The London Bus Review of 1982

7/23/2019 The London Bus Review of 1982

http://slidepdf.com/reader/full/the-london-bus-review-of-1982 1/77

The

London

1982

--



The

London

1982

Written by

Paul Dabrowski, Chris Holland,

Colin Fradd, David Stewart and Guy Brigden

Compiled by

Dominic N. West and Paul Dabrowski

Produced by

Adrian Figgess

The assistance of the following

in the preparation of this publication

is gratefully acknowledged:

Colin Stannard, Ken Robinson, Lawrie Bowles

and Brian Bell

1

--



5 SEP1983.

First published 1983

ISBN 0 95080611 0

Typesetting and printing byAdlard Son Ltd Dorking Surrey.

@London Omnibus Traction Society 1983

8 Anerley Station Road London SE20 8PT

2



Contents

4 The Year in General

2 London Transport Routes

26 Summary of London Transport Route Alterations

36 London Transport Vehicles

43 Summary of London Transport Vehicles

44 London Country Routes

52 Summary of London Country Route Alterations

66 London Country Vehicles

74 Summary of London Country Vehicles

3



The Year

in General

Introduction

The legacy of such unprecedented legal

and political interference in London Trans-

port affairs, as had occurred during the

previous year, was to effect considerable

repercussions throughout 1982. The Grea-

ter London Council consistently defended

its Fares Fair policy which had been

declared illegal by the Law Lords and

upheld on appeal by the House of Lords ina

particularly shortsighted judgement at the

end of 1981. The strictly literal interpreta-

tion of just one clause in the Transport

(London) Act 1969 rendered Section 5

irreconcilable with the stated aims and

intentions of that legislation in Section 1

and left both LT and the GLC, together

with certain other Transport Executives

operating under similar statute, faced with

little alternative but to substantially in-

crease fares, reduce services, cut back on

recruitment and close certain railway sta-

tions and bus garages. Despite a private

member's Bill aimed at legalising the GLC's

Fares Fair policy achieving a majority vote

on first reading in the House of Commons

on 9th February, it became apparent that

the 'Fare Fight' campaign, organised in the

interim between the Law Lord's verdict and

the first implementation of that ruling in

March, was destined to fail and that fare

and service levels would, of necessity,

become considerably worse than even

under the previous GLC administration

simply to remain within the Law as it now

stood. Media comment surprisingly

favoured the GLC, with Sir Richard Way,

the first chairman ofthe LTE, having little

doubt that the House of Lords ruling as

regards the 1969 Act in no way correctly

interprets the intention of Parliament when

it passed the Act according to a letter

published in

The Times (4/1/82).

Following news of a 'recovery' budget for

London Transport which featured a 100%

increase in fares, a 15% reduction in

scheduled bus mileage and a 3% reduction

intube mileage, the outgoing Chairman, Sir

Peter Masefield, stated in LT News (8/1/82)

4

that I very much regret that fares have to

be put up because the present level is

reasonable compared with any other major

urban transport undertaking in the world .

However, central Government refused to

remedy the situation, except by providing a

£125m loan, to ease LT's short-term finan-

cial burden, together with a £63m grant to

safeguard old people's bus and tube conces-

sions jeopardised by the Law Lords' ruling

whilst corrective legislation on this matter

alone was pending. LT staff were sufficient-

lyincensed and worried about the effects of

the outlawing of cheap fares that the first

total London Transport strike since the

General Strike of 1926 took place on 10th

March. With some 7,000 redundancies

reputedly in the offing, the stoppage was

totally effective. However, at some gar-

ages, although a few employees reported

for work, the engineering staff prevented

services from operating.

Naturally, the cessation of the GLC's

Fares Fair scheme affected London Coun-

try fares within the GLC area. However,

LCBS took the opportunity to raise their

bus and coach fares by 10% from the same

date thereby removing the possibility of any

real anomalies. Political involvement with

LCBS operations changed little during the

year, although the differing levels of

financial support afforded by the County

Councils meant that the Kent and Berkshire

fare scales were maintained slightly higher

than the norm and Hertfordshire's signifi-

cantly lower. However, the trend of pre-

vious years as regards LT's out-county

services continued with the transfer of

routes to LCBS in both Hertfordshire and

Surrey occurring in April. More general

reductions to the relevant LT services also

concerned Essex at this time followed by yet

more alterations in December connected

with severe retrenchment on the Epping to

Ongar branch of the Central Line.

Meanwhile, debate on the Fares Fair

policy continued with protest from certain

passengers taking part in a 'Can't

Pay- Won't Pay' campaign proving particu-

larly ineffective and protest from the

operating staff, concerned more especially

with redundancies and services, culminat-

POSSIBLEINDUSTRIALACTION

ON 10th MARCH

Bus Passes

If i ndustri )1acti f~

the opercJti

on Wednt~ .d. l' I

holders of Bus P .s' .,

cover 1O tl l ~ .

granted an a. ht,

their nex.t tickets

,

e



ing in a morning rush-hour strike in early

May, which affected all but Forest District.

Against this background, London Trans-

port began seriously looking for a suitable

successor to Sir Peter Masefield who, yet

again, had agreed to his term of office being

extended until 30th June. Even this was

deferred a further two months when Dr.

Keith Bright, chief executive of Huntley

and Palmers Foods, was appointed to take

the post of Chairman from 1st September at

a record salary of £42,000 per annum.

Selected by an all-party committee of the

GLC, he was recorded as having 'an

impressive track record in the business

world' and quoted assaying, in perhaps the

understatement ofthe year, that this could

be a very exciting time to join London

Transport

LT News (21/5/82).

In July, therefore, Sir Peter presented his

last LT annual report-for 1981-which

commended the simplified zonal system of

charges introduced as a result of an election

pledge made by the incumbent County Hall

administration. This had reversed a 20-year

decline in LT's patronage although the

curse of traffic congestion still remained.

When Fares Fair had been introduced, the

result was the largest rise in the number of

passengers carried on LT ever recorded in

its 49-year history. When the fares were

subsequently doubled, as a direct result of

the LawLords' ruling, the result was a huge

drop in the number of passengers carried.

Improved levels of service had helped to

reduce the number of letters of complaint

by nearly 40% compared with the previous

year whilst staff commendations rose 30%

in the same period. However, even after

taking into account (lawful) GLC grants of

£162.2m, the Executive ended the year with

a deficit of£64.7m, prompting the incoming

Chairman to suggest a 20% fare cut at once.

Interestingly, the front c()ver of the report

subtly illustrated the conflict between

Westminster and County Hall.

London Country's financial report re-

vealed that the company finished 1981with

a small operating surplus of £6,000 (within a

£43m turnover), itself a healthy sign in a

climate ofrecession. A total of 18% ofcosts

that year were covered by local authority

revenue support, a level regarded as so

critical that LCBS produced a sixteen-page

briefing booklet outlining the necessity for

continued financial support which was sent

out to various councillors and MPs. The

appalling weather at the turn of the year

caused many problems with accidents and

indeed, in some cases, services had to be

suspended or curtailed. The adverse finan-

cial effect resulting from this was partially

alleviated by a windfall on Green Line

services arising from the strikes affecting

British Rail on various days in January and

February 1982.

As vice-president ofthe Confederation of

British Road Passenger Transport, re-

formed as the Bus and Coach Council, Dr.

David Quarmby (managing director of LT

buses) was also actively involved in promot-

ing the role of the bus in transport policy.

The new body sought to establish a better

case for the bus nationally with an extensive

advertising campaign promised for later in

the year.

The London Country 'Polo'

.

Milton Keynes

.

Cambridge

. Luton

Oxford

.

.

High Wycombe

Enfield

Uxbridge

CENTRAL

LONDON

. Grays

.

Slough

. Croydon

.

Gravesend

REIGATE

.

.

Crawley

.

Tunbridge Wells

Brighton

.

London Country's operating area, which forms a ring around Greater London has often

been likened to a Polo mint. Generally the green bus services operate entirely within the

ring, while the Green Line coaches serve to connect towns in the ring either with its core

-

Central London - or wi th important places further afi eld.

Opposite Page: A plethora of posters, displayed behind the driver on RM372, dealt with three separate

occurrences during the early part of the year-route alterations , fare increases and probable st rike action. Joel

Kosminsky

Above:

London Country's background bookle t l ikened thei r operat ing area around the metropo lis to a

'Polo' mint in what was otherwise a very serious attempt to highlight the balancing act necessary between

overheads, inf la tion and interest repayments, and income and revenue support , Be low: Various BR and LTstr ikes

during the year gave other operators, as well as London Country, a golden opportunity to capitalise on the lack of

al ternative facil it ies. Former LCBS RP90 carries a reasonable load for i ts new owner, Smith's o f Reading, at Ewel l in

July. Guy Brigden

5

-



The most vivid effect of the polit ical judgement concerning LT's finances was the mass withdrawal of standard

Routemasters and subsequent cannibalisation byLTand breakers for spares before scrapping. The roof ofRM1636

crashes to the ground inside Aldenham (above) whilst a lineof potential victims is headed by RM1578 outside.

awaiting a similar fate (below)

Jon White

At the same time, welcome news was

brought by the GLC that between 40 and 50

new bus priority schemes were scheduled

for introduction by June 1983. Additional-

ly , LT's proposal for 210 new Titans and a

further 150 Metrobuses for 1983 delivery

was also approved by the County Hall

transport committee.

However, many busmen, from north and

east London especially, had again taken

industrial action partly in sympathy with

British Rail and Underground workers on

strike but also in protest against new

schedules for the buses due to come into

effect on 31stJuly. The 28th June stoppage,

which had paralysed large sections of

central and outer London, was partly

responsible for the bus programme being

delayed until 4th September. The introduc-

tion of flat fares the previous year and

consequent speeding up of boarding times

had signalled the ultimate demise of crew

operation in the suburbs at least but the

drastic reductions caused by this scheme,

the biggest overnight transformation ever

experienced, led to the first mass withdraw-

als of the Routemaster fleet. If the cheap

fares policy had not been declared unlaw-

ful, it was quite likely that there would not

have been any RM family withdrawals for

at least five years and possibly longer.

6

Additionally, over sixty members of the

MD class were similarly delicensed for sale

or scrap. With more than 1,300 individual

vehicle movements caused, altogether 580

buses were withdrawn from service with the

proportion of crew operation reducing to

just over half. The only new type delivered,

apart from the service vehicle fleet, occur-

red in December with the arrival of two

Dodge twenty-seat minibuses, given stock

letter A.

Two new classes entered London Coun-

try's fleet in 1982. Firstly, several of the 30

Leyland Olympian double-deckers (LR

class) were used on new and revised services

introduced in Hertfordshire and Surrey

with the transfer to LCBS of some sections

of LT routes outside the GLC area. Others

displaced the non-standard AF class at

Godstone that had been the first new

London Country double-deck bus back in

1972. In fact, almost all the company's

Fleetlines had been either de licensed or

withdrawn by the end of the year. The

second new class was the TL, an ECW-

bodied Leyland Tiger coach, of which

forty-two had been ordered. However,

industrial problems at British Leyland and

various technical hitches conspired to cause

deliveries to fall well behind schedule.

LCBS had not received any by the start of

It

the July rail strike (when they would have

been particularly useful) but the first started

to trickle in later that month. Indeed, the

summer route expansion earlier on had also

put pressure on the existing coach fleet and

some of the 1977 delivery of RSs and RBs

had to be retained for longer than planned.

These vehicles, leased from the Kirkby

Central Organisation, brought additional

expenditure to LCBS since the lease period

had to be extended.

At a time when a suggestion to remove

London Transport from GLC control was

being variously discussed, an all-party

House of Commons Select Committee

proposed the formation of a Metropolitan

Transport Authority, with rate-levying

powers, in a report published in July. To be

formed between the Department of Trans-

port, the GLC, London Boroughs and

County and District Councils, it recom-

mended that a London Transport Oper-

ators' Partnership be established between

LT, British Rail and the National Bus

Company and that, on the crucial question

of fares, they 'should be . . . a matter for

political judgement for which the political

authorities concerned should be answerable

to the electorate'. In proposing that the

GLC should be absolved from its responsi-

bilities to the new Authority, decisions over

financial support, fare and service levels

would be allied to road improvement and

parking control policies. The proposed area

for the MTA to have covered corresponded

roughly to the former LPTB area as

designated in 1933. It was not clear as to the

extent that local councils would lose their

role concerning transport coordination but

there was no suggestion that LCBS should

have ceased operations as an NBC subsidi-

ary. British Rail was also relieved to retain

direct operational control of its commuter

services and was encouraged by the report's

recognition that more capital investment

would produce real improvements in the

quality of London's public transport ser-

vices.

Other more general issues involving

London's transport during the year con-

cerned illegal car parking and fare-dodging,

for which a Home Office probe was

launched in February, and the effects of

illegal car parking on bus services. Fraud

committed bystaff also received a degree of

media coverage and the introduction of a

new 20p coin brought variable reaction

apart from more work in adapting machin-

ery and so on. However, press reports that

London could be getting its trams back

proved optimistic. Following various pro-

posals for a lower cost solution to the £500m

dockland extension of the Jubilee Line

from Charing Cross to Beckton and

Thamesmead, a new light railway, similar

to the Tyneside Metro, would operate from

an elevated terminus at Minories, adjacent

to Tower Hill Station, before working

parallel to BR's Fenchurch Street to Step-

ney East line. It would then use portions of

disused viaduct through the West India and

Millwall Docks to a terminal at North

Greenwich. An additional branch would

connect the line at Poplar via a disused

freight line to Bow Road before running

along the street to the District and Metro-



politan Line Station at Mile End. The exact

nature of the tramway route on the public

highway had yet to be decided but a cost of

£65m for the link had been mentioned

together with a 1984 start date for work

expected to take three years,

Way back in March, the GLC had

endorsed LT's refusal to grant a licence for

a competing West End sightseeing tour,

operated by Culture Bus, on a stage

carriage basis. With additional backing

from the London Transport Passengers'

Committee in June, proposals from a bus

company to run commuter services from the

Bexleyheath and Orpington areas were

similarly quashed. The Bexleyheath Trans-

port Company, it was argued, would have

taken traffic from British Rail and increased

congestion. Any misgivings LT may have

had regarding these ventures paled into

insignificance later in the year when Associ-

ated Minibus Operators Ltd. announced a

series of proposals for various cross-Lon-

don services utilising high frequency mini-

buses. Just what the outcome of the

application would be, which unusually

prompted LT to appoint an independent

inspector to preside at a public hearing, has

to be left to a subsequent account.

However, with seven new bus lanes

announced in November, capital invest-

ment worth £162m planned for 1983

together with a resumption of recruitment

and a projected fares cut of around 25% for

the spring, 1982closed on a less pessimistic

note than the previous year.

Operations

Reputedly the worst winter for some

twenty years struck again in early January

but, notwithstanding the reluctance of cer-

tain local councils to adequately grit roads,

the operating staffs of both concerns made

sterling efforts to maintain services at a

time when the national rail network was at

a virtual standstill on seventeen separate

occasions. However, strike action subse-

quently affected LT buses on at least four

occasions during the year. Following the

introduction of various unpublicised cuts in

services from 22nd February, four days

passed before London Transport

announced the loss of some 500 jobs,

effective immediately, In March, there-

fore, an all-day stoppage observed by both

buses and tubes was itself followed by a

peak-hour strike on 10th May which, in

some bus operating districts, continued to

disrupt services for the rest of the day.

More general disputes affected Aldenham

earlier in the year, where staff were con-

cerned about rumours suggesting a transfer

of the bus overhauling work to outside

contractors and, in the spring, amongst the

engineering staff over 400 proposed redun-

dancies. Following the April route

changes, the overtime ban imposed pre-

vented the transfer of certain vehicles by

ferry drivers and involved a refusal to fit

new destination blinds. With agreement

that only 364 voluntary redundancies

would be sought instead, the ban was

officially lifted at 1600 hours on 29th May

although the April reductions in Essex had

Above:

Still displaying abortive 'Fares Fair' posters , RM852 braves the elements at Silver Street in the f irst few

days of 1982 on one of the routes which lost their conductors later in the year. Jim B/ake

I

~.

These two views illustrate the reasons for and effectiveness of the 10th March strike on LTwith the entrance to

Kingston garage closed (above) and (below) vehicles at a complete standstill within the bus station. Ramon

Hefford/Geoff Rixon

7



.,

-

.L

'-..

....

I

ilCJO::LJC

---

-<1 -

-

:,

~~j

l.

A multitude of strangeworkings was prompted by the various rail strikes duringJanuary,Febru'aryandJuly. This

selection of views depicts RP6on route 741 at Hammersmith (top) RamanHeffard, D17 on the 721 at Victoria

(centre) J. G. S. Smith, Godstone's AN172 on the 777 at Victoria (bottom) RamanHeffard. . .

8

been finally completed in mid-May. This

preceded another protest by certain bus

garagesin late

June whichmeantthat, in

conjunction with simultaneous British Rail

and Underground strike action, some parts

of London were totally without public

transport for the day. Yet another strike

for 5th July, however, failed to materialise,

although buses were withdrawn from cen-

tral London for about two hours during the

TUC's 'Day of Action' strike on 22nd

September, with the engineering staff pre-

venting operations for extended periods at

a few garages. The granting of a 'no strings

attached' pay award of 6% backdated to

27th March with an additional 1% from

17th July had effectively reduced support

for further industrial action,

This contrasted with a year of industrial

peace enjoyed by London Country

although certain routes had stopped short

of their inner objectives during the LT

stoppage on 10th March. The strikes on

British Rail on various days in January and

February led to much duplication on

Green Line services, and very heavy loads

were experienced, often necessitating dou-

ble-deck operation, The further two weeks

of rail strikes in July caused a repeat of this

situation, with the additional holiday traf-

fic at this time of the year threatening to

swamp bus operators, Nevertheless, Green

Line just about coped and, following both

strike periods, some passengers gained

were lost to the railways for good.

Otherwise, coach services were

expanded, theoretically as resources per-

mitted, with more joint operations to new

points with neighbouring operators. The

fast links connecting London with its sur-

rounding airports all came to be marketed

under the 'FIightline' label with a new 767

Victoria - Heathrow non-stop service, joint

with Alder Valley, joining the 757 (Luton)

and 777 (Gatwick) routes on this network.

One venture that failed to appear in 1982,

however, was a proposed 762 service from

Reading to Brighton via Guildford,

Reigate and Gatwick airport; operation

being shared between LCBS, Alder Valley

and Southdown. British Rail objected on

the grounds of unfair competition whilst

London Country, in a press release issued

in advance of the traffic court hearing,

claimed that BR's action was 'not in the

public interest '. In mid-December, the bus

companies won their case and introduction

of the service occurred on 22nd January

1983. Bus services experienced continuous

adjustments, mostly by thinning-out even-

ing and Sunday services, with certain regu-

lar excursions making a welcome reappear-

ance.

A complete surprise, however, was the

operation of four London Country Metro-

Cammell ANs on LT's Round London

Sightseeing Tour from 27th March. How

LCBS managed to procure such vehicles

when transferred services from London

Transport were experiencing chronic shor-

tages of

double-deckers

remains obscure

but the red-repainted Atlanteans, two with

their roofs removed and all carrying 'LT'

garage codes, worked daily with London

Country drivers from Leatherhead garage.

London Transport lost many out-county

--



services to LCBS who were able to offer a

similar service to the County Councils

concerned at a lower cost, although invari-

ably frequencies were reduced at off-peak

times and especially during late evenings.

But perhaps the greatest scheme involving

more general reductions ever to occur took

place on 4th September as a direct result of

the adjudged illegality of cheap fares

though, publically, LT seemed loath to

admit it Although rest-day and overtime

working had already been cut back, a

4-5% reduction in total duties worked by

the bus staff was envisaged. Ultimately,

LT's originally severe reaction to the Law

Lords' decision mellowed somewhat to

reinstate supplementary schedules on some

routes but nevertheless the route, type and

allocation changes remained colossal. Not

surprisingly, crew operation was a major

casualty, dropping to 52% of the total.

Plans for 1983 and beyond foresaw an

eventual level of 60% one-man operation.

The only real improvements during the

year concerned bus priority measures

although certain roads came to be

described by LT as 'no-go' areas for buses;

the St Mary Cray Station section of the 229

was threatened with withdrawal upon omo

conversion of the route due to the inci-

dence of indiscriminate car parking. Lack

of local police enforcement generally

because of manpower shortages remained

problematic whilst, again relating to the

legal situation, London Transport had

itself to suspend recruitment of British

Transport Police for its area of responsi-

bility.

In the £80,000 GLC study involving

seven road junctions in Hounslow and

eighty LT vehicles fitted with transpon-

ders, 'Selective Vehicle Detection' enabled

delays to buses caused by traffic lights to be

reduced by one-third saving an estimated

£50,000 during the first year of operation.

Another five junctions in the town were to

have been included in the continuing

scheme whilst the possibility for London-

wide extension was being examined. Prog-

ress on the BUSCO scheme, a compute-

rised bus control system also involving

cable loops under the road surface, was

also brought a stage further with virtually

all London buses having received

emergency radio by the end of the year.

Other such measures successfully

implemented in 1982 included a £200,000

project to repaint forty-three bus lanes

with a red surface to make them more

self-enforcing in deterring errant motor-

ists. Five experimental schemes had demon-

strated that coloured road surfaces led to a

significant reduction in the number of bus

lane traffic violations. However, London

Transport became increasingly concerned

about public demonstrations having an

adverse effect on bus mileage with, on

average, about one march or rally disrupt-

ing services each week. Other more pre-

dictable occasions which similarly affected

services during the year included the Lon-

don Marathon at the beginning of May and

the Papal visit to Britain later the same

month. London Country's private hire

business was stretched to capacity on 30th

May at least with many Green Line

--

-

.

. . .AN279 at Victoria on route 797 (top)

J.

G.

S. Smith

and at Brent Cross inJuly working the 732 (centre)

John

Barnacle and finally SA's LR17 at Hendon Central on a homebound 717 journey (bottom) John Barnacle

9

-



=rLIGHTLINE

757

Express

servicebetween

LutonAirport

and LonClon

coaches noted operating special excur-

sions. The Lord Mayor's Show and the

State Opening of Parliament again brought

the usual street closures and resultant

termination or diversion of routes although

one event which had little effect on bus

services was the State Visit undertaken in

November bythe Queen and Crown Prince

of the Netherlands who, unusually, arrived

at Westminster Pier by barge.

From 12th July, LT inaugurated a three

month long experiment to evaluate certain

performance aspects between Metrobuses

and Titans then being currently delivered.

Operating under identical conditions from

Sidcup garage, initial results of the tech-

nical comparison trial revealed that,

despite the superior mechanical specifica-

tion of the T class, the Ms managed to

retain the edge as far as fuel consumption

was concerned. An additional experiment

also concerned a Croydon-based FIeetline

fitted with a five-speed Maxwell mesh

gearbox designed to reduce wear on brake

linings by activating first and second gear

clutches simultaneously with brake

application. Intended to replace German-

built Metrobus gearboxes with British

units, if successful, signs of improved fuel

consumption were apparent by the end of

the year.

Lastly, a dispute between LT and the

Driver and Vehicle Licensing Centre con-

cerning the anomaly of individual vehicle

chassis emerging with a different registra-

tion upon receipt of another body, whilst

undergoing overhaul, prevented the

despatch of buses from Aldenham in Janu-

ary, a situation exacerbated by the mis-

understandings referred to above. The

problems were eventually resolved and

enabled work to continue in progressively

transferring over to the Freedom From

Defect annual certificate system. In ad-

vance of the abolition of PSV examinations

from 1st January 1983, and adoption of the

Works Annual Service Programme at

Aldenham, RML 2760 very aptly emerged

from overhaul in November as the last

vehicle to be contained on the Works Float,

another victim of these EEC regulations.

10

~LIGHTLINE

777

Express

servicebetween

Heathrowand

London

Express

servicebetween

Gatwickand

London

For all non-orbital airport link services, a 'Flightline' corporate image was effectively employed on literature

produced during the year, which included tear-off pocket timetables below the three route information leaflets

illustrated above.Below centre: AN110, one of a pairof that class convertedto open-top configuration by Midland

Red, displays its 'LT' garage code as it carries few passengers on the service which LCSShad incredulously

tendered for. Stephen Madden

Bottom:

The only garage closure of the year occurred at Crawley, where the

existing shed in the High Street was replaced by new premises at TinsJeyLane adjacentto the Central Repair

Works. Colin Fradd



Premises

London Country's Area Stores at

Reigate, Hertford and Tinsley Lane gained

a useful boost early in the year by the

introduction of a computerised 'unit-

tracking' system, giving information on the

locations of every spare part, in order to

provide spares more efficiently than

before. A similar scheme costing £4.3m

and known as BEMS-Bus Engineering

Management Systems-was announced by

LT in the Spring, for introduction the

following year, to govern the supply and

distribution of spares and reduce the time

vehicles are off the road awaiting repair.

