage.

This batch of short single doored vehicles is necessary for the narrow roads and tight turns encountered at the Sparrow Farm end of the route.

Piccadilly Line: Hatton Cross - Hounslow Central

From Hatton Cross, I transferred to the Underground to travel a couple of stops on the Piccadilly Line to Hounslow Central.

An offside view of short Transport UK Enviro200 MMC no 8155 (also from TF Garage) among the trees at Hounslow Civic Centre on the H20.

This is the bus I then rode to Ivybridge Tesco then back part of the way.

Route H20: Hounslow Civic Centre - Ivybridge Tesco - Hounslow Station

At Hounslow Central, I walked just one bus stop north to the Civic Centre for my last route of the day, the H20. This is yet another Transport UK operation out of TF Garage, using the same single door Enviro200 MMCs as the H26 I just ridden. This time, no 8155 was on stand and it was about a 10 min wait for departure time.

A fairly quiet run, with only me at first, although we picked up a few home-going shoppers as we traversed Hounslow Town Centre. We then dived off from the main road along Heath Road and Central Avenue, followed by Hall Road and Worton Road. On this stretch, we passed the grand edifice of Worton Hall, originally an 18th Century rich merchants’ house but repurposed in the early 20th Century by the film producer George Bertold Samuelson as Isleworth Film Studios. Today, it is used as a fine art printmaking studio.

Soon, we were into Isleworth proper, turning onto the main Twickenham Road and passing Isleworth Library and Redlees Park. At Mogden Lane, we turned off and completed the loop around the Ivybridge Estate, before terminating at the adjacent Tesco superstore. Just 30 mins end to end on this short route.

The H20 was yet another to commence with financial backing from the LB of Hounslow, this time in 1989. It ran between Hounslow Civic Centre and Ivybridge Estate, although a double run to serve Tesco was later added, which in turn became the southern terminus in 1999. Original operator was Westlink using unusual Omni CV minibuses which looked like milk floats! They were white and green with prominent Hounslow Borough branding. These buses were later replaced with standard MCW MetroRiders. A new contract commenced in 1999 with Tellings Golden Miller using Plaxton Pointer Darts, the route again passing through the familiar Travel London, Abellio and Transport UK ownerships subsequently. Enviro200s replaced the Darts in 2016, with MMC versions later taking over.

After the layover at Ivybridge Tesco, I returned part way on the same bus, alighting on the outskirts of Hounslow Town Centre some 20 mins later.

My bus rides over for the day, I took a short walk to nearby Hounslow National Rail Station, where I had a short wait for the SWR Train just 3 stops back to my start point at Staines, taking about 15 mins.

Watton

And Finally… a study of Bristol LH BL28 of Kingston (K) Garage on the 216 at the old Staines West Station terminus then in use back in 1982. The smart red and white livery was replaced by drab allover red on many examples of the class.

Shortly after this photo was taken, the 216 was converted to Leyland National LS operation as part of the massive route changes which took place in September 1982.

Heritage Railways: Watercress Line

In a previous visit last year, I attended the Alton Bus Rally in Hampshire. Now, I return to the town and ride the Mid Hants Railway (known as the Watercress Line) over the “Hampshire Alps” to Alresford and back, featuring steam haulage.

The Watercress Line has a connection with the main line network at Alton. South Western Railway “Desiro” EMU 450 035 stands in Platform 1 having just arrived with a service from London Waterloo.

Platforms 1 & 2 are for National Rail services, whilst Platform 3 (out of sight on the right) is used by Watercress Line trains.

Overview of the Line

The Mid Hants Railway is a heritage line running 10 miles between Alton and Alresford in Hampshire. Its popular name “The Watercress Line” comes from the days when it was used to transport locally grown watercress to markets in London.

It connects with the national rail network at Alton, where regular services operated by South Western Railway run to and from London Waterloo. The other end of the line is at Alresford, with two intermediate stations at Medstead & Four Marks and Ropley.

The nicely restored Watercress Line Waiting Room at Alton Station in traditional BR Southern Region style.

Note the poster on the wall announcing the withdrawal of passenger services between Alton & Winchester, which took place in 1973.

History of the Line

The Mid Hants Railway was built by the Alton, Alresford & Winchester Railway Company, opening between Alton and Winchester in 1865. Trains were operated by the London & South Western Railway, which purchased the line in 1884. Intermediate stations were eventually provided at Medstead & Four Marks, Ropley, Alresford and Itchen Abbas.

The line provided an alternative route to the main line between London Waterloo and Southampton and was used both for transporting locally grown watercress and for military traffic between Aldershot and Southampton. Electrification of the line from London to Alton in 1937 meant that the Mid Hants was no longer part of a through route and it became necessary to change trains at Alton. The line became part of the Southern Railway in 1923 and part of the Southern Region of British Railways in 1948. It initially survived the Beeching axe in 1963, but was closed by British Rail in 1973. During its final years under BR, passenger services were operated by Class 205 (“2H”) diesel-electric multiple units.

The Winchester & Alton Railway was formed in 1975 to purchase the line as a heritage operation, raising funds through share issue. Reconstruction and reopening of the line progressed in stages - Alresford to Ropley in 1977, extended to Medstead in 1983 and then to Alton in 1985. Facilities and structures at stations have gradually been added over the years to give the feel of an operational steam railway, with enhanced engineering sheds added at Ropley in 2012 partly funded by lottery grants.

Boards like this saying “You’re approaching the Strong Country” or “You’re in the Strong Country” were common beside the main line from London Waterloo to Hampshire & Dorset in the 1950s & 60s. This replica is beside Platform 3 at Alton.

These were adverts for Strong’s Brewery in Romsey and featured hand-painted illustrations of Bullied Pacifics. They disappeared after Strongs were taken over by Whitbread in 1969.

Locomotives & Rolling Stock

The Mid Hants Railway has a large collection of steam and diesel locos, carriages and wagons:

• Steam Locos - including Bulleid Pacifics of Merchant Navy & West Country class, SR Lord Nelson class, Schools Class, Urie S15, BR Standard Class 4 & 9F, LMS Ivatt Tank and a Black 5.

• Diesel Locos - including representatives of Class 33, 47 & 50 plus Class 03, 08 & 11 shunters.

• Multiple Units - Class 205 “Hampshire” unit plus a Class 150 “Sprinter”.

• Carriages - mainly consists of BR Mark 1 stock but with some older Southern Railway origin coaches.

• Other Vehicles - comprise a wide variety of wagons, vans, cranes and plant.

LMS Ivatt Class 2MT 41312 was built in 1952 at Crewe Works and spent its entire working career on the Southern Region. It is seen at the head of the 10.50 departure from Alton to Alresford on which I rode behind it.

Withdrawn in 1967, it was rescued from Woodhams Scrapyard in Barry and restored in the 1990s for use on the Mid Hants line.

Ride 1: Alton - Alresford

I joined the first down train of the day, the 10.50 departure from Alton, taking my seat in the BR Mark I open carriage at the front of the train, which was hauled by Ivatt Class 2MT 41312 of 1952, which had previously worked on the Southern Region prior to withdrawal from normal service and its susbequent restoration.

Bang on time, with a blowing of whistles, we were off and left the station area, passing the signalbox and onto the single track line, passing on our left KIng’s Pond, which was created by separating a stretch of water from the River Wey and a haven for the local duck population. The first part of the line is through the town, with back gardens on both sides, but soon we were into open country and climbing the 1 in 60 gradient to the summit of the line at Boyneswood Bridge. This section was once known as “Going over the Alps” and is a mix of embankment and cuttings.

First stop was at Medstead & Four Marks, a two platform small country station with passing loop, nicely restored with small buildings, signalbox and Southern Railway features in 1940s condition. There are exhibitions here on the role of railways in the transportation of goods and freight, plus a display of photos illustrating the history of the station since its opening in 1868. This station is the highest on the line and said to be the highest in Southern England at around 650 feet. Some workings pass here, but we were not scheduled to do so on this trip and were on our way again within a couple of minutes. The section onwards from here is more open and there was the sense of riding down from the top of the Alps, with countryside stretching all around us.

Approaching Ropley, which is the operational headquarters of the line, we passed a long line of diesel and steam locos plus carriages and wagons in various states of repair in the sidings. Maintenance work was on-going in the yard outside the sheds on certain items of rolling stock. Pulling into Ropley Station, we passed the other train in operation that day which was at the other platform, headed by Merchant Navy Class 35005 “Canadian Pacific”. Ropley Station retains its original station house and has a fine display of topiary, which was a traditional feature here. The signalbox is one end adjacent to the loco shed, which includes a viewing gallery to enable visitors to see engines from above and the restoration work being carried out.

With a clear road ahead, we were back onto the final single track section through more countryside to the terminus at Alresford, which was the largest intermediate station on the Mid Hants between Alton and Winchester. We pulled into Platform 2 after a decent 35 min run.

Medstead & Four Marks Station is the first stop after Alton and like others on the line has been restored in Southern style. The guard blows his whistle before giving the “Right Away” to the driver.

This is at the top of the climb from Alton and reputedly the highest station in Southern England at around 650 feet above sea level.

Ropley Station is where the headquarters of the line and the loco sheds are located.

Some interesting topiary is in evidence on the platform beside the Southern lamppost, bench seat and signage. The porter awaits departure time.

Alresford Station is the western terminus of the line and has two platforms although only this one is in regular use.

The station building features booking office, gift shop, cafe, toilets and staff facilities.

Ride 2: Alresford - Alton

During the break at Alresford, 41312 ran around the train and attached to the other end. The station itself has various facilities including booking office, gift shop, cafe, toilets and staff rooms. Another nicely restored signalbox sits at the end of Platform 1, behind which is the former goods platform from where the watercress that gave the line its name was sent to London and other parts of the country. The adjacent town has a preserved Georgian High Street, which is worth a stroll, together with the Millennium Trail along the River Alre.

Sharp at 11.45, we left on the return run, although this time I travelled in one of the former Southern Railway carriages, with a different clientele for company. On this trip, we passed the second train at Medstead & Four Marks, with the guard helpfully telling us we had a few minutes to stretch our legs on the platform before continuing to Alton. Arrival back at my start point was at 12.30 and time to take a look at the restored part of the station during the lunch break.

Loco 41312 again, being prepped for its return run from Alresford to Alton, after backing on to its train comprising a set of green Southern Railway & BR Southern Region Mark I coaches.

The signal box can be seen on the right.

Ride 3: Alton - Alresford

My afternoon run was basically a repeat of the morning one, but this time on the 14.00 from Alton in another Mark 1 carriage hauled by the larger Merchant Navy Class loco 35005 “Canadian Pacific”. This had a headboard for “The Royal Wessex”, recalling the prestige train that used to work from London Waterloo along the LSWR main line to Southampton, Bournemouth, Weymouth & Swanage. The use of a bigger engine meant that we had more coaches on this working, which included some 1st Class dining cars (at a premium fare!).

This time we passed the up train at Medstead & Four Marks and had a generally busier run than the one in the morning. Whilst the weather had been kind up to this point, it became showery during this trip and arrival at Alresford coincided with a particularly heavy hail storm, which nevertheless provided some good photo opportunities. However, this was soon over and sunny conditions returned.

The other steam loco on duty the day I visited the line was SR Merchant Navy Class No 35005 “Canadian Pacific”. Seen here arriving into Alton Station with a service from Alresford.

One of a class designed by Oliver Bulleid, this loco entered service in 1941, was rebuilt in 1959 and withdrawn in 1965.

35005 again, this time at the other end of the line at Alresford after I rode the train it was hauling from Alton.

Whilst the day was mainly sunny, this arrival coincided with a heavy rain and hail shower!

35005 seen from the footbridge at Alresford as it runs around its train for the return run to Alton. “The Royal Wessex” headboard recalls the premier BR steam express service operated from 1951-62 between London Waterloo and Weymouth/Swanage.

This loco returned to service in preservation during 2025 after a 14 year restoration project with Heritage Lottery funding.

Ride 4: Alresford - Alton

Final ride of the day was back to Alton on the 15.00 from Alresford, headed again by Merchant Navy 35005 “Canadian Pacific”. This time we passed the other train at Ropley, where unfortunately I had no time to alight and view the happenings in the engine shed. We continued on via Medstead and the summit of the line, arriving in Alton on schedule.

This had been a lively run to conclude the day, which had seen a good number of visitors of all ages riding the trains, but fortunately not so busy as to spoil the enjoyment! It was pleasing to see the volunteer staff both on board the trains and at the stations all smartly turned out, mainly in period uniforms, which added a further touch of authenticity to proceedings and who were happy to answer questions about the operation and history of the line.

A study of Ropley Signalbox and down side station building in traditional Southern colour scheme.

Part of the engine shed can be seen behind and to the left of the box.

Medstead & Four Marks Signalbox from the end of the up platform.

Note the Southern Railway details including barley sugar twist lamp standard plus totem sign, the bench seat, red fire buckets and red warning notices at the end of the platform beneath the semaphore signal post.

This period poster at Alton Station advertises the introduction of diesel-electric units onto Hampshire services in 1962, which included the Alton - Southampton route via the Mid Hants line.

Future of the Line

The Mid Hants originally continued beyond Alresford through Itchen Abbas to join the South West Main Line 2 miles north of Winchester. Extending the line back over this section would be extremely costly, as the original trackbed has been severed by the M3 Motorway (which would need to be crossed via an expensive tunnel or bridge), whilst several houses and gardens have been built across the route. Even if these issues could be resolved, there would be the matter of joining up with a busy electrified main line which is operating close to capacity. Therefore, further expansion seems unlikely, at least for now!

Watton

Inside of the Watercress Line leaflet showing a diagram of the route, days of operation and timetable for 2026.

Making a Beeline for Berks & Bucks

Following my visit to the area earlier in the year to sample the new services provided by Carousel, I return to Berkshire and Buckinghamshire to ride First Bus routes based on Slough, which have recently been expanded to respond to the competition.

Map of First Bus operations in Berks & Bucks, showing the new M40 and extended X74 routes which began on 2nd March 2026. Strangely, the zones are shown as Slough & Windsor and Berkshire despite also serving Buckinghamshire!

First Berks & Bucks History

Back in 1986, Alder Valley North took over the Bracknell, High Wycombe, Maidenhead, Newbury, Reading & Wokingham operations of Alder Valley in preparation for privatisation of the National Bus Company. It was later renamed The Berks Bucks Bus Company, trading as “Beeline” and was sold to Q Drive in 1987.

During the early 1990s, the High Wycombe operations were sold to the Oxford Bus Company and the Reading / Newbury operations to Reading Buses. However, Beeline purchased the Slough operations of Luton & District, previously part of LCBS and later London Country North West. Beeline was sold to Centrewest in 1996, which in turn was sold to First Group in 1997, who later rebranded it as First Berkshire & The Thames Valley. Services in Bracknell passed to Courtney Buses and Reading Transport in 2015, leaving just the Slough Garage operations remaining.

In recent years, the number of services operated by First has diminished, with Carousel and Thames Valley (part of Reading Transport) being the main beneficiaries. However, 2025/6 has seen a minor resurgence, with a new route and extensions to others in response to the competition. The Beeline trading name was revived for a while, with a smart new orange and purple livery introduced on buses, although this has since been superseded by the new First Bus corporate colour scheme. Currently, 8 regular bus routes are operated, plus 3 Rail-Air Coach services to and from Heathrow.

In terms of my own rides in the area, I have visited and sampled operations based on Slough many times, recalling London Country Atlanteans & Nationals in the 1980s, through the Beeline era of yellow Bristol VRs, Olympians and Nationals, to the more recent First Bus low floor types including Citaros and Volvo B7RLEs.

For many years, First produced a timetable booklet for Slough with fold-out map, whilst Berkshire County Council used to issue a series of booklets covering the county including one for Slough with the services of all operators. Now, none of this is produced, so I had to rely on the map and and timetables downloaded from the First website.

First Bus X74 was extended from Slough to Uxbridge over a faster intermediate route than First Bus 3 and Carousel Route 458 from 2nd March 2026. Enviro400 MMC 33301 is seen at Uxbridge Station after I rode it from Slough.

This was one of a batch of these vehicles transferred from First Kernow when the Cornwall operation closed down and is in the new First Bus corporate livery.

Part Route X74: Slough - Uxbridge

My day began at Wellington Street in Slough, where most bus routes in the town now start, terminate or pass through, following the closure of the nearby Bus Station after a fire in 2022 and which is not expected to reopen. Phase 1 of my plan was to complete a large circle encompassing First Bus Routes X74 and M40, travelling anti-clockwise via Uxbridge and High Wycombe back to Slough.

Beginning with the new section of the X74, which was extended from Slough to Uxbridge with the changes in March, I boarded the next eastbound working formed of Enviro400 MMC 33301. This was one of a batch transferred here from Cornwall following First Bus withdrawing their operations in that area earlier in the year. Whilst some of these vehicles are still in green Kernow livery, several are in the new First Bus corporate blue/grey scheme and this was one of them. Previously, the route was mainly single deck, but double deckers are now the norm on most workings.

The X74 now runs between High Wycombe, Slough & Uxbridge every 30 mins M-S daytimes. There is an Hourly service on Fri & Sat eves and Sun daytimes over the High Wycombe - Slough section only. The new extension means that together with First Bus 3 and Carousel 458, there are now an impressive 6 buses an hour between Slough & Uxbridge, all via different routes and taking different amounts of time. It is perhaps unfortunate that departures from each end are not evenly spread at 10 min intervals over the three routes, as when I travelled, buses were leaving Slough in packs at 00, 05, 07, 30, 35 & 37 past each hour, with a similar situation at the Uxbridge end - competition winning out over common sense in my view!

Anyway, we left Slough with a reasonable number on board, most going through to Uxbridge and taking advantage of the faster running time - 25 mins compared with 35 mins on the 458 and 45 mins on the 3. Interestingly, several were passengers from west of Slough who stayed on across the town. From Slough, we turned north along the main A412 Uxbridge Road and had a speedy run via the Wexham Court / George Green area to the wooded country section beyond, passing close to Pinewood Studios, famous as the site of many film productions including the James Bond, Star Wars and Carry On franchises. Continuing through Iver Heath, we picked up a few more, then linked up with the 3 and 458 for the final section into Uxbridge via Uxbridge Moor. Arrival at Belmont Road was more or less on time after a rapid 25 min journey. Certainly a useful addition to the network which will hopefully grow custom.

First Bus introduced new Route M40 from 2nd March 2026, operating between Uxbridge and High Wycombe fast via the M40 Motorway.

Enviro400 MMC 34375 in First Beeline livery and a transferee from First Glasgow is seen on stand in Uxbridge York Road. I travelled on this bus to High Wycombe then back to Slough when it changed to an X74.

Route M40: Uxbridge - High Wycombe

I then transferred to the new route which was added by First with the changes in March, the M40, which runs between Uxbridge & High Wycombe the quick way via its number-sake, the M40 Motorway. This offers a faster journey between the two towns at 35 mins compared with 55 mins on Carousel 102 via Beaconsfield. The M40 operates every 30 mins during M-S daytimes only, certain journeys interworking with the X74 to get buses and drivers to and from base at Slough.

