Nearly Done in Brum

Trip to Birmingham to sample the few remaining Tridents and Volvo B7TLs left with National Express West Midlands before they finally depart, together with some examples of more recent types.

Previous Visits

Annual trips to the West Midlands have been a staple feature of my bus rides for many years, beginning in the early noughties when Leyland Nationals were the draw, featuring ex LT and LCBS examples on routes operated by the Birmingham Coach Company and Chase Buses. When Metrobuses departed London, the Mark 2 versions with Travel West Midlands (later National Express West Midlands) continued for another 5 years or so and I managed to ride many routes on them before they finished in 2010.

More recently, my focus switched to tracking down and riding the later generations of vehicles in the area which are now on the way out, principally Trident ALX400s and Volvo B7TLs. These seem to be following in the tradition of ending service around 5 years later than their London counterparts.

Current Fleet

National Express West Midlands has been investing in new vehicles in recent years and now has well over 300 electrics in service, in the form of Enviro 400EV City double deckers, based so far at Coventry, Yardley Wood and Perry Barr Garages. There are also 20 hydrogen Wright StreetDeck FCEV deckers at Walsall Garage. Hybrid vehicles comprise a batch of Volvo B5LH Wright Eclipse Gemini double deckers at Birmingham Central Garage.

After this, the newest double deckers consist of a large fleet of Enviro400MMC vehicles, spread around many garages. In addition, a considerable number of older “classic” Enviro400s remain in service at various locations.

The oldest double deckers left are around 30 Trident ALX400s out of the once huge fleet of the type, with only Yardley Wood and Walsall Garages retaining an allocation, together with about 40 Volvo B7TL Wright Geminis which are split between Acocks Green and West Bromwich Garages.

Single deckers are a smaller proportion of the overall fleet and consist of four principal types: Scania OmniLink, Volvo B7RLE, Enviro200 and Enviro200 MMC types.

Many vehicles of various classes are named and examples are illustrated in this article.

Trident ALX400 4611 rests between trips on the 76 at Solihull Station at the start of my rides.

This bus is allocated to Yardley Wood Garage, one of the two depots remaining to host the type.

Route 76: Solihull - Northfield

Day 1: I began my rides to the south east of Birmingham at Solihull Station Interchange, as early morning rain began to give way to autumn sunshine. My first target was to ride the some of the remaining Tridents from nearby Yardley Wood Garage, one of their last two homes. A good bet for a Trident is the long 76 route, which runs in an arc west across the outer suburban region of Birmingham from Solihull to Northfield. A 20 min service operates M-S daytimes, 30 min Sun daytimes and Hourly Evenings. On the day of my visit, there were half a dozen Tridents out, the balance of the allocation being composed of Enviro400 MMCs.

I had fleet no 4611 in dark red / maroon livery, which most of the remaining members of the class are in, although there are a handful in the older tomato red and white colour scheme. We departed Solihull Station on time and had just a few takers as we made our way through the leafy suburban landscape that characterises the area to nearby Shirley, exchanging passengers in the High Street.

It was interesting to observe the different generations of fare collection in place on these vehicles - a reader on the dash for credit card payments and passes, with a traditional farebox for cash payments as used to be common with London Country on Town Services in the 1970s and 80s! Tickets issued not out of a machine on the driver’s cab but mounted on the bulkhead behind is an unusual feature of buses here.

Continuing via Warstock, we traversed some areas of older housing on approach to King’s Heath. We had been making reasonable progress to this point, but then encountered gridlock, with a massive queue on the approach to the halfway point at Queen Elizabeth Hospital. Despite a Bus Lane over part of the route, it cost us a good 20 minutes - the traffic all seemed to be queuing for the hospital car park - a fact that even surprised the bus driver, who said this was not normal! Eventually we reached the Hospital Bus Station, whereupon our driver turned off the engine and disappeared for a call of nature, which I couldn’t really blame him for!

Our driver returned a few minutes later and we resumed our journey, by now half an hour down on schedule. Nevertheless, we maintained time for the rest of the trip, continuing via Harborne and California (just a housing area, not a US state!) before traversing the vast Weoley Castle estate - at the time it was built in the 1930s, the largest council estate in Britain. We reached the terminus at Northfield, adjacent to the shopping centre, after a lengthy run of 2h 10m, compared with the scheduled 1h 40m. The driver confided that the run had been a nightmare but that traffic problems were part and parcel of the job.

The front of Trident 4623 pokes out on route 18 outside its home garage at Yardley Wood after my run on it.

Low winter sunshine prevented a normal frontal photo so this was the alternative, neatly showing the current and original owners of the garage!

Route 18: Northfield - Bartley Green - Yardley Wood

After a stretch of the legs and stocking up on supplies at the local supermarket, my next route was another Yardley Wood stalwart to still feature Tridents, the 18. A bit of a mixture this one, with a couple of Tridents out plus a few Enviro400 MMCs and Scania OmniLink single deckers. I saw from bustimes.org that Trident 4623, also in maroon livery like my previous bus, was the second departure. The 18 is essentially a local route linking Bartley Green with Yardley Wood Garage, running every 12-15 mins M-S daytimes and every 30 mins Eves & Suns.

I boarded in Bristol Road at Northfield with a crowd of returning shoppers, to travel the short distance up to the terminus at Bartley Green War Memorial, traversing various housing estates, a 15 min saunter. Layover times and indeed running times seem quite tight on many Nat Exp West Mids services and due to late running, we departed almost immediately on the return run back to the garage. Back to Northfield with a good load, before continuing on via Cotteridge, Kings Norton Station and then via Druids Heath to Yardley Wood, with some pleasant country greenery on the latter section. Arrival back at base was after a 50 min run and I was able to admire the old “Birmingham City Transport” legend above the garage entrance, beneath the much smaller sign denoting the current ownership!