However, despite the GLC having to

examine the validity of such capital invest-

ment projects, London Transport's Fulwell

garage received a new staff restaurant in

March as part of a new £1.25m operating

block. A remodelling of the front entrance

in Wellington Road was also completed

during the year whilst work progressed on

new or improved facilities at Enfield,

Norbiton, Norwood, Tottenham and

Uxbridge. Additionally, one thousand bus

stop shelters erected by a registered part-

nership between LT and Adshel Ltd were

installed at prime sites, whilst a new sales

and travel information desk was estab-

lished experimentally on the main arrivals

concourse at Heathrow's Terminal One

building.

A sign of the constraints imposed on

London Transport during the year,

however, was illustrated by the closure of

the recruitment centre at Manor House in

the summer. Following the opening of a

new LCBS enquiry office in June at Eccles-

ton Bridge, Victoria, incorporating both

A slogan employed the previous year for various fares

reductions in the winter was fortunately not perpetu-.

ated in 1982. Inadopting 'February Fare Fighters' , LCBS

presumably sought to avoid following suit after the

col lapse of Laker Airways.

counter facilities and the inspector's con-

trol office, LT similarly provided a new

travel information centre two months later

occupying a site between the boat train

platforms and the bus stands at the BR

station. The existing enquiry desk on the

concourse of LT's Victoria station

remained open, although all signposting to

it was removed. Credit card facilities,

introduced by LT to encourage payment

for annual bus passes and Underground

seasons, were also made available by Lon-

don Country for National Coach bookings

and Green Line season tickets at their

Victoria, Gatwick, Heathrow and Reigate

enquiry offices in August.

At Slough, the Berkshire County Coun-

cil provisionally agreed to provide

£Y2m

towards development costs for a proposed

new bus garage, on condition that the

balance be met by the two main operators

in the town, London Country and Alder

Valley. The site, in Stoke Road to the

north of the bus station, would replace the

current Maidenhead (AV) and Windsor

(LCBS) garages. However, Berkshire's

financial involvement is conditional upon

both operators 'working together to

achieve maximum efficiency'.

By September, all four of LCBS' area

vehicle testing stations were operational,

London Transport having already estab-

lished nine such locations, one for each

District plus Aldenham, the previous year.

Reigate, Watford, Hertford and Northfleet

provided London Country's quota,

although part of the cost of establishing

these centres may be able to be recouped

as fees can be charged for testing other

operators' vehicles should there be any

spare capacity.

The new bus garage in Wheatstone

Close, Crawley, opened on 21st Novem-

ber. Adjacent to the Tinsley Lane Central

Repair Works, it replaces the old garage

nearer the town centre which had become

inadequate to cope with service expansion

in the New Town.

As part of LT's economy campaign

during the year, three sports grounds,

together with the physical culture centre at

Shepherds Bush, were to have closed. In

the event, both Fulwell sports ground and

the Shepherds Bush facility were axed with

Burnt Oak and Cheam being reprieved for

only twelve months.

Various LT garages, closed the previous

year and declared surplus to requirements,

were sold in 1982. Stone bridge found a

buyer in the London Borough of Brent

who intended to adapt the site for com-

munity workshops whilst Abbey Wood was

sold to Garrad and Sons International for

use as a supermarket store and distribution

centre. At the end of the year, Middle Row

was undergoing sale to the Inner London

Education Authority.

A revised £6.75m modernisation scheme

for Ponders End garage, approved by the

GLC late in 1981 and delayed because of

the judgement on LT finances, was given

the go-ahead by the County Hall transport

committee in October. Additionally, work

began that same month on a new £4.5m

bus garage at Edgware to replace the

covered accommodation for only ten buses

at the existing building, constructed in

1939, with undercover parking for eighty-

five vehicles. Located at the same site, the

new structure will be sunk almost ten feet

into the ground in order to minimise noise

in a predominantly residential area.

During February,most Green Linesingle fares over£1.00 will be cut to£1.00 (SOpfor

children), while Outback day etum fares over£150 wiIIbe cut to£1.50 (75p for

children).* A few examples are shown in the chart.

Appropriately, we're calling this campaign 'February FareFighters: Forfurther details

callHarlow26349/21971

m:=:¥JGREEN

INE»

. \pr1il'S tn all jounwys aft t 'f9Uflam .\lmlday 10 Friday. and all day Saturday and Sunday. Om-s nnt includl ' mutl'S 190j291r90. , 6-:'. , :'98 and 97

(~(Jl'th

ufSh'\l'na~l'). HA

11

-

Normal

February

Normal

February

Outback Outback

Examplejourney

single

single

return return

fare fare fare fare

Harlow-Walthamstow

£M

£1

o

£1.50

Harlow- Romford

£

£1

#

£1.50

Harlow-Watford

£ £1

£1.50

Harlow-MiltonKeynes

£1

£1.50



0

~

KEEPFARESFAIR

. ~

It's

not too

late to act

London T ransport 's f ar es wen t upon March

21s t, s igna ll ing the end of a bold p iece o f

planning intended

co make public

transport

more accessible to everyone.

Most fares have doubted. And uneconomic

tub e sta tio ns may hav e to d ose . Some bu s

servi ce s may d isappear . The cos ts and qua li ty o f

workingand travelling

in London

willchangefor

the worse, because atlservices wil lbe reduced.

Public transport should

be a social service

Most ot her citi es in t he mod em wo rld ha ve

dec ided tha t pub li c t ranspo rt i s a smuch a soc ia l

service aseducat ion and hospi tals . The table

below shows the extent of the subsidy -

excluding depreciat ion and renewal costs

-

for

just four major cities.

NewYork. . ..., . . . . , .. .72%subs idy

Milan 71%subsidy

Brussels. . . . . . . . . . . . . . . . .70%subsidy

Paris. . .. . .. ... 56%subsidy

Londonasof21.J.82 12%subsidy

Even with the fares Fairpolicy. London' s

subsidy was only 46% - s ti ll w ay down in the

league cable.

Why has this happened?

I n e ss en ce t he fi ndi ng of the law Lor ds was

12

t ha t t he Transpor t (London) Act 1969 requi re s

LondonTransport so faras practicable

cobe run

as a

business.coveringCOStSut of

revenue.

Yet o ther g reat c it ie s a ll over t he wor ld

canno t run the ir t ranspo rt . sys tems out o f

r evenue . Transpor t exper tS agree c ., t hi s

simple fact. And legal expertS feel that

legislation isneeded to clari fy the principles on

which the GLC may grant subsidy to London

Transport.

What will happen to the

amendment bill?

On Feb ru ary 9th . Mr Dougla s J ay MP

ob tain ed le ave of t he House o f Commons to

int roduce (unde r t he 10m inut e rul e) t he

Transport (London) Act 1969 (Amendment)

Bi ll .Th is p roposes w ider power s for t he GLC

to makegrants

to London

Transport (or

pas senger t ranspo rt s ervi ce s and to mee t

London Transport revenue deficitS.

Inbrief. this means that the pol icy decisions

affecting the economics of London Transport

will be t ake n away (rom the Cou rtS an d g ive n

to t he e lec tor ate o( Gre ate r London and th eir

elected representatives.

Does the electorate

support Fares Fair ?

The number o f peopl e u~ng London T ransport

Aa NOW

ign the

petitions,

write

tothe

press,tellyourM~

u:I: London Transport

100% Increases*

J:

from

I

M

Westminster

Isthis

faironLondon?



Finally, in November, another high quality

bus station, similar to that opened at

Harrow in 1981, was both advocated and

approved for construction at West

Croydon by 1984.

Fares and ticketing

The GLC reluctantly consented in prin-

ciple on 8th January to LT's 'recovery'

budget which meant that, in addition to the

doubling of fares and service reductions

already outlined, investment would be cut

by £8m, rest-day and overtime working

would be reduced, recruitment would

become 'restricted' and that certain bus

garage and Underground branch and sta-

tion closures 'inevitable'. On 26th January,

during a period of severe indecision

regarding these far-reaching effects of the

verdict outlawing their cheap fares policy,

the GLC failed to approve the details of

the revised fare proposals for introduction

on 21st March. For LT to have acted on

their own initiative and increased fares

without County Hall approval would have

been breaking the Law just as failing to

comply with the terms of the Law Lords'

judgement would have been illegal.

However, the dilemma was eventually

resolved, at a crucial GLC meeting in

mid-February, with the budget as a whole

being approved and providing for pay

awards of 5% in 1982 whilst allowing for

general price inflation of 11%.

London Country, meanwhile, had been

reducing selective fares. From 4th January,

some fares on route 304 were reduced,

giving bargains from many rural stops into

St. Albans or Hitchin. These reduced fares

were held through a general fares increase,

which coincided with the LT rise, in

March. During February, a general special

offer, known as the 'February Fare

Fighter', fixed the maximum fare at £1

single or £1.50 return for journeys begun

after 0900 Mondays to Fridays and all-day

Saturdays and Sundays. Good loads were

experienced on Green Line. particularly

on the several rail strike days.

A great deal of political comment and

public outcry against the LT fares increase

was gaining momentum, much of it orga-

nised by the GLC as the 'Fare Fight'

campaign. During February and March,

more than a dozen local public meetings

were organised, various petitions signed

and parliamentary lobbying encouraged,

generally culminating in a rally at County

Hall on 13th March. The leader of the

Greater London Council, Ken Living-

stone. together with many other council-

lors. toured south London in an open-top

OM.

supplied by Obsolete Fleet, complete

with jazz band which was driven by former

London bus driver Dave Wetzel, chairman

of the GLC transport committee. Speeches

were later made from the top of the

vehicle. adorned with 'Keep Fares Fair'

slogans. at the rally which was attended by

more than 5.000 people. On 15th March, a

delegation presented itself at the House of

Commons where the petitions were deli-

vered. A mass lobby of MPs had already

taken place four days earlier at Central

Hall, Westminster. but it became apparent

that, despite a great deal of publicity,

support from the London Transport Pas-

sengers' Committee. GLC officers, trades

unions, busmen and public alike, fares

would double on Sunday, 21st March.

Although the zonal system was retained,

fares rose from lOp to 20p for the short-

hop, 20p to 40p for one zone, 30p to 60p

for two and a 40p to SOp maximum. Bus

passes were similarly increased by 100%

with child fares rising to lOp from 5p

although they were withdrawn between

2100 and 0700 to counter widespread abuse

of the concession. Likewise, Red Arrow

fares were doubled. despite the fact that

they had not been reduced when Fares Fair

had been introduced the previous October.

The Sunday maximum in the GLC area

became 40p. however, with the Intersta-

tion night bus fare rising from 70p to £1

and, surprisingly. Airbus fares remaining

at £2. Officially, existing strip tickets for

flat fare routes were no longer honoured

and holders were advised to apply to 55

Broadway for a refund.

London Country bus and coach fares

were increased from the same date by

around 10% with, as usual, Kent and

Berkshire travellers paying more than their

Hertfordshire counterparts. Within the

GLC area, fares were increased on parallel

sections in line with the new LTE fare

scales similarly introduced but otherwise

there was no connection with the LT fares

rise. Children's fares were now made

available up to their 16th rather than their

14th birthday in line with LT and BR.

Outback and season tickets also rose, and

the Golden Rover was increased to £2.75.

The National Wanderbus ticket at £2.97

was, once again, left untouched and now

represented remarkable value against the

Rover ticket with its superior validity.

However, on new services 760 and 773,

introduced in the spring, neither Golden

Rover nor National Wanderbus tickets

could be used, a pity since both provided

useful cross-country links.

The 'St Albans Fare Cutter' experiment

was perpetuated with a modest increase

from only lOp to 12p (inner zone) and 20p

to 25p (outer zone), with another mild

increase in September to 15p and 30p

respectively. From 1st April, holders of

council concessionary permits could buy

Outback or Golden Rover tickets at half

price to allow travel outside their own

council area. After a limited period, the

experiment was extended indefinitely.

Meanwhile, the emphasis of the 'Fare

Fight' campaign focused on parliamentary

action, attempting to legalise the situation

previously believed by most urban oper-

ators and their political overlords nation-

wide to have existed under the various

Transport Acts formulated in the late

1960s. With even the judiciary somewhat

divided, the House of Lords, who had

earlier upheld the Law Lords' verdict,

were presented with a bill introduced by

Opposite page: Throughout 1982, the GLC

and the transport unions orchestrated a cam.

paign to mobilise public support for the

retention of 'Fares Fair' . Further campaigns,

intended to promote legislation enabling the

return of cheap fares in London, were subse-

quent ly launched which, following another

consultation exercise, reinforced GLCpolicy on

this matter . Right: Widespread publici ty ex-

plained the ef fects of the doubling of fares in

March. Alterat ions to fares outs ide the GLC

area were similarly notified whilst, in response

to the 'Can't Pay-Won't Pay' campaign, post -

ers gave warning of the consequences of

adopting such protest.

NewFares

for London Transport Buses

in Hertfor'dshire

From 21st March

&

--

Increased

fares

Passengers who pay only part

of the fare for their Intended

jou

rn

.

.

e

.

ya

.

I')d

..

()ffer to pay the

balance on request at some

future time commit an offence

1

,Yi'lder the'PubUc ServiceVetlide

,Regu at ()ns.

I .

.. L

.

. ()n<:lo

.

I)li

.

r

.

ans

.

port win have

tQtake action to prosecute

persons.

.the time beingthe

~

. WftIchallows a passenger to pay

*~.

bygivinga name and address.

IS WITHDRAWN.

---

13



Lord Underhill to enable the GLC specifi-

cally to more easily make revenue grants to

London Transport. Despite this attempt

being defeated, such were the vagaries of

the political process in the other chamber

that support for the Opposition private

member's Bill, promoted by Douglas Jay,

had been demonstrated, mainly because no.

Government whip had been then applied.

However, upon second reading, on St

George's Day, 23rd April, the Bill was

effectively 'talked-out' in the House of

Commons and any hopes of a speedy

return to a viable transport policy for

London were dashed with ambiguity in

legislation relating elsewhere remaining.

From 1st June, holders of concessionary

permits in LCBS' Crawley area w~re given

special facilities on two routes not normally

open to Rover ticket holders. Off-peak day

return fares of just 75p on the 773 to

Brighton or £1.50 on the 777 to London

were offered. During that month, the

maximum child's fare was fixed at 20p on

Saturdays and Sundays to 'celebrate' the

release of the new 20p coin from 9th June

although this did not apply to certain

Green Line routes.

Children also benefited on London

Transport from 31st July, when the restric-

tion on child fares not being available after

2100 was relaxed to 2200 so that those

attending organised evening activities were

no longer caused hardship. LCBS similarly

followed suit although children's fares con-

tinued to apply at all times on London

Country routes outside the GLC area.

Both operators acceded to pressure from

regular users in permitting payments for

annual bus passes and season tickets to be

made by credit card, LT accepting Access

and Barclaycard from 19th July. However,

a denegration to the National Wanderbus

ticket occurred from 1st August when the

London-Oxford routes ceased to be avail-

able to holders after new fare scales for

ordinary passengers were introduced.

At the same time, the GLC launched an

extensive campaign to allow Londoners to

choose between anyone of five options on

the financing of London Transport in the

light of the Law Lords' verdict and confirm

that their own stance on this crucial ques-

tion was in line with voters' wishes.

Although similar to the consultation which

had taken place in advance of the introduc-

tion of Fares Fair the previous year, the

poll was commissioned to gauge passen-

gers' and ratepayers' opinions on the capi-

tal's transport system in order that the GLC

-

~ ~.--~..;

t.. ' 44'~ _

~A~'

..

,,'

~

----

,;-

14

could submit to the Government its plans

for public transport for the following finan-

cial year.

The effects of the March fares increase

on Red Arrow services, in particular, had

brought about a 35% drop in usage.

Therefore, fares on routes 500 and 507

were experimentally reduced by lOp to 30p

from 4th September. Additionally, the 30p

flat fare on routes Cl1, HI, SI and S2 was

replaced by standard zonal fares from the

same date as part of a deliberate policy to

commence the replacement of fareboxes

with graduated fares and Almex machines.

Incredulously, from 3rd October, London

Country's 30p flat fare at Hemel Hemp-

stead was increased to an awkward 31p

London Transport introduced, with the

help of adventurer Sir Ranulph Twistleton-

Wickeham-Fiennes, a new London

Explorer ticket, from 26th October, which

allowed unlimited travel on buses and

tubes within the Inner, City and West End

zones, together with one journey by

Underground or Airbus only either to or

from Heathrow but not both In discourag-

ing sales of Go-As-You-Please and Central

London Rover tickets, they were valid

initially for 1, 3, 4 or 7 days at £4.50, £10,

£13 and £19 respectively, child fares being

£1.30, £3, £4 and £6.

The 4th December reductions on the

Ongar branch of the Central Line, from

daily to Monday to Friday peak period

operation only, enabled rail season ticket

holders to use the replacement 201 bus

service between Epping Station and Chip-

ping Ongar only. Red bus passes and

Rovers were restricted to the former limit

of LT central area operations at the St.

Margaret's Hospital, Epping.

Meanwhile, whilst central Government

was busily discussing a bill to retrospec-

tively ban rate-backed fares policies,

together with some other proposals, the

GLC campaign had produced some 13,000

responses with more than 10,000 support-

ing a return to the Fares Fair situation. In

view of the above, the Council's final

Transport Policies and Programme for

1983/84 contained a proposal to cut fares

by 25% and remain within the Law, as

advised by County Hall's lawyer.

However, following contradictory advice

from LT's own lawyers, the Executive

intended to seek an independent legal

verdict on their proposals, justified on the

Left upper: RCL2260 was further customised in having

it s dual headlights ref it ted in time for the major rallies

held during the year. The Edmonton 'showbus ' is seen

at Purfleet where Ensign's held another bus rally in

mid-July. Ran Harper Left lower: Aylesbury to London

road celebrat ions involved the use of RF202. seen here

taking the strain as it negotiates the Moor End

roundabout at Hemel Hempstead with a capacity load

and incorrect blinds. Ran Harper Opposite page: The

long-awai ted loca l bus t imetab le booklets promised by

LT finally appeared dated October 1982. The rather

att ractive standard cover is shown here by the Croydon

area issue.

-



basis of securing an integrated transport

system for the capital. With a favourable

legal judgement, the scheme was sche-

duled for implementation in April of the

New Year.

Events and special services

In a year when even the London Trans-

port annual staff gala could not be held,

since almost £200,000 was necessarily cut

from LT's recreational budget, the 20th

anniversary of the last trolleybuses and the

30th anniversary of the last trams passed

virtually unnoticed. No LT garage open

days took place during the year although,

in compensation, one prestigious event did

occur at Covent Garden Museum on 6th

June. Amongst various other preserved

vehicles on display both inside and outside,

RM 1 made a second well-deserved

appearance there following its debut after

restoration, by apprentices at both Chis-

wick and Aldenham, at another excellent

North Weald rally. This event, held a week

earlier on 30th May in aid of the 'British

Kidney Patients' Association', saw another

rare attendance by the elusive single-deck

RM, 1368, officially on show to the public

for the first time since September 1978.

Once again a free service between Epping

Underground station and the airfield site

was provided.

The year had begun with some concern

over legislation concerning tachographs

being applicable to such ex-PSVs as pre-

served buses from the first day of January.

Following a decree by Barking Council in

March that rallies pertaining to London's

history were indeed cultural events, all

such vehicles were exempted for the Bark-

ing road run and cavalcade and the usual

rallies subsequently took place. Another

occasion to provide a free bus service, at

Cob ham Bus Museum over that same

weekend in April, was followed by a

special opportunity, on 29th August, to

enable enthusiasts to photograph vehicles

not normally on display at a cost of £10,

lunch inclusive. Showbus found itself an

alternative venue at Woburn Abbey on 5th

September where a particularly well-

attended event was marred by a thunder-

storm towards the end of the afternoon.

Almost exactly a month earlier, the first

Routemaster withdrawals had taken place

and so it was particularly refreshing to have

seen so many of the increasing number of

specially restored RMs making the journey

to Woburn.

Four LCBS garage open days were held

in 1982, at Hemel Hempstead (19th June),

Reigate (3rd July), Dunton Green (7th

August) and St Albans (18th September).

Additionally, the usual special services to

places such as Biggin Hill, for the Air

Displays, and Epsom, for the Races, were

again operated. A series of 'Green Line

Vintage Tours' was advertised, using RMC

4 and RF 202 to various places of interest

for enthusiasts, including trips from Lon-

don to all four garage open days and to

several bus rallies. Whilst RF 202 also

reappeared on the Ramblers' Bus route

417 on 11th July, both vehicles were used

in passenger sef';ce on Saturday, 13th

November, in commemoration of the fif-

tieth anniversary of the takeover from Red

Rover of the Aylesbury to London route

on 30th November 1932. Operating

throughout most of the day on route 708,

the RF preferred to recognise the previous

nUlpber for the sef ';ce in only displaying

blinds for the ~U6~ The Routemaster,

however, was pressed into public service

on at least three other occasions during the

year having operated on the 714 from

Dorking during the latter rail strike on 9th

July, and making a special appearance on

the 735 in late October to mark the

retirement of Mr. Bill Jarman, a regular

commuter of some thirty years standing,

although blinds for the 715 were displayed.

The retirement of another employee with

similar service at the BBC in Portland

Place prompted a further appearance by

this vehicle on route ~15 between Guild-

ford and London return on 21st December.

Owing to motorway construction work

in Essex, from mid-April to the beginning

of June, the M25 contractors, Laings,

sponsored a circular replacement service

between Epping Town and Ivychimneys

whilst the regular Green Line route was

necessarily diverted. The free Watford

Shopperbus again operated from mid-

November onwards for the Christmas

trade, sponsored by Clements store and

Watford Council whilst, a week later, a

similar service, again operated during

shopping hours only but on a park and ride

basis, was started from St Albans City

station to St Peters Street. London Trans-

port also operated a park and ride service,

sponsored by the local Chamber of Com-

merce, between Bromley Common and the

Market Square from the beginning of

December. Another seasonal service, last

operated some four years ago specially for

the West End lights, was revived as well.

With Regent Street providing the major

attraction this time, the service was renum-

bered 12L but was again operated by

15

-



HODDESDON

ANDBROXBOURNE

AGUIDETOALL

YOURLOCALBUSES

AUTUMN1982

LONDON COUNTRY

GREEN LINE H

Above: London Country also produced further editions of their timetable booklets together with more localised

versions which were distributed free with the London Country Courier newspaper. Below: To minimise the

anticipated loss of passengers following the March fares increaseson LT,bold sloganswere employed on major

advertising sites, as illustrated by an errant New Cross RML2531 appropriately passing County Hall. Stephen

Madden

r-

I

16

Obsolete Fleet Ltd. Once more, however,

no London bus services, excluding Airbus

Al in daytime only, were provided by

either operator on Christmas Day,

~I

Publicity

With the 'Fare Fight' campaign dominat-

ing much of the earlier part of the year, a

great deal of publicity relating to the LTE

emanated from County Hall or the London

Transport Trade Union Defence Commit-

tee. Most of these leaflets employed the

use of LT's roundel, many with some

ingenious embellishment, more often

reminiscent of the former bullseye A

considerable amount of media coverage

accompanied the campaign, much of it

sympathetic to the plight of LT, who began

to notify travellers of the impending fare

increases from mid-February onwards. In a

major poster promotion, LT reassured

passengers that the zonal system was being

retained and, in the national press, that the

fare revisions were beyond their control.

However, following the 21st March rises, a

new LT advertising campaign aimed to

partially offset the predicted effects of the

doubling of fares by directing regular users

to 'decrease the increase' and purchase

season tickets and bus passes, Television

advertising from mid-May took the form of

a radio 'talking back' to a commuter at

breakfast and exhorting him to buy a

season or a pass,

Despite the fact that flat fares were

discontinued on some routes later in the

year, some errors crept in, since interior

fare posters on Wood Green's Metrobuses

had had to be amended by hand in June to

read 'fare strips cost £3, not £2'. However,

additional impetus in the sales drive had

arrived during the previous month. A

Leyland National, originally with Ply-

mouth Corporation, was taken into stock

for conversion as a 'ProMotion' bus, in

replacement for SPB 753. Numbered

1234L in the service vehicle fleet, the new

sales and information vehicle made its first

appearance at Lewisham shopping centre

during the early summer before moving on

to some other important suburban centres.