I caught another of the habitual Enviro400 MMCs on the next departure from York Road in Uxbridge, 34375, in the attractive orange and purple “First Beeline” livery, introduced a few years ago on some vehicles in the fleet. This one was from the batch transferred from First Glasgow for services to Heathrow and equipped with a luggage rack just aft of the stairs, although these are now mixed in with the former Kernow examples on all double deck routes.

I was the sole passenger boarding at York Road, with only 2 more joining in the High Street, one of whom had luggage and had come from Heathrow on another service. Therein lies the problem with the M40 - it doesn't continue beyond Uxbridge to/from Heathrow, so whether there is sufficient demand over the Uxbridge - Wycombe section alone for an express link remains to be seen. Nevertheless, we proceeded out of Uxbridge towards Denham, soon turning onto the M40 and a long fast non-stop run along the motorway. Leaving at the Loudwater junction, we became an all stops service along London Road into High Wycombe, picking up 8 more customers over this section, who were clearly abstracted from other parallel routes.

We duly arrived into Wycombe Town Centre, depositing passengers at various stops through to the Bus Station, where we terminated after a decent 35 min run.

Part Route X74: High Wycombe - Slough

To complete my initial circuit back to Slough, I transferred to the X74 again at High Wycombe Bus Station, the next departure being my old friend 34375, which I reboarded after it changed from an inbound M40 to an outbound X74 following the 10 min layover.

A busier trip this time, with numbers into double figures as we left Wycombe back along the London Road and rejoining the M40 at Loudwater. However, this time, it was only a short hop along the motorway, before coming off again at Beaconsfield Services. The competitive Carousel Route 103 between Wycombe & Slough takes the longer route via Beaconsfield Town Centre rather than using the M40, so takes around 1 hour, whereas the X74 takes about 50 mins by “cutting the corner off”.

The next section of route from Beaconsfield down to Hedgerley is probably the most attractive and scenic on the route, passing through rolling green countryside and woodland, before arriving into Farnham Common. After this village, the route becomes urban again at Farnham Royal and we passed through the Slough suburbs back to the town centre, arriving back at Wellington Street 50 mins after leaving Wycombe. My whole round trip on the X74/M40/X74 had only taken just over 2 hours in total.

Not a bus I travelled on, but Enviro400 MMC 33308 is seen at Slough Wellington St on the X74, bound for High Wycombe.

This bus is one of several transferred from Cornwall that still bear First Kernow two tone green livery.

Part Route 7: Slough - Britwell

Next up, I turned my attention to the First Bus routes serving Heathrow, starting with the 7 (Britwell - Slough - Langley - Heathrow T5). On M-F daytimes, some journeys avoid the loop around Langley and operate direct to Heathrow Central as 7X. The M-F daytime frequency is 15 mins (alternately 7 & 7X), Sat daytimes 20 mins, Sun daytimes 30 mins, Early Mornings & Evenings 60 mins. There is a long operating day from 03.00 to past Midnight.

This is another mainly double deck route using Enviro 400 MMCs and I began by taking 33307 (one of those still in Kernow green livery) from Slough Town Centre to the outer terminus at Britwell. This section is effectively a Town Service and we were reasonably busy with short-riders as we progressed via Stoke Road, Elliman Avenue, Oatlands Drive and Sheffield Road to the Lidl Store at Farnham Royal, where we paused a while due to early running. Continuing on, we made our way through the estate roads in the Britwell area, before terminating at Kennedy Park Shops. A 25 min run.

Nearside view of Enviro400 MMC 33307 on Route 7 at Britwell Shops after my trip aboard from Slough. I switched to 33306 ahead for the journey to Heathrow T5.

Another vehicle still in First Kernow livery, but strange that the fleet names at least have not been changed!

Route 7: Britwell - Heathrow Terminal 5

It seemed that timetable padding was in force on several First routes in the area, including this one, with similar running times on a Saturday to M-F despite traffic levels being lower. As a result, I was able to step up a working at Britwell Shops and change to the bus in front, another Kernow liveried example, 33306, which despite leaving 5 mins late on the schedule, easily made up the time and arrived back at Slough Town Centre via the reverse of our outbound route a couple of minutes early.

From here, we continued eastwards, soon joining up with TfL Route 81 along London Road. However, the 7 then dives off around the back doubles of Langley, serving the Trelawney Avenue estate, before arriving at the Harrow Market shopping centre. From Langley High St, a sweep around more suburban housing in the Tamar Way / Parlaunt Avenue area, then into semi-rural Sutton Lane. After a double run to serve the Axis Business Park, we briefly encountered the 81 again at the junction with the A4, before turning left along it for a fast run via the Colnbrook By-Pass and over the M25, before swinging right to enter the Heathrow Airport perimeter area. We terminated in the dank and unwelcoming Bus Station at Terminal 5 after a run of 65 mins from the start.

Enviro400 MMC no 34383 in First Beeline livery on Route A4 to Heathrow Central in Slough Wellington St. I rode this bus from the airport to Cippenham and back to Slough Town Centre.

This bus was another one of the batch transferred from First Glasgow.

Route A4: Heathrow Central - Cippenham - Slough

To return westwards on my next route, the A4 (Heathrow Central - Slough - Cippenham), I had to take the Piccadilly Line one stop from T5 to T1, 2 & 3. Ascending to Heathrow Central Bus Station, I had only a few minutes to wait before another First Enviro400 MMC came into view, this one being another in “Beeline” livery and previously with First Glasgow, 34383. This service operates at a 15 min frequency M-F daytimes and 30 mins M-F eves plus all day Sats & Suns. It is a “24 Hour” service, running Hourly during the night.

After the layover, I jumped aboard 34383 with a crowd of home-going Heathrow workers plus a few airport customers with luggage. From the Central Bus Station, we made our way through the airport tunnel under the runway and turned left along Bath Road, with another fast run along the Colnbrook By-Pass. Passing under the M4 Roundabout, we continued via Langley into Slough on the direct route this time, although it was apparent that some potential passengers at stops were letting us go, presumably awaiting a cheaper ride on the parallel TfL 81 over this section.

There was a passenger exchange in Slough Town Centre plus a driver change, before we continued west along the main A4, skirting the Slough Trading Estate and passing the retail, office and business unit developments along this part of the route. At Cippenham, we turned left along St Andrew’s Way, lined with housing, to the terminus at Moreton Way. A 50 m run to this point, with a slightly early arrival on the schedule due to timetable padding.

Following the 10 min or so break, I rejoined the same bus for the short 20 min run back to Slough Town Centre along the Bath Road, with reasonable usage.

Wright StreetLite fleet no 63304 awaits a driver at Slough Wellington St before my journey aboard to Wexham Park Hospital. The 6 was extended to the hospital from Knolton Way in December 2025 providing new cross-town links.

This bus bears scars of its former life with First Solent as attempts to remove the old branding have not been totally successful!

Part Route 6: Slough - Wexham Park Hospital

Having completed the double deck part of my trip, there was time to fit in one of the single deck routes operated by First in Slough to end the day. The variety of such types has now been much reduced, with only a couple of Volvo B7RLEs still in service amid the larger fleet of Wright StreetLites. These comprise a mix of former First Solent examples in partially de-branded blue and white livery, together with some in First Beeline orange & purple and others in the new First corporate purple & grey scheme.

I opted for cross-town Route 6, which operates from Burnham in the west to Wexham Park Hospital in the north, having been extended a short distance from Knolton Way to the hospital only in December 2025 to provide new links. First operates a 30 min frequency during M-S daytimes over the whole route and every 60 mins Sun daytimes between Slough & Wexham Park only, although Thames Valley run one evening journey M-S and a 30 min Sun daytime service under the same number on the Slough & Burnham section, making the operation slightly complicated.

I began with the northern part of the route, picking up StreetLite 63304 in blue and white at Wellington Street, where a new driver had just taken over. A quiet journey with only a handful aboard, as we made our way from the town centre through the Upton Lea area towards Wexham Court. At the latter, we circumnavigated the loop via Knolton Way, serving the narrow estate roads in the area, before continuing along a short country stretch to Wexham Village Post Office and on to Wexham Park Hospital, where we terminated following a 25 min run. I was the only passenger beyond Knolton Way on this trip.

Wexham Park Hospital is served by various routes including those operated by First, Carousel, RedLine and Thames Valley. The latter operates the 53 to Bracknell and Enviro200 MMC no 672 is seen on stand there.

This bus was previously owned by Courtney, with the former name faintly visible above the front registration plate and the bird logo still present on the side windows.

Route 6: Wexham Park Hospital - Burnham

I took a short stretch of the legs at Wexham Park and was able to observe comings and goings on the various other bus routes serving the hospital, with most eliciting some custom except for a Thames Valley 53 to Bracknell which left with only the driver on board. Aftre 30 mins, the next 6 arrived, formed of StreetLite 47694 looking much smarter than my previous bus in the new First Bus livery.

We left almost immediately without stand time and went around the Knolton Way loop once again in the same direction, picking up only a couple of town-bound passengers. Then back via the reverse of the outward route to Wellington Street, where a reasonable crowd boarded for the western section towards Burnham. Due to a northbound road closure on the normal route in Stoke Poges Lane, we were on diversion initially, following the 7 route via Elliman Avenue before rejoining Stoke Poges Lane further up. Incidentally, the unusual name of this once rural village, now a suburb of Slough, came from William Stoke and Robert Poges, former Lords of the local manor house.

After looping around some fairly narrow estate roads, we emerged onto the main Farnham Road to call at the Lidl store. By now southbound again, we soon took a right to run through the heart of Slough Trading Estate. Being a Saturday, it was fairly quiet in this area, but I noted that we passed by the Mars Factory, where confectionery including Mars Bars, Galaxy chocolate and Maltesers are still produced in large quantities. Not far away, Gerry Anderson had his studios where his famous puppet series were produced in the 1960s, including “Stingray”, “Thunderbirds” and “Captain Scarlet”. Slough Trading Estate was also the supposed location of Wernham Hogg, the fictional paper company in the TV mockumentary series “The Office” starring Ricky Gervais and where some exterior shots were filmed.

After this, we re-entered suburbia and continued through more housing estates in the Britwell area, before arriving in Burnham, terminating at the Priory Estate Shops. A lengthy 1h10m journey end to end, although we again arrived a bit early on the schedule due to the overly-padded timetable.

Another Wright StreetLite, but this time in new First Bus livery, no 47694, seen at Burnham Priory Estate during my rides aboard.

The evening and Sunday service here is provided by Thames Valley under the same number.

Part Route 6: Burnham - Slough

A 15 min break, after which I rejoined 47694 at Priory Estate and we continued on around the Burnham loop at the start of our return journey. After less than 5 mins we arrived into Burnham Village, calling at the old “Garibaldi” pub adjacent to the attractive village green. Pausing for a minute or two to await time, with no other takers, we departed and soon rejoined the outward route, which we followed in reverse back through Britwell, Slough Trading Estate and Farnham Royal.

However, this time, we were able to traverse the normal route along the whole length of Stoke Poges Lane back into Slough, as the roadworks at the southern end were only affecting the other carriageway and there was no restriction in this direction. Soon, we were back at Wellington St, where I completed my rounder on the 6 after a 35 min run from Burnham.

Endpiece… Just like the back of a bus!

A number of First Beeline double deckers have “witty” catchphrases on the rear end based on the bee theme, like this one on Enviro400 MMC 34285 parked at Slough Station.

Conclusion

So ended a good day of First Bus rides in and around Slough! It will be interesting to see whether the new network will grow usage and prove profitable or whether some corridors are now over-saturated for the available demand. The survival of First in the area could be on a knife-edge but only time will tell.

Watton

And Finally… Back in the day, long before First Bus came along, London Transport operated Route 81C between Slough and Heathrow Airport Central.

The 81C ran only between 1968 & 1970 and used RTs then RMs which interworked on and off the 81 at Slough. RT2177 recreated this during a London Bus Museum Running Day back in June 2022 and is seen approaching the now closed Slough Bus Station.

Camberwell & Battersea Duos

On this trip, I take advantage of quieter traffic over the Easter weekend to ride routes linking the City and the West End with South East and South West London, featuring electric and hybrid operation.

We begin with a retro shot of GAL Enviro400H MMC EH217 of Camberwell (Q) Garage on the 40 at Clerkenwell Green stand back in Aug 2020. At the time, the route was a mix of EH and MHV hybrids.

This was during Covid when the maximum number of passengers permitted on double deckers was 30, hence the signage on the doors.

Route 40: Clerkenwell Green - Dulwich

The Thameslink service brought me to Farringdon Station early on a quiet morning over the Easter Weekend, where it was a short walk around the corner into Farringdon Road to pick up my first route of the day, the 40, operated by Go Ahead London out of Camberwell (Q) Garage. My previous trip on the route had been soon after the service had been rerouted from Aldgate to Clerkenwell Green back in 2019, at which time it was a hybrid operation featuring EH and MHV types. However, in April 2023, the contract was renewed with new Ee class Enviro400EV City types, which I had yet to sample on the service.

I had less than 5 mins to wait before Ee199 came off the stand and around the corner to the first stop, where I boarded as the sole passenger. The usual bright modern interior greeted me, with wood-effect flooring, high-backed seating and USB ports. The updated info screens were displaying next stop indications, but oddly showed “40 to Clerkenwell Green” throughout the trip, rather than “40 to Dulwich Library” - faults with the more modern displays seem not to be uncommon for some reason.

We rumbled down Farringdon Road across Ludgate Circus to Blackfriars Station and over the bridge without any other takers. Only when we reached Southwark Station did we start to pick up a few. Interestingly, along Blackfriars Road, some of the stops had new style shelters in place with signage saying that these were experimental designs, although from my observations there wasn’t much that was revolutionary about any of them, just minor tinkering with the previous format! At Elephant & Castle, we at last began to pick up a reasonable number and continued at pace along a remarkably traffic-free Walworth Road.

Very soon, we reached Camberwell Green, close to the operational garage, although there was no driver change on this trip and we continued straight on. Dropping a few off at King’s College Hospital, we turned left beside Denmark Hill Station, with its unusual sculptures in the adjoining woodland. Then down Dog Kennel Hill to East Dulwich, where there was once a unique section of double track in each direction during the days of Trams. Arriving at Goose Green, we picked up a few short-riding passengers for the final section along Lordship Lane to the terminus at Dulwich Library, which was closed for rebuilding and covered in scaffolding. An impressive ride of just 40 mins on Route 40!

The 40 was once a complex group of routes with “A” and “B” variants at different times and operating between different points on different days of the week. Prior to 1970, the plain 40 ran between Wanstead/Wanstead Flats and Herne Hill/Norwood Junction, but in that year it was diverted at the eastern end to East Ham on Sat afternoons and cut back to Poplar at other times. It also became weekends only, with the 40A increased on M-F and becoming the main service to replace it on those days. The 40A had begun in 1965, covering the same roads as the parent between Poplar and Camberwell Green/Herne Hill, but with a M-F peaks extension to North Woolwich, which necessitated the suffix. In 1965/6, there was a short-lived Sats only 40B variation (as per the 40A but deviating via Loughborough Junction). When the 40B came off, the 40A became M-S until 1970, when it reverted to M-F with the 40 becoming the main service on Sats & Suns!

All this was simplified with the “Busplan” changes of 1978, when the 40A was withdrawn and the 40 became Poplar - Herne Hill at all times, although still with a M-F peaks extension to North Woolwich until 1982. The East End terminus moved around in subsequent years but settled on Aldgate in 1999, whilst the southern destination changed to Dulwich Library in 1994. The final rerouteing, from Aldgate to Clerkenwell Green, came in 2019.

In terms of vehicle types, the 40 was converted from RT/RTL to RM/RML in 1965/6, although the odd RT continued to appear afterwards for a few years. A part crew DM allocation was added at weekends from 1975-8. Several garages had part allocations over the years but Poplar (PR) & Camberwell (Q) became the main two from 1970 onwards. Crew Titans from PR alone took over in 1984, presaging OPO conversion with the same vehicles the following year when PR closed and the allocation was transferred to Q. NV class Olympians succeeded to the route in 1997, with low floor conversion using PVL/WVL types coming in 2002. However, the odd Titan still turned out with the route famously hosting the very last T in normal London service during 2003. By now with GAL, the route transferred to Travel London (later Abellio) from Walworth (WL) in 2009 for a 7 year term using Enviro400s, but returned to its old firm and old garage at Q in 2016, this time with EH/MHV hybrids, which continued until electrification in 2023.

The 40A & 40B suffixed variations were essentially always RM operations throughout their lives, although with the occasional RT interloper.

The current allocation on the 40 comprises Enviro400 City EVs. Ee197 is ahead of Ee199 (both Q), the latter of which I travelled on, at the Dulwich Library terminus.

Despite the destination display, the route doesn’t quite make Clerkenwell Green in service, the last stop being near Farringdon Station.

Route 12: Dulwich - Oxford Circus

At Dulwich Library, I walked around the corner to Etherow Street, before arriving at the first pick up stop for my next route, the 12, which shares a terminus with the 40 at this point, both routes being operated by GAL from Camberwell (Q). A 197 to Peckham arrived and scooped up the queue, meaning that when New Routemaster LT444 pulled in behind on the 12, I had the bus to myself for the first few stops. We sped off in pursuit of the 197 in front and followed it between the rows of housing to Peckham Rye, where we had a brief glimpse of open space and greenery on this mainly urban inner city route. Continuing along narrow Rye Lane past the station, we picked up a good number in the shopping area, before turning left into Peckham High St. Soon after this, on passing by the Harris Academy, I noted a yellow 3-wheeler Reliant Regal Supervan in the yard with signage for “Trotters Independent Traders” as used by Del Boy & Rodney in the BBC sitcom “Only Fools & Horses” which was supposedly set in Peckham, but whether this was one of those actually used in the series, I have no idea!

A good number joined us along Peckham Road, before arriving at Camberwell Green again, which we had reached via a very different intermediate route from Dulwich than the 40 I had been on earlier. Turning right, we joined up with the 40 again along the length of Walworth Road, until parting company once more at the Elephant & Castle roundabout. Incidentally, the name for the area is derived from a local 18th Century coaching inn, the original having been replaced at least 3 times since by pubs of the same name. An elephant with a castle on its back is also the crest of the Cutler’s Company of the City of London, because of the use of ivory in the handles of cutlery, but it is uncertain whether there is any connection with the place or the inn.

We branched off at the roundabout towards the Imperial War Museum, an imposing building set in tree-lined grounds, which was set up in 1917 to record the effort and sacrifice of the UK and its Empire in WW1. After initially being housed at Crystal Palace and then at South Kensington, the museum moved to the current site in 1936 into the former Bethlem Royal Hospital which had relocated. Eventually, the museum became devoted to all conflicts in which British or Commonwealth forces have been involved since 1914. Other branches of the museum opened subsequently are Duxford Airfield (near Cambridge), HMS Belfast and Churchill War Rooms (in London) and IWM North (in Manchester).