Yardley Wood Garage Trident 4617 at Rubery Great Park terminus on the 49 before returning to Solihull.

Most of the Tridents still in service are in this maroon livery.

Part Route 2: Yardley Wood - Maypole

Opposite the garage, I had only a few minutes to await my next bus, Scania OmniLink single decker 1789 on Route 2 to Maypole, a short 15 min positioning journey. This route used to host Tridents and indeed I had ridden one to and from Birmingham City Centre on my previous trip in Summer 2023 (see later). However, the service is now mainly single deck with one or two Enviro400 MMCs in support. It has also been rerouted between Yardley Wood and Maypole, approaching via a different direction and terminating on another side of the roundabout.

Route 49: Maypole - Rubery - Solihull

At Maypole, I transferred to the other principal Yardley Wood Garage service to host Tridents, the 49. This also runs west from Solihull to Shirley, but then diverges via Maypole, Hawkesley, Kings Norton and Longbridge, to terminate at Rubery Great Park, a large retail park, outside the Hollywood Bowl. It runs every 20 mins M-S daytimes, 30 mins Sun daytimes and Hourly Evenings. I joined Trident 4617 at Maypole Roundabout, the approximate mid-point of the route, to proceed westwards to the Rubery terminus, a 40 min trip. The 49 is another mix of Tridents and Enviro 400MMCs.

We dropped most of the other passengers at previous stops on the retail park, with only a couple of us staying on to the terminal point. After a 10 min or so layover, we departed on time on the return run and, after serving the retail park, picked up a large load in Longbridge. This was once the home of “Red Robbo” and the West Midlands mass-production car industry, but these days has been redeveloped with much new housing, offices and small business units. We then continued via the slightly more countrified area around West Heath to Cotteridge, performing a double run to serve Kings Norton Station. Back via Hawkesley and more suburban sprawl to Maypole again, before continuing to Shirley, meeting up with the 76 which I had ridden earlier in the opposite direction. However, the 49 and 76 take slightly different intermediate routeings into Solihull and we encountered a bit of congestion on the last stretch into the town centre, as the local schools were chucking out for the day. Arrival back at Solihull Station was after a run of 1h 20m, about 10 mins late.

Nevertheless, nice to hear the sound and experience the gentle whine of a few Tridents again, which of course we were used to in London for many years until not too long ago! I then repaired to my hotel in Central Birmingham for the evening.

Enviro400 4975 “Demi Leigh” of West Bromwich Garage on route 74 at Dudley Coronation Gardens, a temporary terminus whilst the Bus Station is closed for construction of a new interchange.

This vehicle is one of a batch in the old red and white livery with signwriting for Route 74 highlighting the frequent service between Birmingham and West Bromwich.

Route 74: Birmingham City Centre - Dudley - West Bromwich

Day 2: A bright but chilly day as I walked through the on-going work in the City Centre around Moor Street in connection with the building of the Curzon Street terminus of HS2 and the extension of the Midlands Metro Tram line. This time, I was bound north of the city to the West Bromwich area, where many of the remaining Volvo B7TLs reside.

Last year, I had managed to ride one of these vehicles on the 80 (Birmingham - West Bromwich via Smethwick), but this route is now mainly single deck with a few Enviro400 MMC double deckers. This time, I opted for the trunk route 74, which runs via the direct Soho Road route to West Bromwich and on to Dudley. The through service operates every 10 mins M-S daytimes, 15 mins Sun daytimes, 30 mins Evenings, but with additional shorts over the City Centre - West Bromwich section to provide at least a 5 min service M-S daytimes, 7-8 mins Sun daytimes, 15 mins Evenings. A rare (for Birmingham) Night Service operates on Fri/Sat Nights on an Hourly basis between the City Centre and West Bromwich.

The route is operated mainly by a fleet of older Enviro400s, many in red and white livery with signwriting extolling the frequent service on offer. When I travelled, these were supported by a few Enviro400 MMCs and a couple of Volvo B7TLs, which I saw en route as I travelled. The route is very busy in terms of traffic and passengers, particularly at the inner end and bunching seemed endemic, with convoys of 2, 3 and even 4 buses running together. I let the crowd board the first departure and took the second one, formed of Enviro400 4970 of West Bromwich Garage. As it was the end of the morning peak, traffic was bad coming into town but much less so in the opposite direction and we made good progress out of the centre and along the Soho Road towards West Bromwich. This is very much home to a large segment of the Asian Community in the West Midlands with appropriate shops and restaurants lining the route. Further on, we passed beside West Bromwich Albion Football Stadium.

At West Bromwich Bus Station, a driver change and we continued more sedately on the well-used but slightly less busy outer section through the main intermediate town of Great Bridge, through industrial areas and past retail outlets. Some faster running on the dual carriageway section approaching Dudley, a surprisingly pleasant traditional town centre with the Castle on top of the hill dominating the area. The Bus Station is currently closed during works to extend the Tram route there and for conversion into a new interchange. Buses currently terminate at various points around the town centre, the 74 at Coronation Gardens. 65 mins for the trip, arriving about 5 mins down on schedule.

I returned part of the way on the next working aboard sister Enviro 4975, also in the old livery with signwriting. A straightforward 30 min run back to West Bromwich, where I alighted at the Bus Station.

Volvo B7TL 4486 at Wednesbury Bus Station on local service 47 to West Bromwich, where the bus is based.

As with the Tridents, most of the remaining Volvo B7TLs are in the maroon livery, although there are a few exceptions (see later).

Route 47: West Bromwich - Wednesbury (& back)

Next, I tracked down some Volvo B7TLs, with 4 (of the 5) buses on the 47 being operated by the type, the other bus being a single decker. This is a short local route between West Bromwich and Wednesbury, which operates via main roads at each end and through estate roads in the middle, some of the latter being very narrow with it being difficult for buses to pass due to parked cars and the width of the streets involved. Buses run every 12-15 mins M-S daytimes and every 30 mins Eves and Suns.