A far more extensive campaign preceded

the September service changes, which

involved over 404 different timetables and

1,900 hours of overtime worked by the

publicity staff in connection with the big-

gest and most complicated programme

ever undertaken by LT. Advance notifica-

tion at some 28,000 bus stops was orga-

nised with over 50,000 posters and leaflets

being produced. However, the choice of

standard theme common to most items-

'This is part of the major reorganisation of

London's buses and is designed to give you

a more regular service'-was perhaps a

little unfortunate especially where it

applied to those passengers affected by the

twenty route miles which lost their bus

services entirely.

An additional advertising promotion in

October again encouraged the purchase of

more weekly bus passes. During the period

18th October to 8th November, eight days

travel was available for the price of seven.

Surprisingly, no completely revised edi-

-



.. .

Rail. Underground and Bus

travel in and around London

tion of the standard bus map was produced

in relation to any of the major service

changes during the year but, in February, a

reprint of the fourth edition of the 1981

map, numbered 4A, was issued. To correct

the fares information carried following the

March revision, the only 1982 issue

appeared in April. However, no cartog-

raphic amendments were made at all,

except to list all significant routeing altera-

tions, up to and including the 23rd January

scheme, in a 'Stop Press' box at the bottom

right of the map. Some additional details

were included in the routes listing overleaf

where, following a slight rearrangement,

less specific information on bus passes was

given. A 'Stop Press' in the previous

edition relating to the withdrawal of route

639 the previous year was removed

although the route was still listed '

The major route scheme in September

I

t-

--

...