From here, we powered on past Lambeth North Tube Station, before crossing under the railway bridge on the approach to Waterloo Station and reaching County Hall Roundabout. We then crossed the River Thames over Westminster Bridge, with the familiar sight of the Houses of Parliament and the recently restored Big Ben to our left. A “Buses Only” right-turn at the traffic lights meant we didn’t have to circumnavigate Parliament Square, watched over the huge statue of Winston Churchill and thronged with tourists. Soon, we were making our way along Whitehall, past the Cenotaph, Downing Street and various Government Buildings, before arriving at Horse Guards Parade, where many visitors were taking the expected selfies. Up to Trafalgar Square, where most of our passengers alighted, before the final stretch across Piccadilly Circus and the famous Eros statue, then into Regent Street with its high class shops, the covered arcades at the southern end being specially built to keep the rain off the well-to-do shoppers who frequented the area in the 19th Century. Arriving at Oxford Circus, we crossed Oxford Street to complete the journey at Margaret St, after a run of 55 min, not bad.

As I walked around the block and into Oxford Street itself, I reflected how the number of buses running east-west and vice versa has declined in recent years. There were once so many frequent routes operating between Oxford Circus and Marble Arch that there seemed to be a permanent “bus wall” over this section, but as many services have been shortened or diverted away from the area, just 5 routes are left on this section, with few buses to be seen. Even that reduced level of service is due to disappear, if mayoral plans to pedestrianise Oxford Street between Oxford Circus and Selfridges come to fruition as planned later in 2026, with the 7 and 94 cut back and the 98, 139 & 390 rerouted via Wigmore St.

At one time, the 12 was perhaps the most complicated route in London. Operating “in extremis” from South Croydon to Harlesden Willesden Junction (with a M-F Peaks extension to Park Royal) for many years, it ran in a complex series of overlapping sections for much of the time, which varied by day of the week and time of day. An odd feature was that the Shepherds Bush - Harlesden section was covered by an extension of the 49 on Sundays only from 1958-78. 4 or even 5 garages at a time had a hand in its allocation, some on certain days of the week only. Back in the mid 50s, the PVR was over 100, but this declined inexorably until reaching the shrunken rump which operates today between Dulwich & Oxford Circus and requires just 15 buses.

At the southern end, new OPO Route 12A came in 1972 between Peckham and South Croydon, replacing the 12 south of Norwood Junction. SMS operated to begin with, these were replaced with LS class Leyland Nationals in 1977. The route gained spurs to Selsdon (M-S), Riddlesdown (M-F peaks) and in 1984 was extended to Purley Old Lodge Lane to replace the 234/A. The 12A was cut back from Peckham to Forest Hill in 1981, being covered satisfactorily by the 12, but when the parent route was withdrawn between Norwood Junction & Penge in 1986, the suffixed variant returned to Peckham once again! The 12 itself was cut back from Penge to Dulwich in 1988, assuming the southern terminus which exists to this day.

From 1986-90, another variant, numbered 12B and also using LS, replaced the 12A on Sunday, operating from Peckham but differing at the southern end by running to Chipstead Valley in lieu of the 59 on that day. However, both the 12A & 12B were withdrawn in 1990 when the Peckham - Croydon section was renumbered 312 and the Old Lodge Lane section was replaced by new route 412, these latter two routes surviving today in modified form.

Meanwhile, at the western end of the 12, the route was cut back from Harlesden/Park Royal to East Acton in 1986, with a new localised OPO service numbered 255 running between Shepherds Bush and Harlesden. Further retractions at this end came in 1991 (to Shepherds Bush), in 1994 (to Notting Hill Gate) and finally in 2004 (to Oxford Circus). Since then, the 12 has plied its course between Dulwich & Oxford Circus only.

In terms of principal types, the 12 was unusual for a major Central London trunk route in retaining RTs fairly late, its massive allocation being converted to RM only in stages between 1968 and 1973. RMLs soon entered the mix as did doored buses on Sundays, with crew DM and MD featuring in the mid-late 70s. OPO came on Sundays only from 1988, with T and L types putting in a turn, although these were replaced in the noughties with low floor double deckers, principally PVL & AVL classes. Crew operation with RMLs finally ended in 2004, when the whole daily service was converted to MAL class Mercedes Benz Citaro bendibuses, seen as a controversial move at the time. Double deckers returned in 2011 when WVLs took over, the current LTs replacing them in 2015.

New Routemaster LT444, also of Camberwell (Q) Garage, at the Oxford Circus stand of the 12 at Cavendish Square after I had journeyed on it from Dulwich.

The current PVR of the 12 is just 15, a come down from the massive 100+ vehicles on the much longer version of the route which existed in the 1950s!

Tube: Oxford Circus - Vauxhall

At Oxford Circus Station, I descended to the Victoria Line, which I took a few stops south to Vauxhall, where I alighted less than 10 mins later.

Transport UK Enviro400H MMC no 2547 parked up outside the Travelodge at Vauxhall Bus Station on the 156, although I travelled on a different bus.

The route is currently a mix of MMC and “classic” Enviro400s from Battersea (QB) Garage.

Route 156: Vauxhall - Wimbledon

At Vauxhall, I came up from the Underground into the Bus Station, where my next route, the 156, commenced. This is operated by Transport UK from Battersea (QB) Garage using a mix of older and newer Enviro400 hybrids, but has been retained on retender from September 2026 on the basis of new electric double deckers. Therefore, probably my last time sampling the current offering, where I opted for one of the “classic” Enviro400H examples, fleet no 2472.

We set off with a fair load, although these were mostly short-riders to the new Battersea Power Station retail development. Passing the monolith that is the new United States Embassy, followed by New Covent Garden Market at Nine Elms, we soon arrived at Battersea Power Station Station (!), which serves the adjacent massive Grade II* listed art deco building from the 1930s now decommissioned and repurposed as a mix of retail, bar, restaurant and leisure venues. Next stop was Battersea Dogs & Cats Home, strangely but appropriately to the accompaniment of a couple of barking dogs who were with their owners on board!

From here, we passed Battersea Park and Queenstown Road Stations in quick succession, before turning right into the main Wandsworth Road and passing Battersea Arts Centre before arriving into the shopping area of Clapham Junction. A bit of a trundle up St John’s Hill and across Trinity Road, where we avoided the traffic queue down into Wandsworth by use of the Bus Lane. Passengers on and off at the Southside Shopping Centre, before the final suburban section along Buckhold Road, Merton Road and Durnsford Road, then a right via Gap Road and Alexandra Road beside the South Western Railway depot into Wimbledon. We terminated just past the station after a run of a couple of minutes under the hour.

This version of the 156 is the fourth use of the number in London, the previous iterations being:

• Morden & Sutton Circular (1934-61), associated in its final years with the RT class.

• Parliament Hill Fields - Clapham Junction / Wandsworth (1963-65), M-F only with RT / RTL.

• Becontree - Barking / Creekmouth (1971-82), initially RT then OPO from 1973 with DMS and later T.

The current 156 came in 1983, running between Morden and Clapham Junction, replacing withdrawn sections of the 77A and M1. A M-F peaks extension to Vauxhall direct via Wandsworth Road Station was added in 1985. Then, in 1987, the route was withdrawn on M-S between Morden and Raynes Park when the 163 took over this section. The service was then greatly simplified in 1991, when it became Wimbledon to Clapham Junction at all times. The extension back to Vauxhall via Queenstown Road came in 2002.

Originally operated by London Buses with DMS types, a few Ms saw service in 1991 before the route was converted to “Streetline” DR type Darts the same year, although MRL Metroriders later took over. The contract passed to Limebourne in 1997 with Darts, this company being taken over by Connex in 2001. Double decking with Trident Alexander ALX400s came in 2002, these vehicles passing through the subsequent ownership of Travel London and Abellio. Enviro400s came with contract renewal in 2009, diesels being replaced by hybrids in 2021 made spare from the loss of the 49 to RATP. Abellio was purchased by Transport UK in 2023.

At the other end of the 156, we see “classic” Enviro400H no 2472 (QB) at Wimbledon Bus Station between trips, after I had travelled on it from Vauxhall.

The contract for the route has been retained by Transport UK from September 2026, with new electrics intended to replace the hybrids.

Train: Wimbledon - Clapham Junction

Entering Wimbledon Station, I joined a new “Arterio” EMU train on the South Western Railway service to Clapham Junction, with one intermediate stop at Earlsfield.

Another of the older Enviro400H deckers, no 2450 of Battersea (QB) Garage, shares the cramped stand at Plough Road Clapham Junction with a classmate on the 344.

The 344 is also due to receive new electrics in due course following its contract renewal with Transport UK from August 2026.

Route 344: Clapham Junction - Liverpool Street

Outside Clapham Junction Station, I observed a couple of buses further up St John’s Hill on the Plough Road stand for my final route of the day, the 344. First to depart was Enviro400H no 2429, another Transport UK vehicle based at Battersea (QB), which I was the only one to board at the first stop. Like the 156, this route has been retained on retender by the same operator, this time from August 2026, with new electrics intended to replace the existing hybrids in due course.

A large crowd awaited us as we turned the corner into Falcon Road and we picked up more at subsequent stops before turning into Battersea Park Road. Busy traffic and 20mph limits caused a slow run past The Latchmere through to Battersea Park Station, where we rejoined the 156 for the section past Battersea Power Station to Vauxhall, this time in the opposite direction to my earlier journey on the latter route. Continuing beyond the Bus Station, we made our way past the south side of Vauxhall Bridge and beside Vauxhall Cross, the prominent and well-known high-security HQ of the Secret Intelligence Service (SIS/MI6), which has appeared frequently in James Bond films. Further along Albert Embankment we came closer to the south bank of the Thames, which we followed to Lambeth Bridge, swinging right at the roundabout next to Lambeth Palace, official London residence of the Archbishop of Canterbury.

Continuing along Lambeth Road, we passed the Imperial War Museum for the second time on my travels that day, before looping around St George’s Circus down to Elephant & Castle. After a short stretch along Newington Causeway, we turned off into Southwark Bridge Road along the freehold section of route. However, the service was diverted northbound some years ago over London Bridge rather than Southwark Bridge, oddly whilst still using the latter southbound, so we turned into Southwark Street and past a bustling Borough Market followed by Southwark Cathedral and on to London Bridge, where we picked up a few short-riders to Liverpool St.

It didn’t take long to cross the Thames, with the familiar views of Tower Bridge, Tower of London and HMS Belfast to our right, before passing Monument Station then on to Gracechurch St and Bishopsgate. Just before London Wall, we passed the little church of St Ethelburga, one of the few surviving Medieval churches in the City of London, which was severely damaged by an IRA bomb in 1993 but subsequently restored and re-opened as a Centre for Reconciliation and Peace. From here, it was only a couple more stops to our final destination, Liverpool Street Station, where we terminated in the adjacent Bus Station after a total journey time of 65 mins.

The 344 emerged from the splitting of the 44 in 1991, running between Clapham Junction and London Bridge. It was rerouted from Southwark Bridge Road over Southwark Bridge to Liverpool Street in 1999. Since then, there have been just minor adjustments to terminal arrangements, plus the northbound rerouteing over London Bridge as mentioned earlier.

The first operator was London General with M (with the odd DMS for a while), although the Sunday operation saw midibus operation for some years involving SR, MRL, MA, DRL and DW types at different times. This was another service that passed to the ill-fated Limebourne in 1999 using mostly Caetano Darts, followed by their successor Connex. After double decking again in 2002 with Trident Alexander ALX400s, the route passed again on change of ownership to Travel London in 2004 followed by Abellio in 2009. By this time, Enviro400s had taken over, with MMC versions later joining the “classic” ones on the service. Transport UK became the operator in 2023 in line with other routes previously with Abellio.

Journey’s end for me at Liverpool Street Station on the 344, where Enviro400H no 2429 (QB) has just arrived, with the blind already set for the return run to Clapham Junction.

These older vehicles are likely to be withdrawn when new electrics take over in the coming months.

After alighting from my final bus at Liverpool Street Station, I crossed the road to Hope Square. This is dedicated to the children of the Kindertransport, who found refuge in Britain having fled the Nazis in Europe just prior to WW2. I stopped briefly to read the commemorative plaque on the wall and to view the bronze statue depicting children with their luggage having just stepped off a train at the station with a short stretch of railway track behind them, completed in 2006. Around the statue are a series of blocks inscribed with the names of the cities from which the children had fled.

I then entered the main station building, descending to the concourse and entering the Underground for the journey home.

Watton

“And Finally”… A shot from 1981 showing RM1289 on the 12 and LS70 on the 12A in the forecourt of the old Peckham (PM) Garage before heading off in different directions north west and south. This was just prior to the 12A being cut back from this point to Forest Hill, although it was re-extended to Peckham again in 1986!

RM1289 was then allocated to Shepherds Bush (S) and after withdrawal from London in 1987 continued in further service with Stagecoach in Scotland. In 2003 it was bought by Aintree Coachlines as a wedding bus, with whom it continues. LS70 was then working from Elmers End (ED) Garage until transferred to Croydon (TC) in 1986 when ED closed. Withdrawn from London in 1990, it went on to see service with Black Prince of Morley and then Chase Coaches of Cannock, surviving right up until 2006/7 when it was dismantled for spares and scrapped.

Wombling Free in Wimbledon

A fairly short set of rides this time, covering three routes operated by Go Ahead London out of Merton Garage, focused on the Wimbledon area, including one lost shortly afterwards to another operator and two that have seen recent electric conversions.

The last diesel double deckers at GAL’s Merton (AL) Garage were a temporary allocation on the 200 to cover remedial work on its Optare Metrodecker EVs which were taken out of service following a fire. Volvo B9TL WVL425 recalls that period and is seen on the Mitcham stand in August 2024.

Merton’s double deck allocation is now 100% electric comprising Ee, Me and DEL classes.

Route 493: Tooting St George’s Hospital - Richmond

Arriving by the Northern Line at Tooting Broadway, I made my way out of the station and walked to nearby St George’s Hospital for my first bus ride of the day on Route 493, operated by GAL out of Merton (AL) Garage. The route was due to pass to Transport UK just days later at the end of March, so it was my last opportunity to sample it with the old operator. In addition, following the conversion of most of Merton’s routes to electric traction, this was the last remaining scheduled diesel operation at the garage, so a moment of history in the making.

As I reached the terminus within the hospital grounds, elderly Enviro200 SE117 pulled up and I had only 5 mins or so to wait before the driver opened the doors to let me board ready for departure. The 493 was allocated a batch of slightly newer buses of this type in the 18*-19* range, which have operated on the route since new and are apparently destined for further service in Devon/Cornwall after withdrawal from London, to cope with the additional workload taken on by Go Ahead in the region following the closing down of First operations in Cornwall. However, a few older and lower numbered SE types were brought in to bolster the fleet at Merton, the bus I caught being one such example.

We began with virtually a complete circuit of the hospital grounds, picking up at each stop, arriving almost back at our start point 5 mins later! Finally, we made it along the exit road, before looping around Tooting to the Broadway and then along the High Street where temporary lights at the Longley Road junction cost a couple of minutes. Turning right into Longley Road, we passed the front of the hospital (again!) just yards from where we started - maybe it would be better to alter the terminus to Tooting Broadway and serve the hospital grounds en route in order to eliminate all this going round in circles?

Moving into Blackshaw Road, we reached Summerstown, before continuing along Plough Lane past Wimbledon Stadium. A bit of a crawl up to the lights at Haydons Road, but then we sped up along Gap Road and Alexandra Road past the railway depot. At the end of Alexandra Road, nearest stop to Wimbledon Station, a fairly quick driver change and then we were off again, charging up Wimbledon Hill Road to Wimbledon Village. Then along narrow Church Road downhill to Wimbledon Park and the All England Lawn Tennis Club, where the famous annual championships are played and site of the Wimbledon Lawn Tennis Museum, for which a couple of our passengers alighted. However, we continued to Southfields Station, before swinging left through the Southmead Estate to Tibbets Corner, on the edge of Wimbledon Common, although no sign of any Wombles on this occasion!

A fast run then along the fringes of Putney Heath, turning left at the time-honoured “Green Man” Bus Stand, through the woodland to Roehampton, serving St Mary’s Hospital and the University. Proceeding onwards to the Upper Richmond Road, we turned onto the final stretch along the busy South Circular through East Sheen and North Sheen to Richmond. Depositing most of our load opposite Waitrose, we made our way around part of the one-way system to Richmond Bus Station, now the terminus following a cut back from Manor Circus some while ago. A 1h25m trip, which was more or less as scheduled, a decent run but glad I did it off-peak as this route can be prone to delays at peak times and is a difficult one to operate.

The 493 was a new route in 2002 between Tooting St George’s Hospital and Richmond Manor Circus, remaining the same since apart from a minor rerouteing in Wimbledon and the cut back in Richmond to the Bus Station in 2020. Operators have been in turn Mitcham Belle (with Darts), Centra London (who purchased Mitcham Belle), Armchair Transport (also using Darts), NCP Challenger (with Enviro200s), Transdev (who purchased NCP Challenger), finally passing to GAL with the Enviro200 SE types in service at the time of my visit.

As a postscript, Transport UK duly took over a few days after my trip on 28th March using a mixture of existing Enviro200 diesels and new GB Kite Electroliner EVs to start with, pending full electric operation. Meanwhile, a few of the SEs stayed at Merton, at least initially, and popped up in ones and twos on other single deck routes from the garage such as the 152, 163, 164 & 219.

The 493 was due to pass from GAL to Transport UK on retender from 28th March 2026. Just days before this, Enviro200 SE117 of Merton (AL) Garage recalls the outgoing order and is seen outside Waitrose in Richmond after my journey aboard it from Tooting.

The 493 was mainly operated by a batch of 12 reg SE types in the 18*-19* series but this was one of a handful of older examples which helped out. The 493 was also the last scheduled diesel single deck route at AL.

Train: Richmond - Clapham Junction

From the Bus Station, I cut through the town to Richmond Station, where the booking hall and frontage has been nicely restored in Southern Railway style with traditional type signage. There, I boarded the South Western Railway train for the short non-stop trip to Clapham Junction, which has had the claim at various times to be the busiest station in Britain, Europe or even the World. Ironically, it is not even in Clapham which is a good mile or two away but in Battersea, the name having been preferred by the railway companies when it opened to attract traffic from more fashionable and genteel Clapham than the ruffians of downmarket Battersea!

The 219 contract was renewed with GAL in May 2025 using existing Enviro200 EVs which replaced its former Wright Streetlites. I travelled on a newer example, but SEe58 is seen mid route at Tooting Broadway later in the day bound for Wimbledon.

Despite the Camberwell (Q) Garage code, the bus is working from Merton (AL) Garage.

Route 219: Clapham Junction - Wimbledon

Emerging from the warren of passages under Clapham Junction Station, I made my way to the terminus of my next route, the 219, in nearby Falcon Lane beside the ASDA superstore. One of the now habitual Enviro200 EVs, SEe173, another GAL Merton Garage inmate, was simmering on the stand and the driver opened the doors as I arrived to let me and one other passenger aboard. The route has only fairly recently been converted to the type as part of its retender terms, having previously hosted a batch of WS class Wright StreetLites. The modern interior included all the standard features of the latest electric vehicles with TfL.

