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

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

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

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

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

Route 54 Heritage Day

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

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

Ex London Red Buses: RT, RM, RML, DMS (Daimler Fleetline), LS (Leyland National), MEC (Mercedes Citaro), G (Wartime Utility), T (Leyland Titan), V (Volvo Ailsa)
Ex London Green Buses: RMC, RF
Other: M&D DH478 (AEC Regent V), Hedingham L148 (Leyland Tiger - rebodied ex Green Line coach), Chaseside 101 (Enviro200)

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

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

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

Route 54 History

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

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

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

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

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

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

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

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

Route 54: Elmers End to Blackheath (& Back)

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

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

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

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

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

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

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

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

Route 54: Elmers End to Catford Garage

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

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

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

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

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

Catford Garage Open Day

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

North London: Alperton, Holloway, Potters Bar, Willesden

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

South & West London: Bromley, Fulwell

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

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

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

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

Catford Garage History

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

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

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

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

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

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

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

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

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

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

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

Catford Garage Display

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

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

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

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

***Although blinded for the 54, DM1002 seen in Catford Garage yard, is one of the crew operated examples, rather than the DMS variant which ran on the route.***
*The only difference was that the DM had an additional bench seat on the nearside between the front and centre doors in place of the AFC cabinet.*

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

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

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

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

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

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

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

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

Route 54: Catford Garage - Blackheath - Elmers End

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

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

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

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

Watton

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