'I .' .~;

~~~

~-

,

--.;

-

Above left: An attempt at promoting an integrated transport network was made with the issue of an

illustrated handout entitled 'The London Connection'.

Above

right: Bus stop flags identifying selected

locations were introduced inthe summer. Interchange symbols were also displayed although these were

rather too small to serve any useful purpose. Co/in Stannard

did prompt LT to issue a comprehensive

amendment leaflet to accompany another

printing of the 1982 edition, which also

listed the earlier service alterations. The

dearth of actual maps to illustrate routeing

changes during the year was to have been

compensated by the inclusion of local

geographical maps within eight timetable

booklets, similar to various trial produc-

tions issued in previous years, which were

distributed free subsequent to the Septem-

ber programme. Many contained a slip of

paper explaining that, due to production

difficulties, it had not been possible to

include the area maps. LT had been

criticised by the London Transport Passen-

gers' Committee over an alleged lack of

consultation regarding its proposals for

the introduction of 26 separate maps within

a similar number of booklets and the

production of only limited future editions

of the full scale map, possibly no longer to

be issued for free. Otherwise, the local

timetable books for Bromley, Croydon,

Enfield, Harrow, Kingston, Romford,

Wembley and Woolwich, featured minia-

ture versions of the public timetables along

with information on other operators',

Underground and British Rail services.

Following the appearance of another

Night Bus booklet in January, although

dated 28th November 1981, an improved

night services production was printed,

unusually dated 29th/30th October 1982,

which for the first time contained details of

last BR trains to suburban stations,

together with an expansion of their night

service tables and the times of the last

daytime buses from selected central Lon-

don points.

Earlier, in July, the Lord Mayor of

London, Sir Christopher Leaver, had laun-

17

..



ched four new LT guide books specially for

tourists written by Thames TV journalist

Keith Blogg. Entitled 'Family London',

'Young London', 'Free (or nearly Free)

London' and 'Royal and Historic London',

the guides retailed at 99p each to encour-

age visitors to make more use of the buses

and tubes during their stay in the capital. .

Dated November 1982, 'The London Con-

nection' map was also produced which, in

providing details of rail, tube and bus

travel in and around London, drew rather

heavily on the 'London's Railways' map of

the early 1970s. On the reverse, the

infamous 'Central London Bus Map' of

1981 also reappeared alongside compre-

hensive information for all three modes

together with a version of BR's Inter-City

diagram.

Following London Country's drive to

capture a greater share in the south-east

travel market and retain many commuters

gained from the railways with its 'February

Fare Fighter' scheme and a pledge to hold

down their fares for a full year after the

March increases, a new Green Line map

appeared dated 'SumiI1er 1982', which

included alterations made in May and

June. The fact that nineteen services

extended to points beyond the edge of the

map showed the extent of recent expansion

in the network; twenty-one would have

been shown had the last minute introduc-

tion of the 745 and 766 been included.

When the subsequent 'Winter

1982/83'

edition was issued, the latter route was

inexplicably omitted from the routes listing

but, nevertheless, all the summer-only

services were still shown. (The timing point

at Kimpton 'The Boot' for the 766 was

inaccurately described in the Central Hert-

fordshire timetable booklet as 'Hamden'

and, on the panel timetables, as 'The

White Horse'.) In both cases, much addi-

tional information was included on the

folder, with details of the 'Flightline' tim-

ings and fares, special services and general

fares and frequency information as well as

brief details about many places of interest

that could be reached by Green Line. No

comprehensive timetable booklet was

issued for these services but they continued

to be publicised by a series of leaflets. A

new standard cover style was adopted

which included red shading for routes

jointly operated with Alder Valley and

Eastern Counties.

The last network map had appeared in

July 1979 and still no new one was pub-

lished. However, good coverage was main-

tained on the covers of the area timetable

booklets, to the usual high standard. Hert-

fordshire County Council issued a public

transport map for the county in April, but

was only available locally. Most area time-

table books were reissued during the year

but, yet again, the multiplicity of minor

timing changes caused difficulty in keeping

them current. At the behest of the Surrey

County Council, the larger books were

split into smaller areas and, in August,

three 30p booklets replaced the 40p East

Surrey edition. Although it had been

intended that the west Surrey area would

be similarly dealt with early in 1983, the

first, for Guildford only, was issued in

mid-November.

In October, following an announcement

in a press release, the

London Country

Courier

newspaper dropped through front

doors in selected areas. It was a special

four-page paper including articles about

the facilities offered by LCBS and Green

Line and items, which varied according to

the distribution area, about local company

staff. A free booklet was included giving

timetables for all local routes together with

a set of vouchers for reduced-rate travel.

The National Bus Company had decided

much earlier in the year that, where local

routes were concerned, they would revert

to the 12-hour notation in leaflets and

timetables following research that a pro-

portion of passengers did not understand

the continental 24-hour clock. With little

evidence of this policy having affected

London Country during the year, London

Transport affirmed that they would con-

tinue with the established system.

LT also agreed to a mutual exchange of

publicity material with a United States

transport operator, JFK express, to help

boost travel on LT's airport services. The

north American coach and subway service

from Kennedy airport to Manhattan, New

York, advertised the benefits of catching

the Underground or Airbus from Heath-

row with some 500 LT car cards in return

---~----

Below: London Country publicised their take-over of LT route 84 with this leaflet . while (opposite) LT themselves re-vamped their Night Buses booklet to include more BR

information.

'-

v

I ·

-

[ 0~1.

rn:I?tiJ; Jj).

,~

.

Ii

~I

------

18

From

24th

April

1982,

busroute84willbe

operatedbyLondonCountry,singheirgreen

doubledeckbuses.

Thistake.overwillresultnmanybenefitsoryou.

4 Thelevelofservicewillbemaintained

throughoutheroute,whilstcloser

co.ordinationwithLondonCountry357

and358willimproveheservicebetween

St.AlbansandLondonColney.

Therewillbesavingsnfaresormany

passengers,ithOUTBACKheapday

returnsavailableorall(includingensioners

withpermits),ndseasonicketsoo.

i: Therewillbesavingsorratepayers,sthe

take-overwillresultnareductionnthelevel

offinancialupportnecessaryromthe

CountyCouncil.

Whilstkeepingothesamerouteingas

before,henew84tirnetablewillbesimplijied

slightly,oprovidea regularhalfholtrlyservice

duringhedayandonSaturdays,ithanhourly

servicentheeveningsndonSundays.

Thetimetablesor routes357and358will

alsobealteredslightly,oco-ordinatemore

closelywith84,andprovidebetweenhema

regular15minuteservicebetweenondon

ColneyandSt.Albans.

----- -

Passengersnroute84willbeableto take

advantagefLondonCountry'sOUTBACK'

returnickets,afacilitynotformerlyavailable

fromLondonTransport.

OUTBACKSanbeboughtonthebusafter

0900

Monday-Friday,ndanytimeat

weekends,ndoffersubstantialavingsoverthe

costoftwosingleickets:-St.AlbansBarnet

£1single,1.35OUTBACKeturn;SouthMimms

- St.Albans76psingle,1.11eturn;London

Colney Barnet90psingle,1.25return.

Seasonicketswillalsobeavailablender

theLondonCountryscheme.Buyamonthly,

three-monthlyrannualicketforyourspecific

journeyandsaveoverthecostofdailytickets.

Askthedriver oranapplicationorm.

SeniorCitizensanenjoygreaterbargains

too,onallLondonCountryservices.

HertfordshireistrictCouncilpermitscannow

beusedopurchasealf.priceOUTBACKay

returnickets,aswellashalfpricesinglesand

GoldenRovers.

Anddon'tforgethatLondonCountry'shild

faresarenowavailableochildrenuptotheir

sixteenthirthday.

--

.r;,

' ,=,

..

.,

..-

.

...,

....-

\

..

Ii I.

i1

..

i. ili

Ti

[;

11' 11 ,11



-

for JFK express cards in Piccadilly Line

tubes.

In August, new bus stop flag stickers

appeared at King's Cross, Oxford Circus

and Victoria. With the place name appear-

ing across the bar of a bullseye (as opposed

to a roundel), the name was repeated,

together with the BR emblem and a

stylised Underground symbol as appropri-

ate, on the leading edge of the adjacent bus

shelter canopy. In November, the LT

Museum at Covent Garden benefited with

many exhibits receiving dummy passengers

dressed in period costume, some authentic,

others made by fashion students at the

Mabel Fletcher College, Liverpool.

No LT route alteration pamphlets were

produced during 1982 except for the

February scheme affecting routes 46 and

187 which, in the event, was never

implemented Additionally, no literature

relating solely to Christmas bus services

was published, despite the tomes produced

in 1981, although passengers continued to

be informed by the usual posters placed on

vehicles.

Finally, three major advertising cam-

paigns affected London Transport towards

the end of the year. Aimed principally at

central Government, two Stockwell RMLs

received advertisements protesting against

university spending cuts. In joining the

fight to reduce unemployment in the

capital, LT initiated an attractive poster

-- .,

L.:.

J ,. c::::r -

-- ~

--

display to resume more normal recruit-

ment of bus drivers and conductors at a

number of Jobcentres in November.

Lastly, the much publicised Bus and Coach

Council campaign, 'We'd all miss the bus',

was launched later that month to empha-

sise the value of a viable bus industry

nationally. With every bus operating dis-

trict having contributed at least one vehicle

for advertising purposes, each had also

been responsible for holding a special

presentation, including a film highlighting

the importance of the bus in society, for

the benefit of local, regional and national

politicians, many of whom had been

responsible for one of the most turbulent

years in London Transport's history.

19



London TransportRoutes

Early in the year, the effect of the need

for economies within London Transport

was demonstrated by the planning of a

major programme of bus cuts, resulting

from a large drop in passenger journeys, a

direct consequence of the doubling of fares

in March. At the start of the year, there

had been considerable staff opposition to

any such programme of cuts. Initially, this

opposition was based on the grounds that

the cheaper fares policy had been legal and

that service cuts to achieve economical

operation of bus services were against the

principles of improved public transport in

London. The loss of passengers arising

from the doubling of fares from 21st

March was such that London Transport

felt justified in making a general reduction

in service levels. During the spring, plans

were announced to reduce operating costs

by reducing services in an attempt to offer

a more reliable service by matching passen-

ger demand with staff availability and more

economical operation.

Signs of staff opposition occurred during

April, when engineering staff at most

garages placed a ban on overtime and rest

day working. This action was in answer to

the announcement of plans to reduce

engineering staffing levels. The most.

noticeable effect of this was the prevention

of vehicle movements between garages,

hence the small programme of out-county

changes from 24th April was badly dis-

rupted. In Hertfordshire the reductions

were accompanied by an exchange of

routes between London Country and Lon-

don Transport, although in Surrey the

exchange was one-way as LCBS adopted

most London Transport operations beyond

the county boundary south of Belmont.

Epsom remained served by route 293,

'

0 ~

.1~~.i~

::~]I

although route 164 was truncated at Ban-

stead. Engineering staff abandoned their

action during the middle of May, after

which the resultant type changes were

completed.

Bus operating staff were equally

opposed to the main programme of cuts,

originally planned for 31st July. During the

early part of the summer, it became

obvious that this date would be impractic-

able for such a large scale operation and in

July the more realistic date of 4th Septem-

ber was announced. One of the grounds for

staff opposition had been that the new

services would be inadequate for the num-

bers of passengers wishing to travel. This

arose since the loss of passengers after the

fare increase had not been as large as

London Transport had predicted. After

London Transport had agreed to pay an

across the board 7% pay rise and re-instate

Above left: Reductions in Surrey led to the curtailment of London Transport routes at the GLC boundary . DMS2091 approaches Bans tead shortly before the route was

truncated there. Raman Hefford

Above right:

Out-county cutbacks in the spring led to the withdrawal of many long-established routes. In Hertfordshire, the 84 was

transferred to LCBS except for the section east of New Bamet Station. M663 is seen on new LT route 84A in May, introduced to replace the Greater London portion from

Bamet. John Barnacle

20

-



approximately 100 buses to alleviate press-

ure on certain routes, the Trade Union

delegate conference voted to accept the

revised services, and the changes took

place from 4th September.

It is no exaggeration to say that the

programme of reductions was the largest

since the cuts introduced during the

1965-1968 period, when London Trans-

port fell victim to severe shortages of staff

and a drop in the numbers of weekend

passengers. Several of the recently estab-

lished principles of bus route planning

introduced under Bus Plan '78 (standar-

dised routeings on all days of the week,

regular 'clockface' timetables and

improved off peak services) were sacrificed

as the need for economy became the main

objective. 600 buses were removed from

Monday to Friday schedules overnight

(this was after just under 100 buses were

reinstated). A total of eighteen route

numbers disappeared from London's

streets, with nine routes being withdrawn

on Sundays. On the positive side, however,

nine new routes appeared including use of

the number 60 for the first time since

September 1968.

In all districts most of the changes

involved reductions in frequency and, in

some cases, shortened routeings. Nine

routes became one-man operated through-

out the week, two of which, routes BOB

and 281, had previously been so on Sun-

days only. Route 106 reverted to one-man

operation having been originally thus con-

verted in 1972 and reconverted to crew in

1979. Several of the new or recast crew

operated routes were designed for eventual

one-man operation as evidenced by

changes during 1983.

For details, readers are asked to refer to

the route change appendix at the end of the

section, but a brief district by district

summary is given here of the more notable

changes. In Selkent, route 94was replaced

by two new routes 208 and 261, both

basically operating between Lewisham and

Orpington via different routeings. The two

new routes also replaced parts of routes 47

and 229, the latter also being converted to

one-man operation. One other advantage

of the new routes was that they both passed

their operating garage, a feature lacking

from route 94 at both its garages (Bromley

and Catford) and adding to its unreliabil-

ity. Because of its conversion route 229 was

re-routed to follow route 269 between

Sidcup and Bexleyheath, leaving the for-

mer routeing via Murchison Avenue with-

out buses since it precluded the operation

of larger vehicles. Moving around to Wan-

dIe district, the major changes were the

one-man conversion of routes 130 and

BOB, coupled with the introduction of

Monday to Friday peak hour express ser-

vices on both routes between Croydon and

New Addington, partially replacing

express routes C3 and C4. The northern

end of route 130 was replaced on Mondays

to Saturdays by new crew route 60 which

continued beyond the former terminus of

the 130 at Streatham Garage to Brixton

Garage. On Sundays ro~te 130 also

reached this new northern terminal. The

long awaited extension of route 95 from

Right: The Sep:W'Oe' orogramme

resulted in SO e 'CUtes being

converted to one-< 'ar operation.

Route 106 was IY'e SJeh service

which was cor.-e-:ec :0 OMO for

the second t i 1e ::n I()Sruttard

: . J

01

-

~~)

~

.,

1 ..

.

.1

Ib:

. ... rY l 4~

11 i

'

.

..

.

... PJ

~,

M

.jl&l ~

--- --

- ---

Above: Inthe South-Easler area. new crew-operated route 208 replaced part of route 94.

running

between

Lewisham and Pens Wooo Station with a weekday projection to Orpington. RM386 passes through Bromley on

the first day. Ramor he ora Below: In Wand le Dist rict. new peak hour only express services on the 130 and

130B replaced the remat'' 'ng C-suffixed routes. DMS189 was captured in Croydon during August. Colin Fradd

21



~--'

r~ ~

Above left: From 4th September . route 290 was extended to Staines replacing the 90 which was withdrawn. BL36 at Butterwick i llustra tes the o ld order. Stephen Madden

Above right: The September changes in the Stra tford area re-introduced the 225 number af ter an absence of over 10years. RM1937 heads for the erstwhi le terminus of the 86

soon afterwards. Oavid

StuttardBelow:

From January. Titans replaced Fleetlines at Loughton. the ful l conversion taking nearly three months. Newly-del ivered T419. on a short

working of the 20A before contraction of that route in April. passes an example of the type which later superseded the Titans at that garage. Colin Fradd

Tooting Broadway to St. George's Hos-

pital took place after several years of local

agitation, whereas experimental route 254

was withdrawn, following disappointing

loadings.

Cardinal district superintended major

changes to routes 33, 82, 90, 202, 270 and

290. Route 33 was re-routed to Fulwell

Garage replacing routes 27 and 270

through Teddington, and the 270 in turn

re-routed via route 267 between Twick-

enham and Fulwell Garage, as well as

being given an improved evening and

Saturday service to Nurserylands Estate.

The section of route 33 to Hounslow was

replaced by an improved service on route

281, which was converted on Mondays to

Saturdays to one-man operation. Route 33

was also introduced on Sundays, causing

the withdrawal of route 73 south of Ham-

mersmith. Route 90 was swallowed up by

an extension of route 290 from Richmond

to Staines. The opportunity was taken to

serve the town centre of Ashford by

routeing the 290 away from part of Kings-

ton Road. The 202 was extended from

Hounslow to Heathrow Airport via Hatton

Cross and the Cargo Area, replacing route

82 which was withdrawn. The operation of

route 202 via the southern entrance to the

Airport was interesting since it saw the first

regular operation of London Transport

double-deckers through the Cargo Tunnel.

Buses on route 202 were at first prevenred

from traversing the Southern Perimeter

Road due to possible interference with

radar screens at the airport but subsequent

tests proved that the interference problems

could be overcome and the 202 was re-

routed via the former 82 road from 28th

October. The peak hour projections on

route 65 to Ealing (Argyle Road) were

withdrawn, in favour of bifurcated jour-

neys on route E2. Buses operating these

workings displayed yellow destination

blinds for some workings.

Changes to routes in Watling district

were mainly concerned with frequency

reductions, although several sections of

route became unserved during evenings

and all day Sundays. The long established

journeys to Wembley Trading Estate on

route 8 were transferred to route 297,

whose operation was also transferred from

Alperton to Willesden. Neighbouring

Leaside district seized the opportunity to

re-cast many of the routes in Enfield,

resulting in the withdrawal of route 135

22

and the extension of newly acquired route

313 to Chingford. Forest district, true to its

established pattern, provided the largest

scheme of changes to routes in the

Loughton, Barking and Romford areas,

two effects being the total conversion of

Loughton garage to single-deck operation

and the withdrawal of London Transport's

share on route 347. Thus London Trans-

port's now no longer served the town of

Brentwood. On the borders of Forest and

Tower districts, one of the new routes

introduced was the 225. Combining the

Limehouse end of the 86 with the Becon-

tree Heath section of route 25, the route

was designed for eventual one-man opera-

tion. Also in the Stratford area, route S3

was replaced by an extension of route 278

to Stoke Newington, causing its conversion

to single deck operation, as it now passed

under a low bridge in Carpenter's Road.

Moving into Central London, 4th

September saw the disappearance of tram

replacement route 176A, which was

covered by re-routeing the Monday to

Friday peak hour service on route 184 via

Southwark Bridge, instead of Blackfriars

Bridge. Changes in the Waterloo area saw

the truncation of routes 4 and 5 during off

peak times at Farringdon Street and Old

Street Station respectively, although route

5 continued to operate to Waterloo during

the Monday to Friday midday period. In

Abbey district route 46 was extended daily

to Swiss Cottage and on Mondays to

Saturdays to Kensal Rise Station, whilst at

i ts southern end the service south of Kings

Cross was reduced. The northern exten-

sion was largely over route 187, although

between Hampstead Heath and Swiss Cot-

tage the routeing was more akin to the 268

leaving Ordnance Hill unserved. This par-

ticular change coupled with withdrawal of

route 187east of West Kilburn and transfer

of operation of route 31 from Battersea

and Chalk Farm to Westbourne Park had

originally been planned to take effect from

27th February, but had been postponed

due to problems at a very late stage after

publicity had been issued. Route 239,

operating on the joint boundary of Abbey



Above left: Another September casualty was the 239 rOl.ie~ 1Chhad been re-converted to double-deck operation in 1981. DMS348 turns at the Aldwych earlier inthe year.

Co/inFraddAbove right: An allocation of LSs was introo.JCeOai Merton. displacing Fleetlines. Route 189.which has experienced severe pruning inrecent years. was further

withdrawn between Hook and Raynes Park. Dominic Wesr Below: Metrobuses strayed regularty 01'to the 134thereby bringing further type variety to the route which was

re-converted to RMoperation inthe autumn. ASOmew' \aioeoald M551. complete with conductor and erroneous dual-purpose flap. awaits custom at its southerly terminus.

Jim B/ake

and Tower districts, was withdrawn, bein :

replaced by the re-routeing of the 4 and

extensions to routes 188 and Cll. It had

been intended that route C11 would serve

the 'Nag's Head' area rather than Breck-

nock Road, as shown by the destination

blinds which had 'Holloway' painted out~

Another effect of the programme was

the extension of one-man operation to four

more night routes and the return of double

deckers to two others. The conversion of

Kingston's remaining BL routes to LS

operation required their transfer to :'-Iorbi-

ton, resulting in the transfer of that gar-

age's allocation on route 65 to Kingston.

More redundant LSs were deposited at

Merton for routes 127, 152 and 189,though

DMS operation was unofficially retained

on the 152 for schools traffic. For similar

reasons, two workings at Uxbridge on

route 98 were converted to M operation.

This resulted in LSs making unscheduled

appearances on routes 222, 223 and 224.

By the end of the year, however. an extra

LS was worked on the route at bus\' times

and the double deckers returned tOoheir

normal haunts.

The planning for the restoration of the

extra buses and duties to the schedules was

only able to take place during August,

resulting in there being supplementary

services spaced around the ordinary sche-

duled buses. Over the succeeding five

months, these extra buses were incorpo-

rated into the main schedules. this prog-

ramme being completed on 29th January

1983. On three routes, however. it was felt

that the extra buses could be used to

restore lost facilities. On the 148, the

supplementary service was used to provide

a service between Barking Garage and

Ilford Broadway via South Park Drive,

restoring a service which would have

ceased to exist with the withdrawal of route

199. Extra vehicles on route 19~were used

to provide a regular service throughout the

day, rather than being 'pushed-in' between

the previous infrequent service. Early

plans for route E3 envisaged the with-

drawal of the service to Grove Park (Chis-

wick). The allocation of one extra bus at V,

however, enabled the restoration of a

special hourly service between Acton and

Grove Park on Mondays to Saturdays.

At Loughton garage, 1982 will be

remembered as a year of major change. An

allocation of new T buses replaced DMSs

during the spring, being themselves

replaced by further Leyland ~ationals in

September, giving London Transport its

first all single deck garage for some years.

Loughton had suffered over the past few

years as a result of 'out-county' cutbacks,

yet, at the end of 1982, the allocation was

larger than at the start. :'-Iew route 201

added to this trend; introduced Of 4th

December, it replaced route 20A-and the

link between Epping and Ongar formerly

provided by London Country route 339

and the Central Line. The 201 was a new

out-county route for London Transport and

the first to be jointly worked by LT and

London Country. Furthermore, it restored

a Sunday service to roads that had lost

a service on that day in January 1982.

London Country's contribution was a

round trip in the evening peak, and an

extra school day journey, yet it was quite a

breakthrough since the last attempt at joint

working (route BW1) had collapsed at a

late planning stage in 1979. The

Epping- Ongar branch of the Central Line

had been threatened with closure for some

years, but following the refusal of Ministe-

rial consent to total closure in 1981, the

service was reduced to peak hours only. As

part of the replacement facility, Under-

ground season tickets were accepted on

route 201 between Epping and Ongar.

London Country route 339 as well as being

withdrawn from the Epping Town area,

was extended from Ongar to Romford

replacing route 247B.

A start was made, during 1982, to

replace fare box flat-fare collection with

conventional one-man operation with

graduated fares and Almex ticket

machines. In some instances, routes

involved were incorporated into other ser-

vice changes.

Most other route changes throughout

the year were concerned with minor

'tidying up' exercises or diversions con-

nected with local authority road improve-

ments. Among these was the introduction

of the Waltham Cross town centre scheme

~-?t-

23



d

...

.

.,...

-

-

fi

i :

t

,

~t

in July where two special 'buses only' roads

were introduced, enabling buses to attain

the main stops adjacent to the shopping

centre without lengthy diversions.

Following the pattern of recent years,

there was an increase in the numbers of

strange visitors to routes. More notable of

these included the two day operation on

5th and 6th July of some RMLs on route 65

(loaned from Hanwell to Norbiton), crew

operated Ts on route 69, Westbourne Park

DMs on routes 52 and 52A during the

August Bank Holiday (in connection with

the Notting Hill carnival), one-man M

operation on routes 116, 203 and 257 at

Hounslow, and crew operation of one-man

Ms on routes 134, 279 and 279A.

The future seemed no brighter at the

end of the year, with the prospect of

further, but less severe, service reductions

and more widespread one-man operation.

Top: For the durat ion of the West End Chr istmas Lights. aspecial serv ice numbered 12L was operated by Obsolete Fleet using OM vehic les. OM3 wai ts for custom at Trafa lgar

Square a week before Christmas Day. Co/in StannardCentre: In the Twickenham area. long-established route 90 was withdrawn after operations on 3rd September. M51

approaches Richmond Station In the spnng. Stephen Madden Below left: Monday to Friday route 156 was withdrawn InSeptember. T212 passes a long Becontree Avenue

before the 287 took over that section of the route . Co/inStannardBefow

right: Factory

closures contr ibuted to the wi thdrawal o f the 116 extension a long the Great West Road

from 24th Apnl. An empty LS27 passes through Hounslow during the mornin.g peak Co/in Stannard

24



As a result of LS conversion, route 278

displayed an unusual and slightly con-

fusing blind t reatment of the southern

terminal at the Victoria and Albert

Docks. LS322 leaves Stoke Newington

on a new section of route served from

September. John Barnacle

- ---- . ------

Above left: InSurrey, cuts in revenue support led to the withc '1 ' . ' 3 Q ' I 3I ') i s ec ti ons of LT routes. 01205 was captured in Banstead dur ing Apr il before the route was cur ta iled

at Belmont. Guy Brigden Above right: A smart Southall R~'&::3 ei?es Heathrow on the 105 service, which was both sectionalised and converted to almost total crew

Metrobus operationfrom September.Stephen Madden Below left: ~a<T'OOrougheased to beservedbytrunk route47as partof the Septemberchanges.RM1300 at Bromley

South was photographed duringthe last week of operations be -ore B-omley Common Garage.John BarnacleBelow right: LondonCountry 313operations within Greater

Londonwere taken over by LondonTransport who interesu.ng -e;ao' EOhe route number as demonstrated here by M661 at Enfield Chase.John Barnacle

iI8iI

25

..



9th January

206 D

18th January

30 D

)

73 D

214 D

N96 NxS

19th January

84 D

242 D

298 D

21st January

34 D

97 D

97A D

123 D

144 D

158 MS

212 D

275 D

276 D

23rd January

8 D

26th January

20 D

20A D

167 D

26

Summary

of

London Transport

Route Alterations

D

MF

MS

SSU

SU

N

Daily

Monday to Friday

Monday to Saturday

Saturday and Sunday only

Sunday only

Nightly

W

Th

F

SA

NxS

SN

Wednesday

Thursday

Friday

Saturday

Nightly except Saturday night/Sunday morning

Saturday night/Sunday morning only.

Re-routed between Whipps Cross and Leytonstone Station via James Lane, Essex Road South, Fairlop Road, Leytonstone Station

and Church Lane, instead of the anti-clockwise loop working via Leyton Way, Fillebrook Road, Fairlop Road, Grove Green Road,

Church Lane and Leytonstone High Road.

Re-routed westbound via Pentonville Road bus lane, instead of temporary diversion via Penton Rise, Swinton Street and Grays Inn

Road.

Completion of progressive conversion to M one man operation (ex DMS).

Completion of progressive conversion to M one man operation (ex DMS).

Completion of progressive conversion of PB allocation to M one man operation (ex DMS).

Note: The above conversions commenced on 19th November 1981.

Completion of progressive conversion of WW allocation to T one man operation. (ex DMS).

Completion of progressive conversion to T one man operation (ex DMS).

Completion of progressive coi1Versionto T one man operation (ex DMS).


Completion of progressive conversion of WW allocation to T one man operation (ex DMS).





Note: The above conversions commenced on 15th September 1981.

Journeys to Wembley Trading Estate re-routed at the Arena via Engineers Way, First Way to South Way, instead of Wembley Hill

Road.

Extended on Mondays to Saturdays from Hackney Central Station to Clapton Pond via Lower Clapton Road.

Re-routed northbound via Alton Road, instead of Kingston Road and Roehampton Lane.

Wembley Trading Estate service revised on Mondays to Fridays to operate all day (except evenings) and re-routed at Wembley

Complex Station via the Arena, Empire Way, Engineers Way and First Way to South Way.

Re-routed in Hampton via The Avenue, Buckingham Road and Acacia Road instead of Broad Lane and Nightingale Road.

Journeys 'double-running' via Sharps Lane, in Ruislip, withdrawn, and re-routed to follow normal routeing along Bury Street.

Journeys to Wembley Trading Estate re-routed at Wembley Complex Station via the Arena, Empire Way, Engineers Way, First

Way to South Way.

Eastern National participation withdrawn on Saturdays, LT Saturday operation revised to provide shopping hour service, instead of

a.m. only.

Re-routed westbound via Old Broad Street, London Wall, Aldersgate Street and New Change to St. Pauls, instead of via Old Broad

Street, Threadneedle Street, Bank, Queen Victoria Street, Friday Street, and Cannon Street.

Commencement of progressive conversion to T one man operation (ex DMS).



Note: All the above conversions were officially completed by 19th March.

35

D

72

D

92 D

III

D

128 D

182

D

347 MS

502 MF



---

--

Above left: From 26th/27th February. certain late ana 3:P o eys on route 29 between Trafalgar Square and Enfieldwere transferred to new route N29. Crew-operated

M626 is seen leaving Trafalgar Square. Co/inFraddAbaft 9ht..ew Metrobuses were introduced at Enfield early inthe year and bylate March a fullcontingent had arrived.

M737 works a Sundayjourney

on route 2178. the e'-~o- {;Chase Farm Hospital being wthdrawn later in the year. John Barnacle

30th January

244 MS

Al D

~th Febru:~?

)

38 D

55 D

172 D

N84 NxS

21st February

262 D

26th/27th February

29 D

N29 N

6th March

88 D

100 D

8th March

202 D

248A MF

22nd March

107 D

135 D

191 MS

217 D

217B D

231 D

24th March

191 MS

259 MS

25th March

87 D

174 D

175 D

241 D

RLST D

Unofficially converted on s..:,J__:'5 to M one man operation (ex LS). with occasional appearances on Mondays to Fridays.

Re-routed between Knigh's.~~ S,ation and Victoria via Sloane Street . Sloane Square, Lower Sloane Street , Pimlico Road and

Buckingham Palace Road B_.r- ---ards Victoria additionally re-routed via Semley Place and Ebury Street to Grosvenor Gardens.

Journeys terminating at B ' Vs.~ (Red Lion Square) from the east, extended to terminate in New Oxford Street, via High

Holborn, returning via B 0 m..~. Way and Vernon Place.

Commencement of progres: .: e;: ; ~ersion to T one man operation (ex DMS). Completed by 4th September.

Certain late night and earl} 1f '~ 1lUlgourneys between Trafalgar Square and Enfield transferred to new route N29.

New night route between :-r-.s:.. .:~ Square and Enfield (Little Park Gardens) via route N84 to Cambridge Circus and then route 29.

Running every night, ere.. ' . : --perated by WN.

Re-routed southbound at ',~dIlk via John Islip Street and Bessborough Gardens, instead of Bulinga Street and MilIbank.

Between 1st August and h;.h Dc:t>ber. this re-routeing was suspended due to road works in Bessborough Gardens.

Extended from Oxford C TC' ..Q0 Portman Square via route 1. Standard London Transport fare scale introduced, including

availability of bus passes.

Converted to M one man operaUOD(ex BL).

Journeys operating via Hall Lane. Avon Road, Upminster Park Estate loop, Front Lane and SI. Mary's Lane withdrawn.

Commencement of sporadic:- nne man operation instead of LS. (now permitted since route no longer passed under low bridge).

Completion of progressive cooversion to M one man operation (ex DMS).

Completion of progressive coovemon to M one man operation (ex DMS).

Completion of progressive COIl, 'ersionof Saturday E allocation to M one man operation (ex DMS).

Completion of progressive COIl ersionto M one man operation (ex DMS).

Completion of progressive COIlversionto M one man operation (ex DMS).

Completion of progressive COIl,'ersionto M one man operation (ex DMS).

Note: The above conversions commenced on 30th December 1981.

Commencement of progr~e COIlversionof Monday to Friday EM allocation to M one man operation (ex DMS).

Commencement of progressiYe COIlversionof EM allocation to M one man operation (ex DMS).

Note: The above conversions were completed by 29th April.

Commencement of progressiYe conversion of Sunday NS allocation to T crew operation (ex RM). Completed by 29th October.

Commencement of progr~'e conversion to T crew operation (ex RM). Completed by 29th October.

Commencement of progressive conversion on Mondays to Saturdays to T crew operation (ex RM). Completed by 29th October.