5 mins later we left, making our way through the shopping centre along St John’s Road to “The Northcote”, where we turned right up Battersea Rise. At East Hill, we swung left in to Trinity Road, soon passing beside the open space and trees of Wandsworth Common before encountering a queue leading up to the lights at the Burntwood Lane junction. After crossing this, it was a straight run past Innner London housing to Tooting Bec Station, before the right turn into Upper Tooting Road down to Tooting Broadway.

Continuing along Tooting High Road, the roadworks and temporary lights at Longley Road I had been past earlier on the 493 without much delay were playing up and caused a hiatus of a few minutes. Beyond this, we continued our south-westerly course following the Northern Line to Colliers Wood Station, after which we soon sailed by the operational garage, Merton, without stopping for a driver change. Onwards to South Wimbledon Station, before turning into Merton Road and into The Broadway, bringing us into Wimbledon Town Centre. After dropping off at Wimbledon Theatre, the Bus Station and the Railway Station, we reached our final destination in Francis Grove after a total journey time of 55 mins aboard a smooth and quiet electric single decker.

The 219 number is one I still associate in my mind with its previous longstanding incarnation as a route between Kingston & Weybridge which, together with the 218, was the last to operate the venerable RF type in London back in 1979. After conversion to LS class Leyland Nationals, this version disappeared in 1983 when it was replaced by a less frequent London Country service.

The 219 number resurfaced in 1987 for a route replacing the southern section of the 19, which was cut back to Clapham Junction. It ran initially between Sloane Square and Tooting Bec over the former 19 and then onwards to Tooting Broadway and Mitcham, with garage journeys to Merton Garage. A diversion to South Kensington at the northern end in 1989 didn’t last and the terminus reverted to Sloane Square 2 years later, although the southern end was rerouted to Colliers Wood Station direct from Tooting Broadway at the same time. Further retractions occurred in the 90s, at one end to Battersea Latchmere in 1993 and Clapham Junction in 1995, and at the other end to Tooting Broadway in 1995 although this terminus became Tooting St George’s Hospital in 1998. The route assumed more or less its current form in 1999 with the rerouteing at Tooting to Wimbledon, replacing the 155 which was withdrawn over this section.

This version of the route has stayed at Merton Garage all of its life, beginning as double deck with DMS then M types, but becoming single deck in 1996 with DW high floor Darts, going low floor with LDP Darts three years later. These were replaced in the 2010s with SOE, SE and WS types appearing, until the most recent change to SEe class electric vehicles.

One from my archives - B20 DMS2346 seen at Mitcham Cricketers back in 1987, the year the 219 began as a localisation of the southern part of the 19 between Sloane Square and Tooting Bec but extended onwards to Mitcham.

Despite various route changes over the years, the 219 has remained a Merton Garage inmate throughout.

Part Route 57: Wimbledon - Raynes Park

From Wimbledon, I took a very short hop to Raynes Park Station aboard Enviro400 City EV Ee210 on the 57, yet another Merton-based bus, taking less than 10 mins.

Optare Metrodecker Me9 is seen at the Raynes Park end of the 200 during my trip and represents the main allocation on the route at this time.

This class is unique within GAL to Merton Garage but is due for early replacement with newer electrics due to various problems encountered with this type of vehicle.

Route 200: Raynes Park - Mitcham

At Raynes Park, I crossed the road from the station to the stand for the 200, which was to be my third full route of the day. This is another service operated out of Merton Garage and has been home since 2021 to a small batch of Optare Metrodecker Me class EVs, unique to this route within GAL. Unfortunately, these vehicles have not been without problems, as a fire on one of them in 2024 caused the entire fleet of this type to be withdrawn temporarily for checks to be made by the manufacturer. Pending completion of this and subsequent protracted rectification work, the route reverted to diesel and hybrid operation for a while, with E, WHV, WVL & WVN types appearing. I had last ridden the route in the opposite direction aboard WVL425 during that period.

Whilst the Me vehicles have gradually returned to service in recent months, it seems a decision has been made to dispose of them at the end of their initial 5 year contract term, as the tender was reawarded to GAL from May 2026 based on new electrics. A few of the intended Wright StreetDeck Electroliners have already appeared and as I arrived, DEL64 pulled up on the stand behind Me9, being one of two of the new buses out to play on the 200 that day, the type already having entered service on the 131.

Boarding sparkling new DEL64 upon its departure, it was a gentle and smooth amble through the back streets to the Ridgeway, where we did the double run to Copse Hill, site of the former Atkinson Morley Hospital which closed in 2003 and is now the site of a new housing development. We then continued back along Ridgeway to Wimbledon Village, before descending the hill down to Wimbledon Station and the Town Centre. At The Broadway, we turned off along suburban Queen’s Road to Haydons Road, serving the station and proceeding along the latter thoroughfare to Merton High St. A short pause at Merton Garage for a driver changeover, then on to Colliers Wood Station where we turned right along Church Road, deviating around the Phipps Bridge Estate with its multitude of speed bumps making this part of the ride a tad slow and uncomfortable. Back on Church Road again, we arrived into Mitcham, calling at Lower Green before terminating at Fair Green in the town centre. A 50 min trip with reasonable usage but not that busy. My third garage with DEL types ticked off the “to do” list.

The 200 can trace its roots back to 1934, when the short local 103 between Raynes Park & Wimbledon via Ridgeway was renumbered under the then policy of single deck routes being numbered in the 200s. It was soon extended to Copse Hill, which lasted until 1962 when the section beyond Raynes Park was replaced by the 286, although there was an extension on Suns only to Kingston between 1965-71. The big extension at the other end to Mitcham came in 1966, partly replacing a withdrawn section of the 285 to Haydons Road. The early LTL and Q single deckers were replaced with RFs in 1953, double decking to RT coming in 1965.

OPO conversion from RT to SMS single deck occurred in 1971, although this was replaced by DMS double deck in 1977. Further growth saw the route reach Wallington on Suns in 1981 to replace part of withdrawn 115 which lasted only 18 months, although a different extension to Streatham Garage on M-S came in 1984, although this was soon switched to Brixton Garage instead.

Tendering saw the route pass from London Buses to Cityrama in 1986 using blue and white ex LT DMSs, with the Brixton terminus altered to New Park Road as buses could no longer use the garage to turn, although London United took on the contract in 1988 using LS Leyland Nationals after Cityrama failed. London General were the next operator in 1989 using Ms, when the the route was cut back again to Brixton Garage. In 1995 came a short term extension from Streatham Hill to Tulse Hill, the route receiving new DPL high floor Darts, although this was altered within weeks when the route was split in two, the 200 becoming Raynes Park - Mitcham (essentially the route we have today) and a new 201 taking the Mitcham - Tulse Hill section.

Millennium Year saw the 200 pass to the shortlived Mitcham Belle with low floor Darts, passing in turn to Centra London who purchased that operator in 2004. Some stability returned in 2006 when the route returned to its old home at Merton Garage, where it has remained since, operated by Go Ahead London. In this latest phase, types have passed through LDP Darts and SE Enviro200s (with PVL/WVL support) until the electric era began in 2021 as described at the start of this piece.

GAL Wright StreetDeck Electroliner DEL64 of Merton Garage represents the incoming order on the 200 and is seen at the Mitcham terminus.

This is the bus I had just travelled on over the route.

Part Route 264: Mitcham - Tooting

From Mitcham Town Centre, I completed my bus rides for the day on another electric, Enviro400 City EV Ee84, on the 264 back to Tooting Broadway Station. My only non-Merton bus of the day, although still with GAL out of Croydon (C) Garage. I then transferred once again to the Northern Line for the journey home.

Watton

Red Nose Routemasters

A day out in London with a difference this time, as I ride preserved Routemasters north and south of the capital to mark Red Nose Day in association with Comic Relief and reflect on the history of the two routes involved, one very longstanding and the other relatively new.

Metroline owned Routemaster RML903 performed a number of trips on Route 189 on Friday 20th March 2026 for Red Nose Day. The bus is seen on the Marble Arch stand before my journey aboard to Brent Cross.

The 189 was OPO from inception and so never saw crew operation in normal service, although the route it largely replaced, the 16A, was RML operated for a period.

Charity Operations

We are all familiar with the Heritage Bus Running Days in London and the Home Counties, on which it is possible to ride previous generations of buses, often on recreated or actual routes on which those types once ran.

However, in addition, it has become a tradition for certain operators or private owners to run one or two preserved vehicles on particular routes to mark certain charitable events in the calendar, such as Children in Need, Remembrance Poppy Appeal and Red Nose Day for Comic Relief. Fares are not charged on these services, although a donation to the charity involved is usually encouraged. To mark Red Nose Day 2026 on Friday 20th March, there were at least a couple of TfL routes featuring preserved Routemasters, so I determined to seek these out as something a bit different from the normal heritage operations.

Route 189: Marble Arch - Brent Cross

I began at Marble Arch just after the morning peak, start point of the 189, on which Metroline were running their preserved RML903 on 3 or 4 trips over the route, with a timetable being published on line. The bus duly arrived a little early on its schedule and parked up on the 205 Stand in Tyburn Way, which was conveniently vacant due to a strike at Stagecoach Bow Garage on that day.

The vehicle was neatly turned out in original 1960s livery with gold fleet numbers and underlined “LONDON TRANSPORT” fleetnames, whilst the interior was in original condition. The bus was one of the first batch of longer Routemasters delivered in 1962 for Trolleybus Replacement Route 104 between Barnet & Moorgate Finsbury Square, but escaped briefly on a tour to the USA in 1963 before returning to service in the capital. It became a Showbus in the mid 1970s being exhibited at shows and special events but remaining in normal service into the privatisation era, passing through the ownership of MTL London to Metroline. Last allocated to Holloway (HT) Garage, it performed mainly on the 390 until Routemaster operation ended on that route in 2004, when it was moved to the special purposes fleet, appearing on routes including the 43 and 134 for Red Nose Day in prior years.

A couple of minutes after the scheduled departure time, RML903 arrived at the first 189 pick-up stop in Oxford Street and I boarded with a few others. We turned left at Selfridges and proceeded via Portman Square up to Baker Street Station, passing close to the Sherlock Holmes Museum and attracting the attention of several tourists. Turning left into Rossmore Road, we then hung a right into Lisson Grove and on to Abbey Road, passing the studios and the zebra crossing made famous by The Beatles on one of their album covers. Arriving into Kilburn, we negotiated some temporary lights due to roadworks, before entering Quex Road which took us down to the main Kilburn High Road, where we turned right.

It was then a straight run through Kilburn, past Brondesbury and Kilburn Stations then over Shoot-Up Hill, which takes its name not from the activities of local highwaymen as some have surmised, but due to the sudden incline in the main road between Kilburn and Cricklewood which horses used to “shoot up”. Entering Cricklewood Broadway, we passed the large edifice of “The Crown”, where buses on the 16 used to stand in the car park many years ago. However, we continued via Cricklewood Station, passing under the railway bridge and then left into Claremont Road. With Clitterhouse Playing Fields on our right, we turned left past Claremont Park on the double run to the new Brent Cross Station which was introduced with its opening in 2024. Then back to Claremont Road and on over the North Circ to terminate at Brent Cross Shopping Centre after a run of almost exactly 1 hour.

We were busy with passengers throughout, many of whom were delighted to travel on an old Routemaster, although one or two had to be encouraged to move inside and not stand on the platform by the conductor! The operation of heritage buses like this always seems to turn the heads of passers-by and this was no exception, with plenty of smiling faces and a number of selfies taken in front of the bus during the trip.

This poster inside RML903 explained the reason for the special operation.

Route 189: Brent Cross - Marble Arch

After a break of 10 mins or so, I reboarded RML903 at Brent Cross for the return run to Marble Arch. More of the same on this trip, with happy passengers enjoying the atmosphere and the “ding ding” on the bell by the conductor every time we set off from a stop. This was my first time on a crew operated bus on the 189, which never officially had this form of operation, being OPO from the start, although the route it partly replaced, the 16A, did host RMLs for a time.

I arrived back at Marble Arch well satisfied after a slightly longer journey of 65 mins, partly caused by heavier traffic in Abbey Road and Lisson Grove on this trip.

Nearside view of RML903 at Brent Cross Shopping Centre between my rides aboard, with a normal service LT on the 189 tucking in behind.

This RML was one of the initial batch of the type introduced in 1962 for Trolleybus Replacement Route 104 between Barnet and Moorgate.

Route 189 History

The current 189 has always been operated by Metroline out of Cricklewood (W) Garage. It began in 1997 between Kilburn Park and Brent Cross, replacing the link formerly provided by the 16A between Kilburn and Brent Cross, although via a different intermediate route. It was extended from Kilburn to Oxford Circus in 1998, but then rerouted at Selfridges to Marble Arch in 2017. A double-run to serve the new Brent Cross West Station was added in 2024.

The 189 was initially single deck with DLD class Darts but was double-decked in 2003 with TP plus a few TA type Tridents, although these were later supplanted by TE class Enviro400s. Conversion to the present New Routemasters came in 2016.

New Routemaster LT460 of Metroline’s Cricklewood (W) Garage represents the usual allocation on the 189 and performs the double run to serve Brent Cross West Station back in May 2024.

The route was diverted to this point in February 2024 soon after the new station opened.

Tube: Marble Arch - Ealing Broadway

From Marble Arch, I adjourned to the Central Line for the 20 min journey to Ealing Broadway, where I sought out my next Red Nose Routemaster!

RML2735 is owned by Lord Hendy and kept at the London Bus Museum and was one of two Routemasters which turned out on Route 65 for Red Nose day, as the via blind shows. Pictured at Ealing Broadway Station before setting out for Kew Green.

The “Centrewest” fleetnames refer to its time with that operator, whilst the places listed on the side of the bus are the points served on an the annual Routemaster Running Day between Warminster & Imber in Wiltshire.

Route 65: Ealing Broadway - Kew Green

My second route of the day was the 65, on which the London Bus Museum was running a couple of Routemasters, although as there was no published timetable in this case, it was back to the old system of “dead reckoning” and using a bus enthusiast’s nose to sniff out the rare beasts!

Fortunately, only 15 mins or so after I arrived at Ealing Broadway, the unmistakeable shape of an RML came into view across Haven Green, which when it arrived at the stand turned out to be RML2735, owned and driven by Lord Hendy, former Transport Commissioner for London and more recently Chairman of Network Rail. Also on board, Leon Daniels, former Head of Surface Transport at TfL, who was sharing the driving. The smartly-attired conductor was from the London Bus Museum, where the vehicle is kept.

In contrast to the example I had ridden earlier on the 189, RML2735 was one of the last batch of Routemasters to be delivered to London Transport in 1967. It passed to Centrewest on privatisation and was used in a special operation on the first day that First (!) took on the contract for Route 61 (Bromley - Chislehurst) in 1995. It is preserved in the livery from this era although a nice touch is the addition of signwriting above the lower deck side windows listing points served on the annual “Imberbus” heritage operation in Wiltshire between Warminster and the normally closed village of Imber.

After a short break at Ealing Broadway, we departed on the 65 with Leon Daniels in the driving seat, bound for Kew Green, part way along the route. As with the earlier ride, we soon picked up a decent load, with many passengers pleasantly surprised to see a traditional Routemaster in service instead of the usual bus. Some were a little confused, asking what number it was and where it was going, despite this being clearly displayed on the blinds! From Ealing, we made our way south through South Ealing across the Great West Road down to Brentford, where we swung left past the The Musical Museum and the London Museum of Water & Steam, before turning right to cross Kew Bridge over the River Thames.

We terminated at Kew Green after a run of around half an hour, where we paused for the lunch break. After a while on the stand, the other Routemaster out on the route arrived from Kingston, this being RM1400 which is also based at the London Bus Museum, both buses posing together on the stand for photos.

Nearside view of RML2735 on stand at Kew Green during the lunch break, after which I rode it over the remainder of the route to Kingston. This bus was one of the later examples and was new to LT in 1968.

The longer Routemasters were only officially allocated to the 65 for a short period in 1985-6 when Hanwell (HL) had a small allocation on Sundays only, although standard RMs were on the route from 1975 to 1986 provided mainly by Norbiton (NB) with Kingston (K) also joining in at different times.

The other Routemaster out on the 65 for Red Nose day was RM1400 and has arrived at Kew Green behind RML2735.

This RM bears the later white band and roundel livery that the class carried in LT days. The 65 was converted from this type to OPO with Metrobuses in 1986.

Route 65: Kew Green - Kingston

After the break, I rejoined RML2735 which continued on its way from Kew Green to Kingston, whilst RM1400 headed in the opposite direction to Ealing Broadway. A decent run ensued at a fairly rapid pace where conditions allowed, as we continued via the gates of Kew Gardens down to Richmond. Making our way past the nicely restored Southern Railway frontage of Richmond Station, we followed the narrow streets of the one way system through the town, which was busy with Friday afternoon traffic.

Then along the pleasant stretch of greenery beside the river to Petersham, negotiating the narrow winding road where the famous “Petersham Hole” appeared in 1978-9, requiring the 65 to operate in two sections either side of the hole until it was filled in - unusually, crews walked with their passengers along the path beside the gap and took the next available bus parked on the other side to complete the trip!

Onwards through Ham, after which we encountered a crowd of home-going school students who piled aboard at a couple of stops. No doubt for many of them, their first time on a Routemaster but a journey home they are likely to remember for a long time. Soon we arrived into Kingston, depositing most of our clientele at Cromwell Road Bus Station, before continuing around the one way system to Eden Street and the terminus at Brook Street. There I alighted after a 45 min run which revived many memories.

However, this was not my first time riding old buses on the 65, as I attended a London Bus Museum Running Day over the whole original route from Ealing Argyle Road to Leatherhead Garage in 2021, when I had ridden preserved RTs, providing memories of an older era in the history of the service.

The 65 ran on beyond Kingston to Leatherhead until 1968 when it was cut back to Chessington Zoo. It was further retracted to Kingston in 1987. Preserved RT2177 is at the site of the old Leatherhead Garage terminus back in April 2021.

This was on the occasion of a London Bus Museum Running Day which recreated the whole of the original 65 from Ealing Argyle Road to Leatherhead.

Route 65 History

The 65 was a longstanding route which ran for many years between Ealing Argyle Road and Leatherhead via Ealing Broadway, Richmond, Kingston & Chessington. As part of Reshaping in 1968, the route was cut back from Leatherhead to Chessington (replaced by the 71) and withdrawn between Argyle Road and Ealing Broadway except in M-F Peaks, this section lasting until being withdrawn in 1982. The service was cut back again from Chessington to Kingston in 1987, with further changes to the 71 taking over that part of the route.

The 65 was associated with the RT type from 1948 to 1975, with the RTL variant also joining in during the early 50s. RM types took over in 1975 after several postponements, with a small RML contingent on Sundays only in 1985-6 provided by Hanwell (HL) to support the main RM allocation from Norbiton (NB). OPO came in 1986 using Metrobuses (with a few DMS types for a brief period). Tendering saw the route pass to London & Country with Atlanteans in 1990, but the contract passed to Armchair Travel in 1991 who used Atlanteans then Olympians. London United assumed control in 2002 with TA class Tridents, later replaced with SP type Scania OmniCities, although VH class Volvo Hybrids also appeared. The current BCE type electrics arrived in 2021, with ownership of London United passing to First Bus London in 2025.