Volvo B7TL 4486 was the vehicle for my outward journey and we had reasonable usage throughout. The main intermediate point is Hateley Heath and we paused for around 3 mins here to adjust our time, whilst our driver read her newspaper. A brief 25 min run end to end.

Wednesbury has a small Bus Station and waited here for the next bus in the sequence for the return run, another Volvo B7TL, 4487. Slightly longer on the return due to large numbers of passengers picked up on the last section in West Bromwich into the town centre, 30 mins on this occasion.

Enviro400 4749 “Lexi” on route 49 to Bearwood at West Bromwich Bus Station, an example in the maroon livery style.

Note that this route number duplicates that at Solihull pictured earlier - following the abolition of most of the unique service numbers in the 200-500 series in the West Midlands, there are several examples like this, which is most confusing!

Route 48A: West Bromwich - Bearwood

I then switched to a couple of other local routes, taking the 48A to Bearwood. Volvo B7TLs sometimes appear, but on the day I visited, it was mainly Enviro400s in charge. The 48 and 48A operate in tandem out of West Bromwich, before taking different intermediate routeings to Bearwood, where the 48A terminates but the 48 continues on to Queen Elizabeth Hospital. A joint 15 min service M-S daytimes over the common section, 30 min on each route, whereas Sunday daytimes is 30 mins on the 48 only. An Hourly evening service runs daily on the 48 variant.

Enviro400 4950 in maroon livery was my bus for the 35 min run, which operates via Londonderry (West Midlands, not Northern Ireland!) and Warley. Quite hilly in parts, mostly via typical suburbia. We terminated in the small Bus Station at Bearwood adjacent to the High Street.

Route 49: Bearwood - West Bromwich

For the return, I switched to sister route 49, which starts from the main Hagley Road beside the Bus Station. This runs every 30 mins Daily, Hourly Sunday evenings. Another Enviro400 for this trip, 4749, also in maroon. Naturally, yet another intermediate routeing traversed, via Brandhall and Rood End. Mostly estate roads, but a couple of more countrified sections enlivened the journey. Around 10 mins out from West Bromwich, we joined up with the 48 & 48A routes for the final stretch into town. 40 mins for this slightly longer route.

Astute readers will have noticed that this is the second route 49 I travelled on. Some time ago, West Midlands services were easier to navigate, with the lower numbers up to 199 being used in Birmingham / Solihull, 200s in Stourbridge, 300s in West Bromwich, 400s in Walsall and 500s in Wolverhampton. Only Coventry, with its mainly isolated network, had a separate low numbered set of routes. Now, most of the high numbers have been abolished, with low numbers used throughout most of the West Midlands, unfortunately resulting in 2 or even 3 routes bearing the same number, although not overlapping but causing some confusion to the unitiated!

Volvo B7TL 4479 “Ruby Rose” on the 80 to Birmingham City Centre in West Bromwich Bus Station, taken on my previous visit in July 2023.

This illustrates the nearside view of the class, on a route which now rarely sees the type, being operated in the main by Enviro400 MMC double deckers and Scania OmniLink single deckers.

Part Route 74: West Bromwich - Birmingham City Centre

Back at West Bromwich Bus Station, I completed my rounder on the 74 to return to the City Centre. Another gap in service resulted in a massive queue boarding two buses, which departed in tandem. I sensibly awaited the next one, Enviro400 4976 on a short working which started there, only three of us boarding and leaving 5 mins later. We soon caught up one of the buses in front and ran together for a while down the Soho Road, before overtaking and arriving in the City Centre first. A 35min trip.

BYD Enviro400EV City fleet no E173 of Perry Barr Garage takes on a crowd on Route 7 to Perry Common in Birmingham City Centre.

These vehicles are now up to well over 300 units and feature an “E” prefix to the fleet number for “Electric”. The latest plain grey livery is relieved slightly by the red and black sections.

Route 7: Birmingham City Centre - Perry Common (and back)

There was just time to squeeze in one more short route before darkness fell, so I plumped for the 7 to Perry Common, a route recently electrified with new Enviro400EV City double deckers out of Perry Barr Garage, one of three depots currently having the type. Unlike the older vehicles, “Next Stop” screens and announcements are in evidence and the new buses have high backed seating with leather edging to the moquette. As expected on such buses, a smooth ride and fast acceleration. Frequency is every 10-12 mins M-S daytimes, 15-20 mins Sun daytimes, 30 Evenings. Services run from around 0500 (0700 Suns) to 0100 Daily.

These buses have an “E” prefix to the fleet number to indicate an “Electric” vehicle and I got on E173 together with a large crowd, the city centre being busy with shoppers from the sales and visitors to the Christmas Market. Traffic was sticky on departure from the City Centre and we took a while to navigate the narrow streets out to Witton, where we passed near to the Aston Villa Football Ground. After calling at Witton Station, the route became more suburban as we approached the outer terminus at Perry Common, pulling in behind a sister electric vehicle after a journey of 35 mins.

As a result, I was able to step up a working and board E325 in front for the return run. Much quieter in terms of passengers in this direction as we were running “against the flow”. However, a super glue traffic jam in the city centre caused a frustrating delay of around 10 mins to cover the final 2 or 3 stops, meaning an overall trip time of 45 mins resulted. By now, it was almost completely dark, so I arrived back in time to sample a wonderful Indian Curry for my evening meal from one of the renowned local restaurants!

Volvo B7RLE 2171 “Linda” of Acocks Green Garage on arrival at Solihull Station on Route 4 from Birmingham City Centre.

The 4 is operated by a mix of this type and Enviro 200 MMCs with one or two Enviro400 MMC double decks in support, one of which creeps in out of service behind.