Commencement of progressiYe conversion to T one man operation (ex DMS). Completed by 29th October.

AN allocation introduced, operated by LCBS from LH.

27



3rd April

238 D

278 MS

A2 D

4th April

58 D

8th April

141 D

9th April

W8 D

Commencement of progressive conversion of Saturday WH allocation to T one man operation (ex DMS). Conversion superceded by

withdrawal of WH allocation from 4th September.

Commencement of progressive conversion to T one man operation (ex DMS). Conversion not completed because ofconversion to LS

operation from 4th September.

Re-routed between Notting Hill Gate and Shepherds Bush via Palace Gardens Terrace, Kensington Mews, Kensington Church Street,

Kensington High Street , Holland Road, Royal Crescent and Holland Park Avenue returning via Royal Crescent , Holland Park

Avenue, Holland Road, Addison Crescent, Addison Road, Kensington High Street, Kensington Church Street and Notting Hill

Gate. On 26th and 27th D~cember only, buses reverted to former routeing.

Commencement of progressive conversion on Sundays to T one man operation (ex DMS). Completed by 4th September.

Commencement of progressive conversion to RM operation (ex DM). WN allocation completed by 17th June and NX allocation by

4th September.

Commencement of progressive conversion to M one man operation (ex DMS). Completed by 24th June.

11th April (Easter Sunday)

137A SU Special one day operation between Sloane Square and Battersea Park, via route 137. One man operated DMS by Band RM operated

by GM.

11th and 12th April (Easter Sunday and Monday)

273 D Summer Sunday extension from Ruislip Station to Ruislip Lido operated on these days.

17th April

234A D

18th April

56 MS

277 D

N84 NxS

Commencement of progressive conversion to LS operation (ex BL). Completed by 4th September.


Commencement of progressive conversion of PR allocation to T one man operation (ex DMS).


Note: The above conversions were completed by 3rd August.

24th April

Most of the type changes for this date were disrupted by an industrial dispute by engineering staff at garages. Where eventual completion dates are

known, these are given. In any event, the dispute was sett led by mid May.

Withdrawn between Loughton Station and Leytonstone and entirely on Sundays. Service restricted at other times to Mondays to

Fridays (evenings excepted) and Saturday shopping hours. School journeys operated on Mondays to Fridays beyond Loughton Station

to West Hatch School (Chigwell), via Loughton High Road, Palmerston Road, Buckhurst Hill Station, Roding Lane, Chigwell Rise

and Chigwell Road.

Withdrawn between Blackwell Tunnel and North Woolwich.

Withdrawn on Sundays between Belmont Station and Lower Kingswood.

Withdrawn.

Withdrawn.

New Monday to Saturday route between Arnos Grove Station and Barnet Church, via route 84with Monday to Friday school journeys

to Chesterfield Road via route 26. M one man operated by PB.

Withdrawn between Hounslow Bus Station and Brentford (Great West RoadlEaling Road).

Withdrawn between Banstead and Epsom.

Withdrawn during Monday to Saturday evenings and on Sundays (afternoons excepted) between Leytonstone Station and

Walthamstow Central Station. Daily journeys extended from Grange Farm, Chigwell to Loughton Garage via Chigwell Road,

Chigwell Lane and Rectory Lane. Daily L LS allocation introduced and Leyton Sunday allocation withdrawn. (Journeys to Loughton

Garage and L allocation did not commence until 16th May and as a result , there was no Sunday service until that date.)

HT allocation withdrawn.

Extended from Leytonstone Station to Woodford Wells via Church Lane, Leytonstone High Road and route 20A.

Re-routed between Mildmay Grove and Grosvenor Avenue, via Mildmay Park, Newington Green, Newington Green Road,

Beresford Road and Petherton Road.

Withdrawn.

Re-converted on Mondays to Saturdays to T one man operation (ex LS). Conversion delayed until mid-May, due to dispute.

Summer Sunday extension from Ruislip Station to Ruislip Lido re-introduced.

Withdrawn between Belmont Station and Lower Kingswood on Mondays to Saturdays.

Withdrawn.

Monday to Saturday AL allocation transferred to A.

New daily route between Enfield (Cecil Road) and Potters Bar (Cranborne Road) via and replacing LCBS route 313. M one man

operated by PB.

Withdrawn between Clapton (Kenninghall Road) and Upper Clapton (Metal Box Factory).

Withdrawn after mid-evening and all day Sundays. Extended from Southgate Station to Muswell Hill Broadway via route 244.

Northbound journeys depart ing Tottenham Garage re-routed via Philip Lane, Town Hall Approach to Tottenham High Road,

instead of direct from Philip Lane into Tottenham High Road.

Re-routed in Acton, towards Turnham Green, via Salisbury Street and Winchester Street, instead of temporary diversion via Acton

Lane which had been in operation.

Commencement of progressive conversion of SF allocation to M one man operation (ex DMS). Completed by 22nd June.

Officially converted to M crew operation (ex crew DMS), although in practice RM operation retained when operated byregular crew.

20A D

40 D

80 D

80A SU

84 D

84A MS

116 D

164 D

206

D

210 D

235 D

236 D

244 MS

252

D

273 D

280 D

280A

MS

293 D

313 D

S2 D

W9 D

76

s]

243

243A SU

259 MS

N90

N

10thMay

E3 D

3rd June

67 D

N83

N

28



4th June

5 D

147 D

162 MS

172 D

238 D

~;th June D

)

27 D

30 D

176 MF

17th June

67 D

259 MS

Completion of progr~e ronversion of Sunday U allocation to T one man operation (ex DMS).

Completion of progress.\e .:vo ersion to T one man operation (ex DMS).

Completion of progressr.e OOII,'ersionto T one man operation (ex DMS).

Commencement of progrCS5i. 'econversion of Monday to Friday Q allocation to RM (ex DM). Completed by 7th June.

Completion of progress.' 'e , :ollwrsion of U allocation to T one man operation (ex DMS).

Note: The conversion.:::: ' ~ routes 5,147,162 and 238,commenced on 25th April 1981, although only one DMS was allocated to

U at any time during 1 ,:

Re-routed westbound at G e Portland Street Station via Euston Road, instead of operating around station buildings.

Commencement of progress-e conversion of Sunday AR allocation to M one man operation (ex DMS). Completed by 28th June.

Commencement of pr~e cooversion of AR allocation to M one man operation (ex DMS). Completed by 28th June.

21st June to 4th July

D Special daily (except Suod.i .:. :-;.t June) service between Wimbledon Lawn Tennis Club and Southfields or Wimbledon Stations. M

one man operated by ~B aoo D\1S one man operated by AL and A. Due to various forms ofindustrial action involving both British

Rail and Underground sef\~ :be bus services were operated on 'flexible' arrangements with odd journeys to Putney Bridge Station

to connect with a limited ~ ;me service.

12th July

51 D

13th July

242 D

}

279 MS

279A SU

19thJuly

45 D 1

263 DJ

22ndJuly

10 D

26th July

42 D

188 D

12th August

22A D

277 D

Commencement of experimen~ irials of one man M and T operation. Although the experiment applied to route 51, there were

frequent appearances oftbe De dudes on routes 21A and 228 (as well as route 229 after 4th September). The trials were completed

by 1st November, after hJd: d.iie. the new vehicles were mixed operationally with new Ts for progressive conversion.

Re-routed southbound in ' . .. :b.om Cross via Sturlas Way and Park Lane to High Street.

Journeys towards Kings Cross re-routed at Holloway, Nag's Head. via Seven Sisters Road, Hertslett Road and Tollington Road,

instead of making direct righi ;urn from Holloway Road into Caledonian Road.

Commencement of progr~e ron'ersion to T one man operation (ex DMS). Completed by 4th September.

Commencement of progressl\e conversion to T one man operation (ex DMS). Completed by 30th September.

Commencement ofprogressi\e .;oo...ersionof Q allocation to T one man operation (ex DMS). From 4th September, a daily NX DMS

allocation was introduced. ~~ Q allocation completed by 30th September.

Commencement of progressr e roo ersion to T one man operation (ex DMS). Completed by 21st September.

Commencement of progres:s.i 'e CO\1 ersionof CT allocation to T one man operation (ex DMS). Completed by 21st September.

~h

fi

+.

.

.

.

.

-I..

f .. . ,'f,

.'

, ,

...,

,

\4

,.

Route 43 regained Routemasters as a result

of the September alterations. RM1709 pas-

ses Old Street Station on the first day. Jim

Blake

29

-



Withdrawn between Baker Street Station and Golders Green Station.

SW allocation withdrawn. Monday to Friday CF RM and Sunday 0 RM allocations introduced.

Withdrawn, apart from Monday to Friday peak hours, between Farringdon Street and Waterloo. Re-routed at Tufnell Park Station via

former route 239 to Archway Station, instead of terminating at Holloway Garage.

Withdrawn during Monday to Friday evenings, on Saturdays and Sundays between Old Street Station and Waterloo. WH allocation

withdrawn on Saturdays. Daily U RML allocation introduced. Converted on Sundays to crew operation with U RML and BK crew T

allocations (ex

DMS/omoT

mixed).

Withdrawn between WilIesden Garage and Wembley Trading Estate. Daily AC allocation withdrawn.

AG allocation converted to RML operation (ex RM).

S allocation withdrawn. Sunday PM allocation officially converted to RM operation (ex crew MD), in practice, however, MD

operation had not occurred for some while.

Withdrawn inSouth Croydon between Swanand Sugar Loaf and the Garage during Monday to Saturday evenings and all day Sundays,

apart from one late journey.

Extended on Saturdays from Oxford Circus to Aldwych.

Saturday X allocation withdrawn.

Withdrawn on Saturdays between Kings Cross Station and London Bridge Station. Sunday X allocation withdrawn, Monday to

Saturday ON crew M allocation introduced.

Withdrawn.

Routeing between Loughton Garage and Debden Broadway revised to operate both directions ina loop via former routeing and route

167 (Rectory Lane). Monday to Friday school journeys introduced between Debden Station and Chigwell (West Hatch School) via

Debden Estate, Loughton normal routing to Buckhurst Hill High Road, then Palmerston Road, Buckhurst Hill Station, Roding Lane,

Chigwell Rise and Chigwell Road. Converted to LS operation (ex T).

Converted to LS operation (ex T).

NX allocation withdrawn on Saturdays.

Withdrawn between Sidcup (Police Station) and Eltham (Well Hall Station), re-routed to terminate at Sidcup Station via Station

Road, Hatherley Crescent, Faraday Avenue and Jubilee Way.

Daily WH allocation withdrawn, Saturday and Sunday U RML allocation introduced.

Withdrawn between Ilford Broadway and Becontree HeathlDagenham (Fords). Saturday BW allocation converted to mixed

RMlRML operation (ex RM).

Withdrawn between Richmond and TeddingtonlFulwell Garage. On Sundays FW M and HT RML allocations withdrawn and R RM

allocation introduced. Saturday V allocation scheduled to include one crew operated M, although this working was covered byusing a

spare RM until 5th February 1983.

Officially extended from Wandsworth Plain to Mapleton Road. This change occurred earlier during the year on a local basis. Saturday

WD allocation revised to include three crew operated D, since three extra buses scheduled over Monday to Friday allocation.

Re-routed in Hackney via Dalston Lane and Mare Street, returning via Amhurst Road and Dalston Lane, instead of Graham Road.

Withdrawn between Putney Heath (Green Man) and Roehampton. Daily AG RM allocation replaced by CT RM.

Band CF allocations transferred to X.

Re-routed on Mondays to Saturdays at Twickenham to Fulwell Garage via routes 27and 270, instead of to Hounslow Bus Station.

Introduced on Sundays between Fulwell Garage and Hammersmith (Brook Green Hotel) extended evenings excepted to Kensington

(Oueen's Gate), with operation by RM from M and crew M from FW.

Withdrawn between Whipps Cross and Leytonstone (Green Man), except for Monday to Friday peak hour journeys to Harrow

Green.

Monday to Friday 0 allocation withdrawn.

Officially converted to RML operation (ex mixed RMlRML). .

Extended during Monday to Saturday evenings from Clapham Junction to Battersea Garage.

Saturday and Sunday AR allocation withdrawn, daily WN RM allocation introduced.

Converted to RM operation (ex DM).

Monday to Friday SW allocation withdrawn.

Extended daily from Hampstead Heath to Swiss Cottage via Pond Street, Rosslyn Hill, Haverstock Hill, Belsize Avenue, Belsize

Park, Buckland Crescent, College Crescent, Avenue Road (returning via Finchley Road). Further extended on Mondays to Saturdays

from Swiss Cottage to Kensal Rise Station via Finchley Road, Wellington Road, Circus Road, Hall Road and then route 187.

Withdrawn during Monday to Friday midday period and on Saturdays (apart from early a.m. journeys) between Kings Cross and

Farringdon Street.

Withdrawn between Bromley Garage and Farnborough. Daily AG allocation withdrawn, TB RM allocation introduced on Saturdays

and Sundays.

Officially converted on Saturdays to RML operation (ex RM), although in practice, operation spasmodic.

Withdrawn on Sundays.

Withdrawn between Orpington and Green Street Green, terminating at Orpington Station.

AC RM allocation introduced on Sundays.

X allocation transferred to GM.

Converted on Saturdays to mixed DMSILS one man operation (ex DMS). The LS operation was confined to the Brixton Garage and

Wimbledon Station short-working section.

New Monday to Saturday route between South Croydon (Swan and Sugar Loaf) and Brixton Garage via route 130 to Streatham

Garage, then route 109. RM operated by TC.

Withdrawn daily between Hainault (The Lowe) and Barkingside, and further withdrawn during Monday to Saturday evenings and all

day Sundays between Marks Gate and Hainault (The Lowe). On Sundays extended from Barking to Gascoigne Estate, but

Creekmouth Power Station journeys withdrawn.

Converted to RM operation (ex crew MD). Some MDs were retained, unofficially, until 9th September.

Withdrawn between Ealing Broadway Station and Ealing Argyle Road. Daily NB allocation withdrawn.

Withdrawn between Gidea Park Station and Harold Wood, and further withdrawn during Monday to Friday evenings and outside

Saturday shopping hours between Romford Station and Gidea Park Station. Introduced on Sundays between Leytonstone (Green

Man) and Romford Station with T one man operation by NS.

New Saturday (late evenings excepted) route between Ilford Station and Romford Station, with shopping hour extension to Gidea

Park Station, operating via route 139 via Rose Lane Estate to Moby Dick, then route 66. T one man operated by NS.

Withdrawn.

Leyton allocation withdrawn on Mondays to Fridays.

Withdrawn between Surrey Docks Station and Lewisham, except for Monday to Friday early a.m. journeys from New Cross Garage to

Monument via Deptford.

Re-routed on Sundays towards Richmond via Wyndham Road instead of Kings Road and Park Road. Sunday K BL allocation

withdrawn and replaced by LS operation by NB.

Withdrawn between Tolworth Broadway and Chessington Zoo.

Withdrawn between Hammersmith Broadway and Twickenham Station. Sunday Mortlake and Riverside allocations withdrawn.

Re-routed on Sundays at Putney Station to Putney Heath (Green Man), via Putney Hill, instead of to Roehampton, via Dover House

Road.

4th

September

2 D

3

D

4

MS

5 D

8

D

11 D

12

D

12A D

13 D

15 D

18 D

18A MF

20 D

20A MS

21 D

21A D

23

D

25 D

27 D

28 D

30 D

31 D

33 MS

34 D

35

D

38 D

39

D

41 D

43 MS

44

D

46 D

47

D

48 D

50 D

51 D

52 D

52A D

57 MS

60 MS

62 D

63 D

65

D

66 MS

66A SA

66B SU

69 D

70 D

71

D

72

D

73 D

74

D

30



Withdrawn in No~..4Dd Park between the StaUoil and Industrial Estate.

Converted to T one = c>pe'ration(ex LS).

Extended on Mond..:.u Froidays(evenings excepted from Sutton Station to Belmont Station via route 164.

Withdrawn.

Converted on Mood.. . .: 5.orurdayso M crewoperanon

I

ex R.\1).

Sunday AF allocarioc ... :=.1r..wn.daily NB M allocation iniroduced.

Withdrawn between Sir dBus Station and Limehouse. e1:ceptfor Monday toFriday peak hour service toBow Garage. Saturday U

RML allocation withdr. ..

Withdrawn between s.r~ Broadway and Rainham. MODd.1y[0Friday peak hour journeys extended from Barking Broadway to

Creekmouth Power ~ ..;.. former route 156, with some journeys bifurcating via Remploy Factory. Sunday BK allocation

withdrawn.

Sunday SW RML a11oc--::.crre-ultroduced.

Withdrawn.

Monday to Saturday C .

_

anon withdrawn.

Converted to DM operz::.::on c: R.\1).

Withdrawn.

Extended daily from T~ Ikoadway to St George 's Hospii& viaGarratt Lane and Fountail Road, returning via Blackshaw Road

and Tooting High Street- : .~ on Saturdays between Elepbant & Castle and Mansion House Station, and on Sundays between

Elephant & Castle and .~:r

Withdrawn during Moodi.:. :: 5.orurday evenings and all day Sundays.

Monday to Friday peak au.. .rOim)eYs bifurcated at Hillingdon Station to operate to Ruislip Station via route 273. Two Monday to

Friday workings unoffici&.:. ocu-.ened from LSoperation to ~(one man operation, to alleviate overcrowding ofschool children. This

special working ceased d~ December after the introduction of an addit ional LS working by local arrangement.

PD MD allocation witbdn'W1l :JIISundays, being replaced by DMS operation from BX.

Converted to T one man~.;;,oo (ex RM or RML).

Converted to M one maD.~-=xxl (ex RM). Sunday MH D~( allocation withdrawn.

Monday to Saturday e\ ~ ~ extended from Holloway ;\ ag'sHead to Islington Angel. Converted to DMS one man operation

(ex RM or RML).

Monday to Saturday servi.x ~ ;.: :n run in two overlapping sections: Shepherds Bush and Southall (Havelock Estate) and Greenford

and Heathrow Airport Cen:r.. ~enninal inShepherds Bush altered from the Garage to Caxton Road. Officially converted to crew M

operation (ex RM), al~ ;:;,cre ere three RMs in regular use until 31st December.

Converted to T one man ~..:;..::c ex RM).

Re-routed at Ponders End 'CB 1I5CSdowntation via Green Street replacing former route 135 instead of Enfield Lock, via Ordnance

Road.

Withdrawn on Saturdaysbe< -oeca 1\esuninster Bridge and Elephant & Castle via Victoria Embankment. Westminster section, on this

day, re-routed to terminate m ~~~ Square, reaching there by way of Whitehall . Daily TH allocation converted to RM operation

(ex DM).

Converted to M one man opa :;,oo ex LS).

Withdrawn during Monda:- ;0 F~ midday and evening periods between Red Lion and Bridge Park in Greenford.

Re-routed at Ponders End

:0

~.d Lock in place of route 107. instead of Chingford. Extended on Sundays from Enfield Town to

Enfield Lock. Saturday and ~.~ AD allocation withdrawn and daily E one man operated M allocation introduced.

Withdrawn on Sundays. On ' toa.j,a,'S to Saturdays PD MD allocation withdrawn, being replaced by DMS operation from BX.


Withdrawn between Nonh F~ and Hendon (Bell).

Northbound journeys passing \\ ~~on Station re-routed to serve Station Forecourt . Converted to LS operation (ex DMS).

Withdrawn on Mondays to Sarurdz:'5 reIWeen Thornton Heath Garage and Streatham Garage, and further withdrawn during Monday

to Friday peak hours between WC$:Croydon and Thornton Heath Garage. Express service introduced during Monday to Friday peak

hours between West Croydon -.: ,,~ Addington (Homestead Way). serving stops previously served by route C3. Extended on

Sundays from Streatham

~ :0 Brixton Garage via route 109. Converted daily to DMS one man operation (ex DM).

Express service introduced <iuriD& ooday to Friday peak hours between West Croydon and New Addington (Parkway) serving stops

previously served by route C-'- C~ened on Mondays to Saturdays to DMS one man operation (ex DM).

Converted to RM operation e-: : :; -,.~

Withdrawn, being replaced b~ ~~ to routes 107, 121and 191. although the section of route between Brimsdown and Enfield

Lock Stations remained unCO\~.

Saturday and Sunday GM ~ ~thdrawn.

Withdrawn during Monday to FriG..<.:'\ eningsand all day Saturdays.

Withdrawn entirely on Sundays 4Ddd.iring Monday to Saturday evenings between East Finchley and Archway Station.

Withdrawn on Mondays to Sarurd2ys i>etweenTurnpike Lane Station and Muswell Hill Broadway. Daily WN allocation withdrawn.

New Monday to Saturday route berteen Lower Edmonton Station and Muswell Hill Broadway via route 149 to Upper Edmonton

(Angel Corner), North Circular Road. Great Cambridge Road, Lordship Lane, Wood Green High Road, Turnpike Lane Station, and

then route 144. One man M opera.:ro by EM.

Withdrawn during evenings.

Withdrawn on Sundays. Convened :DLS operation (ex BL).

Additional Monday to Friday (e\~ excepted) service introduced betWeen Barking Garage and IIford Broadway via former route

199.

Re-routed on Sundays at Hook to CkssingtOn Zoo via route 71, instead of Surbiton Station. Converted daily to LS operation (ex

DMS), although in practice, certaIC scbool journeys retained unofficial DMS operation.

Withdrawn.

Northbound journeys passing W~-roo Station re-routed to serve Station Forecourt, journeys terminating at Belmont Road

re-routed to terminate in Station Foceroun. Monday to Saturday A DMS allocation introduced.

Q allocation withdrawn on Saturdays. B;\ RM allocation introduced on Sundays.


New Sunday route between Catford Garage and Welling via route 160 to Rochester Way, continuing along Rochester Way to

Falconwood Station, then via routel:~. DMS operated by TL.

Withdrawn during Monday to Saturd.i:. e'>'eningsand early a.m. on Saturdays between Chislehurst (War Memorial) and Petts Wood

Station.

U allocation transferred to BK.

Withdrawn during Monday to Saturda:. e'>'eningsand all day Sundays betWeen Belmont Station and Banstead.

Re-routed between Buckhurst Hi : S<alion and Loughton Station via Loughton Way, Valley Hill, Roding Road, Station Road,

Loughton High Road, Rectory Lane. Debden Station, Oakwood Hill and Roding Road, thus terminating at Loughton Station,

instead of Debden Station as previously_ Converted to LS operation (ex T).

Withdrawn.

Sunday extension from Barking to Gascoigne Estate withdrawn. Additional Monday to Saturday (evenings excepted) and all day

Sunday service introduced between Word and Thames View Estate via route 179. Clayhall and Barking service extended during

Monday to Saturday evenings to Thames View Estate.

31

76 D

78 D

80 D

82 D

83 D

85 D

86 D

87

D

88 D

90 D

92 D

93

D

94 D

95 D

97A D

98 MS

99

D

101 D

102 D

104 D

105

D

106

D

107 D

109

D

111

D

120 D

121 D

122A

D

124 D

125 D

127 MS

130 D

130B D

134 D

135 D

137 D

139 MS

143

D

144 D

144A MS

145 MS

146 D

148 D

152 D

156

D

157 D

159 D

160 D

160A SU

161 D

162 MS

164 D

167 D

168A MF

169 D



32

Withdrawn between Aldwych and Euston, and extended during Monday to Friday evenings from Clapham Junction to Aldwych.

Monday to Friday WD allocation transferred to SW.

Monday to Saturday service split into two overlapping sections: Tottenham (Bruce Grove) and Elephant & Castle-RM operated by

AR. Rosebery Avenue (Mondays to Fridays) or Aldwych (Saturdays) and Forest Hill-RM operated by NX.

Withdrawn on Saturdays and Sundays. Re-routed on Mondays to Fridays at Mount Pleasant to Kings Cross via route 63, instead of

Archway Station, HT allocation withdrawn.

Withdrawn between Hillrise Estate and Passingford Bridge, except for one Monday to Saturday evening and one early a.m. Saturday

journey.

Withdrawn.

Withdrawn between Woolwich Arsenal Stat ion and Abbey Wood, except for daily early journeys to Abbey Wood, and garage

journeys to Plumstead Garage. NX allocation withdrawn on Sundays.

Withdrawn entirely on Sundays and between Barking and Thames View Estate on Saturday.

Monday to Saturday TL RM allocation re-introduced. Monday to Saturday service split into two overlapping sections: Abbey Wood

Station and Catford Garage crew MD operated by PD and Lewisham and Lower Sydenham Station RM operated by TL.

Withdrawn between Brent Cross Shopping Centre and Finchley (Manor Cottage Tavern).

Withdrawn during Monday to Saturday evenings and all day Sundays between Pinner and Northwood Station.

Monday to Friday peak hour service via Victoria Embankment re-routed via Queen Victoria Street, Mansion House Station,

Southwark Bridge and former route 176A to Elephant & Castle, instead of BIackfriars Bridge and Blackfriars Road. Early Sunday

morning journeys via Blackfriars remained unchanged.

Withdrawn between Greenwich Church and Blackwell Tunnel (Delta Metal Works). Saturday and Sunday journeys to Blackwell

Tunnel withdrawn beyond Lewisham.

Withdrawn between West Kilburn and Hampstead Heath. Converted to M one man operation (ex RM). X allocation withdrawn and

ON allocation introduced on Saturdays. Although the service to Hampstead Heath was mostly replaced byan extension to route 46,

certain roads near Swiss Cottage were left unserved.

Extended on Mondays to Fridays from Euston Station to Kings Cross Station via former route 239. Daily NX DMS allocation

introduced.

Withdrawn between Raynes Park and Hook. Converted to LS operation (ex DMS).

Withdrawn between Lower Edmonton Station and Chingford Station. Extended from Enfield Town to Carterbatch via route 135.

Monday to Friday EM allocation transferred to E.

Withdrawn between Romford (Market Place) and Barking. Converted to T one man operation (ex RM). AP allocation replaced by

NS on Mondays to Fridays and RD on Saturdays.

Withdrawn on Saturdays between Greenford and Perivale, and further withdrawn during Monday to Saturday evenings between

Southall Town Hall and Perivale.

Re-routed in Norwood Junction to terminate in Clifford Road, instead of Station Road, operating via High Street (South Norwood),

Sunnybank Manor Road and Portland Road. Converted to T one man operation (ex RM) and SW allocation transferred to Q.

Withdrawn.

Withdrawn on Sundays between Merton Garage and Wallington (Shotfield).

Withdrawn between the 'Bell' and the Civic Centre in Hounslow, but projected to Heathrow Airport Central via route 203 to Hatton

Cross Station then via Great South West Road, Stanwell Road, Beacon Road, Southern Perimeter Road and then route 82.

Introduced on Sundays between Hounslow Bus Station and Heathrow Airport Central. FW allocation withdrawn, daily AV allocation

introduced.

Leyton garage allocation withdrawn.

HL allocation converted to RML operation (ex mixed RMIRML).

New daily route running on Mondays to Fridays and Saturdays (outside shopping hours) between Lewisham and Orpington (Perry

Hall Road), Saturday shopping hours between Surrey Docks Station and Orpington (Perry Hall Road), and Sundays between

Lewisham and Petts Wood Station. Routeing via route 47 from Surrey Docks to Bromley South, then former route 94. RM operated

byTL.


Extended daily from Walthamstow Garage to Chingford (Yardley Lane Estate) via former route 276.

Converted to LS operation (ex BL). K allocation transferred to NB.

Withdrawn inStaines between Bus Station and Wraysbury Road. Converted to LSoperation (ex BL) and K allocation transferred to

NB.

Withdrawn between Waltham Cross and Upshire.

Withdrawn between Waltham Cross and Upshire on Sundays, except for one evening journey. Also withdrawn on Sundays between

Chase Farm Hospital and Enfield. Daily terminal in Enfield altered from Cecil Road to Little Park Gardens.

Withdrawn between Kingston and Ham.

Withdrawn between Kingston and Ham.

Withdrawn between Harlesden and Park Royal Trading Estate.

Withdrawn during evenings daily. Officially converted on Saturdays to mixed LSIM operation (ex M), although LS operation was

common throughout the week (see route 98).

New daily route between Limehouse and Becontree Heath, via route 86 to Stratford, then route 25. Certain early a.m. journeys

projected on Mondays to Fridays from Becontree Heath to Dagenham (Ford Works). No Monday to Friday evening service between

Ilford High Road (Green Lane) and Becontree Heath, nor on Saturday evenings between Ilford Broadway and Becontree Heath. RM

operated by AP on Mondays to Fridays and by WH on Saturdays and Sundays.

Re-routed at Green Street Green to terminate at Rose & Crown, instead ofoperating to Farnborough. Re-routed between Sidcup and

Bexleyheath via Hurst Road and Parkhill Road instead of Murchison Avenue and Elmwood Drive. Withdrawn between Sidcup

Station and Bexleyheath Garage during Monday to Friday evenings, outside Saturday shopping hours and all day Sundays.

Converted to DMS one man operation (ex RM).

Extended from Whipps Cross to Leytonstone (Green Man) via route 262, but withdrawn entirely during evenings.

Withdrawn outside Monday to Friday peak hours between Purley and Hackbridge. Introduced on Saturdays between Selsdon and

Purley with DMS operation by TC. Northbound journeys passing Wallington Station re-routed to serve Station Forecourt, with

journeys terminating at Belmont Road re-routed to terminate in Station Forecourt.

Northbound journeys passing Wallington Station re-routed to serve Station Forecourt, with journeys terminating at Belmont Road

re-routed to terminate in Station Forecourt.

Withdrawn.

Withdrawn between Finsbury Park Station and Stroud Green. Journeys operating via Eastway and Lee Conservancy Road in

Hackney Wick withdrawn. AG allocation withdrawn.

V RM allocation introduced on Mondays to Fridays.

U and WH allocations transferred to BK.

Withdrawn.

W allocation withdrawn on Mondays to Fridays.

Saturday SF allocation withdrawn.

New daily route between Romford Market Place and Upminster Park Estate via route 248to Upminster Station, then Station Road, St

Mary's Lane and Front Lane. LS operated by RD.

170 MS

171 D

172 D

175 D

176A

MF

177 D

179 D

180 D

182 D

183 D

184 D

185

D

187 MS

188

D

189

MF

191 MS

193 MS

195 D

196

D

199 MS

200 D

202

MS

206 D

207

D

208 D

211 D

212 D

215 MS

216 D

217 D

217B

D

218 D

219

D

220 D

224 D

225 D

229 D

230 MS

234 MF

234A D

234B

SA

236 D

237 D

238 D

239 MS

240

D

243

MS

244 D



Sunday afternoon sern maOOuced between Harold Wood Station and Upminster Park Estate, LS operated by RD.

Renumbered 247.

Regular Monday to Saruro.:, service (evenings excepted) introduced between Romford Station and Stapleford Abbotts, with Monday

to Friday a.m. peak hour .andSdrurday lunch time journeys to Passingford Bridge. Regular service provided by one man operated T

allocation from NS. Ong;t.r ~ice remained unchanged.

Sunday extension from ~ 10Upminster Stat ion via St Mary's Lane withdrawn. Converted on Sundays to T one man operation

(ex LS).

Officially converted to T oe ~ operation (ex T). (See 8th March.)

Sunday AL allocation ~J;.jr.'OfL

Re-routed between Lou~~ S;.ouonand Buckhurst Hill Station via Loughton High Road and Palmerston Road, instead of Roding

Road, Valley Hill and Lo~'': G Way. Withdrawn on Sundays between Loughton Station and Buckhurst Hil l Stat ion.

New daily (except Mond..:' Sdrurday evenings) route between Waltham Cross and Upshire via route 217, LS operated by L.

Withdrawn during Mood... ': : Friday evenings and outside Saturday shopping hours between Edgware and Stanmore Station.

Withdrawn entirely on Sund.. '

Withdrawn between Coll ier F~ .sod Havering Park, except for Monday to Friday peak hours journeys to Turpin Avenue.

Daily CT allocation witbdra' lI .>DdAG RM allocation introduced on Mondays to Fridays.

Withdrawn.

Withdrawn.

Occasional projections ~'ODC ..er Edmonton Station to Tramway Avenue withdrawn apart from two early morning journeys on

Mondays to Saturdays. EM ~ withdrawn.

New daily route between ~DIl Goodmead Road) and Lewisham with a Saturday shopping hours extension to Brockley Rise.

Routeing via route 229 10FOil11iJo:,wiigh.oute 47 to Bromley South and then route 94. RM operated by TB.

Introduced on Sundays be[1feal ~.. ;ney Bridge Station and Roehampton (Danebury Avenue), with DMS operation by AF.

Saturday R and Sunday AC ~ withdrawn. (See 26th and 27th December.)

V allocation withdrawn on }.~ S to Saturdays.

Extended on Sundays from DC... ich 10Woolwich Common (Queen Elizabeth Hospital) via route 122A.

Re-routed in Nurserylands~

',; ,

Broad Lane, Oak Avenue and Fernley Crescent, instead of previousloopworkingviaThe

Avenue, Buckingham Road aA1.~ Road. Also re-routed between Twickenham and Fulwell Garage via route 267, instead of

Teddington. Extended during ' .Iooda 10 Friday evenings from Fulwell Garage to Nurserylands Estate, and introduced outside

Saturday shopping hours be1 ecn R.cb.mond Station and Nurserylands Estate.

Withdrawn between Ruislip s...ooa aDd Hayes Station.

Withdrawn.

Withdrawn during Monday to Fnda. e' enings between Islington Angel and Smithfield, but extended on Sundays from Mildmay Park

to Islington Angel.

Monday to Friday peak hour sel'o.:e:o Walthamstow Central Station withdrawn. Extended (evenings excepted) from Stratford Bus

Station to Stoke Newington via ro..:e S3 ~orthbound routeing in Trowbridge Estate via Chapman Road and Felstead Street, instead

of Wallis Road and Berkshire Road .6 followed by route S3. Converted to LS operation (ex mixed DMSrr).

Converted on Mondays to Sarurd.ay>~o~f one man operation (ex crew M).

Sunday NB allocation transferred :D'fV. .

New daily route between Rainboam ~y Wood Lane) and Barking Garage, with Monday to Friday (evenings excepted) extension

to Becontree (Chitty's Lane I. OD.: Monday to Friday a.m. peak hour journey to Dagenham (Ford Works). Routeing via route 87

between Rainham and Barking. ;l)aJ :ormer route 156 to Becontree. T one man operated by BK.

Extended from Richmond to Srames ~g most ofroute 90. Hammersmith terminal altered from Riverside Garage to The Grove.

Routeing inAshford area via ~ ROdd. Convent Road, Town Tree Road (returning direct), Church Road and Fordbridge Road,

instead of Kingston Road rout~ 0; route 90. Terminal in Staines in Wraysbury Road

(not

Bus Station as90). Converted to M one

man operation (ex BL) and R alloc:auon transferred to FW.

Introduced on Sundays betWeen I-Wering Park and Hornchurch (St George 's Hospital) with T one man operation by NS.

New Monday to Saturday (late e'\'~ excepted) route between Romford (Parkside Hotel) and Harold Wood Station via route 66

with T one man operation by ~S

Monday to Friday peak hour sel'ice :nuoouced between Willesden Garage and Wembley Trading Estate replacing route 8 journeys.

ON allocation transferred to AC

Monday to Saturday PB and SUDda:. ,,~ allocations withdrawn.

Extended on Mondays to Sarurday'S from Enfield Town to Chingford Station in place of route 121.

London Transport participation ,,;iMTawn.

Withdrawn between Oxford Circu> ioDdVictoria (Vauxhall Bridge Road) via Trafalgar Square.


Withdrawn during Saturday evetUngs

Withdrawn.

Withdrawn.

Withdrawn between West Hampstead '\est End Green) and WilIesden Green Station. Extended (evenings excepted) from Archway

Station to Kings Cross Station via JUDCtiooRoad to Tufnell Park Station, then byway offormer route 239. Converted to conventional

fare stage systemBL operation Iex flat fare, fareboxBL).

Certain Monday to Friday school ;ourneys re-routed (northbound a.m. peak and southbound p.m. peak) via Montpelier Avenue,

Castlebar Road, Castlebar Hill. Qe-,-eiand Road, to Argyle Road, instead of Eaton Rise, Woodfield Road, Pitshanger Lane and

Scotch Common.

Through Monday to Saturday service betWeen Greenford and Grove Park replaced by localised service between Acton High Street

and Grove Park.

Withdrawn on Sundays betWeen Ra~'DersLane Station and South Harrow Station. Converted to conventional fare stage system (ex

flat fare).

WD allocation. Unofficially con'ened to crew DMS operation (ex RM).

Converted to T one man operation ~ex LS).

Converted to T one man operation lex LS).

Unofficially converted to crew D~{s operation (ex RM).

Introduced on Saturday nighlSiSunday' mornings between Southall (Brent Road) and London Bridge Station. Converted to M one

man operation (ex RM) and R a1Iocaoon transferred to HL.

Converted to T one man operation ex crew T).

Converted to T one man operarioo ex crew T).

Converted to T one man operation ex RML).


Converted to conventional fare Stage system T one man operation (ex flat fare farebox DMS).

Converted to conventional fare stage system (ex flat fare).

Withdrawn.

Extended during Monday to Friday midday period from Turnpike Lane Station to Wood Green Garage.

33

..

246 MS

247A D

247B WFSA

248 D

248A MF

249 D

250 D

250A

D

251 D

252 D

253 D

254 MF

255 MS

259 MS

261 D

264 MS

\,

266 D

267 D

269 D

270 MS

273 D

276 D

277 D

278 MS

281

D

285 D

287 D

290 D

294 MS

296 MS

297 MS

298 D

313 D

347

MS

500 MS

513 MF

Bl MS

C3 D

C4

MS

Cll MS

E2

D

E3 D

HI D

N68

N

N85 NxS

N86 NxS

N88 NxS

N89 NxS

N95 NxS

N98 N

N99 N

P4 MS

SI D

S2 D

S3 MS

W2 D



----

-~

.....

---

/'

.,

New daily route 201 was int roduced on 4th December to replace the off -peak Epping to Ongar Central Line service. LS129, minus passengers, leaves the

Sunday Buckhurst Hil l terminus. Oavid Stuttard

-

16th September

184 D

185 D