There was also a suffixed variant, 65A, which had two incarnations:

• 1950-51, Ealing Argyle Road to Copt Gilders Estate, with RT/RTL. Basically, a bifurcation of the main 65. This was replaced by the 265 after just a few months.

• 1963-68, route as above but on Suns only with RT to replace the 265 on that day. It became daily from 1966 and was extended to Chessington Zoo on M-F and Leatherhead Sat/Sun, partly replacing the withdrawn 265 on M-S and the main 65 at weekends. The parent route became daily again in 1968 and took over the Copt Gilders routeing, negating the need for the suffix. The 71 then assumed the direct Hook - Chessington route vacated by the 65.

And Finally…

As usual with these special operations, thanks are due to the vehicle owners and volunteers who made the day possible. Long may they continue!

Watton

One of the unusual Cravens bodied RTs, RT1421, is seen on the April 2021 Running Day at the other end of the original 65 route at Ealing Argyle Road. This terminus became M-F Peaks only in 1968 and was withdrawn completely in 1982 when the whole daily service was truncated at Ealing Broadway.

The Cravens RTs were non-standard in the LT fleet and suffered early withdrawal in 1956, although many went on to give further service elsewhere.

Isle of Wight Part 2: Railways Old & New

In the second episode of my visit across The Solent, I travel on the Island Line with its former London Underground rolling stock, walk an abandoned trackbed and recall a previous trip on the IOW Steam Railway.

Refurbished former London Underground D78 stock has run on the Island Line between Ryde & Shanklin since 2021. Two car unit 484 003 forms a departure from Ryde Pier Head at the start of my visit.

There are 5 such units in operation, based at Ryde St John’s Road depot and operated by South Western Railway.

IOW Railway History

The Isle of Wight once had a 55 mile network of railways comprising the following lines:

• Ryde - Ventnor

• Ryde - Cowes

• Newport - Freshwater

• Brading - Bembridge

• Sandown - Newport

• Ventnor West - Merstone

Opened in stages between 1862 and 1901, the routes were operated initially by several companies that merged under the Southern Railway at “The Grouping” in 1923. After passing to British Railways on nationalisation in 1948, they were closed between 1952 & 1966. Two lines were left at the end: Ryde - Ventnor and Ryde - Cowes, both slated for closure under the Beeching Report, but happily parts of both survive. The Ryde - Shanklin section of the Ventnor Line was electrified and reopened in 1967 to cope with the (then) large numbers of holidaymakers to Sandown and Shanklin that visited the island in summer. Meanwhile, the IOW Steam Railway began a heritage operation over part of the Cowes Line based at Havenstreet that eventually extended to run from Smallbrook Junction to Wootton.

I first encountered the island’s railways as a very young boy in 1965 on a family holiday to Ventnor, when we arrived by steamer ferry at Ryde Pier Head and entered a Victorian world of steam tank engines and ancient compartment rolling stock for the final part of our journey. I still recall the excitement of that ride, along the eastern side of the island and through the long tunnel under the downs before emerging at the little terminus station at Ventnor. The good thing was that we had the return journey to look forward to on the way back! Sadly, the next time we came to the island a few years later, the steam trains were gone and we had to complete the journey from Shanklin to Ventnor by bus.

It was not lost on me that the line to Ventnor closed exactly 60 years prior to my current visit, so the aim was to recreate my original 1965 journey in the present day, by train on the open part of the line and walking the remainder that was closed.

Unit No 484 004 is pictured at the southern terminus of the Island Line at Shanklin after I travelled aboard from Ryde.

At the time of my visit, 2 trains were in operation, providing an approximate 40 min interval service.

Island Line: Ryde - Shanklin

Today’s Island Line runs for 8.5 miles between Ryde Pier Head and Shanklin. It is operated by South Western Railway using former London Underground District Line D78 stock, refurbished and converted to third rail electric operation. There are 5 units of 2 cars now classified as Class 484. A passing loop was reinstated at Brading to enable the previous 40/20 min interval service to be replaced by a regular 30 min one, but when I travelled there was an unmemorable frequency of about every 40 mins (but not quite) in place using 2 units. Departures from Ryde Pier Head were typically at 03 and 47 mins past the even hour, then 26 mins past the odd hour, with those from Shanklin at 07 and 51 past the even hour, then 30 past the odd hour. Not sure of the reason for such a bizarre timetable, which negates all the expensive work done at Brading to allow a half hourly service!

I covered the short section along the pier to Ryde Esplanade when I arrived via the “Fastcat” from Portsmouth, but returned to Esplanade Station on Day 3 of my trip to continue along the line. Like all the Island Line stations, Ryde Esplanade has been nicely refurbished in Southern Region style with green totems and has a ticket office plus waiting room. It is also adjacent to the Bus Station for easy interchange of transport modes. The line operates as a single track between Pier Head & Esplanade.

I boarded Unit 484 004 in its smart Island Line livery, the interior being nicely refurbished and clean. The former advert panels above the windows are still used for that purpose, with some displaying a line diagram of the route. Soon we were off towards Ryde St John’s Road, with the conductor/guard checking tickets or issuing them from a machine as required. We then entered the double track section through Ryde Tunnel, the small dimensions of which always dictated the use of locomotives and rolling stock of diminutive size. Bypassing the town centre, we emerged into daylight again and pulled into Ryde St John’s Road Station. This is the location of the depot for the line, where I noted one unit in the shed and two stabled outside. Interestingly, the only signalbox on the railway is here, with traditional semaphores in the station area but colour light signalling elsewhere along the line

Leaving St John’s Road, we continued southwards into open country, soon reaching Smallbrook Junction, where the line becomes single track again. This was once the junction where the line to Newport & Cowes diverged, but now provides an interchange with the IOW Steam Railway. The station was added in 1991 as a new facility and is only open when the heritage service is in operation and as it was closed on this day, we ran through without stopping.

The next section, to Brading, is probably the nicest part of the line, through green countryside with a decent speed attained. Arriving at Brading Station, we entered the passing loop restored in 2021 to stop on the down platform, whilst the other unit in service arrived beside us at the same time on the up platform. The signalbox here is also restored but not in use. Services on the Bembridge Branch (closed in 1953) used to leave from a bay platform that is no longer in use.

After leaving Brading loop, we were back on the single track heading towards Sandown, with a short country section soon replaced by a more urban environment. Sandown Station has another passing loop with two platforms. The branch line from Sandown to Newport closed in 1956, with part of its course built on with housing, although a section remains as a footpath.

From Sandown onwards the line mainly passes through urban areas over the final single track section, although we called at the single platform station at Lake, midway between Sandown and Shanklin. This is a basic structure, added to the line in 1987. From here, we continued another mile or so to the terminus at Shanklin, now a single platform but with the main station building still in place and also restored in Southern style. Journey time end to end is scheduled at 27 mins, although this seems to include a couple of minutes of recovery built into the schedule.

Passenger usage throughout the trip was reasonable with people on and off at all stops, although not crowded. The two coach unit was ample for the numbers conveyed. The Island Line continues to play a useful role in the local transport network, although it is a pity it does not still continue to Ventnor!

The line beyond Shanklin to Ventnor closed in 1966, but the section to Wroxall is now a footpath and cycle way. This is one of the overbridges seen from the old track bed.

Unfortunately, there is nothing left of Wroxall Station, the site of which is now a builder’s yard, apart from the former Station Hotel now converted into apartments.

Old Railway Walk: Shanklin - Wroxall

However, for me, this trip marked a return to the old line from Shanklin to Ventnor for the first time in over 60 years, as it is possible to walk over at least part of the old trackbed. Beyond the buffer stops at Shanklin Station is a hedge and by walking around it, I crossed the road which was once passed over by a railway bridge, entering the course of the old line southwards. The first short section is now a road to a new development with a path beside, but soon the road veered away and I was on my own on the path following the trackbed.

The houses of Shanklin soon gave way to gently rolling country with fields and farms, although we passed through wooded areas in parts. At several points, I walked under brick arch bridges carrying roads above or over short underbridges taking narrow lanes or streams beneath. The route seemed quite popular, as it was a bright and sunny day, with dog walkers, joggers, cyclists and horse-riders encountered along the way. All too soon, we came into the little village of Wroxall, where the footpath ends. Sadly, Wroxall Station is no longer there, although the site can still be discerned and is occupied by a Travis & Perkins builders yard. The adjacent former Station Hotel is now converted into apartments.

The section of line between Wroxall and Ventnor cannot be walked directly as the old railway tunnel under St Boniface Down is now used by Southern Water for sewer and water pipes. Therefore, a detour is required over St Boniface Down itself.

This is the highest point on the island at 241m and is worth the climb for the magnificent views on a clear day.

Old Railway Walk: Wroxall - Ventnor

From the site of Wroxall Station, I deviated from the former track bed for a short distance along a residential road, before rejoining the route, which became extremely muddy due to use by the local cows to move between their fields and milking. At one point, I had to cross a farm track over two stiles which was blocked by a slow moving herd - fortunately, they parted to allow me to pass!

Soon after this, I had to deviate from the old railway course more significantly, as the tunnel under the downs to Ventnor is impassable due to being used by Southern Water for water and sewer pipes. A shame that this could not have been retained as part of the walking route. Instead, I had to begin a long slow climb up Wroxall Down, high above the former railway, through fields and woods, where I saw some of the native red squirrels which are rare in Britain but remain in large numbers on the island due to the predatory grey squirrels not being able to swim across The Solent and take over as they have elsewhere on the mainland.

At the top of Wroxall Down, I had a superb view back over Wroxall Village and a good panorama of the central part of the island. From here, it was not much further to the top of St Boniface Down, the highest point on the IOW at 241 metres. This is the site of a radio transmitter, formerly a radar station that formed an important part of the early warning system for the country during the Battle of Britain and was bombed by the Luftwaffe but not completely put out of action. During the Cold War, a nuclear bunker was situated underneath. I took time to take in the view from the summit, from where I could look out over the island interior, down towards the Ventnor area and out to sea.

I then made my way along a very steep downhill path, into a valley between the hills and through some woods, finally emerging into an industrial estate which is on the site of the former Ventnor Station.

The site of the old Ventnor Station is now home to an industrial estate. The old tunnel entrance is in the “V” shape in the rock on the left above the brown car but can no longer be seen behind the buildings and foliage.

The station site was extremely cramped and located on a ledge quarried out of the downs.

Ventnor Station

The former station at Ventnor was built on a ledge 90 metres above sea level which had been quarried into the hillside. It was quite a hike uphill from the town, especially with suitcases after returning from a holiday to catch the train! The railway emerged from the 1,200m tunnel under St Boniface Down in a single track, passing the signal box and into the station itself which had a platform connected to the station buildings and a narrow island platform. There were also goods sidings which served the coal merchants who operated from caves in the chalk sides of the cutting in which the station was located.

I have memories of catching the train home from Ventnor Station in 1965 at the end of the holiday mentioned earlier, with the sights and sounds of the little tank engines and the ancient green compartment stock. While we were waiting for our train, I recall being given a penny by my parents to put in a machine on the platform which enabled me spin a pointer to various letters to spell out my name which was imprinted on a thin strip of silver metal. Simple pleasures but happy days!

The station closed in April 1966, the official reason being that the bulk of the traffic on the line was to Sandown and Shanklin. However, the budget for the electrification of the line was £500k, which just about covered the infrastructure needed for the Ryde - Shanklin section. To include Ventnor in this would have required an additional substation which could not be afforded. By 1970, the track had been lifted and the station demolished. An industrial park was built on the site in the late 70s and has since expanded. The former tunnel entrance used to be visible, but has now disappeared behind buildings and foliage.

Over the years, there has been talk of reinstating the railway to Ventnor, but whilst it might be possible between Shanklin & Wroxall, it is difficult to see how it could be done onwards to Ventnor given that the tunnel is now in alternative use and the station site has been built on. An alternative route would likely be prohibitively expensive, unless the line was converted to a light rail or tram system which could perhaps utilise “on road” sections.

The only indication that there was once a station at Ventnor are a few signs erected by a local property owner in Old Station Road, at the entrance to the industrial estate.

Island Line: Shanklin - Ryde

From the old Ventnor Station site, I walked down into the town and caught a bus back to Shanklin Station. There, I transferred to the Island Line once again, for the 25 min return trip to Ryde Esplanade, via the reverse of the route described in detail earlier.

Later, I completed the route back to Ryde Pier Head to connect with the “Fastcat” back to Portsmouth Harbour, there to return to London courtesy of South Western Railway.

IOW Steam Railway

During the journey home, I reminisced about my previous visit to the island in the summer of 2020, when I had visited the IOW Steam Railway. On that occasion, I had caught the bus from Ryde to Wootton Station, situated at the western end of the heritage line.

This runs over part of the former route between Ryde & Cowes and started when a small group of enthusiasts formed the Wight Locomotive Society and raised funds to preserve one of the last steam locomotives, W24 Calbourne, together with a number of the remaining carriages. Then, in 1971, the Isle of Wight Railway Co. Ltd. was formed to buy the 1.5 miles of track between Wootton and Havenstreet. Eventually, the line was extended eastwards and in 1991 reached Smallbrook Junction on the Ryde – Shanklin line, where a new interchange station was built. There are stations at Wootton, Havenstreet, Ashey and Smallbrook, with the main depot and workshops at Havenstreet.

An extension of the line westwards from Wootton to Newport has been talked about, although it would be difficult to restore the full length of this as there is now a road on the site of Newport Station and houses have been built on another part of the route. However, a stretch of trackbed from Wootton to the outskirts of Newport is still free from development and perhaps could be used. Another possibility is to extend from Smallbrook Junction to Ryde St John’s Road, using one of the two tracks on this section of the Island Line.

Heritage services were due to recommence for the season soon after my visit in late March 2026 and the IOW Steam Railway website should be consulted for details.

Ivatt Class 2 41313 built in 1952 was the duty steam engine when I travelled on the IOW Steam Railway in July 2020 and is seen at Wootton with its train of restored Southern carriages.

Whilst this engine is not native to the IOW, the railway has three locos, “Calbourne”, “Freshwater” & “Newport” which spent much of their life working on the island’s railways.

The station buildings including Booking Office at Wootton showing period posters and signs.

Interior of the Third Class compartment in which I travelled. Like all the rolling stock on the railway, expertly restored. Note the Southern Railway map of the island above the seat on he left.

Whilst of differing ages, all the carriages are at least 90 years old and of the type that would have run on the island.

Ivatt tank engine 41313 again, seen from a different angle at Haven Street Station, where the main headquarters of the line are based.

The line is over 5 miles long and connects with the electrified Island Line at Smallbrook Junction, where a station exists purely for interchange with no road access.

1938 Tube Stock

And Finally… we began with the current D78 Underground Stock used on the Island Line, so now a quick look at the previous generation of 1938 Tube Stock which was still very much in service at the time of my previous visit in July 2020. 10 sets of these refurbished former London Underground trains operated on the island from 1989 to 2021. Classified as Class 483, they operated usually as 2 car units.

They replaced the even older “standard stock” former London Underground trains dating from 1923-34 which were used between 1967 and 1992, made up into 4 and 3 car sets designated “4-VEC” and “3-TIS” in the BR Southern Region EMU classification system, which later became Class 485 & 486.

Watton

During my 2020 visit, the former 1938 Tube Stock was still in service on the Island Line. Unit 483 006 is at the buffer stops at Shanklin after a trip on it from Ryde.

These units were refurbished between 1989 & 1992 for use on the island and lasted in service until 2021, by which time they were the oldest passenger trains in regular service in Britain.

1938 Tube Stock Unit 483 008 has just emerged from Ryde Tunnel on approach to Ryde Esplanade Station during my July 2020 visit and is seen from the overbridge.

These trains carried various liveries on the island, but traditional London red was the best in my opinion. Luckily, a number have been preserved including one unit (483 007) at the IOW Steam Railway.

Isle of Wight - Part 1: All Diesel with Southern Vectis

A few days on the Isle of Wight saw me ride mainly Enviro400s on a selection of Southern Vectis routes, before many of these diesels are replaced by a fleet of new Wright StreetDeck Electroliners in the coming weeks and months.

Southern Vectis Route Map showing principal routes, including the seasonal “Breezer” and “Coaster” services. Note how services radiate out from Newport, where the main depot for the company is located.

Arrival

After taking the South Western Railway train from London Waterloo to Portsmouth Harbour, I transferred to the Wightlink Ferry for the crossing to the Isle of Wight. Unfortunately, there was an initial glitch in my plans, as a track inspection near Hilsea requiring a 5mph speed restriction over the affected section caused a 12 minute late arrival at Portsmouth Harbour, which meant I missed my ferry, which was not held, so had to wait nearly an hour for the next one! I obtained the distinct impression that South Western Railway and Wightlink personnel do not cooperate as they should to maintain connections, each sticking to their departure times, without concern that many customers of one company are also customers of the other.

Luckily though, I had time in hand on my personal schedule and was able to enjoy the crossing from Portsmouth to Ryde aboard Wight Ryder 1, one of the two “FastCat” ferries new in 2009, which transport foot passengers to and from the island in 22 minutes. An Hourly service operates, increasing to every 30 mins on Summer Weekends.

At Ryde Pier Head, I transferred to the Island Line, also operated by South Western Railway, for the short hop along the pier to Ryde Esplanade. A full report on IOW trains will appear in Part 2 of this article.

Having disembarked from the Wightlink “FastCat” at Ryde Pier Head (seen in the right background), I travelled to Ryde Esplanade aboard one of the former London Underground D78 stock trains. Unit 484 005 approaches Ryde Esplanade station.

Part 2 of this article will feature more on the Island Line together with a walk along an abandoned section of track and a ride on the IOW Steam railway during a previous visit.

Southern Vectis History

Southern Vectis is the main bus operator on the Isle of Wight. It was founded in 1921 as Dodson & Campbell, becoming the Vectis Bus Company in 1923, the title “Vectis” being the Roman name for the island. The company became “Southern Vectis” after being purchased by the Southern Railway in 1929 and later in 1969 became part of the National Bus Company. With deregulation in 1986, the business was sold in a management buyout, but in 2005 the company was acquired by the Go Ahead Group.

Recently, the company announced a big investment in new electric vehicles, with an initial 31 Wright StreetDeck Electroliners being obtained with help from the UK Government’s ZEBRA (Zero Emission Bus Regional Area) scheme and due to enter service during 2026. A further investment of 23 additional vehicles has since been added, taking the total to 54.

As a result, the reason for my trip was to sample the existing diesels in service for a final time before the majority are replaced by the incoming electrics. The current Southern Vectis fleet is highly standardised, with Enviro400s of both “classic” and MMC version predominating, although there are a few Optare Solo single deckers in service. A few “non standard” vehicles operate on the seasonal Open Top “Breezer” services, but my visit was too early in the year for these on this occasion.

In personal terms, I have visited the island many times over the years and sampled various generations of Southern Vectis buses, ranging from Bristol Lodekkas and Bristol RELL types in the 1960s/70s, through Bristol VRs and Leyland Nationals, Olympians and Dennis Darts, to the low floor era of Volvo B7TL Plaxton Presidents and Scania OmniCities in the noughties.