Route 4: Birmingham City Centre - Solihull

Day 3: My final day in Birmingham began once again in the city centre. I proceeded to Moor Street for a ride on Route 4, one of a number to link the centre with Solihull. This runs every 6-12 mins M-S daytimes, 15 mins Sun daytimes and every 30 mins evenings, like many services even on busy corridors the frequency drops significantly in the evening, lagging behind London and other cities which have seen increases at such times in recent years in response to the growth in the night-time economy.

Perhaps surprisingly, the 4 is mostly single deck with a mix of Volvo B7RLE and Enviro 200 MMCs performing, although a handful of double deckers turn out, usually Enviro 400 MMCs. I picked up Volvo B7RLE 2171 which, despite heading out of town at the end of the morning peak, was quite full. A decent run at this time off day as we followed the direct route to Solihull via the busy inner suburbs of Bordesley and Sparkbrook. At first we ran in tandem with the other services to Solihull, the 5 and the 6, which soon diverge and run via longer intermediate routeings.

After parting company with the latter, we continued via Tyseley, passing its famous Railway Museum and home of steam engine operations. At Acocks Green, a driver change at the nearest point to the garage in the town centre, where there was a scheduled “pause” of about 5 mins. Then on via Olton and the more leafy approaches to Solihull, looping around the town centre shopping area before continuing to the station interchange, where our journey terminated after a 45 min run.

Volvo B7TL 4672 of Acocks Green Garage arrives at the Chelmsley Wood terminus of Route 72 from Solihull in crisp winter sunshine.

Very few of the type remain in the old red and white livery.

Route 72: Solihull - Chelmsley Wood (& back)

Next up, I switched to the 72, which links Solihull with Chelmsley Wood to the south east of Birmingham and a good punt for one of the remaining Acocks Green based Volvo B7TLs. 4 of the 8 buses out were of the type, the balance comprising 3 Enviro400 MMCs and 1 Volvo B7RLE. For the outward trip, I had maroon liveried 4489, which seemed to have a mechanical issue although the driver managed to fix it to ensure a timely departure.

A small number of takers as we progressed out of town via Solihull Hospital through the suburbs to Sheldon, Lea Hall and Marston Green, where we double ran via the station interchange. On to leafy Chelmsley Wood, where we deposited most passengers at the out of town shopping centre. The final stretch was over estate roads to Yorkminster Drive, ending on the edge of countryside. A decent 45 min run.

The 72 runs every 10 mins M-S daytimes, 30 mins eves and Suns and I had noted another Volvo B7TL two workings behind us, 4672, in the old red and white livery, so I awaited its arrival 20 mins later. A good run at first in this direction, but roadworks closing the direct route at Sheldon caused a diversion via the A45 and other local roads to line of route. Unfortunately, two lanes into one on the dual carriageway section of the diversion caused a delay of about 10 mins, but our driver managed to make up some time on Lode Lane and we arrived back at Solihull Station after a 50 min trip, only 5 late. A good effort on a superannuated vehicle.

Volvo B7RLE on the 4A in Solihull Town Centre before departing for Birmingham via Gospel Oak.

The route shares the same mix of types from Acocks Green Garage as the parent route 4.

Route 4A: Solihull - Birmingham City Centre

My final route, back to Birmingham, was on the 4A. Unlike the parent route 4, this departs from Solihull Town Centre, serving the station next, rather than the other way round. In addition, it deviates from the 4 by looping around via Shirley and Gospel Oak, a large housing estate. Through buses run every 30 mins Daily, although additional shorts provide 4 buses per hour M-S daytimes over the Gospel Oak to Birmingham section, oddly running at 12-18 min intervals rather than the expected 15. A large roundabout in the centre of the Gospel Oak estate provides a turning circle for the short workings. Evening services run only over the Shirley - Birmingham section. The same mix of types was evident as on the main 4 service.

I had Volvo B7RLE 2173 for my journey, which was relatively well used. After circling through Shirley and Gospel Oak, we rejoined the 4 just south of Acocks Green for the remainder of the run back up to the city centre. Superglue jams again for the last few stops due to large numbers of vehicles queuing for the central car parks, resulting in an overall trip time of 65 mins, more than 10 mins of this covering the last few stops.

In Summary, an enjoyable series of rides in the main, although like many towns and cities these days, Birmingham seems to have a serious traffic problem at times, although this was probably exacerbated by the Black Friday Sales and the Christmas Market. Narrow roads in parts and seemingly endless roadworks and temporary lights make bus operation difficult. However, I feel that Nat Ex West Midlands are a bit “old fashioned” in their approach to timetabling, with tight schedules and short layovers at terminals. Evening and some Sunday services, often operating at 30 and 60 min intervals, together with very few 24 hour routes, are a bit “retro” for modern city usage.

Also, the network is quite complex and, despite stop specific timetables at stops and “where to board your bus” maps at Bus Stations and key terminals, there is a lack of maps. The excellent series of pocket maps covering the West Midlands are no longer available, so I used an old 2018 edition, which although out of date at least enabled me to understand the geography a little better.

However, there is evidence of investment in new vehicles and the older types seem to be on the wane, so there is some positive news in terms of the experience offered to customers. The proliferation of under cover Bus Stations around the network is good for interchange, although there are obvious omissions in the city centre and elsewhere. I’m sure I shall return in future to observe further developments in this area!

Watton

We end this report with a red and white liveried Trident, 4602 of Yardley Wood Garage on Route 2 at Maypole in July 2023, during my previous trip.

This bus was still in service at the time of my latest visit and was seen out on the 18. The 2 is now mainly single deck with Scania OmniLinks but with the odd Enviro400 MMC double decker.

Going Ahead with Fastrack

10th November saw the “Fastrack” services in the Dartford area of Kent transfer from Arriva to Go Ahead. Watton’s Wanderings was there a week or so later to sample the new operation.

This poster appeared at various Bus Stops along the Fastrack routes to advertise the revised network.