~~~h sePte~ber

}

140 D

183 D

258 MS

136 MS

182

186

286

26th September

273 D

8th October

198

198A

MF

SA

272 D

28th October

202 D

29th/30th October

N95 NxS

1st November

21A D

51 D

206 D

34

Commencement of progressive conversion of WL allocation to T one man operation (ex DMS). Completed by 18th October.

Commencement of progressive conversion of WL allocation to T one man operation (ex DMS). Completed by 18th October.

Buses from South Harrow re-routed into Harrow Bus Station via Greenhill Way, instead of Clarendon Road. On leaving the Bus

Station (towards St Ann's Road), buses re-routed via Clarendon Road, instead of College Road and Headstone Road.

Buses towards South Harrow re-routed into Harrow Bus Station via Greenhill Way, instead of Clarendon Road. On leaving the Bus

Station (towards St Ann's Road), buses re-routed via Clarendon Road, instead of College Road and Headstone Road.

Buses departing Harrow Bus Station re-routed via Clarendon Road to St Ann's Road, instead of College Road and Headstone Road.

Summer Sunday extension from Ruislip Station to Ruislip Lido withdrawn.

Re-routed in Thamesmead via new dual carriageway road (believed to be called Central Way), roundabout at northern end of

Bentham Road and Bentham Road instead of via Tawney Road and Saunders Way. Journeys towards Thamesmead East revised to

serve Central Thamesmead loop in aclockwise direction. Previously buses in both directions had served the loop in an anti-clockwise

direction.

Thamesmead terminal altered from Saunders Way to Bentham Road.

Note: These alterations resulted in the special lay-by in Saunders Way becoming unserved.

Re-routed between Hatton Cross Station and Cargo Area via Southern Perimeter Road, instead of Great South West Road, Stanwell

Road and Beacon Road. This re-routeing took place following completion of radar tests to prevent Metrobuses appearing on

Heathrow Air Traffic Control radar screens.

One journey extended from Barking Garage to Becontree Heath via route 5.


Completion of comparison trials involving M and T one man operation. Commencement of progressive conversion to T one man

operation (ex mixed

DMSIM/T).

One journey in each Monday to Friday peak hour re-routed between Debden Station and Loughton Garage via Debden Estate and

extended from Loughton Garage to Loughton Station.



228

229

D

D

6th November

28 D

RLST D

15th November

117 D

18th November

12L ThFSA

22nd November

58 D

99 D

177 D

178 D

198 MF

198A SA

272 D

291 D

29th November

287 D

Commencement of progressive conversioc 0 ~ one man operation (ex DMS).

Commencement of progressive conversioo D ~ ODeman operation (ex DMS).

Note: The above conversions were offici- ~. 'U'pJeted by 23rd December. M buses from the comparison trials remained at SP

beyond the end of 1982 and were used ~ ~~.:.:: operated routes as available.

Crew D operation at WD on Saturdays offici- -:ihdrawn, following a schedule revision.

SW allocation transferred to GM.

Temporarily re-routed between Lower Feltha= and .-\shford via Chertsey Road, Feltham Hill Road and Convent Road, instead of

Ashford Road and Feltham Road.

New route for duration of West End Christm4S ~=tions, operating between Marble Arch and Trafalgar Square via route 12

during the evenings on Thursdays, Fridays and S4.'1.Irda~s:-<0service on 24th and 25th December, the last day of operation being 1st

January 1983. OM operated by Obsolete Flee,

Converted on Mondays to Saturdays to crew T oper..rion lex RM).

Commencement of progressive conversion of McOO.o.::0 Saturday PD allocation to T one man operation (ex omo MD).

Commencement of progressive conversion of PD .uoc..oon to T one man operation (ex omo MD).

Commencement of progressive conversion to T ODeman operation (ex omo MD).

Commencement of progressive conversion to T one man operation (ex omo MD).




Note: The above conversions involving routes C},. . - :-'. 198, 198A, 272 and 291 were officially completed during 1983. The

conversion of crew route 122and the PD allocations on uies 161and 180to T operation were scheduled to commence on this date,

but in fact started during January 1983.

Re-routed in Barking via Ripple Road, instead of Mover; Lane and Barking By Pass. This followed the completion of a new railway

bridge, thus causing the withdrawal of a special service pro-1ded by Lacey's Coaches between Barking Town Centre and Ripple Road

via Upney Lane, which had started in January 1981

1st December to 22nd December

MF Special free service introduced on Mondays to Fridays ber-een Bromley Market Square and Norman Park, LS operated by TB and

paid for by Bromley Chamber of Commerce.

4th December

20A MS

120 D

175 D

201 D

247B MS

20th December

122A MS

}

69 D

Withdrawn.

Withdrawn between Greenford Station and Bridge Park

Journeys to Passingford Bridge curtailed at HillriseEstate

New daily route between Ongar (Two Brewers) and Epping Station. with an evenings excepted extension to Loughton Station and

further extended on Sundays (evenings excepted) to Buckhurst Hill Station. Routeing via LCBS route 339 to Epping Station (as wellas

via St Margaret's Hospital) , Station Road, Central Drive. h-ychimneys Road, Theydon Road, route 20A and then High Road and

Palmerston Road. LS operated by L, with one afternoon journey provided by LCBS from HA.

Withdrawn.

Journeys towards Queen Elizabeth Hospital re-routed via Ha Ha Road, instead of Circular Way.

26th and 27th December (Special Boxing Day operation)

266 D AC RM allocation introduced on these two days only (supplementing normal W RM allocation).

From 4th September, route 33 was diverted at

Twickenham to serve Teddington and Fullwell

Garage as a dailyoperation, rather than Whitton and

Hounslow, inconnection with alterations tothe 270

and 281. RM1752. itself withdrawn at that time, is

seen infront of M258at the Queen's Gate stand. on

a now defunct working. Ramon Hefford

35



London Transport

Vehicles

Above: The September service reductions affected crew operations especially and led to mass withdrawals of the

Routemaster family. Standard RMs inprofusion at Ensign's. Purfleet. later that month, illustrate the effects of the

policy to withdraw the Simms-equipped and LeyJand-engined examples in particular. Ramon Hefford Below: In

contrast, RM1 was restored as a display vehicle inthe spring. Fresh from overhaul, itisseen at Hurst Parkon the day

following its North Weald debut.

Geoff Rixon

36

London Transport's fleet of vehicles

required for passenger service altered

substantially during the year, demand for

which was closely linked to the pattern of

fares being charged at a particular time.

Inevitably, the doubling of fares in March,

with the ensuing fall in demand, was to have

a profound effect on LT's vehicle require-

ments, and the September service changes

dominated all other events during the year.

No new vehicle types were delivered

except the two Dodge minibuses (classified

'A') which arrived in December. These

were not officially taken into stock until

early in 1983, and were due to replace the

FSs on route PBl. Otherwise it was

principally a story of new Metrobuses and

Titans displacing Fleetlines and Metropoli-

tans (either directly or indirectly), many of

which were consigned to the scrapheap.

The greatest shock, however, was the first

wholesale withdrawal of Routemasters

which, in line with agreed GLC policy, were

to have been retained until at least 1985

whilst efforts were concentrated on replace-

ment of Fleetlines and Metropolitans. The

advent of the service cuts changed that,

however, and well over 200 RMs had been

withdrawn or sold by the end of 1982.

Indeed, LT was forced to rethink its

whole bus purchasing policy, and the

Executive submitted a paper to the Greater

London Council in May setting out revised

proposals. For the reduced schedule which

would be operating after September 1982,

and assuming that 60% of bus mileage

would be one-man operated by the end of

1984, London Transport estimated that it

would need to buy between 625 and 770new

buses over the following two years. It was

considered prudent, however, only to enter

into a commitment for one year pending a

review of subsequent service changes and

the feasibility of even higher proportions of

one-man operation, and a decision was

taken to order 360 new vehicles for delivery

during 1983 at a cost of £26.4 million at

November 1981 prices.

The decision to limit 1982 deliveries to a

single vehicle type, the Titan, was based on

expediency as much as considerations of



technical performance. London Transport

was virtually the sole operator of Titans.

and failure to order a sufficient number

would almost certainly have sealed the fate

of the Workington plant once and for all.

For 1983, the split was to be 210Titans and

150 Metrobuses and, for both years, taking

into account MCW's order book for the

Metrobus with other operators, the mix was

adjudged to be that most likely to ensure

the survival of the two vehicles in the longer

term. This would enable London Transport

to maintain a competitive position between

the manufacturers for the supply of vehicles

to meet its requirements later in the

decade.

Both suppliers had offered alternatives-

Leyland the Olympian, and MCW a Metro-

bus with a cheaper form of body construc-

tion. LT rejected these, however, on the

grounds that a proliferation of vehicle types

would carry penalties in' the shape of

increased maintenance costs and stores

holdings. The Titan and the Metrobus were

popular with passengers and staff alike.

Fuel and maintenance costs were roundly

25% lower than for Fleetlines (although still

5 to 10% more than for RMs), whilst better

availability and shorter down-times meant

that spare vehicle margins for maintenance

purposes could be reduced from 15to 11%.

The M and the T were therefore to remain

the standard double-deck vehicles for the

foreseeable future, despite the serious

technical problems that had been encoun-

tered with the earlier examples, but now

hopefully overcome.

Most of the drama on the vehicle front

occurred during the second half of 1982, the

year beginning peacefully enough apart

from the effects of the unusually cold

weather. The last 75 vehicles of the 1981

Metrobus order arrived between January

and March taking the total to 805, and the

275 Titans due to be delivered in 1982

arrived fairly well to schedule. 1983's

vehicle orders were announced publicly in

July and the first of these, T 676, arrived for

inspection at Chiswick in November. The

last DMSs were ousted from garages in

Leaside, Forest and Tower districts during

the year and Titans began to appear in

Selkent on a wide scale from November.

This left Wandle and Abbey as the only

districts without Ms or Ts in their fleet.

The maintenance and overhaul program-

me (GASPs and WASPs) gathered momen-

tum in readiness for the new vehicle

regulations due to come into force on 1st

January 1983. Started in 1981, the aim was

to achieve a 'birthday' for each bus so that

they could be prepared on a rolling basis for

their annual Freedom from Defect tests.

Inspections were carried out at garages, and

this resulted in individual enterprise at

places like Clapham, whose staff became

noted for painting the radiator grilles on its

RMs and RMLs silver. The new regulations

also resulted in the abandonment of the

works float system for Routemaster over-

hauls during the year whilst DM/DMS

overhauls were halted to make room at

Aldenham for Metrobuses and Titans te

pass through. Following a decision the

previous year, only a handful of vehicles

received inter-overhaul repaints in 1982.

~tetrobuses were steadily put into service

at Leaside garages during the early part of

the year. Conversion of Potters Bar's OMO

romes as completed in January although

the odd D continued to appear after that

d.i~e ~ S. on the other hand, made frequent

appearances on the 134. Efforts were then

concentrated on Enfield where Metrobuses

had made their debut on 30th December

19S1 It was here that the first Ms with red

mesh gnlles (instead of bars) were allo-

cated, jjese being numbered M 706 on-

wards Displaced DMSs went either to

.~denhal for overhaul or into store at

Edrr.omon. but one did survive until 22nd

Apn. ~te(robuses then took up service at

Edmonam. with conversion of the 191 and

25'1 bei:1g completed by the end of April.

~ts -.

1-

-g

were earmarked as fare box

buses ior the W8, but an engineering

dispu~e meant that only M 771 entered

....

service as planned, the remainder of the

changeover being delayed by nearly two

months. The same dispute hit the conver-

sion of Stamford Hill's and Tottenham's

DMS routes badly too, these taking place in

June.

Fulwell received extra Ms to displace BLs

from the 202 with effect from 8th March,

somewhat earlier than had been antici-

pated. In the meantime, at Muswell Hill,

farebox-equipped Metrobuses were fitted

with baseplates sothat they could cover LSs

on the 244, as necessary, and this they did

regularly right up until the route's demise

on 23rd April.

The class made an interesting voyage into

Selkent from summer onwards. The last six

ofthe batch, Ms 800-805, were despatched

to Sidcup to operate alongside six Titans

(426,474,486-489) and standard DMSs for

comparative fuel tests and passenger eva-

1 ,.

-

Ccr: -~: ;':Je'' '1ents in 1982 involved the allocationof six Titansand six Metrobuses to Sidcupfor evaluation

Oc. XI5C S ~-€ -ev.,vehicles religiouslyworked on route 51with appearancesonotherroutes beingrareuntil laterin

;roe.s:. --'-38 3: Noolwich il lustrates the ini tial operat ion (above) whilst M800 at the Swanley terminus has dr if ted

er .: -e: - a 1OnHefford

- -

111II

ml.1

1iiI1

.--=

37



- - -

Above:

More Fleetlines were displaced in

July

when Titanswere allocatedto Bow. ResplendentT521. devoid of

external advertising. approaches London Bridgeshortly after delivery. John Barnacle

Below:

Introduction of new

vehicles. at Enfield particularly. meant that Wandle District became home for several of the B20 class. D2570

ascends Coombe Hill on route 57. Stephen Madden

:gs;

t

Below:

A Bus and Coach Council adver tisement was applied to New Cross display vehic le D1063. I t i s seen without

part of its fleet number at Brockley late in the year. Stephen Madden

38

luation on route 51. The vehicles entered

service on 12th July, and whilst they were

kept fairly strictly on the 51 at first, there

were a number of reported sightings on

other routes. As the DMSs began to be

replaced by new Ts later in the year, the

rigid adherence to fixed duties was relaxed,

and by the end of 1982, Metrobuses were

operating alongside Titans on all Sidcup's

OMO routes.

M 447 was converted to an Airbus in

March whilst Ms 212, 264 and 380 received

logos to help out for the summer season

(finishing in September). Ms 401 and 478

also received Airbus regalia and continued

to operate Airbus services well into the

winter 1982/83 season. M 376 spent a short

time in August on skid bus duty at

Chiswick. Southall's M 125 was the first of

many to receive a red grille (January) whilst

Fulwell's M 35 followed suit in June, the

latter being the only 'white top' Metrobus to

have been so treated.

Titans were still being put into Waltham-

stow at the beginning of the year, conver-

sion being completed on 21st January.

DMSs were given a short reprieve as two

vehicles were relicensed during February as

additional spares, but they were delicensed

again on 30th March. Loughton was the

next garage to receive Titans, but the

allocation proved to be short-lived as the

September service changes resulted in that

garage's double-deck routes being con-

verted to LS operation.

Unusually, Titans were then allocated in

a rather less orderly fashion to West Ham,

North Street and Poplar garages. At North

Street, they were to displace Routemasters

on the 174 and 175 (both crew operated)

which would in turn be used to convert the

141 and 172 from DM back to RM

operation, but it was some seven months

before the last of the type finally departed.

DMSs were retained at West Ham for the

SI until 4th September when the route was

converted to T overnight, coincident with

the changeover from farebox to conven-

tional OMO. DMS to T conversions at

Bow, Camberwell and Clapton ran. very

much in parallel, and FIeetlines were finally

ousted from Tower District garages when

Titans replaced them at Walworth. Selkent

then started to receive Ts in earnest when

Sidcup's and Plumstead's conversions be-

gan in November. This was punctuated only

by an overnight type change on 22nd

November of West Ham's route 58 from

RM to T, which had been planned to take

place earlier, but held up pending comple-

tion of driver training. By the year's end,

Sidcup's conversion was complete, and

Plumstead's had reached roughly the half-

way mark with no reported sightings of Ts

working on its crew-operated routes in

1982.

No fundamental livery changes were

applied to Titans during the year, all new

vehicles carrying the black frontal relief

which seemed to have lost favour on

Metrobuses. Leyland scroll badges re-

placed the plain 'LEYLAND TITAN'

nameplates, however, on T 426 onwards.

Barking fire victims T 150 and T 206 were

officially withdrawn in January but the third

vehicle, T 190, was rebuilt at Aldenham. It



I

}

had not, however, reappeared by the end of

1982.

In connection with the forthcoming LT

Golden Jubilee celebrations, T 102 spent a

day on film work in the Harrow and Canons

Park areas on 14th September, where it ran

round fully blinded for route 186. The

vehicle did not operate inpassenger service.

It also had the honour inDecember ofbeing

the first T to be outshopped from overhaul

at Aldenham.

As previously mentioned, new Ms and Ts

were deployed principally to replace Fleet-

lines during the year, but the demise of the

class was hastened by the substantial

reduction in fleet requirements following

the 4th September servi~e changes. In line

with earlier policy decisions, the majority of

withdrawals were among the Gardner

engined examples and the standard D/DM

vehicles. Displaced B20s were moved to

other garages as they became available,

initially to Catford, but when it was decided

that Selkent would receive Ts, the B20s

were diverted to Wandle. May saw the last

two standard DMSs emerge from overhaul

at Aldenyam (1857 and 1859), and only

B20s were taken in until August when the

DMS intake ceased altogether to make way

for Metrobuses and Titans to go through

works. The only standard DM to be

overhauled during the year was 1787, which

left Aldenham in February having entered

late in 1981. It was converted for dual-

purpose use, reclassified D and sent to New

Cross.

The chassis of Catford's fire-damaged

DMS 2172 was shortened at Clapham

garage, allegedly so that it could enter

Paddington College for training purposes to

replace an RT chassis, but some doubt

existed as to the authenticity of this report.

Fire and accident damaged B20 DMSs

2373, 2381, 2387, 2403 and 2433 were

officially withdrawn in the autumn,

although heavily accident damaged DMS

2415 remained in stock. In total the fleet of

serviceable Fleetlines fell by roundly 800

during the year, most ofthe surplus vehicles

passing to Ensign's at Purfleet. Two notable

survivors were DMS 1which was in store at

Turnham Green, and DMS 854 (the pro-

totype B20) which was still operating at

Catford at the year end.

The front end of DM 963 was installed at

Covent Garden museum during February

for visitors to be able to sit in the driver's

position and operate the controls. DM 948

entered Aldenham in October for restora-

tion but it appeared at the end of the year

that another vehicle might be substituted.

The Round London Sightseeing Tour was

reallocated from Stockwell to Victoria

Garage from 6th November, and so 10DMs

were transferred accordingly. FRM 1 fol-

lowed later in the month. This left four

Sightseeing Tour DMs at Stockwell which

were not required for the winter, and these

operated on other routes as necessary. Ds

1062 and 1063 received white painted

waistlines after repainting, the former

becoming a showbus at New Cross. D 1063

lost its waistband later in the year when it

was painted with slogans for the Bus and

Coach Council.

The last of Peckham's Metropolitans

Above: An interesting loan in 1982 was that of RMLs to Norbiton on 5th and 6th July, vehicles of that type making

their first ever appearance on route 65. Ag ood load makes full use of the extra seating on RML2323 at Ham.

Raman

Hefford

Above: Metropolitans were ousted from Central London crew operations in September and further concentrated

at Plumstead. MD79 rounds the Elephant & Cast le one week beforehand. Stephen Madden. Below: M769

i llustra tes the revised front end t reatment whi ls t unusually working route 149 at Lower Edmonton in

place of an

RCL. John Barnacle

--

...

39

..



were scheduled to run on 3rd September,

although several examples did survive until

a few days afterwards. This left Plumstead

as the sole operator of the type, but then its

MDs, in turn, started to be replaced by new

Titans inNovember. The MD was therefore

a rapidly dying breed at the end of 1982,

with only 46 licensed for service on 31st

December. Most of the displaced vehicles

were passed to the LT Sales Departmept

fairly quickly after being withdrawn from

service, Reading Transport purchasing 21,

and Whippet Coaches ofFenstanton, Cam-

bridgeshire 10. MD 136 ('Selkent Ambassa-

dor') was withdrawn in December.

As previously noted, 1982 saw the first

normal withdrawals of RMs from service,

commencing officially on 12th August.

Some 60vehicles had been eliminated from

the total fleet strength by the end of the

year. Most were sent for scrap, but four of

the first buses withdrawn were exported for

further use in Japan. The longer RMLs

were retained, surplus examples being

transferred to Ash Grove to convert that

garage's allocation on the 11, to Leyton for

the remainder of route 38, and to Hanwell

for the 207. The main casualties were

amongst the Leyland engined RMs, includ-

ing many at Mortlake which were replaced

by less cherished vehicles from other

garages.

Having issued each of seven contractors

with an RM for the purpose of drawing up

tenders, LT awarded the job of breaking up

50 Routemasters to W. North Ltd., a

Yorkshire dealer. The buses were disman-

tled at North's premises in Sherburn-in-

Elmet, with reusable parts being returned

to LT for further use. A separate contract

was awarded to Vic Berry of Leicester to

break up 100RMs on site at Aldenham, and

work had been completed on about a third

of these by the end of December.

On a happier note, showbuses continued

to abound during the year. Elmers End's

RM 64, carrying its original body B64,

appeared in pristine condition during

March whilst Riverside turned out RM 81.

Other examples included RM 89 (Victoria),

RM 719 (Streatham), and RM 2116 (Seven

Kings). Sidcup's showbus RM 704 had

entered Aldenham for overhaul in Decem-

ber 1981 carrying body B608; this was

transferred to RM 770 and returned to

Sidcup in showbus condition during March.

RM 770 was unique, however, in becoming

the only RM (as opposed to RML) to be

trimmed with RT seat moquette. Norbi-

ton's RM 254 and Harrow Weald's RM 855

entered Aldenham during June and July,

being returned to their respective garages in

August carrying the same bodies and the

same liveries asthey had gone inwith. RML

2760 was taken into Aldenham in January,

and held there until it could be reunited

with its original body, B2760, and units.

After overhaul, it was ceremonially out-

shopped on 5th November as the very last

Routemaster to be overhauled under the

works float system. Not quite so approp-

riately,. it carried both a gold underlined

fleetname and cream waistband-non stan-

dard at the time of the manufacture of the

main batch of RMLs. The most welcome

return of all, however, was that of RM 1.

40

Above: The introduction of Titans at Plumstead in November. initially on OMO routes only. allowed the gradual

withdrawal of Metropolitans to commence. T571 illustrates the new order on the 291 in late December. J. G. S.

Smith

Below: Stockwell s

RML2389 was one of a pair to receive advert isements protesting against university

cutbacks for operat ion through Whitehall on route 88. Stephen Madden

This vehicle was repurchased from the

Lockheed company in 1980, and taken on to

the fleet strength in July 1981. After going

into Aldenham for overhaul and restora-

tion, it made its debut at the North WeaId

rally on 30th May 1982, although not quite

in its original 1954 condition as had been

hoped. It was to be retained alongside RM2

as a display vehicle.

The works float system of Routemaster

overhauls was officially abandoned in July,

the last standard RMs to leave being 2011

and 2117 in October. The trend towards

outshopping vehicles with the same bodies

as they had gone inwith continued through-

out the year, but a particularly notable

exception was RM 1528 which had been

fitted with illuminated advertisement body

B1991.

Perhaps surprisingly, the non-standard

RCL class survived the September cuts

unscathed. At the year end, they were still

running at Edmonton and Stamford Hill.

RCL 2260was fitted with twin headlamps in

June and seems a sure candidate for

preservation when it is eventually with-

drawn.

Compared to the September changes,

most other happenings for the Routemaster

fleet paled into insignificance. Worthy of

note, however, was the loan ofthree RMLs

(2322, 2323, and 2711) from Hanwell to

Norbiton to cover a temporary RM shor-

tage there; these worked a number of duties

on route 65 on 5th and 6th July before being

quickly returned home for lack of drivers

trained to handle the longer vehicles. The

only special liveried Routemaster to appear

during the year was RM 319 at Victoria

(Bus and Coach Council). Two of Stock-

well's RMLs (2261 and 2389) were decked

out with exclusive advertising protesting

against cuts in university spending. These

were sponsored by university students, and

ran on route 88 from August onwards. A

contract for exclusive advertising was also

signed with Yellow Pages, and the approp-

riately coloured posters were carried in all

the normal positions on a large number of

Routemasters.

.



FRM 1was to have been withdrawn from

passenger service in September, but it was

still to be seen operating on the Round

London Sightseeing Tour at the end of the

year.

Apart from re-allocation to meet service

requirements during the year, 1982 was

fairly uneventful for this class. Leyland

National 2s made surplus by the September

cuts on Red Arrow routes should have

displaced BLs from the P4, but this

conversion was deferred pending resolution

of physical problems at the Brockley

terminus. The vehicles were put into store

at Turnham Green until December when

they moved to Aldenham for conversion to

conventional seating layout and fare collec-

tion in readiness for use on the P4from 29th

January 1983.