Southern Vectis once had several garages, but following closure of those at Freshwater, Ryde, Shanklin and Ventnor, operations are now concentrated on the main depot in Newport, from where the network now radiates out around the island, although some buses are out-stationed overnight in some locations. The former Ryde Garage is now the home of the Island Bus Museum, which organises periodic running days in historic vehicles.

Timetables

I began my bus travels at Ryde Transport Interchange, the modern Bus Station outside Ryde Esplanade Station, where a Travel Shop provides maps and leaflets, including a “Bus Times” booklet of all routes on the island. Interestingly, the Winter edition not only included the standard timetables, but also the special Christmas Day ones for 2025 that operated on 5 main routes between about 0800 and Midnight - a situation which puts London and many other places in the country to shame! The booklet also included a fold-out map of the network inside the cover, plus town plans at the back. The print-run must be enormous, as I encountered copies everywhere on the island, not just at the Ryde & Newport Travel Shops, but including libraries and even at the two hotels I stayed in during my visit!

Cover of the Southern Vectis “Bus Times” booklet for Winter 2025/6. There is a fold out map of the network inside, plus town plans and full timetables for all routes, including Christmas Day services.

Copies were widely available at various outlets across the island, even hotels!

DAY 1

Route 9: Ryde - Newport via Medina

My first route was the 9, which links Ryde with the island’s “capital” Newport. A frequent 10 min service operates M-S daytimes, 15 min eves & Suns, dropping to 30 mins early & late on Suns. There are 3 Night journeys between midnight and 3AM on Fris & Sats. Oddly, whilst journeys operate alternately via Medina and Staplers on the intermediate section between Wootton & Newport, this is not distinguished on the route number by means of a suffix as might be expected (9 and 9A, perhaps?), but only by a via point on the destination display, which seemed to cause a little confusion amongst some passengers unfamiliar with the set up.

The route was mainly in the hands of Enviro400 MMCs when I travelled, but there were a couple of “classic” versions out, including fleet no 1594 which I boarded. As expected with this operator, a clean and well presented bus inside and out, with next stop announcements and screens on board. A reasonable number boarded at the various stops in Ryde Town Centre as we made our way west through the suburb of Binstead. Then the more countrified section past Quarr Abbey, which is a monastery open to the public, before passing the turn off to the Fishbourne Car Ferry. Soon, we arrived at Wootton Bridge, with its picturesque little harbour teeming with boats.

After this, the route splits, but we took the main road route out of Wootton to Whippingham and on into Newport, calling at the Medina Leisure Centre. On approach to the town, we negotiated a couple of roundabouts and new road layouts, before arriving at the Bus Station after a 30 min trip. Once again, a Travel Shop is located here, which was bristling with leaflets on local attractions plus the ubiquitous “Bus Times” booklet, whilst outside on the wall was a massive map of the island showing the bus routes and where to board them - Southern Vectis certainly know how to do publicity!

Although I travelled on a “classic” version on the 9, Enviro400 MMC 1653 at Newport Bus Station illustrates the majority fare on the route at the time of my trip.

There is much interworking of routes with Southern Vectis and this bus then moved on to Route 3 to Ryde via Ventnor.

Route 1: Newport - Cowes via Park & Ride

Next, I switched my attention to Route 1, which operates between Newport & Cowes and, like the 9, has two intermediate routes, in this case one via Cowes Park & Ride and one via Round House, again with no distinguishing suffix. Frequencies are similar to the 9, with a bus every 10 mins M-S daytimes, 15 mins eves & Suns, 30 mins early & late on Suns. There are 4 Night journeys between 0100 & 0330 on Fris & Sats only. At one time, the 1 did have suffixed variants and operated as a through service between Ryde & Cowes via Newport, although it is now split into two separate routes at Newport, the 1 and the 9.

At the time of my visit, the service was solidly Enviro400 MMC operated and I took fleet no 1742 on its next trip from Newport Bus Station. A well-used route, as it serves local schools and the large St Mary’s Hospital on its way out of town. Beyond this, we passed Parkhurst and Albany Prisons, before a short country stretch up towards Cowes. The main road here was closed northbound to normal traffic due to roadworks, but buses were allowed through the affected section which was controlled by temporary lights.

At Northwood “Horseshoe Inn”, we took the right hand fork, past the BAE Systems Factory to the small Park & Ride Car Park on the outskirts of Cowes, which is served by a double run off the nearby roundabout and produced no takers, although a couple alighted. It was then into town via the Medical Centre and suburban housing, terminating at Carvell Lane M&S Store, adjacent to the High Street. Just under half an hour for the trip. Interestingly, the M&S Store is on the site of the former Cowes Station, which was at the end of the line from Ryde to Cowes via Newport, which closed in 1966.

Enviro400 MMC 1742 at Cowes Carvel Lane M&S on Route 1 after I had travelled to this point from Newport on board. There are 2 variants of the 1, via Park & Ride and via Round House, this bus displaying the latter on its return trip to Newport.

Note the side branding on this example which many of this type have but was absent on the previous one illustrated on the 9.

Route 32: Cowes & Gurnard (Circular)

After a short stroll around the pleasant narrow streets of Cowes with views of boats in the harbour and the larger ferries, it was back to the bus terminus for my only single deck ride of the trip. This was on one of the small fleet of Optare Solos (no 3814) which operate on some of the less frequent services. One such is the 32, which provides just 6 trips on a couple of slightly differing circulars to the Gurnard area from Cowes on Tues, Wed, Thurs & Sats only between about 0930 and 1330.

Such a route does not seem designed to generate much custom and indeed, apart from me, only 2 other passengers boarded for the penultimate trip of the day, at the ridiculously early time of 12.20! The bus proceeded via the back streets of Cowes not served by mainstream routes, emerging onto the coast road at Egypt Point, which it followed around to the village of Gurnard, with views of ships and boats in The Solent to the right. We dropped one passenger on this section and then traversed a narrow country lane to the Round House (literally that - a circular house at a crossroads) before veering off along the aptly named Solent View Road to Gurnard Pines, where our other passenger alighted.

That was it in terms of passengers - just me and the driver, back to Northwood and the Medical Centre, before another back doubles stretch unserved by other routes, through to Carvel Lane once again. A 30 min round trip transporting mainly fresh air around Cowes. Gurnard used to have an all day service at one time, so this appears to be an example of a minimal facility being provided for shoppers, rather than an attempt to offer a useful regular link.

My sole single deck journey of the trip was aboard this Optare Solo, fleet no 3814, on local circular 32 between Cowes & Gurnard. Only 2 other passengers joined me on this working!

This is one of a dozen of the type with Southern Vectis, which operate mainly on the more infrequent town services, often in between school duties.

Route 1: Cowes - Newport via Round House

Back at Carvel Lane, I switched back to Route 1 for the return run to Newport, although this time taking the variant which operates via Round House. The vehicle was the same Enviro400 MMC as on the outward run, no 1742. After taking a slightly different intermediate route out of Cowes, we rejoined the main alignment at Northwood for a straight run back past Parkhurst and the Hospital into Newport. Just 25 mins in this direction for the run.

Back at Newport Bus Station, I had a surprise encounter with this Volvo B7TL Plaxton President, now fleet no 1904, but better known as former Go Ahead London PVL104.

The vehicle is in “Bluestar” livery from its time on the mainland but is now a driver trainer, although here was being used as a driver ferry bus.

Route 7: Newport - Alum Bay - Newport

After obtaining some supplies for lunch, my rides continued with a trip out to West Wight. Routes 7 & 12 operate from Newport to Alum Bay via different routes, although the former is the more frequent. Once again, as with the 9 and the 1, there are two variants to the 7, although this time not just over a short section, but over a significant part of the route between Newport & Yarmouth, as can be seen on the route map at the start of this article. A 30 min frequency operates daily during daytimes, Hourly evenings, alternately over the two routeings.

When I travelled, the 7 was the expected mix of Enviro400s including classic and MMC types, but I had fleet no 1522, one of the older version, for a run over the northern variant of the route via Shalfleet. A reasonable number joined me on the trip at Newport Bus Station, with more boarding as we made our way through the town and out towards Carisbrooke, famous for its castle which sits above the town and dates from Anglo-Saxon times, although the current building is mainly medieval. King Charles I was imprisoned there for a time prior to his execution in 1649. Today, it is run by English Heritage as a popular tourist attraction.

However, we continued through the narrow Carisbrooke High St and onwards out of the town into open countryside, finally attaining a reasonable speed over the winding roads towards the west of the island. A few passengers on and off in the small intermediate villages of Shalfleet and Cranmore, before arriving into the little town of Yarmouth, where there is a car ferry link to and from Lymington on the mainland. Pausing at the small Bus Station, we took a scheduled 5 mins “hesitation”, before continuing along the main road over the River Yar and close to Fort Victoria Country Park at Norton, before turning off down a narrow winding lane towards Freshwater, the western-most town on the island, which once had a small Southern Vectis Bus Garage, closed some years ago. Freshwater was also the terminus of a branch line railway from Newport, although services were withdrawn in 1953 and part of the trackbed is now a public bridleway.

Several of our passengers alighted in Freshwater, but we gained a few short riders through to adjacent Colwell Bay and Totland, where most got off at the War Memorial in the village. Just 3 of us continued on the country section between the downs to Alum Bay, by which time the winds which had been brewing all day were becoming ever more blustery. We terminated at the Needles Landmark Attraction after a run of 1 hour from Newport.

Alum Bay was named after the mining of alum here in the 16th Century, but became more famous in the 19th Century due to its deposits of coloured sand, which were sold in vials to holidaymakers or made into ornaments. The nearby Needles rocks and lighthouse just offshore are a famous sight, often viewed from the Needles Battery on top of the cliffs and served in season by the “Needles Breezer” Open Top bus, which I had ridden several times over the years in glorious summer weather, but not operating on this particular occasion when conditions could not have been more different!

Instead, I sheltered from the wind and drizzle as best I could for a few minutes, before reboarding 1522 for the return run to Newport the way we had come. Another 1 hour journey, with a fair number of users and a generally speedy ride across some pleasant countryside and through the small villages.

Enviro400 fleet no 1522 at a very blustery Alum Bay during my return run aboard on Route 7 from Newport. Once again, the 7 has two variants, this time between Yarmouth and Newport, one via Calbourne and one via Shalfleet, as seen here.

By my calculations, there were 37 classic Enviros in the Southern Vectis fleet at this time, most of which are likely to be replaced by the incoming electrics.

Route 5: Newport - East Cowes - Newport

Back at Newport once again, I transferred to one of the shorter routes on the island, the 5 to East Cowes. This operates every 15 mins M-S daytimes, 30 mins Sun daytimes and every 40-50 mins evenings daily.

My bus for this journey was another Enviro400, fleet no 1525. A number of returning shoppers boarded with me at the Bus Station and soon we were off eastbound out of town. For the first part of the journey, past Medina Leisure Centre and on to Whippingham Roundabout, we ran in parallel with Route 1. Then we hung a left past farmland through Whippingham, where we encountered one of the new Wright StreetDeck Electroliners on driver training duties.

Soon, we reached Osborne House, former home of Queen Victoria, Prince Albert and their family on the island, which is now a visitor attraction run by English Heritage and where a couple of tourists alighted. However, I continued into the outskirts of East Cowes, where we turned off the main road via Victoria Grove & Adelaide Grove through housing, down to the terminus at Waitrose, close to the car ferry. In addition, there is a “floating bridge” between East Cowes & Cowes, effectively a chain ferry, which conveys vehicles, bikes and foot passengers across the river estuary between the two places.

I remained on the bus for the return run after the 5 min break, retracing my steps back to Newport via the reverse of the outward route, 25 mins each way.

Enviro400 1525 prepares for a journey to East Cowes on Route 5 at Newport Bus Station. I did a round trip aboard.

A sister Enviro400 can be glimpsed in the background on Route 9 to Ryde.

Route 38: Newport & Carisbrooke (Circular)

To end the day, there was just time to squeeze in a quick round trip on Newport Local Circular Route 38. This is normally double deck operated, but the passengers on the trip I took could have fitted into a Solo! Enviro400 no 1595 formed the next departure on the route, which was the penultimate trip of the day. The 38 operates with 1 bus on a 30 min frequency between about 0730-1800 M-S and 0930-1800 on Sun. Buses interwork from other services, so it is not the same bus all day.

We set off through the town, taking the Carisbrooke Road at first, but then turning off via housing estate roads, serving Christ The King College, Carisbrooke College and Carisbrooke Retail Park. Then it was back into Carisbrooke High Street, before swinging right up Cedar Hill, calling at the bottom of Castle Hill for the nearest stop to Carisbrooke Castle. From here, we picked up a handful of inbound passengers on Whitepit Lane, Shide Road and Medina Avenue, with a few hairy moments as we squeezed along the narrow streets between parked cars.

Just 25 mins for the circuit, after which I made my way to my hotel for the night.

My final ride on Day 1 was a quick spin on Newport Local Route 38, which operates as a circular via Carisbrooke. Enviro400 1595 was the vehicle and is seen at the Bus Station as dusk falls.

In the left background, the large route map of the island can be seen on the Travel Shop wall.

DAY 2

Route 8: Newport - Ryde via Sandown & Bembridge

After a delicious Full English Breakfast, I returned to Newport Bus Station on a brighter day to resume my bus rides. Having concentrated on the north and west sides on Day 1, the intention was to visit the east and south sides on Day 2.

First route of the day was the 8, one of the longer ones, which operates through the centre of the island to Sandown and then around the coast via Bembridge to Ryde. An Hourly frequency applies Daily during daytimes, 2 Hourly Sun eves. Additional shorts between Newport & Sandown on M-S daytimes provide a 30 min service over this section.

The usual mixed bag of Enviros was out and I hopped on no 1593 with a few others. At first, we were essentially a town service, running east through the Pan Estate, before reaching open country at Staplers. We then made our way through the rural centre part of the island along winding roads in company with sheep, cows and horses at various points. The first significant settlement reached was the village of Arreton, where we had views of nearby Arreton Manor, a Jacobean manor house once open to the public but now a private residence although offering accommodation in its guest rooms. Beyond this, we continued along lanes to Amazon World, an out of town zoo where we dropped a handful of employees. Then on through Winford where we described a difficult right turn of almost 180 degrees on a hill with a blind corner, with the adjacent Bus Stop named appropriately “Hairpin Bend”. Joining the main road at Apse Heath, we soon came abruptly back into civilisation at Lake Morrisons, roughly half way between Shanklin and Sandown. A short way further on, we arrived into Sandown Town Centre, with a 5 min hesitation at Victoria Road, enabling a brief stretch of the legs.

Then we were off once again, passing along the sea front serving the Boating Lake, Dinosaur Isle and Wildheart Animal Sanctuary, all of which were deserted at this time of year, although there were various hardy souls walking along the beach. Making our way up the hill out of Sandown, we twisted and turned around the narrow roads through Yaverland and Whitecliff Bay on to the town of Bembridge. After looping around the estate roads in the Crossway area, we continued through town to the High Street and on to Bembridge Harbour, close to the old station which was once the terminus of a branch from Brading, another which closed many years ago in 1953 and now the site of a new development. As we circled around the pleasant little harbour, we passed various boat repairers, houseboats and the yacht club. Coming into the adjacent settlement of St Helens, we called at the old station site, before moving uphill to the village green.

From here, it was through more open country, picking up a few holidaymakers with suitcases at Nodes Point Holiday Park, then on to Nettlestone before looping around the suburban streets of Seaview, where we gained a large number of passengers. The final approach to Ryde was via St John’s Hill, St John’s Road Station and into the town centre, before finally terminating at the Interchange. Total journey time - 1hr50m.

I have to say that the choice of running extra shorts over the Newport - Sandown section of the 8 appeared odd, as the Bembridge - Ryde section seemed to be the busiest and would benefit more from a half hourly service - the basic hourly all day frequency being a bit stingy in my opinion. However, the number 8 did bring back memories for me, as I recall riding it way back during the days when it was crew operated with Bristol Lodekkas and ran from Shanklin to Ryde via Sandown and Bembridge.

Enviro400 1593 is seen at Sandown Victoria Road during its 5 minute “hesitation” at this point whilst on Route 8 to Ryde.

I rode this bus from Newport to Ryde via Sandown and Bembridge.

Route 37: Ryde & Binstead (Circular)

Whilst in Ryde, there was time for another short local service, this time the 37, which like the 38 in Newport, operates on a one way loop basis. An Hourly service runs M-S daytimes only with departures between about 0800 and 1700. Buses were interworking with Service 4 (Ryde - East Cowes), there being 2 vehicles operating on each route alternately, an inbound 4 becoming an outbound 37 at Ryde Interchange and vice versa.

I joined Enviro400 1587 at the Interchange on its next circuit of the 37, another route on which the clientele could have easily fitted into a single decker at the time of day I travelled, mid morning. Basically, a service of three parts - firstly, a town section to the Haylands area, followed by a sweep around the country lanes to the south passing various farms, then another town segment from the Binstead area back into Ryde. Users on and off in ones and twos, but not that busy. 45 mins for the circular tour.

Enviro400 MMC 1670 is at Ryde Interchange before setting out on its Route 3 journey to Newport the long way round via Sandown, Shanklin and Ventnor. I rode sister vehicle 1664 over this route.

Back in the day, the famous Route 16 covered the Ryde - Ventnor section, with some journeys running on to Blackgang Chine.

Route 3: Ryde - Newport via Sandown, Shanklin & Ventnor

Next on the agenda, my longest route of the visit, the 3, which runs along the eastern side of the island between Ryde, Sandown, Shanklin and Ventnor, essentially over the former Route 16 which covered this corridor, before doubling back on itself inland via Wroxall and Godshill to Newport. A basic 30 min service operates Daily, with some longer gaps early and late in the day. There are 3 Night departures on Fris & Sats between Midnight and 03.00 from each end. Together with Route 2, which parallels the 3 between Ryde & Shanklin (apart from a slightly different intermediate routeing in Ryde) then runs direct to Newport, a joint 15 min frequency applies over the common section. This time, I had an Enviro400 MMC, no 1664, and positioned myself in the front seat upstairs.

From Ryde Esplanade, we made our way through the town via St John’s Road, with a quick view of the nearby IOW Bus Museum, formerly the Southern Vectis Bus Garage and beside which a few vehicles are still outstationed. Then via the Elmfield area onto the Brading Road, diverging briefly to serve the Tesco Extra Superstore on the edge of Ryde, where we met another new Wright StreetDeck Electroliner on driver training. From here, the route entered a country section through to the little town of Brading, which has a station on the Island Line and a picturesque narrow main street. The stop at Brading Bull Ring recalls the site where a chained bull would be baited by dogs in past centuries. Further on, we passed close to Brading Roman Villa, which remains have been extensively restored and is open to visitors.