Increased Evening and Sunday services were a feature of the changes and are highlighted here.

Background

Go Ahead assumed control of the Fastrack network from Arriva and Go-Coach on 10th November, with buses operating out of a new base at Dartford, coded FT. After a plan to use Mercedes Benz Citaros cascaded from TfL routes 108 and 358 fell through, a collection of Enviro 200s was amassed instead, comprising mainly SEs from other garages plus some MMC versions formerly with Sullivan Buses and recoded SEN. In addition, a couple of Volvo B7RLEs (6003/13) were hired from Metrobus, Crawley, with a quartet of Citaros also acquired that were formerly with APCOA on Luton Airport car park shuttles, coded MEC70-73. The allocation is intended to be temporary, until new Irizar ie tram buses enter service in Spring 2025.

Fastrack A: Bluewater - Dartford

I began my rides at a chilly Bluewater Bus Station at the end of the morning peak, where I awaited the next departure on Fastrack A to Dartford. This route is the same as it was with Arriva but now runs every 12 mins Daily and every 30 mins Overnight, representing a big increase on the previous Evening and Sunday frequencies of 20-30 mins.

However, there seemed to be some delay in the service, as I saw SEN65 departing as I arrived, with SE125 behind it, a bus that had served at Putney (AF) and Merton (AL) earlier in the year. I was the only one boarding the latter and we left just 6 mins after the previous bus - more or less on time. Out of the shopping centre and up to Greenhithe Station, where we picked up a few passengers. Then round via the business park area with a short section of “Bus Only” road under the Dartford QE2 Bridge, just after which we caught up with the previous bus which was caught at temporary traffic lights due to roadworks, no doubt the cause of the late running.

After dropping a couple at Amazon, we returned over the double run section to resume our journey via the Temple Hill estate, where we swapped the industrial nature of the route for housing. Arrival at Dartford Home Gardens, near to the Station, was after a trip of just under half an hour. We had overtaken SEN65 by this time, which pulled in behind us and then had to reverse off the stand to depart on its next trip, being first in the sequence!

SE125 on Fastrack A at Dartford Home Gardens.

Nudging in behind is SEN65, formerly AE19 with Sullivans and before that 8861 wih Abellio. Pending the introduction of new Irizar ie tram buses in Spring 2025, a collection of Enviro200s has been gathered to start the routes off with Go Ahead.

Fastrack C: Dartford - Temple Hill - Dartford (Circular)

Crossing the road by the footbridge, I switched my attention to Route C, which is a new service under Go Ahead, although is really the former Dartford - Temple Hill section of Route B renumbered. Indeed, buses generally interwork between the two routes at Dartford, switching from B to C and vice versa, so no real change to the operation. This route now runs every 15 mins Daily, except early mornings and late evenings when it is every 30 mins.

SE95 was the next to arrive on an inbound B, a bus previously at Silvertown (SI) and Bexleyheath (BX) Garages. The driver changed the route letter to C after some difficulty with the blinds. Some passengers were clearly confused by the change and were asking the driver exactly where the C went!

With a few on board, we were soon off on this “frying pan” route, which operates via Temple Hill, Trevithick Drive, Henderson Drive, Littlebrook Manor Way and Temple Hill again back to Dartford. A one way loop serving housing estates and taking just 15 mins for the trip.

SE95 on Fastrack C at Dartford Home Gardens.

Route C is a new one taking over the Temple Hill section of Route B under Arriva, although buses generally interwork between the B & C at Dartford.

Fastrack B: Dartford - Gravesend

Remaining on the same vehicle at Dartford Home Gardens, we switched to Route B for a trip to Gravesend, departing after a 5 min pause. We departed Dartford via the “Bus Only” road reserved for Fastrack, before switching to the Bus Lane beside the main road to Darent Valley Hospital. After this, we descended the Fastrack road to Bluewater Shopping Centre.

From here, we continued to Greenhithe Station and then through the Ingress Park area of new housing. However, from that point to Ebbsfleet, a long diversion is in place due to the collapse of the road on the direct route at Swanscombe some 18 months ago, which is still awaiting repair. The bus loops back past Bluewater again and along the Motorway one junction before arriving at Ebbsfleet International Station from the south, which adds considerably to the journey, especially at times of congestion.

From Ebbsfleet, normal service was resumed and we continued via new housing in Springhead Park and Perry Street into Gravesend. Arrival was after a trip of just on 1 hour from the start.

SEN59 on Fastrack B at Gravesend Garrick Street, formerly AE20 with Sullivan Buses. Not a vehicle I travelled on, but illustrates the type.

This was one of the batch previously used on the W9 until Sullivans gave up their TfL work.

SE147 on Fastrack E at Gravesend Garrick Street.

This route was previously operated by Go-Coach and is a temporary one, with the A intended to be extended to cover it in 2025.

Fastrack E: Dartford - Castle Hill (and back)

After a short break, I resumed my rides with a trip on Route E, which has passed from Go-Coach to Go Ahead. Operating between Gravesend and Whitecliffe (Castle Hill), it is intended to be a temporary service, as the plan is to extend Route A over it in Autumn 2025. Buses run every 30 mins M-S daytimes, 60 mins Evenings & Sundays. Certain journeys interwork with Route B at Gravesend.

I had SE147, a vehicle that served at Merton (AL) and Orpington (MB) before transferring to FT. It had a malfunctioning number blind, so that the display was stuck between routes E and AZ. This seemed to be the quietest of the Fastrack routes and we departed Gravesend via a different route from the B, along the river frontage to serve a business and retail park plus new housing. At Perry Street, we joined up with the B to Ebbsfleet International Station. After this, it was uphill to Whitecliffe and the Castle Hill Estate, terminating at a bus turning circle where the current development ends.

After a short layover, we returned via the reverse of the outward route to Gravesend, just 20 mins running time each way on this service.