The LS overhaul programme gathered

momentum with vehicles of all vintages

(except the Mark 2 models) going through

works.

The more notable changes which occur-

red during the year were the introduction of

LS allocations at Croydon for the 234A, the

displacement of Ts by LSs at Loughton and

vice versa at Peckham, and the conversion

of the 278 from T to LS upon its extension

over the withdrawn S3. Nationals displaced

BLs at Bromley (route 146) and Kingston

(routes 215 and 216), and DMSs at Merton

(routes 127, 152, 189, and part of the 57on

Saturdays), whilst Hounslow gained Metro-

buses in place of LSs on the 111.

During May, Norbiton's LS 268 was

fitted with an experimental dot matrix

destination box in place of the normal

4-piece blind system. This comprised a

single line display showing, in turn, route

number and destination, 'via -', 'and

-', the complete cycle running over

about ten seconds. One of the conse-

quences of this arrangement is that the

route number is not displayed for several

seconds at a time-hardly satisfactory for a

Above: Fol lowing disp lacement from Croydon 's 234A service. BL1was adopted as Edgware garage's showbus. I t

is seen on route 251 in July, short ly af ter receiving a customised livery incorporating a full-size underlined gold

fleetname. J. G. S. Smith Below: LS268 illustrates the first phase of its three-part dot mat rix display as it leaves

Kingston Bus Station on 29th May, the first day the display was used in service. Ramon Hefford

~

1/ ; 1/111

; 'WI{

:::

passenger waiting at a request stop with the

bus approach at speed

Harrow Weald's LS 382 became a show-

bus during the year, but LS l's roof pod was

repainted from grey into standard red.

One Leyland National was taken into

ownership in May, although not for passen-

ger service purposes. SCO 422L was purch-

ased from Plymouth City Transport and

converted to a sales bus to replace SPB 753,

entering service in July. It is painted in red,

white and blue livery, carries the fleet

number 1234 L, and the title 'Pro Motion'.

1982was a year of steady contraction for

LT's Bristol fleet. The last BSs, none of

which had seen service during the year,

were sold, and the allocations of the longer

Bristols were withdrawn from Fulwell

(202), Croydon (234A), Kingston (215/6),

Riverside (290) and Bromley (146). Some

19 BLs were sold during the year whilst a

further ten were overhauled.

BL 76 was repainted in the same livery

as BL 4 (with white waistband) during

March. BL 1, a Croydon showbus, was

subjected to further repaint and 'custo-

misation' upon its transfer to Edgware in

May, and now carries a gold underlined

fleetname below the cream waistband. BL

2 was licensed for service for the first time

in its life on 14th October, entering service

at Edgware after overhaul; it had been

used for training purposes at Fulwell since

being delivered in February 1976. Fate

decreed, however, that this should not last

since the vehicle was badly damaged in an

accident on 20th December. BL 93 was

outshopped in November in the same style

as had been BL 94 in 1981 for use on the

Hillingdon route 128, whilst BL 95 went to

Chiswick for conversion and thence

Aldenham for overhaul.

Roundly 900 vehicles were overhauled at

Aldenham during the year, comprising

some 577 RM/RMLs, 227 DMSs (including

D1787), 94 LSs, 10 BLs and the first T,

102. The works float system ended, as

already detailed; Fleetline overhauls at

Aldenham ceased, the last vehicle (DMS

2317) appearing on 3rd December; and the

first Metrobus had yet to emerge. There

was a handful of inter-overhaul repaints

comprising two Metropolitans in January,

three RMCs and six B20 Fleetlines. A

number of vehicles of various types came

out of overhaul during October and

November repainted with Williams Trans-

peed paint, a lighter shade of red than

normal, on an experimental basis. The

buses concerned were RMs 645, 830, 941,

1097,1660, and 2104; RMLs 886 and 2443;

LSs 23,33,229 and 411; and BL 73.

Unlike the previous year when a number

of early body RMs with plain front upper-

deck windows found their way out of

Aldenham carrying high bonnet numbers,

those examples turned out in 1982 were

restricted in the main to vehicles in the

8XX series or below, plus RMs 956 and

990. RM 1091 was the only vehicle with a

four-digit bonnet number to appear from

overhaul with an early body (December).

RM 1691, the rogue 'plain windows' vehi-

cle which was outshopped with an early

body in 1977, lost this in favour of a

standard one during 1982.

,I~J

.,,~

~

J...

41



The cuts and service revisions associated

with the 4th September changes gave rise to

what is probably the most complex set of

vehicle movements ever to occur on Lon-

don Transport. Well over 1,000 buses were

involved although transfers were spread

over the month. Routemasters, for in-

stance, could be seen working alongside

DMs from Muswell Hill on the 43 and 134

for several days before the route was

officially converted. Conversely, margins

seemed to have been trimmed too heavily at

some garages and reinstatements had

quickly to be made to plug the gaps. In

consequence, several RMs remained at

North Street until the end of October.

Stranger still, three RMs were drafted into

Southall after only a few days' absence to

cover M shortages on the 105, and RM 1435

went to Finchley to help out alongside

RMLs on the 13. A few standard RMs

moved back into Upton Park, and most

remained there until 31st December.

The effect of the cuts was to reduce the

scheduled vehicle requirement by six hun-

dred, made up as follows:

Including spares, the total fleet reduction

was nearer 700, or about eighth of the total.

There were, however, wide variations

around the average between garages, the

opportunity being taken to concentrate the

reductions at those locations where staffing

problems were most acute. The number of

vehicles required for service at Hanwell,

Holloway and Wandsworth, for instance,

42

went down by 15 to 20%, whereas the

requirement at Loughton actually went up.

Full details of individual route and type

changes are set out in the preceding chapter

on services. In short, the implications on

vehicles were as follows: Routemaster

allocations were restored at Muswell Hill,

Potters Bar and Thornton Heath, but lost

from Sutton, Southall, Alperton and Norbi-

ton; Kingston and Riverside became all-

RM garages; Southall and Alperton be-

came' all-M whilst Sutton went 100%

D/DM/DMS; DM allocations were lost at

Muswell Hill, New Cross, Potters Bar,

Croydon and Thornton Heath; Peckham

lost its remaining MDs; Loughton became

all-LS and the type was introduced at

Merton. Norbiton became all-OMO with

nearby Kingston-so recently an OMO

stronghold-becoming 100% crew-oper-

ated. Ms were introduced at Hounslow.

The DM to RM conversions left the 18 as

the last central London daytime route

scheduled for regular operation by doored

buses, whilst standardisation at garages

reduced the scope for unusual workings.

About 600 vehicles, mostly Fleetlines,

were sold during the year. Most of the

remaining Swifts and Merlins, which had

been lying in a withdrawn state for some

considerable time, were cleared out

together with the last BSs. Ensign's at

Purfleet and the old AEC works at Southall

were the most popular storage sites for

surplus vehicles, but the former Abbey

Wood, Hackney and Turnham Green

garages were also used.

Many of the Fleetlines were sold for

scrap, but some found service with other

operators. Maidstone and District pur-

chased 20, for example, and further DMSs

were sold to the China Motor Bus Company

in Hong Kong.

To accord with new regulations, tacho-

graphs were fitted to a number ofvehicles to

enable them to be used on private hire

worK.

Two engineering disputes affected LT

vehicle movements during the first half of

the year. At Aldenham, many vehicles

coming out of overhaul had to be stockpiled

1234L was captured at' Purfleet in July fol lowing its

conversion to a mobile sales andinformation vehicle in

replacement for SPB (ex-SMS)753. Oavid Stuttard

awaiting clearance as staff protested about

the possibility of putting vehicle testing out

to the private sector, whilst a separate

dispute in the spring led to an embargo on

vehicle movements, blind changes, etc. The

latter resulted in entry into service of new

vehicles being substantially delayed. This

was partly resolved in May when the

embargo became an overtime ban, but too

late to avoid serious dislocation to services

involved in the 24th April changes. The 206

and 234A services, for instance, were

severely reduced because the scheduled

LSs could not be made available by the

planned conversion date, and the full

reversion of the 252 to T was put back by

several weeks.

Clapham garage became an inspection

centre for Fleetlines as well as having

responsibility for D to DM and QM to D

conversions. Vehicles were examined and

then, depending upon the condition of

each, either given attention and reallocated

or sent to the sales department. Most

pursued the latter course. The D-DM

conversions were almost entirely restricted

to removal of kits from standard Ds which

had been withdrawn, and transferring these

to B20 DMs so that they could run in either

one- or two-man configuration.

D 1063(New Cross), T 569 (Plumstead),

M 423 (Cricklewood) and RM 319 (Victor-

ia) received special advertising slogans for

the Bus and Coach Council.

Poplar garage was established as a

reception centre for Titans whilst they were

going into service at Tower garages in the

same way as Finchley had been for Metro-

buses in Leaside the previous year. Sidcup

and Plumstead, however, carried out their

own examinations.

The training fleet contracted somewhat,

the standard RMs being either returned to

passenger service or withdrawn. Otherwise,

the composition of the fleet remained

largely unchanged.

1982closed with the prospect for 1983of

a continuing rapid rundown of the DM/

DMS fleet and further OMO conversions,

the latter implying that more Routemasters

would be withdrawn during the year.

.

RM -220

RML - 19

RCL

-

5

DM

-102

DMS -105

MD - 47

M - 18

T

- 32

BL

- 23

LS - 29

-

Total -600



Summary

of

London Transport

Vehicles

New Vehicles

Leyland Titan TNLXB2RRSp/Leyland H44/24D+18: T397-676 (KYV 397-549X, NUW 550-675Y, OHV 676Y)

MCW Metrobus DRlOl/14 MCW H43/28D+ 19: M729-805 (KYV 729-805Y)

t Dodge Minibus: AI, 2 (NYN 1, 2Y)

Total: 280

Total: 77

Total: 2

Total new vehicles: 359

t Note: although the Dodge minibuses were delivered in 1982, they were not officially taken into stock until January 1983. They

arrived with the registration numbers reversed, i .e. Al was NYN 2Y and A2 was NYN 1Y, but this was later rectified.

Second-hand acquisition

From Plymouth Corporation, Leyland National SCO 422L

Total second-hand acquisit ion: 1

Vehicles Reclassified

D to DM 923,927,939,945,946,950,957-959,975,979,980,985, 988, 989, 991, 997,1007,1011,1013,1015,1020-1023,

1027,1032-1034,1046-1050,1055,1064,1066,1069, 1071, 1076, 1114-1119, 1125, 1129, 1131-1133, 1135, 1137,

1147-1150, 1152, 1154, 1155, 1161, 1162, 1164, 1167, 1170-1173, 1175, 1177, 1178, 1182, 1184, 1190-1192,

1196-1198,1200,1203-1207,1209,1210,1213-1215, 1218-1221, 1224, 1227, 1228, 1230-1234, 1237-1243, 1247,

1706, 1725, 1726, 1730, 1734, 1753, 1770, 1775, 1781, 1783, 1786, 1808, 1811, 1814, 1815, 1820, 1821, 1823, 1825,

1826, 1829

DM to D 979,1062-1064,1115,1237,1787,2527-2533,2535-2537, 2539, 2547, 2567-2571, 2573-2575, 2590-2592, 2594,

2599-2610, 2614-2617, 2619, 2620, 2622-2624, 2629, 2631, 2646

Vehicle Disposals

BL 5,8,12*,13,20,23,29,39*,44,45*,46*,51,55*,58,59, 60*, 64*, 76*, 77

BS 4, 8, 11, 14

DM/DMS 3-16,18-21,24-29,31-33,35-40,42,45-47,50-55, 57-59, 61-64, 66-68, 70, 71, 73, 75, 77, 81-88, 90, 91,

94,96-99,102-108,110-113,115,117-131,133,137-142,145, 147-159, 161, 163-166, 171, 172, 175-189, 192,

194,198,200,202-211,214,217,221-224,226-228, 232-238, 242, 245-250, 252-255, 257, 260, 261, 263-266,

268,270,271,273,274,276-280,283,287-290,292,294, 299, 300-308, 310-313, 315, 317, 321, 322, 325-327,

329,332,334-338,340,342,343,347-355,357,358, 363-365, 372, 373, 377-380, 382-385, 387, 389, 390, 392,

393,396,397,400,402,406,408-410,434,448,461,557,565,569*,592,593,629,648*,688*,690,856,861*,865*,

869*,891*,892*,921*,922*,925*,927,930*,943,945*,946,947*,960*,969*,970*,972*,973*,975*,977*,978*,

981*,983,991*,995*,997*,998*,1003*,1005*,1006*, 1010*, 1013*, 1017*, 1019*, 1024*, 1028*, 1038*, 1049*,

1058*, 1060*, 1067*, 1092*, 1099*, 1101*, 1103*, 1107*, 1108*, 1109*, 1113*, 1115*, 1134*, 1140*, 1141*, 1151*,

1168*,1176*,1180*,1185*,1191*,1218*,1221,1223, 1224, 1226, 1227*, 1229, 1235, 1236, 1239, 1241, 1244, 1424,

1440*,1441*,1444*,1449,1469,1480,1498,1506,1543, 1603, 1672, 1675, 1685, 1688, 1697, 1702, 1712*, 1714,

1715*,1717*,1719*,1722,1724,1725*,1726*,1747,1751,1756*, 1769, 1780, 1781, 1800, 1809, 1816, 1818, 1821,

1825, 1826, 1863, 1866, 1938, 1940, 1945, 1947, 1951, 1982,2007,2014,2018,2033*,2039,2042*,2043*,2044*,

2045,2051*,2053,2055,2057,2060,2061,2066,2069,2070*,2072,2075,2087,2088,2090,2098*,2106,2114,2115,

2119*, 2128, 2129, 2133, 2135-2138, 2140, 2141, 2144, 2147, 2150-2153, 2155, 2160, 2163, 2164, 2169, 2174*,

2175*,2176*,2178-2180,2183-2185,2190*,2191,2192, 2197, 2206*, 2217*, 2218, 2225*, 2226*, 2230*, 2231*,

2381*

1,7

444,449,492,511,517,529*,531,533,534,536-545,547*,560,566,568,573*,574,575,577,579*,580,581,582*,

583,584,587,590-593,595-600,606,609*,611,615

91*, 95, 97*, 102, 106*, 113, 124*, 136*, 151*

175,186,326,358,420,496,733,864,865,1028,1140, 1169, 1173, 1175*, 1184, 1199, 1203, 1223, 1230, 1248, 1253,

1264,1276,1285,1297,1298,1302*,1309,1337*,1338, 1345, 1369, 1390*, 1395, 1402, 1405, 1410, 1412, 1426, 1429,

1442*,1443*,1444,1445,1450,1532,1538,1541,1551, 1554, 1570, 1629, 1658, 1675, 1693, 1696, 1706, 1730, 1760,

1771, 1781

28, 35, 56*

1455, 1479, 1487, 1493

256, 281, 295, 310, 316, 318, 326, 327, 335, 336, 343, 364, 382, 544, 622, 638, 686*, 700, 714, 715, 720, 759

DMO

MBA

MD

RM

RMA

RMC

SMS

Total: 131

Total: 55

Total: 19

Total: 4

Total: 479

Total: 2

Total: 48

Total: 9

Total: 61

Total: 3

Total: 4

Total: 22

Total disposals: 651

* N.B. An asterisk indicates a disposal which had been observed during 1982, but not formally recorded by London Transport unti l 1983. The six

Routemasters are those issued to contractors for breaking prior to the main contract to W. North being let.

Routemasters wholly or partly broken up at Aldenham by 31.12.82

RM 82,278,514,579,622,628,633,777,849,971, 1034, 1052, 1060, 1071, 1100, 1106, 1127, 1179, 1189, 1190, 1194,

1200, 1201, 1206, 1207, 1208, 1211, 1222, 1227, 1231, 1233, 1234, 1239, 124f, 1246, 1252, 1258, 1265, 1272, 1275,

1279, 1284, 1286,1332, 1347, 1360, 1362, 1370, 1373, 1374, 1375, 1379, 1388, 1389, 1399, 1408, 1416, 1418, 1419,

1427, 1430, 1452, 1525, 1534, 1537, 1550, 1564, 1569, 1572, 1574, 1578, 1584, 1588, 1589, 1594, 1622, 1635, 1636,

1639, 1657, 1661, 1663, 1665, 1671, 1674, 1686, 1687, 1689, 1695, 1702, 1718, 1739, 1743, 1751, 1762, and 2134

Total: 96

RM's 1182,1191,1436 and 1552 had been earmarked for breaking at Aldenham as part of the contract with Vic Berry but, as at 31st December, were

being stored pending possible re-use.

43



London Country

Routes

Alterations to the bus network in 1982were

mainly in the form of a gradual pruning of

evening and Sunday services but there were

two major programmes, both in the first

part of the year. Right at the beginning of

January the whole network around East

Grinstead was revised, associated with the

closure of the local garage at the end of

1981. The buses and routes from EG were

distributed to neighbouring garages, in

some cases causing subsequent re-alloca-

tions elsewhere. Then in April some

services were taken over from London

Transport and red buses no longer ran to St.

Albans or south of Banstead. As usual,

service adjustments were in conjunction

with County and District Councils, but the

tightness of finance meant that in Surrey

and even Hertfordshire some small cut-

backs were made, mostly late in the

summer. In contrast to the bus reductions,

Green Line coach services continued their

expansion. Northampton and Godalming

were among new destinations reached,

while Brighton, Cambridge and Milton

Keynes gained more routes and extra

journeys. More 'commuter-coach' type of

routes were introduced, in several cases

gaining a boost because of the various

strikes on British Rail during the year. The

service requirement at the start of 1982 of

829 vehicles had increased to 839 bythe end

of the year, the increase being accounted

for by the continued expansion of coach

facilities more than covering for the reduc-

tion in bus services.

Above:

The first major route programme of the year

took placein January.affecting services inthe Crawley

and East Grinstead areas. The leaflet produced to

summarise the changes is shown opposite. Route426

gained double-deckers and was withdrawn east of

Crawley Down save for schoolday projections to

Felbridge on one of which AN283 is seen passing

through Horley. Calin Fradd Below: A new service.

linking Heathrow with Northampton. was launched in

March. operated jointly with United Counties.

RS120

passesthrough Hemel Hempsteadon the first

day.

Ran

Harper

44

No buses ran on normal services on New

Year's Day so the East Grinstead area

changes took effect from 2nd January.

Notable was the removal of the last London

Country buses from Edenbridge and the

transformation of the 438 into a major trunk

service-it had been the peak-hour only

remnant of the services taken over by

London Transport from Sargeant's on 30th

April 1951. The 438 and the 426, by virtue

of interworking, were double-deck oper-

ated as was the Saturday-only 709 from

Croydon to Brighton. Indeed it became

common in 1982 for the coastal routes to

require double-deckers and routes 774, 775,

778, 779 saw many appearances during the

summer. A new style of attractive publicity

leaflet was produced and detailed most

.

l

.



~~

\.0

ovi.

b-

~o

~.~ ~e~~e~

Qe~ Ge~ ~ o.i.\.~

V~9-~0~i-9- ''''f..0#

~9-~

'Q~~ ,0~:c.0 l>9-'}.~9-~

cll> .~~ b-~~

9-~l>

V~9- '~<;

ii.O~

426

429

This se rv ice wil l now run only between

Crawley. Charlwood, Horley and Crawl€;;y

Down, with a revised t imetable. Some

School journeys will continue to Sp.lve

Imberhorne School

.?

~~

cf~l'

.y:'~

r-.

l ~

(j .$

~ _if..

~ <.(}..):....

b ~ 1'.

,i)t:

1

r;:: ~ _~~

G' ~

f

~fb ~ S

'i::j

433

This new service wil l rep lace route 475.

providing a 2.hourly daytime service

between East Grins tead and Lingfield via

Baldwins Hill and Fe1coun. Some peak

hour buses will cont inue on f rom Lingfield

to Dormansland.

§

$~ ?~##

. ,'li«.~~ ,

~

.s:

~q, $

~

cJ

s t-

fl ¥'

.f- aC{)

Although the bas ic f requency on this route

wiH remam unaltered. certain

buses

will

run on from Roffey Corne r to Colgate and

Crawley to replace part of route 474. A

shopping facility will be provided between

Lambs Farm and Crawley.

434, 473

474

p

cf;:

.~~~. l'

~ ~

,i li~~i

~::... 1l.'?: .,s.~r::Jjf'J

§

&~tti<5a°c5~

~#

; ~~

III

t

~~f l

~ ~

S

~

Why changehe bus services?

Bus services in the Crawley, East Grins tead and

Lingfield areas have been cost ing more to opera te than

they have been earning from bus fares. Al though West

Sussex and Surrey County Counci ls a re helping by

meeting pap of this shortfall with a subsidy, there

remains a substant ial def ici t, which these serv ice

changes and the closure of East Grinstead bus garage

will grea tly reduce. Inconvenience to passengers wil l

be kept to a mimmum, and the reorganised servi ces

include improvements for many passengers.

The good news ...

* Regular . al l day direc t serv ice from East Grins tead

and Felbridge to Crawley and Horsham.

* New service for Worsteds Farm Estate, Estcots Oak

and Lewes Road areas of East Grinstead to Crawley

and Horsham.

* New direct link for Holtye Road area of East

Grinstead and Dormansland to Croydon.

* Improved frequency between Crawley Down and

Crawley

* New link from Lambs Farm Estate, Horsham to

Crawley

* The same fare between East Grinstead and Lingfield

regardless of service taken

The changes in detail:

405,415

455

.s-

&

Il.

$'ts

* _~

rS

1'1 l~ l~r:- { ~t

t ~

t

cIJ'.t cJ0~ 405 o'ti~:f ~ Q..:JJ

~___,

f~rc

~r:' .

These services will no longer run on from

Crawley, Southgate Avenue to Handcross

However, an additional evening peakbus

will be operated on Southdown route 161

between Crawley and Handcross. Bus 415

will be withdrawn, but a 2-hour ly serv ice

along Balcombe Road, Horley . wil l be

provided on Maids tone and Dis tr ict route

900 which wil l s top addi tiona lly at the

'Coppingham Arms' . Cenain poorly-used

peak buseswill be withdrawn between

Crawley and Redhill.

438

Bus 434 wil l run 2-hourly between East

Grinstead, Turners Hill, Crawley Down

and Crawley only. The Horsham service

will now be provided by route 438 on

weekdays, although bus 434 Willcontinue

to run through to Horsham on Sundays.

Bus 474 wil l also run approximately every

2 hours between East Grinstead and

Crawley, serving West Hoathly,

Sharpthorne, Turners Hill and Crawley

Down. However , in Crawley Down buses

on route 474 will run via the War Memorial

and Vicarage Road. In East Grins tead, bus

474 wil l now also serve Hurs t Fa rm Road.

Bus 473 wil l gene ra lly only run during the

peak periods, v ia Rowfant. but some off-

peak journeys on route 474 will also run

via Rowfant , to provide a direct servi ce in

to Crawley forpassengers f rom Turners

Hill. West Hoathly and Sharpthorne.