After Brading, it was but a short hop to the next town of Sandown, which I had been through earlier in the day on the 8. This time, we continued along the High Street and through the suburban sprawl of Lake, where we were delayed a few minutes due to temporary lights. Arriving into Shanklin, we called at the station (southern terminus of the Island Line) and then the Bus Station, which these days is a few stops around a supermarket, which now occupies the site of the old Bus Station and former Southern Vectis Garage. A passenger exchange and then we continued onto probably the nicest part of the route, via Shanklin Old Village with its thatched cottages, pubs and restaurants, and onto the winding coast road to Ventnor. This is very hilly in parts, with glimpses of the sea and plenty of trees and greenery all around. Soon, we entered Upper Bonchurch, a short walk from Bonchurch Village below which has picturesque litle houses, a nice pond and the small Norman Church of St Boniface. Then it was into Ventnor Town Centre, which we looped around, passing the small former Southern Vectis Garage, still there but empty and chained shut despite various attempts to redevelop the site over the years which have all fallen through. This reminded me of family holidays here as a child when we took trips aboard Bristol Lodekkas on Route 16 out to Niton and Blackgang Chine.

At the timing point of Ventnor Boots, our few minutes of late running was briefly made up, as we didn’t take the scheduled hesitation and left immediately bang on time once again. However, the expected run past Ventnor Old Station and on via the village of Wroxall didn’t happen, as the road was closed for roadworks between Wroxall and Whiteley Bank. The diversion route was therefore back the way we had come (!) through Upper Bonchurch and back to Shanklin, where we turned left along Victoria Avenue following the 2 route to Whiteley Bank Cross Roads, where we regained line of route. Our driver did very well to lose only 5 mins on the long diversionary route. Interestingly, a temporary shuttle service was in operation between Ventor and Wroxall Church using a double decker at 30 min intervals during the roadworks, which I saw in Ventnor displaying “Shuttle Service” in the route number / destination box.

Back on the official route, our 3 continued through the centre of the island, the next major port of call being the scenic village of Godshill. This has won the title of “Prettiest Village on the IOW” on several occasions and is famous for its thatched cottages, pubs and restaurants, gift shops, model village and medieval church on the hill. All of which seemed fairly deserted at this time of year - a stark contrast with the tourist hordes that often overrun it in summer! Beyond Godshill, we continued through the lanes to the villages of Rookley and Blackwater, before finally entering the suburbs of Newport and being brought back to reality by a double run to serve the ASDA store on the edge of town. Finally, we came into Newport Town Centre, arriving at the Bus Station after a lengthy run of 1h55m - but dead on time - a credit to our driver given the traffic hazards on the journey.

A handful of vehicles are in “Vectis Blue” livery, including Enviro400 fleet no 1510, seen here between school duties at Ryde Interchange, parked up with a fellow Enviro in standard livery.

Route 9: Newport - Ryde via Staplers

The afternoon saw me return to Ryde, but this time along the direct number 9 route, although in contrast to my westbound trip the day before, I chose the other variant via Staplers. Once again, I was lucky to have a traditional Enviro400, no 1522, which I had ridden the day before on the 7 to Alum Bay.

This version of the 9 departs Newport via Staplers Road and the Barton area of town, before reaching open country and serving a number of attractions including Monkey Haven, Butterfly World and Wootton Bridge Station on the IOW Steam Railway, which was closed but which I had ridden on my previous visit in 2020. Rejoining the other leg of the 9 at Wootton, we continued on to Ryde via Fishbourne & Binstead, taking just 30 mins overall for the well used trip.

My final route on this trip was the 4 from Ryde to East Cowes and back. Enviro400 1523 was the bus and is seen here amidst the street furniture at Ryde Interchange.

New Wright StreetDeck Electroliners are promised for this and many of the other routes featured very shortly and indeed began entering service just a few days later.

Route 4: Ryde - East Cowes - Ryde

Back at Ryde, there was just time to finish off with a final trip, a return to East Cowes and back on Route 4. This operates Hourly daily including evenings and, as mentioned earlier, interworks with Ryde Town service 37. My last bus of this adventure was another Enviro400, no 1523, which was waiting at Stop A in the Interchange, so I hopped on with a handful of others and we departed on time.

This service is largely an amalgam of parts of the 9 and 5 routes, covered earlier in this article, apart from a slightly different intermediate routeing in East Cowes. So, out via Binstead, Fishbourne and Wootton to Whippingham Roundabout, then on to Osborne House and into East Cowes, although this time remaining on the main road (York Avenue) to the terminus at Waitrose near to the ferry terminal. A 30 min run.

After a 5 min break, I returned on the same vehicle to Ryde, this time picking up two large groups of tourists at the stops nearest to Osborne House. At Quarr Abbey, our driver kindly stopped a few yards past the stop in response to a lady who was running down the drive waving furiously and wanted the bus! This seemed to be fairly typical of the service provided by the Southern Vectis drivers I encountered during my visit, the majority of whom appeared extremely courteous and helpful. Arrival back at Ryde Interchange was after another 30 min trip.

Breezers

Although it was too early in the year to ride any of the Open Top Bus Routes on the island, I had covered these on previous trips. These are shown on the map at the start of this article and include:

• Downs Breezer (Circular from Ryde via Wootton, Robin Hill, Sandown & Bembridge)

• Shanklin Shuttle (Circular via Old Village, Chine & Esplanade)

• Needles Breezer (Circular from Yarmouth via Freshwater, Totland & Alum Bay including Needles Battery)

In addition, there is the “Island Coaster” which is the island’s longest route from Ryde to Yarmouth via Bembridge, Sandown, Shanklin, Ventnor, Blackgang, Freshwater Bay, Freshwater & Alum Bay around the coastal roads. This provides 2 or 3 daily trips each way during the summer and is normally operated by a covered top bus.

Finally, there is the “Summer Links” service between Newport and Yarmouth via Calbourne Water Mill and Tapnell Farm, which has one or two Open Top “positioning” journeys for the Needles Breezer, but is otherwise operated by covered top buses.

All these services were due to recommence at the end of March 2026 and operate through to at least the end of September - full details are available on the Southern Vectis website.

Watton

Whilst it was too early in the year to ride any of the Southern Vectis Open Top routes on this trip, I did cover them on my previous visit in July 2020, where we see Scania Optare Visionaire 1402 at Alum Bay on the Needles Breezer in Island Breezers livery.

The latest order for Wright StreetDeck Electroliners includes 3 Open Top versions for this service.

In with the old and in with the new in Walthamstow

Back in London, I visit the Walthamstow area to ride some older buses that have found a new use, plus some new electric vehicles that have recently entered service.

Go Ahead London took over the contract for the 123 from Arriva on 28th February 2026. Whilst mainly intended for hybrid operation, a few diesels have been drafted in to Northumberland Park (NP) Garage to help out, comprising Volvo B9TLs like WVN32, seen here on stand in Wood Green before I rode it to Ilford.

This WVN (which seems to have lost its “W”!) is one of those new to First, starting life at NP Garage, then transferred to Merton (AL) under Go Ahead for the 131, before passing recently to Morden Wharf (MG) for the SL11 and now returned home to NP.

Route 123: Wood Green - Ilford

Arriving by Great Northern Train at Alexandra Palace at the end of the morning peak, I walked down to Wood Green to begin my bus rides for the day with a trip on the 123 to Ilford. I had last ridden the route a few months ago in the opposite direction when it was still with Arriva, but at the end of February 2026, it passed to Go Ahead, so my first opportunity to sample the activities of the new operator.

A 3 year contract has been obtained using existing hybrids of the MHV and WHV classes, including some MHVs freed up from conversion of the 22 at Putney Garage to DEL class electrics. However, due to insufficient hybrids being available, a few diesels have been drafted into Northumberland Park (NP) to help out, at least in the short term. These comprise some of the peripatetic WVNs previously at Merton (AL), which passed to Morden Wharf (MG) for the SL11 in January and have now completed the circle by returning to NP, the garage they were based at when new to First London! A few WVLs have also joined in the mix.

When I arrived at Wood Green Station, WVN32 was waiting on stand and formed the second departure behind MHV59. Climbing aboard, I settled in for a quiet run, as the streets seemed unusually free of traffic. Down Wood Green High Road to Turnpike Lane Bus Station, which we circumnavigated, to which point the route may soon be truncated from the east as part of route changes associated with the nearby “Harringey Heartlands” development.

Then it was along Westbury Avenue, before turning right into Lordship Lane and on to Bruce Grove Station, where we turned into Tottenham High Road. Taking a left turn opposite Tottenham (AR) Garage, we powered down to Tottenham Hale Bus Station, before continuing over the River Lea past the famous Ferry Boat Inn and through the Walthamstow Wetlands area. Soon we were at Blackhorse Road Station and made good progress onwards through the roadworks to Bell Corner. Following this, we passed Waltham Forest Town Hall and the eastern outskirts of Walthamstow at Beacontree Avenue, touching the fringes of Epping Forest. At Waterworks Corner, we joined the North Circular for a fast run through Woodford, before peeling off along the dual carriageway to Gants Hill roundabout. By now we were a touch early on schedule, so it was a gentle amble into Ilford beside the delights of Valentines Park. We terminated at Hainault Street virtually on time after a run of 1h15m.

For a route history of this version of the 123, which began in 1960 as the successor to Trolleybus 623, refer to my previous article “Totting Up in Tottenham” dated 25th August 2025. However, it is worth mentioning that the 123 number was used before this for a route between South Hornchurch & Ongar, RT operated and withdrawn in 1958, being largely replaced by the 175.

The hybrid allocation on the 123 comprises MHV and WHV classes. Volvo B5LH MCV EvoSeti MHV59 illustrates the former type at Wood Green and formed the departure ahead of the one I took aboard WVN32.

Some of the MHVs gathered together were those from Putney (AF) made spare by the arrival of new DELs for the 22, but this example was one of NP’s existing inmates.

Part Route SL2: Ilford - Walthamstow

At Ilford, I walked through the town to Sainsbury’s, where I had only a couple of minutes to wait for my next bus on Superloop SL2 back to Walthamstow, largely parallel to the 123 but even quicker as only key stops are served. I had HA39, one of the Enviro400H City vehicles in Superloop livery from Arriva’s Barking (DX) Garage that form the current allocation.

A rapid 35 min trip through to Walthamstow Central, where the SL2 now terminates and picks up in the Bus Station itself, rather than outside in Selborne Road as previously.

The SL2 joined the Superloop network in March 2024, running between North Woolwich and Walthamstow Central.

Arriva Enviro400H City HA43 of Barking (DX) Garage on the SL2 at Walthamstow Central Bus Station, after I had travelled here from Ilford on sister Superloop liveried HA39.

The SL2 moved its Walthamstow terminal from outside to inside the Bus Station from 28th February 2026.

Poster showing changes to Bus Stops at Walthamstow Central Bus Station from 28th February 2026.

Whilst the SL2 moved into the Bus Station to terminate and depart, the SL1 and 34 moved the other way to terminate and depart in Selborne Road.

Route 215: Walthamstow - Lee Valley Campsite - Walthamstow Stadium

In recent times on Watton’s Wanderings, I have been riding NRMs on some of the outer suburban routes to which they have been transferred from their original duties nearer to Central London. One of these routes still on my “To Do” List was the 215, operated by Stagecoach out of Leyton (T) Garage, so I took the opportunity to put that right on this latest journey.

Next to depart from Walthamstow Central Bus Station was LT386, so I boarded with a small number of other takers. A gentle run followed, past Walthamstow Market to The Bell, then along Chingford Road passing the site of the late lamented Walthamstow (WW) Garage, now long gone apart from the former Tramway Offices converted into housing. Up to the Crooked Billet roundabout on the North Circ, which we crossed and called at Walthamstow Stadium for the adjacent Sainsbury’s store. Continuing up to Hall Lane and Chingford Mount, we ascended the hill past Chingford Old Church, before parting company with trunk route 97 which we had shadowed up to this point and taking the freehold stretch of the 215 via Mansfield Hill to the foot of Kings Head Hill.

As we entered the final section of the route northbound, we deposited most of our passengers in the Yardley Lane Estate area, with only 4 of us continuing over the countrified stretch beyond to Lee Valley Campsite, a total run of just over half an hour from start. Interestingly, all 3 of the other customers began walking from the terminus towards Sewardstone Village, indicating that there may be scope for extending the service further - indeed, there has been talk of operating through to Waltham Abbey with assistance from Essex County Council. This would restore a long lost regular link, add only about 10 mins more running time and perhaps require only 1 or 2 extra buses.

After a 15 min layover, I rejoined the same bus to return as far south as Walthamstow Stadium, where I alighted 20 mins later.

The 215 number originally applied to a route between Kingston & Ripley, later cut back to Esher, probably best known for its many years of RF operation. It was renumbered K3 in 1987 and continues today in modified form.

The current 215 began in 1988, replacing a withdrawn section of the 212 between Walthamstow Central and Yardley Lane Estate, although this recreated exactly the previous route 276 between the same points which opertaed between 1968 and 1982! The extension to Lee Valley Campsite was added in 1989, initially just odd journeys on a seasonal basis, although eventually the whole service went there throughout the year.

Initial operator London Buses used Titans, but in 1991 the route passed to Capital Citybus (later First London) with Olympians and other double deck types. Low floor conversion came in 2005 with TNL class Tridents, but Stagecoach won the contract in 2010, using Scanias and Tridents, followed later on by Enviro400s, both diesel and hybrids performing. The route’s claim to fame is that the very last Stagecoach London Trident Alexander ALX400 (17811) operated on it in 2019, attracting a number of enthusiasts (including me!), who rode it on its last official day in service. NRMs took over in 2023.

Stagecoach London New Routemaster LT386 of Leyton (T) Garage sits amid the trees at the rural Lee Valley Campsite terminus of Route 215 between my rides aboard. LTs have been on the route since 2023.

Like the nearby 313, the outer suburban 215 is an unusual choice for these 3-doored vehicles, which were designed for busier Central London routes.

Route W11: Walthamstow Stadium - Chingford Hall Estate - Walthamstow

At Walthamstow Stadium, I crossed the road just as Stagecoach Switch Metrocity EV 67013 was approaching, bound for Chingford Hall Estate. The route was electrified with these vehicles in 2024, but this was my first chance to sample the new type. A short run of no more than 10 mins via Sainsbury’s Superstore and then northbound along Chingford Road before turning off via the narrow estate roads to Chingford Hall, Silver Birch Avenue. These new buses are bright and airy with “sunshine roof” panels in the ceiling plus all the current modern internal features.

I took a short break and awaited the following working 12 mins later, formed by sister vehicle 67014. I was the sole passenger boarding at the terminus, although we picked up a few more as we progressed through the estate back to the main road. Then south, back via Walthamstow Stadium and Sainsbury’s, before continuing to the Crooked Billet Roundabout. Entering Billet Road, we were in hot pursuit of a 158, before turning off via North Countess Road and the back doubles to Forest Road, where a recalcitrant cyclist running the temporary lights just stopped from colliding with us. We continued down to Blackhorse Road and then up to St James’s Street, before the final section to Walthamstow Central, where we terminated after a 35 min run.

The W11 began in 1988 as a midibus route between Walthamstow Central & North Countess Road, marketed as “Walthamstow Hoppa” using MR midis. The service was extended to Chingford Hall Estate in 1994, whilst in 2017 came the intermediate rerouteing via Blackhorse Road rather than direct via Palmerston Road. Initial operator London Buses was replaced by Thamesway (later First Capital) in 1991 with Mercedes midis, although low floor DM Dart Marshalls replaced them in 2001. Arriva had a 5 year turn from 2012 using ADL then ENS types, with CT Plus taking charge in 2017 with Enviro200 MMCs. Stagecoach purchased CT Plus in 2022, which meant that the W11 transferred together with the other operations at Walthamstow Avenue (AW) Garage.

The W11 is operated by Stagecoach with a batch of Switch Metrocity EVs new in 2024. 67014 of Walthamstow Avenue (AW) Garage is seen at Chingford Hall Estate prior to my journey on it to Walthamstow Central.

Stagecoach has another batch of these vehicles at Lea Interchange (LI) for the 339.

Part Route 230: Walthamstow - Upper Walthamstow

Up to this point, my rides had all been relatively free and easy, with no significant delays, but all this was about to change!

However, no real sign of what was to come as I boarded new GAL Wright StreetDeck Electroliner DEL18 of NP Garage in Walthamstow Bus Station, bound for Upper Walthamstow on the 230. This route was recently converted from its earlier Ee type Enviro400EV City buses, making it one of the few routes (so far) to be onto its second generation of electrics, so giving the excuse to ride it on this occasion. A reasonably short trip followed, via Leyton Bakers Arms and Whipps Cross, to the Upper Walthamstow terminus at Bisterne Avenue, which is a little off the beaten track and set amongst trees. A 25 min run, during which the rain that had started falling lightly at lunch-time became heavier.

During the journey, I pondered the history of the 230 number, recalling that it was once associated with a route in the Harrow area between Rayners Lane and Northwick Park, famously operated by RLH (low height) double deckers due to passing under a low bridge at Harrow & Wealdstone. This version was withdrawn in 1969 and replaced by Flat Fare Route H1.

The number re-emerged in 1973 for a new route between Manor House & Stratford, RM operated and mainly replacing a section of the 241. I recall riding it in 1976 when a few RTs were deployed due to a vehicle shortage, the RTs having masked RM via blinds.

OPO conversion to LS came in 1981, with the route changed at each end to then run between Finsbury Park & Whipps Cross, although an extension to Leytonstone was added in the following year. The western terminus was amended to Wood Green in 1987, at which point the service became double deck operated with Titans, although a year later the route was diverted intermediately to serve Walthamstow Central, in place of the previous route via Markhouse Road and Lea Bridge Road. 1992 saw another rerouteing, this time in Tottenham, along Philip Lane direct in lieu of Seven Sisters and the eastern part of West Green Road.

It was in 1996 that the route was diverted to Upper Walthamstow instead of Leytonstone and reconverted to single deck, using DAL high floor Darts until the SLD low floor version were delivered some months later. However, double deckers returned in 2004 with Trident Alexander ALX400s.

Having always been a Leyton (T) Garage route up to this point, change came in 2013 when Arriva gained the contract from Stagecoach, using DWs from Tottenham (AR), although HVs were later added to the mix. After one 7 year term, GAL acquired the route in 2020, using new Ee electrics, which have recently been replaced by the new DELs.

The 230 is already on to its second generation of electric buses, with new Wright StreetDeck Electroliners replacing older Enviro400EV City Ee types.

DEL18 of NP Garage is seen at a soggy Upper Walthamstow terminus before my protracted run to Wood Green on the route.

This bus has New Cross (NX) codes as it was one of those intended for routes at that garage but was switched to NP instead. There are some other higher numbered DELs which were ordered specifically for the 230.

Route 230: Upper Walthamstow - Wood Green

At Bisterne Avenue, I now had one simple journey left to fulfill in order to complete my itinerary for the day - a straight run on the 230 back to my start point at Wood Green. However, I was in for a rude awakening, as the trip soon descended into chaos.

The kindly driver let me and another passenger who was waiting board the bus a few minutes before departure time to escape the rain, enabling me to appreciate the modern interior features of the new DEL class. We set off bang on schedule, but that was the last time on this trip. At Wood Street Station, we encountered school chucking-out time and although we only picked up a few adults with their kids, indiscriminate parking by those on the school run caused an extended journey up to Whipps Cross. After circling around the Bus Stand, we continued at a more reasonable pace through to Leyton Green, passing beside the Stagecoach Leyton (T) Garage.