Not one I rode, but SE137 on Fastrack B at Gravesend Garrick Street illustrates the nearside view.

Note the screen showing the next departures and the Remembrance Poppy on the nearside wing mirror.

Fastrack B: Gravesend - Dartford

Back at Gravesend, it was time to return to Dartford on the B. The service frequency is now every 15 mins Daily, like the A representing an evening and Sunday increase from every 20-30 mins. Hours of operation are extended too, the route running from 0430 - 0130 M-S and 0600 - 2400 Sun.

SE147, which I had just ridden on the E, switched routes to the B and left first, but I caught the next departure, formed by SE97, a bus previously at River Road (RR) and Silvertown (SI). Just after leaving town, at Overcliffe, we caught up with SE147 in front, which had apparently broken down with a mechanical fault, as the driver transferred his passengers to us.

We then continued with a full load to Ebbsfleet and then around the long Motorway detour to Ingress Park, Greenhithe and Bluewater. From this point, with the dedicated bus roads and bus lanes in force, it was a quick run via Darent Valley Hospital back to Dartford. Another 1 hour run end to end.

6013 at Bluewater Shopping Centre on the B is one of a pair of Volvo B7RLEs on loan from Metrobus, Crawley, for Fastrack operation.

In addition, there are four Mercedes Benz Citaros, MEC70-73, formerly with APCOA at Luton Airport on car park shuttle services.

Fastrack A: Dartford - Bluewater

To finish, it was back to Bluewater on Route A, this time aboard SEN65, an Enviro200 MMC formerly with Sullivan’s as AE19 on TfL work in North London and prior to that as 8861 with Abellio in West London. We departed with a few passengers via Temple Hill to Amazon, where no-one alighted or boarded. The driver did his best to keep to time, despite the temporary lights in the industrial area delaying proceedings.

Then, on the dual carriageway section approaching Greenhithe, we were delayed by a procession of around 20 geese crossing the road from a roundabout to a nearby pond. A few choice unrepeatable phrases from the driver ensued! Eventually, after serving Greenhithe Station, we made it back to Bluewater after a run of just over half an hour. On alighting, I noted Metrobus VolvoB7RLE fleet no 6013 on the B to Gravesend, one of only two of the type at FT.

My overall impression of the new Fastrack was of a reasonable operation, but clearly with operational challenges due to roadworks and road closures causing delays and diversions. The use of secondhand buses is not ideal but acceptable as a short term stopgap until the new Irizars come on stream.

The one route I did not sample was the Fastrack AZ, which is a special route serving Amazon in two separate sections, Dartford to Amazon and Amazon to Gravesend. There are just a handful of journeys, operating early mornings and early evenings only to coincide with working shift patterns.

However, hopefully I will be able to visit again next year after the new buses have entered service and the intended route changes have been made. One for the diary!

Two Silver Anniversaries in West London

This article covers a series of bus rides in and around North West London, focusing on a couple of routes celebrating their Quarter Century in 2024, together with the original routes from which they derived, topped and tailed with a few connecting services.

The 328 celebrates its 25th Birthday this year.

Metroline VWH2035 of Cricklewood (W) Garage represents its usual type at Golders Green Station.

This batch of vehicles has the classic curved front but smaller upper deck windows adopted on Volvo Wright Hybrids after the early examples.

Route 328: Golders Green to Chelsea

Day 1 began at Edgware Station, with a ride on the Northern Line a few stops to Golders Green. Emerging into the adjacent Bus Station, my first target was the 328, which started in 1999 and thus reaches its Silver Anniversary this year. It was formed as part of a rearrangement of the 28 and 31, taking over the northern leg of the former and the southern section of the latter, operating between Golders Green and Chelsea.

Initially operated by First, single deckers in the form of DM type Darts started the route off, but it was upgraded to double deck in 2004 with VNWs. Tower Transit assumed the service when First departed London and replaced the diesels with VH hybrids in 2016. Current operator Metroline took over in 2021 with VWH types.

Of the three vehicles on stand when I arrived, VWH2035 of Cricklewood (W) Garage was first to depart and I jumped aboard. At the first stop around the corner, we filled up but initially had a quiet ramble along the Finchley Road through Child’s Hill. However, at the Hendon Way junction with the A41, we hit a superglue traffic queue, despite it being after the main morning peak. Even when we eventually made it through to West End Lane, it was an excruciating crawl past West End Green and West Hampstead Station.

After this, it was ok to the Kilburn High Road, where we encountered another queue on approach to temporary traffic lights just south of the turn off to Kilburn Park Station. Finally, after negotiating this, we were able to make reasonable progress via Harrow Road and Westbourne Park to Notting Hill Gate, where there was more slow moving traffic down Kensington Church Street. We were now very late on the schedule and the controller came over the radio to advise the driver of a short turn. However, 5 mins later, there was a change of plan and the driver was asked to run through to Chelsea but turn short at Kilburn on the return and take the bus out of service to the garage for their break!

By now, we had caught the 328 in front up and followed it through High Street Kensington to Earl’s Court, where the other bus terminated, also due to late running, and their passengers transferred to us. We struggled through to the Chelsea World’s End terminus, arriving after a massive journey of just under 2 hours, extremely slow, even for this notoriously slow and busy route. An endurance test!

Metroline VW1294 of Willesden Junction (WJ) Garage on the 28 at the Wandsworth Mapleton Road stand.

Note the “HT” garage code still on the side of the vehicle from its former allocation to Holloway for the W7. This route was unusually awarded on a reversion from electric to diesel power earlier in 2024 but only on a short term 3 year contract.