Then, after crossing the Bakers Arms junction, we hit a traffic wall which was moving at barely a snail’s pace, all the way up across Queens Road to Walthamstow Central. What should have taken a few minutes took more than 20. After calling at the Bus Station again and continuing along Selborne Road to St James’s Street, we then encountered another slow queue all the way to Blackhorse Road Station, dropping another 20 mins or so. During this extended journey, it was no surprise when the driver received a call from the Controller to curtail at West Green Philip Lane, although extremely annoying for through passengers.

It was only after Blackhorse Road that we finally attained a decent speed again as we crossed the Lea Valley through calmer road conditions to Tottenham Hale. Our driver helpfully informed boarding passengers that he was turning short, so that those wanting Wood Green would await the next bus. Strangely, the driver played the “This bus terminates here” at Tottenham Garage, 3 stops short of the curtailment point, so all alighted including a wheelchair user who wanted Wood Green. The situation then descended into farce, as the next 2 buses on the 230 to arrive were also displaying the West Green destination, with many disgruntled passengers expressing their annoyance and disgust to the drivers, who whilst apologising and saying they had to do what the Controller told them, also agreed with the assembled passengers that it was an odd decision to turn so many buses in a row short!

Eventually, after waiting more than 30 mins at Tottenham Garage, a Wood Green bound 230 arrived, DEL22. After double-checking with the driver that he was indeed going through to Wood Green, I boarded and we set off. At the next stop, we again encountered the aforementioned wheelchair user, who had got fed up with waiting and begun to make his own way to his destination. After deploying the wheelchair ramp, another problem as it failed to retract fully. The driver then had to shut down the bus and “reboot” all the systems in an attempt to resolve the issue, which it did - but only after a 5 minute stand! Finally, we got going again and made our way through West Green to Turnpike Lane and up to Wood Green Station, where we terminated - a massive 2hr20m after I had left Upper Walthamstow, taking exactly twice the scheduled journey time for the trip.

Whilst I understand that traffic conditions in the Walthamstow area were atrocious and the 230 drivers were generally sympathetic and apologetic, in my view the decision made by the controllers to curtail 3 consecutive Wood Green bound buses was extremely unhelpful and did not serve the best interests of the public. One would have thought that a curtailed bus should be followed by a through journey on the next working and that curtailments should be split more evenly between the ends of the route - most eastbound trips seemed to still be working through to Upper Walthamstow, which is in any case the quieter end of the service.

At Wood Green, I made my way back to Alexandra Palace Station for the train journey home, reflecting that it had been a disappointing end to my travels which had gone so well for the rest of the day, but such are the vagaries of modern bus usage in London!

Watton

“And Finally”…

The very last Trident Alexander ALX400 with Stagecoach London operated on the 215 back in August 2019. 17811 of Leyton (T) Garage is pictured at Yardley Lane Estate on its official final day in service, during a ride which attracted a good number of enthusiasts.

Fittingly, Leyton was both the first and the last garage to operate Tridents, although 17811 had the last laugh on the enthusiasts, as it crept out for a couple of final runs over the few days after this!

Retracing Routemasters in Bedford

This time, I sample Stagecoach’s extended routes between Stevenage & Bedford, where I ride various town services including the successors to the Routemasters which operated here in the late 80s & early 90s.

Bedford Bus Map showing the principal routes in the borough. Includes services by the main operator, Stagecoach, plus those of Grant Palmer and UNO.

Route 9A: Stevenage - Bedford

My day began at Stevenage Interchange, to which point the Stagecoach 9 group of routes between Bedford & Hitchin was extended in February 2024, competing with parallel Arriva services over the new section. This was the first time for me to sample the revised service, which restored Stagecoach (and its predecessor United Counties) to Stevenage, which once ran an infrequent service to the town from Biggleswade. The service runs every 30 mins M-F daytimes/early evenings and Hourly on Sats, alternately on the “A” and “B” variants. On Sun daytimes, an Hourly service runs on a composite variant 9D between Stevenage & Hitchin with a 2 Hourly service on to Bedford. At one time, the Hitchin - Bedford routes were numbered 181/182, but were redesignated 9A/9B some years ago.

Whilst the occasional double decker appears, the service is mostly in the hands of Enviro200 single decks, both “classic” and MMC versions being seen when I travelled. One of the former, 37213 in the new dark blue livery, was on stand when I arrived and I duly boarded when it pulled into the departure stand on the 9A. Interestingly, a large crowd boarded the Arriva 101 which largely parallels the route to Hitchin and left just ahead of us, leaving us with just a single digit load. We picked up a couple more in Stevenage Old Town but dropped most of our passengers at Lister Hospital. Then it was a fast run along the A602 to Hitchin in hot pursuit of the Arriva bus, although we took a different route to St Mary’s Square than the 101 which continued along Stevenage Road whilst we turned off via Whitehill Road, which parallels Arriva’s 100 variant.

A few more joined us in Hitchin Town Centre, before we made our way north through the outer areas of the town to the village of Ickleford, with its pleasant little church. Then on, under the East Coast Main Line, with a fast run through the country to Arlesey, where we served the village centre (again with picturesque little church), before sweeping round to Arlesey Station and crossing the bridge back across the railway.

The main intermediate town between Hitchin & Bedford is Shefford, where temporary lights delayed us slightly and we exchanged a few passengers in the High Street. After this, we sped up as we entered the countrified section past Chicksands Turns, Deadman’s Cross and Haynes Turn, before being checked by a new 30 mph zone into the new development at Shortstown, on the edge of Bedford Borough. As we approached, a good view of the massive hangers at Cardington, which once housed airships, but are now repurposed as film studios.

Between Shortstown and Bedford, we became essentially a local service, picking up many in the suburban sprawl through Cauldwell and were virtually full and standing as we came into the town centre, passing the Stagecoach Depot on our right. Bedford may not be the most beautiful of towns, but it has its nice corners, such as where the bus passes over the River Great Ouse bridge, with its adjacent tree-lined embankment. Many of our passengers disembarked at Bedford College, but I continued with the remainder into the Bus Station, arriving virtually on time after a journey of 1h40m from the start.

Stagecoach Enviro200 37213 at Stevenage Bus Station / Interchange in the latest dark blue livery before my journey aboard to Bedford on the 9A. Routes 9A & 9B operate between the two towns via different intermediate routes north of Hitchin.

The 9 group of routes was extended from its traditional southern destination of Hitchin to Stevenage in February 2024, competing directly with Arriva 100/101 over this section.

Route 1: Bedford - Kempston - Bedford

Bedford is a place I first discovered decades ago when I rode United Counties Bristol Lodekkas on local routes. I followed this in 1990, when I returned to ride former LT RMs, which ran principally on local route 101 between Kempston & Woodside via the Town Centre in a smart green livery with orange, yellow and white stripes and large “Routemaster” fleet names. I also rode the similar RM operation on Route 1 in Corby on another occasion. Since then, I have covered most of the main out of town Stagecoach services from Bedford, to places including Luton, Ampthill, Milton Keynes, Northampton, Kettering, St Neots and Cambridge.

On this visit, I attempted to recreate the former 101 with rides on the equivalent current routes (or as near as possible), beginning with Route 1 to Kempston (to the south west of town) and back. A 15 min service operates M-F daytimes, 20 min Sat daytimes, 30 min Sun daytimes and Hourly M-S evenings. The route is mainly double deck with Enviro400s of both traditional and MMC versions seen.

I had Scania Enviro400 15216 in the relatively new but now superseded “Local Livery” of mainly white with blue, green and orange stripes. Inside, high back leather seats provided a touch of class, with unusual messages such as on the stairs, where each step starting at the bottom going up bore a word which read in succession “Yes - you’re - a - top - deck -person”, whilst small notices by the seats stated “Give us a ding ding!” - potentially confusing as it then went on to exhort passengers to ring the bell once to alight the bus!

A reasonably busy run, as we departed the Bus Station and called at St Paul’s Square, before crossing the railway to serve Bedford Hospital, where a few short-riders got off. We continued past the park into Kempston, where there was a short 2 min hesitation at the Saxon Centre shops. Then we continued on the long double loop section to serve the various estates in the area, which describes what looks like a horizontal figure of eight. The schedule seemed ample for the free-flowing traffic at this time of day and having completed the loops, we arrived back at the Saxon Centre and returned back to town via the reverse of the outward route. The 101 used to take a different (single) loop around Kempston back in RM days, but essentially followed the same trunk section. We arrived back at the Bus Station after a total journey time of a little under 50 mins, slightly early on the schedule.

Stagecoach Scania Enviro400 15198 in the now superseded “Local Livery” at the Woodside terminus of Route 5 in Bedford during my ride on it. This was the only double decker on the service and was said by the driver to be a rare occurrence.

The high backed coach type leather seating can be glimpsed inside.

Route 5: Bedford - Woodside - Bedford

Back at the Bus Station, I moved to the nearby stand for Route 5, which broadly covers the other section of the former 101 out to Woodside, north east of the town. A 30 min service runs M-S daytimes, Hourly M-S eves and Sun daytimes. Sister route 7 also operates to Woodside via a different intermediate route, providing with the 5 a joint 15 min frequency M-S daytimes, 30 min eves & Suns. These routes are usually single deck with Enviro 200s but I was lucky to find a lone double deck working provided by another Enviro400, 15198.

We departed virtually on time with a reasonable load and made our way through the town, passing along the embankment beside the river for a short distance. A typical suburban service along estate roads, through Putnoe to Woodside, where we continued beyond the traditional terminus through more recent housing and retail developments to Elms Farm. A short 5 min hesitation, during which the driver informed me that it was quite unusual to have a decker on the route, before returning via the reverse of the outward route, picking up at most stops back into town. A 55 min run in total.

Enviro400 MMC 10873 in Stagecoach “Distance Livery” at Bedford Bus Station on Route 41 to Northampton. The route was due to pass to Grant Palmer from 2nd March 2026, whose Volvo B9TL Optare Olympus 708 is seen out of service on the right.

I travelled aboard similar Enviro400 MMC 10872 in the same livery on Route 6 to Brickhill and back on this trip.

Route 6: Bedford - Brickhill - Bedford

Next, I switched to another local service, the 6, a fairly short route to Brickhill, north of town. A 20 min headway applies M-S daytimes, Hourly eves & Suns. 2 buses are required, one of which was an Enviro200 single decker, the other an Enviro400 MMC 10872 in yellow and mushroom “Distance Livery” - not really appropriate for this route and showing the pointlessness of having variable liveries when buses are switched between local and out of town services!

I boarded the double decker on its next trip and settled into my high backed front seat upstairs. A gentle amble out of the town centre and then uphill to Bedford Heights, a large glass building formerly the home of electronics giant Texas instruments, but now a workspace comprising conference centre, gym & wellness studio and hotel. Then on along Brickhill Drive, calling at the local shops before a terminal loop around estate roads, our driver having to dodge low hanging tree branches on this section. A good number picked up before returning to town via the reverse of the outbound route. Just under 40 mins to complete the rounder.

Short Enviro200 37282 on Stagecoach Route 8 to Great Denham at Bedford Bus Station after my round trip on the route.

This is another bus in the new dark blue livery.

Route 8: Bedford - Great Denham - Bedford

Having sampled most of the double deck offerings on local routes, I turned to the single deck operated 8, which runs between the Town Centre and Great Denham, a new suburb to the west. A single short Enviro200 provides an Hourly service M-S including evenings and Sunday daytimes, the vehicle on duty being 37282 in the latest dark blue livery.

I boarded at the Bus Station for a packed and standing trip, which proceeded via fairly narrow streets through the Queens Park area of town, where most alighted. At the end of the traditional housing, a short stretch of “Bus Only” road continues on to the new Great Denham area, which comprises lots of new housing built in traditional almost Georgian style with sash windows and heavy wooden doors. Passengers on and off in ones and twos, with a 5 min pause at the small local shopping centre. Then on around the by-pass, before serving more of the new development and then back to Queens Park and into town again.

Back at the Bus Station, all alighted but the bus continues on an inner town loop, mainly designed to serve the North Wing of Bedford Hospital. Only 2 other passengers on this section, which mainly duplicates other services. I arrived back at my Bus Station start point after a round trip of just under the hour. An unusual route, which could probably do with a frequency increase to encourage usage on the Great Denham section as just one bus an hour seems a bit stingy.

I then had a short time to observe other operations from the Bus Station before returning home.

Not a route I travelled on, but Stagecoach Enviro400 MMC 10874 in Bedford Bus Station illustrates the usual fare on the long X5 to Oxford via Milton Keynes. This service was once even longer until the Bedford - Cambridge section was hived off to the 905.

The dirt on the side panels demonstrates the downside of the dark blue livery.

Other Operators

Whilst Stagecoach are the principal operator in Bedford, Grant Palmer have built a significant presence, operating services to places including Ampthill, Biggleswade, Dunstable, Flitwick and Hitchin, many of which were routes abandoned by Stagecoach over the years. At the time of this visit, they were due to take over the 41 (Bedford - Northampton) from Stagecoach in early March 2026. Their fleet majors on Enviro200 single deckers, but a few Volvo B9TL double deckers appear in the area.

The other operator seen in Bedford on this visit was UNO, who run a number of routes serving Cranfield University, which is situated between Bedford and Milton Keynes. Double deck Enviro400 MMCs are supported by Wright StreetLite and Mercedes Citaro single deckers, all in a special “Cranfield Connect” livery.

Grant Palmer’s services in Bedford are represented by Enviro200 212 seen here in the Bus Station between trips on Route 74, which operates between Bedford & Hitchin via Biggleswade.

UNO operate a series of services between Bedford and Milton Keynes via Cranfield University. ADL Enviro400 MMC in “Cranfield Connect” livery prepares to depart from Bedford Bus Station on the C10 variant.

Route 9B: Bedford - Stevenage

For my return journey to Stevenage, I opted for the 9B variant, which takes a different intermediate route to the “A”. Another “classic” Enviro200, 37230, with considerable numbers boarding at the various Town Centre stops. Unfortunately, afternoon traffic had built up by now and we were stuck in a slow moving queue for ages on the section up to the Stagecoach Garage. After traversing the suburban section, we were 15 mins late by the time we arrived at Shortstown on the edge of town.

A slow run through the new 30 mph section to Haynes Turn, where we turned off the main road to serve Haynes Village. Then a narrow country stretch back to the main road at Chicksands Turn, having to pause on occasion when we met vehicles coming the other way. A reasonable run then to Shefford, before again parting company with the 9A to continue via Henlow and Henlow RAF Camp and back to Hitchin that way, rather than via Arlesley and Ickleford. Most alighted in Hitchin Town Centre, but we again had several local travellers between Hitchin & Stevenage abstracted from the parallel Arriva 100/101. A very long 2 hour journey, arriving back at Stevenage Interchange some 20 mins down on schedule, disappointing given that my other rides had all been more or less on time throughout the day, but a sad reflection on modern day traffic conditions.

However, it had been a successful trip in general, enabling a good overview of routes around Bedford, although whilst some have been improved, many services in the area seem to be less frequent than they once were.

Watton

“And Finally”…

On a previous visit to the area in April 2021, I rode the 41 from Bedford to Northampton to chase the (then) large fleet of Trident Alexander ALX400s in the latter town.

18405 was one of the ones I had a spin on and is seen in Northampton Town Centre on local Route 11 to Grange Park.

At the time of writing, just a couple of Tridents remain at Northampton, with only a small number still in service nationally with Stagecoach.

Man of Letters

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

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

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

Route U1: Ruislip - West Drayton - Uxbridge

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

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

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

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

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

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

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

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

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

Route A10: Uxbridge - Heathrow & back

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

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

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

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

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

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

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

Route U4: Uxbridge - Hayes

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

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

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

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

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

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

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

Part Route H98: Hayes Station - Hayes End

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

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

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

Route H98: Hayes End - Hounslow

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

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

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

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

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

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

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

Piccadilly Line: Hounslow East - Hounslow West

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

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

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

Route H91: Hounslow West - Hammersmith

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

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

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

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

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

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

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

Watton

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

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

Jams & Jaunts in North London

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

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

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

Part Route 329: Enfield - Wood Green

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

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

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

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

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

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

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

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

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

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

Route 231: Turnpike Lane - Enfield Chase

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

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

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

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

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

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

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

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

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

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

Route 313: Enfield Chase - Chingford - Potters Bar

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

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

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

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

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

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

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

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

Route 298: Potters Bar - Arnos Grove

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

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

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

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

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

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

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

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

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

Part Route 298: Arnos Grove - Southgate

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

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

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

Route W9: Southgate - Chase Farm Hospital

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

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

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

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

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

Watton

“And Finally”…

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

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

Developments along the Thames

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

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

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

Route 188: Tottenham Court Road - North Greenwich

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

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

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

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

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

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

• Boroline Maidstone - 1988-1990 (Volvo Ailsa)

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

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

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

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

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

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

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

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

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

Route SL11: North Greenwich - Abbey Wood

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

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

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

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

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

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

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

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

Route SL11: Abbey Wood - North Greenwich

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

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

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

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

Route 104: Stratford - Beckton

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

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

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

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

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

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

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

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

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

Part Route 129: Beckton - Thames Barrier

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

Route 330: Thames Barrier - Wanstead Park

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

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

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

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

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

Route EL1: Ilford - Barking Riverside - Barking Reach

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

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

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

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

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

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

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

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

Route EL3: Barking Reach - Little Heath - Goodmayes

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

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

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

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

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

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

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

Elizabeth Line: Goodmayes - Tottenham Court Road

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

Watton

My journey ended with a ride on the Elizabeth Line.

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

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

Carousing with Carousel

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

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

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

DAY 1

Background

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

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

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

Route 458: Uxbridge - Slough

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

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

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

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

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

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

Route 15: Slough - Maidenhead

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

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

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

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

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

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

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

Maidenhead Town Service 3

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

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

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

Maidenhead Town service 4

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

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

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

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

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

Maidenhead Town Service 8

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

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

Maidenhead Town Service 9

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

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

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

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

Maidenhead Town Service 7A

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

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

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

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

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

Route 15: Maidenhead - Slough

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

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

Route 458: Slough - Uxbridge

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

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

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

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

DAY 2

Route 127: Maidenhead - Reading

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

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

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

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

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

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

Route 850: Reading - High Wycombe

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

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

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

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

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

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

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

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

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

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

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

Route 37: High Wycombe - Windsor

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

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

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

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

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

Thames Valley 16: Windsor - Maidenhead

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

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

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

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

Watton

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

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

“And Finally”…

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

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

Transiting through Croydon in transition

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

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

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

Route 405: Croydon - Redhill - Purley

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

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

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

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

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

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

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

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

Route 289: Purley - Elmers End

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

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

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

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

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

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

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

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

Tramlink: Elmers End - East Croydon

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

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

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

Route SL5: Croydon Town Centre - Bromley North

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

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

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

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

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

Route 119: Bromley North - Croydon Airport / Collonnades

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

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

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

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

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

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

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

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

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

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

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

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

Part Route 289: Croydon Airport/Colonnades - Purley

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

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

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

Watton

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

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