Route 28: Fulham to Wandsworth - then full route to Kensal Rise

After my extended ride on the 328, I was in need of a stretch of the legs, so I walked west along the King’s Road to Wandsworth Bridge Road to pick up my next route, the parent 28. Unusually, this service reverted from electric / hybrid to diesel operation when it passed to Metroline on re-tender earlier this year. However, this is only on a short term 3 year contract. Volvo B9TLs are the current fare out of Willesden Junction (WJ) Garage and I had VW1294 on its southbound run to Wandsworth, still with “HT” garage codes after its previous life at Holloway. Traffic was a little sticky but at least moving as we made our way south over the bridge and through Wandsworth to the Mapleton Crescent terminus. A 20 min run.

For the return run the length of the route to Kensal Rise, I dropped back a working to VW1266, a bus previously at Harrow Weald (HD) before transfer to WJ. The roads had improved a bit by this time and, after a small diversion due to roadworks near Wandsworth Town Station, we made reasonable progress back over Wandsworth Bridge and up to Fulham Broadway. After this we caught up with VW1266 in front, so our driver was given a 4 min hold at West Kensington Estate.

Continuing via Olympia and High Street Kensington to Notting Hill Gate, we again encountered VW1266, which appeared to be very slow running. Through Westbourne Park to Harrow Road, we finally overtook the other vehicle and made our way up to Kensal Rise Station, where we terminated after a run of 1h 20m, slightly quicker than scheduled on this occasion.

When I first encountered the 28 in the 70s, it was a crew route with RMs between Wandsworth & Golders Green. Infamously, it was converted direct to OPO with MA midibuses in 1989, with larger DW and then DM single deckers replacing them in the 90s. With the changes of 1999 and the coming of the 328 as mentioned above, the 28 was cut back to Harrow Road Prince of Wales at the northern end, although in 2006 it was pushed through to Kensal Rise, restoring links that had been lost following previous changes to the 46.

Double deckers had returned in 2004 with VNWs whilst with First and, like the 328, the 28 passed to Tower Transit in 2013, with VH hybrids later taking over from diesels. In more recent times, RATP Dev became the operator using mainly BCE / OME class electrics, although that all changed when Metroline surprisingly took the contract in mid 2024 on the basis of a reversion to diesels.

Metroline VWH1410 of Willesden (AC) Garage on the 302 at Kensal Rise Station.

These early hybrids retain the “classic” front curved windscreen and large upper deck windows inherited from the VW diesels. Metroline retained the contract for the route earlier this year using the existing vehicles.

Route 302: Kensal Rise - Mill Hill Broadway

At Kensal Rise, I continued on my northern trajectory as I transferred to the 302. This route has recently been retained by Metroline on re-tender on the basis of its existing hybrids. I had one of the early examples, VWH1410 out of Willesden (AC) Garage.

By now, traffic conditions had improved and we had an easy ride up to the Willesden High Road and past the garage, no driver change to slow us down. Then on via Neasden, not encircling the shopping centre in this direction, but calling instead at the inconvenient stop across the footbridge on the underpass. A short queue leading into the single carriageway section up Blackbird Hill, before a good run along suburban Church Lane to Kingsbury Roe Green. Then via the back streets avoiding Colindale to Burnt Oak, where there was an exchange of passengers at the Broadway. Plenty of local usage on the final section to Mill Hill Broadway, where we arrived at the station after a decent 55 min trip.

The 302 is the daughter route of the 52, beginning in 1992 when the latter was split, the new number taking the northern section between Mill Hill and Ladbroke Grove, although this was soon amended to Notting Hill Gate. 1998 saw the cut back to the current Kensal Rise destination. After starting with M operation, there were two single deck periods with LN Lances and DLD Darts, until low floor conversion with VP double deckers in 2010. The current VWH types took over in 2017.

Part Route: 240: Mill Hill Broadway - Edgware Station

At Mill Hill Broadway, I only had a couple of minutes to wait for Metroline’s TE1317, which was returning to its home garage at Edgware on the 240. After the short 10 min ride, I arrived back at my Edgware Station start point and the end of my trip for Day 1.

RATP Group VH45087 (former Tower Transit VH38125) of Edgware (BT) Garage on the H12 at Stanmore Station.

This vehicle bears the angular windscreen design adopted with later Volvo Hybrids and in my view is more ugly than the earlier curved version seen in the photos above. The route is currently operated by a mix of VH, ADH and VHR double deckers.

Route H12: Stanmore Station - South Harrow

Day 2 began at nearby Stanmore Station at the end of the Jubilee Line, with another grand circular journey. First up, the H12, beginning at the end of the morning peak. The route is operated by RATP Group out of Edgware (BT) Garage using an eclectic mix of VH, VHR and ADH hybrid types. I had VH45087, one of the batch inherited from Tower Transit and formerly VH38125 when with them, the grey based TT moquette and green handrails betraying its origin when boarding.

A good number of students boarded with me at the first stop, but gradually alighted as we made our way through Stanmore and down to Harrow Weald via typical suburbia. Passing HD Garage, which operated the route from 2004-18, we continued around the dog leg to Hatch End. After this, a small traffic queue on approach to the turn off to Pinner caused a short delay. Passing under the Metropolitan Line bridge, we maintained our suburban ramble through “Metroland” to Rayners Lane and the final section to South Harrow. Arrival at the station was after a 50 min run.

The H12 was a product of the “Harrow Buses” scheme in 1987, largely replacing the former 209 between South Harrow and Harrow Weald, although it was extended to Stanmore Station the following year. Beginning with MR MetroRider midibuses out of HD Garage, it progressed through SR, DT and EDR single deckers, before passing to London Sovereign with their Darts in 1999. The route returned home when Metroline took over with VP double decks in 2004, although RATP became the current operator with hybrids in 2018.

Metroline VMS2815 of Willesden Junction (WJ) Garage on the 487 at South Harrow Station.

This is another route reaching its Silver Jubilee in 2024.

At the time of this journey, despite being intended for electric operation, only 2 or 3 of these new vehicles per day were appearing on the route out of a total of 12, with Enviro200 diesels making up the balance. Note the very small legend on the side roof panel saying “I am an electric bus”.

Route 487: South Harrow - Willesden Junction (then back to Central Middlesex Hospital)

At South Harrow Station, I was able to connect with the 487, a route that was retained by Metroline on re-tender last year on the basis of conversion to new Volvo BZL/MCV electric single decks in due course. Due to the usual delays in installing sufficient charging capacity at Willesden Junction (WJ) Garage, so far only 2 or 3 of the new vehicles appear each day and I was lucky that VMS2815 was the second departure. Existing DE class Enviro200s make up the balance of the allocation.

Metroline have the new electric buses in 3 different lengths and I had previously sampled the short (VMSS) and long (VMSL) versions on the 384 and 251 respectively. This was my first time on the medium (VMS) version, which was very similar internally to the others, but of different dimensions! The new information screens were working visually but the verbal announcements either did not play at all or were incorrect, clearly some reprogramming required.

Where we were able, some fast acceleration as expected on an electric vehicle, as we made our way through Northolt Park, Whitton Avenue and Sudbury Town to Alperton, where the former bus garage site has now disappeared beneath a new development, leaving no clue of its previous existence. Down to Hanger Lane, where the gyratory was gyrating, before the fast section along the A40 past Park Royal. Then a traffic queue reduced us to a crawl on approach to Gipsy Corner, before we were freed and made our way to Park Royal ASDA, Central Middlesex Hospital and Harlesden Station. Between this point and Willesden Junction we had two sets of temporary lights to contend with due to roadworks, causing around 5 mins delay. Nevertheless, our overall time of 55 mins end to end wasn’t bad.

The 487 is another that is 25 Years old in 2024, having begun in 1999 when the 187 was split. The new number took over the western section between South Harrow and Willesden Junction. Operators have included London Traveller, Metropolitan Omnibus, Thorpes, First and Metroline, using various single deck types, although the odd double decker has appeared on occasion. Since First and their successor Metroline have been in charge since 2004, the route has either worked out of the old Alperton (ON) Garage or Willesden Junction (WJ).

At Willesden Junction Station, I stepped up a working to board DE1610, one of the more usual diesels on the route, to retrace my steps a short distance on the 487 to Central Middlesex Hospital, a 15 min journey.

Metroline DE1643 of Willesden Junction (WJ) Garage on the 187 at Central Middlesex Hospital.

These diesels are due for replacement by electrics when sufficient charging capacity has been installed at WJ Garage.

Route 187: Central Middlesex Hospital - Finchley Road O2 Centre

Next, I switched from the 487 to its parent route, the 187, continuing on my large circle around North West London. This route is also with Metroline out of WJ Garage and is still awaiting its promised new electrics. The old Enviro200s continue for now and I had DE1643 on its next trip to Finchley Road. Like DE1610 earlier, this was one of the former First vehicles inherited by Metroline, with the old purple interior but with Metroline moquette on the seats.

This service runs via a different intermediate route between Central Middlesex and Harlesden from the 487, but we still had to negotiate the temporary light section afterwards. A driver change at Willesden County Court entailed a 5 min wait but timetable padding seemed to allow for this. After this, a bit of a slog through Harlesden to Kensal Rise and Queens Park, although it was a bit quicker via Maida Hill, Warwick Avenue and on to St John’s Wood, where we ran in tandem with a 46. The terminus at Finchley Road O2 Centre had been closed a few days previously due to emergency water works, but had reopened by the time of my visit. Arrival was 1h 5m from the start.

The 187 was once a long cross North West London route from South Harrow to Hampstead Heath, converting from RT to RM crew operation in 1975 and then to M OPO in 1982, at which point it was cut back at the eastern end to West Kilburn (as Queens Park was called in those days by London Transport!). The 1990s saw single deck conversion with DR / DT class Darts, then when the split into 187 / 487 came in 1999, the two routes have had a similar history in terms of the same operators and types as described earlier.

Metroline DE1032 of Cricklewood (W) Garage on the 268 at Finchley Road O2 Centre.

The contract has been retained by Metroline from mid 2025 on the basis of new electric vehicles, so these elderly diesels are unlikely to be around for much longer.

Route 268: Finchley Road - Golders Green (and back)

Final route of the trip was the short 268, which began in 1968 and was unusual (for those days) in providing new links, in this case between Finchley Road and Golders Green via Hampstead. The only change has been the short extension from Finchley Road Station to the O2 Centre which came in 1998.

Metroline operate the service from Cricklewood (W) Garage and have retained the contract with new electric vehicles promised from mid 2025. Meanwhile, existing diesels continue and I had DE1032 for the northbound run, unlike those on the 187 / 487, an indigenous Metroline example. Despite a quiet start, we filled up as we made our way to Hampstead, where we encountered traffic congestion in the village. Up past Hampstead Heath Ponds, we continued to struggle and made a slow ascent into Golders Green, taking an over-long 35 mins on this short route. The driver explained that the bus was under-powered, not uncommon with some of the older Enviro200s, so in his view, the new buses cannot come soon enough!

For the return run, I had sister Enviro DE1020, which seemed a better bus and we powered up past the Old Bull & Bush to Hampstead Heath. Still a bit sticky through Hampstead Village, but then an easy run through Belsize Avenue and Swiss Cottage back to Finchley Road. Just 30 mins in this direction which was an improvement on the outbound journey.

The 268 has had a large collection of types work it over the years. Beginning with MBs, it progressed through SM / SMD and LS classes in London Transport days, before passing to London Country North West with Mercedes Midis under tendering in 1986. R&I Coaches had the contract from 1989 with Darts, before MTL London and their successor Metroline took over in 1994 with various high floor then low floor Dart types. Arriva had a stint from 2006-15, mainly using Cadets, but Metroline then returned with the current vehicles.

To end my day, it was a simple transfer to the Underground at Finchley Road Station and the Jubilee Line back to my start point at Stanmore.