Certain peakhour buses on route 434 will

run on from EastGrinstead to

Dormansland, and f rom Crawley to the

Crawley Industrial area. 0 S

~~~ 4.~ t>

§ q} G>.~ ~ @.f I cl

' ~ ~/~.f ~ 00 ~~ ~-II'

~~Oj aft: .lillJt' Gft:~ l.(~ J'''j t ~C$~~

~~

1 1

This service will be

increased to provide a

r egular al l day service between Horsham,

Crawley , Crawley Down and East

Grinstead. Basically, an hourly sexvice will

be provided between Horsham and

Crawley Down, with al te rnate buses

cont inuing on f rom Crawley Down to East

Gr ins tead , Lewes Road, Wors teds Farm

Esta te, Estcots Oak Estate, Queen Victor ia

Hospital and Stone Quarry Estate.

475 This service will bewi thdrawn, but an

al terna tive service between East

Grins tead. Felcourt and Lingfield will be

provided on route 429.

485 This sexvice will be withdrawn.

Alterna tive serv ices between East

Grins tead and Dormansland will be

provided on routes 419 and 419 Express,

and Maids tone and Dis tr ict services 235

and 236 wil l continue to offer a l imi ted

alternative link between East Grinstead

409,409 Exp ,

419,419 Exp -l ~q; l'

&0 .'f

4~~

#

#

~ ~§ ;J' ~

..:

.jf~

S .,

I

'

l'.f

#

t

0

c... r:J (j rj-

409 EXj

419,419 Exp

409 Exp

41QExp

424

1lI~§

i -

t.ff -, .1

licJ° ~tf# i~

c5

q, ~.J: l

~ ~o ~

The timet able of routes 409 and 409

Express wm be comple tely revised . The

hour ly Express serv ice between Croydon

and East Grinstead will be maintained,

but alt ernate buses wi ll run via

Dormansland and Holtye Road (Queen

Victoria Hospital) instead of Felbridge.

Those buses serv ing Dormansland will be

numbered 419 Express, while those

running via Fe lbridge will continue to be

numbered 409 Express. An hourly serv ice

will be provided between East Gr instead,

Queen Victoria Hospital and Dormansland.

jointly between new routes 419 and 419

Express. Some buseson rout es 419 and

419 Express wi ll also run on from East

Grinstead town centre to provide a

shopping serv ice to res idents ofGarden

Wood and Imberhorne Estates.

~ ,}S ~.

~ §

J'~'7: :tt~l:::

Il.- ci ~

b 0:'

~

0::: ~ ~ $; III

It I...$ 'l;j0;;f.§ § t

$

~~.j

~ci

,:00'

4J'ri~ 4J'ri tf f ,<Ill

a

q :f t

( ]

Buses on this rout e will be diverted m

East Grins tead to serve LewesRoad,

Worsteds Farm and Estcots Oak Estates

in addi tion to the Queen Victor ia Hospital

and Stone Quany Estate. A number of

poorly-used buses will be withdrawn,

pa rt icu lar ly those in the evenings , and the

service through Snow Hill wi ll be

discont inued. However , coaches on

Maidstone and Dis tr ict serv ice 900 will

now stopadditionally at Felbridge, Mill

Lane and Snow HHJat New Domewood.

mamtaining a l ink with Horley (and

Gatwick Airport) md East Grinstead.

709

and Edenbridge. A new M &D service,

number 238, will run between

Dormansland, Edenbridge and Westerham

on Wednesdays and Fridays from 8

January.

§ ~ ~ to ,tP

~

rf~

f

l'

f~~,Iff ...Ii'/

aO cf

J

.:;<?5

.(1lI

Crr;.f

cf

4.~ ~Oj

(~--'_~ '---I

This Saturday coach from Croydon,

Cater ham and East Grins tead to Br ighton

will be re- routed to serve Felcour t. The

timetable will be slightly revised.

For full details of the revised services see the new

C awley and East Grinstead area timetable book

avai lable, price 40p, f rom Crawley bus s ta tion and from

many newsagents.

East Grinstead bus garage will close with effect from 2

January, but serv ice informat ion wil l continue to be

available from our Head Office (telephone: Reigate

42411.0900-1700 Mondays to Fridays) or as follows:

SeIVices 405. 426, 433. 434. 438. 455, 473 and 474:

Crawley 25173 or 24287

Services 409, 409 Express. 419. 419 Express. 429. 709.

778 and 779: Godstone 642234

Service 424: Reigate 47022.

Services operated by Maidstone and Distr ict: Tunbridge

Wells 20221 or 26900.

Coming this Spring no

Two new Green Line seIVlces f rom East Grins tead:

778 - Cater ham, Godstone. Lingfield. East Grinstead,

Hastings, every Thursday.

779 - Cater ham, Godstone, Lingfield, East Grinstead.

Eastbourne, every Tuesday.

These services will commence duringMay. Look out

for local announcements.

LONDON COUNTRY»

P u. oo ng .: 8. .. c a. -1 'I 8d l tu bf 8C \ t o t he c on d. lu o. r. . a nd r 8f IJ \I lu ~ o f I lw c om pa ny

45

,s-

l

, >

§

.

,f

..

1

tS

;f

a<f

I

I



--

'--~f;

Jl

1..,

. CRoYOON

- -.

helpfully all the service changes in the

area-this is reproduced below. Further

north there were some minor changes

around Redhill and Caterham, the main

casualty being the complete withdrawal of

route 440. Whitebushes Estate was thence

served by the diversion of route 411, while

Woldingham only received a handful of

buses by an extension of some 453 journeys

from Caterham. However, a last minute

change of heart caused a Tuesday and

Friday facility to be reinstated between

Redhill and Caterham only, reviving the

440 number, and using one of Chelsham's

school contract buses during shopping

hours.

Frequency reductions occurred at many

places in the northern areas during January,

February and March, and the odd bus was

saved here and there by minor adjustments

to the network. Peak-hour buses suffered in

Hemel Hempstead and Welwyn Garden

City and some rural buses were removed in

Buckinghamshire. Sunday buses on the 339

as well as those in Kent on 489 and 805

ceased without replacement. It was not all

gloom as a slight re-routeing on 366 gave a

regular service through Panshangar to

Hatfield and the local hospital. Wexham

Park Hospital in Slough was served more

frequently on local 445/446 (including new

variant 448), this partly offsetting the

reductions on route 335. Chorleywood lost

route 309 altogether but a limited replace-

ment operated on Monday to Friday came

when some 336swere diverted and renum-

bered 337; some other 336swere speeded-

up to run Express into Watford, omitting

the various deviations off the main road. An

isolated withdrawal was of Ware local route

364 which had been unable to reach its

intended objective at Old Vicarage

Estate-suitable road construction had

never taken place and lack of a terminus

had caused a lack of passengers From 24th

April further service reductions took place

around Harlow and again it was peak-hour

buses that suffered. Route numbers T12,

Tl3 and T16 all disappeared and Mark Hall

North was no longer served, although a

re-instatement took place to this estate in

December as new route T7. The Old

Harlow and Churchgate Street areas re-

ceived their own routes T8and T9, which no

longer ran across the Town Centre, T9

being the modern-day successor to the

46

.

.,

-.

Left: TheSaturday-onlyCroydonto Bright-

on service was officiallyconverted to

double-deckoperationas frequent appear-

~. ances had been made by such vehicles

.::::- --

since the route's inception.AN180 pre-

pares to depart from Pool Valley. Brighton.

J. G. S. Smith Reductions in bus revenue

support in Surrey led to London Country

provid ing new services in the Sulton and

Banstead area . AN127 works the new 418

in July (below left) Dominic West. while

SNB425 approaches i ts terminus on route

420. the out-country replacement for LT's

280A service (below right). Guy Brigden

dial-a-ride minibus service of the mid-

1970s.

24th April was also a notable date inboth

the north and in the south as London

Country took over operation of routes that

had been worked by London Transport

outside the GLC area. Many of the services

were worked by the newly delivered Olym-

pian double-deckers. LT services to the

Banstead area were cut to just a limited one

on 164 and LCBS introduced new services

418 and 420 from Sutton, via Banstead, to

Epsom and Leatherhead (418) and Tad-

worth and Walton-on-the-Hill (420). The

418 gave new cross-Epsom links, notably to

the district hospital. Existing route 422

between Sutton and Redhill gained extra

journeys, extra stops and an evening and

Sunday service. There were some minor

frequency reductions around Leatherhead,

notably on 416, and at Crawley routes

Cl/C2 gained an extension from Ruther-

ford Way to a new terminus within Gatwick

Airport. Local objections in East Grinstead

caused route 474 to revert after less than

four months to Ship Street instead of Hurst

Farm Road.

The very long-standing but somewhat



anomalous operation of red London buses

all the way out to St. Albans finally came to

an end with the takeover by London

Country of route 84, unusually retaining

this number. Rather optimistic scheduling

unfortunately caused an amount of late

running, but this was corrected later in the

year. To compensate, the 313 between St.

Albans and Enfield was withdrawn,

although red buses (using the 313 number)

then served the road between Potters Bar

and Enfield from 24th April. As was now

usual, a few peak-hour buses were cut out

on local routes around St Albans but two

improvements were a peak-hour service to

Grove Road, Borehamwood, on 355 and a

morning shoppers' bus for Well End

residents on Mondays to Fridays-they had

had only a Saturday bus previously.

The Green Line network had of course

not remained static and plenty of service

changes occurred all over the area. From

16th January a new 'Flightline' service 767

began between Victoria Coach Station and

Heathrow Airport, running non-stop every

half-hour, jointly with Alder Valley and in

direct competition with London Trans-

port's Airbus, and at a lower fare too. From

the same date the 757 between Luton

Airport and London gained a doubling of

frequency for most of the day and also a

Sunday service-it too was thence mar-

keted as a 'Flightline' service. The existing

Flightline route, 777, received its doubling

of frequency from 27th March and at the

same time 'Jetlink 747' gained more jour-

neys.

Amersham, a garage with no Green Line

work at all not so long ago, gained yet more

services on 16th January. The 788 con-

nected Aylesbury and London via Wendov-

er, Great Missenden and Amersham at

commuter and shopping times, and a

connecting 789 gave a shopping facility to

London from Chesham by transferring

passengers on to a 788 at Amersham.

However the 789 never really caught on and

it ceased officially after 1st October. The

788 restored a direct service along the

A413, last served by the 359 in 1972, and

one has to goback forty years to find the last

Green Line service along this road. War-

time restrictions in 1942 forced the with-

drawal of all coach routes and postwar

re-instatement saw the new 703 going no

further than Amersham. Route 788 soon

became popular and more coaches were

scheduled from October. The heavily used

291 between Thame, High Wycombe and

London gained an extension from Thame in

January to the neighbouring large village of

Haddenham, and some of the regular

duplicate coaches were added to the timet-

able. In July another 291 duplicate to and

from High Wycombe was renumbered 292

and diverted to serve Hazlemere and

Holmer Green. Somany commuter coaches

were now required from Amersham garage

that some were used during the summer to

operate experimental seasonal services 728

to Penshurst Place and Hever Castle, 729 to

the Bluebell Railway in Sussex and 737 to

Woburn Abbey, all these services working

during the day from and to Victoria.

To give a faster link from Harpenden and

St. Albans into London route 707 was

..

~

1~' 'JP

,~ ~

~~.:.

;.~~-, ,~'~--

\ . -~

U\

i~' ~ .~,..

~..

..~

~

...~

-

c:

~ -

r:

-~-

~

IT

I

<fi,. '

H ri'

,[JC

J.oiJ.Ljll

~

JF~

.

.J

...

j

Above: Route 309 was withdrawn and replaced by a new 337 service between Ley HiII/Amersham and

Rickmansworth. BN67works a midday projection to Watford Junction. J. G.S. Smith Below: Green Lineexpansion

continued during 1982: many new links were forged and some old ones re-instated, as exemplified byroute 788

to Aylesbury. SNB517 passes along Park Lane. Co/in Fradd.

',

~

iDl

Below: To cash in on the lucrati ve Heathrow servi ces, route 767 , joi ntly operated with AlderVal ley, was int roduced

from 16th January. To publicise the service. free travel was offered on the inaugural day. DL31ays over in Victoria

Coach Station.

Colin Fradd

47



Above:

Green L ine orbital route 725 was split a tWest Croydon in the spring, severing a link between Surrey and

Ken t da ting from 1953 . RP53 at New Ma iden port rays the initial makeshift b lind arrangement fo r the renumbered

western section of the rou te. S ephen Madden

In the Guildfordarea,further joint operationwith Alder Valleyresulted ina projectionof route 740to Farnhamanda

new facility to Hindhead and Whitehill. RS107 is seen at Hammersmith, Butterwick (above)

S ephen Madden,

while RP36at Victoria illustrates the frequent appearances by that type on the 741 (below). Ramon Hefford

----

.

- -.

-~

I

...

48

speeded up from 16th January omitting

Barnet and Finchley and surprisingly, Brent

Cross. Only three stops were served on the

trunk road route between London Colney

and Marble Arch. From 27th March com-

muter route 758 from Hemel Hempstead's

eastern estates to London gained extra

journeys through the day because of its

considerable popularity in the six months

since the route's introduction. In Septem-

ber some peak journeys were further

extended to Redbourn and in October a

partner route 759 commenced to serve the

town's western estates.

The principal new service from 27th

March was the 760-a fast link from

Northampton, Milton Keynes and Dun-

stable to Hemel, Watford and Heathrow

Airport. It gave links with the popular

shopping centre of Milton Keynes to many

new points and also provided a regular

service along part of the A5. It was worked

jointly with United Counties, who provided

all the limited Sunday service. Because the

new route linked Kings Langley and Hemel

with Milton Keynes, the Saturday shoppers

coach 738 was diverted through Garston.

Further changes on Saturdays occurred

from 15th May when the 736 served

Borehamwood and Harpenden instead of

Welwyn Garden City and Hatfield, while a

new 766 started at Potters Bar, running via

Hatfield and Welwyn Garden City. Be-

tween them the 736, 738, 760, 766 gave

many towns in Hertfordshire direct links to

Milton Keynes. The 766 replaced a regular

excursion service but licensing problems

meant that the service continued to run as

an excursion until the 'proper' 766 could

begin on 5th June.

There were changes to the group of

Brighton services from 15th May as well.

The popular shoppers' services 773/4/5 had

previously been able to pick up passengers

all along the Brighton road but their

capacity had often not been enough to cope

with loads. All were speeded up after the

Horley area, and 773 was renumbered 776.

A new service 773, marketed as 'Sealine'

and joint with Southdown, henceforth

connected Gatwick, Crawley and Brighton',

running hourly in the week and with a few

Sunday journeys. It ran via Hassocks but

not via Handcross-this latter omission was

rectified with a timetable change early in

September.

On the following day in May the pattern

of service across Croydon was split up so

that the 755 ran only in peak and t>hopping

times into Croydon via the motorway from

Crawley, but no longer calling at Gatwick

Airport. Route 725 had its western portion

from Croydon to Woking renumbered 716,

restoring the number more traditionally

associated with the Woking area. The

seasonal non-stop 700 between Victoria and

Windsor once again operated for the

summer, with an extension as in 1981 to

Runnymede and Thorpe Park; once more

Addlestone garage shared in the operation

and, to provide coaches for the weekend.

operation, a Saturday and Sunday service

on the 730 was introduced for the summer.

Some weekday 730s served extra stops

along the Kingston by-pass to cover a

reduction of service on 710. Commuter

1-'

I

I

,

J

,/



service 703 was diverted around the De-

dworth area in Windsor before proceeding

into London. However a most important

development was the expansion of route

740, hitherto limited to a few journeys, into

a regular-interval express route between

London and Guildford, many coaches

continuing on to Farnham and jointly

worked by Alder Valley. Both operators

also provided a limited service 741 from the

Surrey/Hampshire border at Whitehill,

Bordon and Hindhead with London.

Routes 740/741ran non-stop between Ham-

mersmith and Wisley, giving a faster service

than the traditional 715. One of the

duplicate coaches on the 730 was renum-

bered 731 from 28th June and started from

Chertsey, travelling via Ottershaw and

Addlestone to join the 730 route at Byfleet,

following requests locally for a commuter

coach from the Chertsey area.

The usual programme of seasonal ser-

vices was again introduced in 1982but some

new features occurred this year. Apart from

Amersham Garage's 728, 729, 737 already

noted, from May to September a Tuesday

779 ran from Caterham to Eastbourne and a

Thursday 778 to Hastings, both replacing

excursions over similar routes during

1981-double-deck operation soon became

the norm. Whipsnade Zoo gained a double-

deck summer Sunday service when the 84

was extended ther«, in place of the 313 of

previous years. LCBS operations on

National Express routes again occurred for

the summer, but there were some year-

round services as well, centred on Gatwick

Airport.

From Sunday 13th June a third London

to Cambridge route began, the 799 via

Harlow, Bishops Stortford and Saffron

Walden, and like the 797 and 798 was

operated jointly with Eastern Counties.

The three routes between them now gave 18

weekday journeys each way between the

two cities. During the succeeding week the

shopping coach routes from the Harlow

area were altered with the 742 to London

withdrawn as the 799 now provided the

London link. Brent Cross and Milton

Keynes were still attained on 743 and 744

but on Fridays a new venture was the 745.to

Basildon and Southend, giving Harlow

residents a range of facilities.

Above:

Another route introduced in May was Tuesdays-only 779 which ran from Caterham to Eas tbourne during

the summer season. Heavy loadings prompted the use of double deckers, other than the scheduled SNBs, as

exempli fied by AN178 at Godstone Green. Richard GodfreyBelow: More join t operat ion, this t ime wi th Maidstone

& Distr ic t inJuly, gave rise to route 756 from Victoria to Tunbridge Wells. RB77 prepares to depart f rom Buckingham

Palace Road. J. G. S.

Smith

Summer route withdrawals:

below left:

SNB221works route 376 in West Thurrock shortly before that number

was withdrawn in July. Guy Brigden

Below right:

AN268 passes Fairfield Halls prior to the cessation of

long-established route 403 Express in August. Co/in

Fradd

49

-



-~-

Above: RS150

i s seen at Pla istow working the penul timate journey of the monthly 854 Chichester serv ice which

was withdrawn after the trip on 1st September. Richard Godfrey

Above: Saturdays-only route 881 was introduced in October to serve Colnbrook market. SNB414 in Langley

illustrates the effective useof aslipboard.Oavid

StewartBelow:

Theremaining northernsectionof the northorbital

734 service was withdrawn from 30th October. RB95enters the Brent Crosscomplex some months earlier.John

Barnacle.

--

50

i

.at

An express link between Tunbridge

Wells andLondon began on the last day of

July, jointly with Maidstone & District.

Numbered 756 it followed the now normal

pattern

of serving

a group of estates locally

before running fast into London. However,

its introduction meant that some peak

journeys on 706were withdrawn. Route 756

never became a success like many of its

fellows, though, and was withdrawn at the

year's end.

Returning to the bus network, the annual

round of service reductions around Grays

from 10th July underlined the differences

between the declining bus and the expand-

ing coach networks. Here four buses were

saved overall on the Monday to Friday

allocation, mostly achieved by frequency

reductions, especially to Rainham. The

offpeak route 376 that had served Uplands

Estate was withdrawn, leaving the estate to

be served by some extensions of 378 from

Purfleet. Stifford Clays lost the 376 but at

l~ast the area gained an improved service on

routes 396 and 399 to compensate. Route

377 was withdrawn during the day, covered

west of Grays by extra 378s but to the

east by diverted 370s (renumbered 371),

making a very complicated roundabout

routeing.

Two programmes in August affected

both the north and the south and in both

areas there were yet more service reduc-

tions in peak hours, evenings and Sundays.

From the 14th, three

of the four

remaining

Sunday bus routes in Hertford disappeared

while from the 21st the long-standing

Express section on the 403 from Chelsham

was withdrawn. The ending of the road

block on the old Hertford Road in the

southern suburbs of Stevenage enabled a

much improved service to be given to the

Bragbury End area. New midday-only

route SB30 replaced the extensions of six

routes from Stevenage Town Centre to the

Industrial Area. By the next week route 455

between Croydon and Crawley was with-

drawn, accompanied by the extension of

the 422 from Redhill to Crawley over 455

roads. Over on the other side of Surrey,

fewer London Country buses ran to Felth-

am, when most 459/461 journeys were

diverted instead to Ashford, helping to

cover

a

frequencyreductiononLT's route

216.

September and October were largely

taken up by minor adjustments to special

journeys for schools and works in many

parts of the network. 1st September,

though, saw the last operation on the rather

quaint once-a-month 854 from Guildford

and Cranleigh to Chichester, and once

more London Country had retracted to

their more traditional operational area in

this part of Surrey. At the end of October

another brave venture finally ceased to run

when the remnant of the 734 was with-

drawn. Three years earlier it had begun as a

grand cross-North London service but had

declined to just

a few

daytime journeys

between Hertford and Brent Cross. The

rival attractions ofWood Green's Shopping

City with its relative proximity to the 734's

catchment area in Hertfordshire had

obviously had an effect. An half-hourly

service on the 735 was restored through

.....

I



from Hertford to London to compensate for

the loss of tne 734.

More services designed principally for

shoppers were introduced, the first being a

Saturday-only 881 linking Slough and Lang-

ley with the new open-air market at

Colnbrook. This began on 30th October

and carried good loads from the start. Three

days later the number 313 was re-used for a

Tuesday and Thursday link from the hilly

Totteridge Drive area of High Wycombe to

the Town Centre. This was a restoration of

a facility lost under the Chilternlink MAP

scheme and was unusual in being BN-

operated, quite a novelty when only half-a-

dozen of the type remained in the fleet.

Watford's Saturday 'Shopperbus' reap-

peared for its eighth Christmas season and,

as in previous years, was free of charge,

being sponsored by the local council and the

Clements department store. Shoppers also

benefited from an extension of route 451

from Laleham to a new housing develop-

ment near Shepperton Studios at the end of

November and, a few days later, a limited

shoppers' facility was restored to the Mark

Hall North area of Harlow with new route

T7 attaining the estate-previous services

there had been withdrawn in April.

The coach services from North Hertford-

shire to London gained a boost from 27th

November when faster services were given

to Hitchin and Welwyn Garden City with

new route 796, leaving the 732 to serve the

more traditional route but only as far as

Brent Cross. A routeing change south of

Potters Bar took the 732 and 796 away from

Barnet and Finchley, severing the last link

with the Green Line network for these

points. A scheme to help cover the reduc-

tion to peak hours only of the Central Line

service between Epping and Ongar in-

volved both LCBS and LTE from 4th

December, and some exchange of routeings

took place. The main service between

Epping and Ongar passed to LT as their

route 201 and London Country's 339 was

speeded up to a limited-stop operation

omitting the lengthy deviation through

Epping. During shopping hours all the new

339 journeys went on from Ongar to

Romford, more than covering the with-

drawal of the 247B route of LT. Route 712

was doubled in frequency during the week

and on Sundays to give a through half-

hourly (hourly on Sundays) service be-

tween Bishops Stortford and Romford.

North of Harlow this increase covered the

cut-back ofthe 702to become just an hourly

link between Harlow and Walthamstow.

However, the most unconventional opera-

tion was the working of a couple of

afternoon journeys on the 201 by London

Country, this being the first-ever operation

on the same route by both of London's

major operators.

What would have become the company's

longest stage service, route 762, did not

begin operation in 1982. Originally planned

for introduction on 13th November, run-

ning for ninety miles or so across country

from Reading to Brighton via Aldershot,

Guildford and Gatwick, it was to be

operated by Alder Valley and South down

as well as Green Line. British Rail objected

to the competition with its roughly parallel

rail services and a traffic court hearing had

to be convened just before Christmas. The

ruling, though, was in favour of the road

operators and the service was planned to be

introduced on 22nd January 1983.

--- - -

RP43 is seen at Epping Station prior to working one of the journeys operated by London Country on London Transport 's route 201 which was introduced as a

replacement for off -peak operation of the Epping to Ongar Central line service. Oavid Stuttard

51



Summary of

London Country

Route Alterations

D

M-F

M-S

SDO

NSD

EXP

Daily

Monday to Friday

Monday to Saturday

Schooldays only

Not Schooldays

Express

M

Tu

W

Th

F

Sa

Su

Monday

Tuesday

Wednesday

Thursday

Friday

Saturday

Sunday

Days are combined as

necessary-

e.g. TuTh= Tuesday and

Thursday only.

The following is a correction to information shown on page 82 of the London Bus Review of 1981:

The date 13th July refers only to the C8 change; changes on routes T9, T15, 44, 712, 713, 742, 743 were made on 25th July.

Additionally from 31st October the scheduled RS journeys on route 369 from Grays were altered to SNB operation.

Route 407 (Guildford-Merrow Park): Since the route began on 31st August 1980buses leaving Merrow Park have been doing a double-run via Park Lane to

and from the junction with Harewood Drive. Bylocal arrangement from 22nd December 1982,there was an extension of the Kingfisher Drive leg to the

junction of Harewood Drive. It was intended that eventually the route would become a circular operation.

2nd January

Following the closure of East Grinstead (EG) Garage after service on 31st December 1981, there were many service and allocation changes and the last

examples of the XF and SMA classes were withdrawn, both from EG inDecember. Route working changes added Monday-Friday AN journeys on to 419,

but reduced them on 453, with Saturday AN journeys on 453 withdrawn. Route 426was converted to AN operation, but some journeys on 426 and 438

became SNB operated.

Some Monday-Friday RN journeys were added to 411, 422, 433, PL journeys to C21, 433, and SNB journeys to 403 Express. One Monday-Friday

morning journey on 474 became operated from Godstone (GD), who lost their 464 journeys to Chelsham (CM). The school contract operations at

Godstone with AN, RN, SNB were transferred to Chelsham, but the

SNB/SMA

contract operation at East Grinstead was gained by Godstone with SNB.

52

Withdrawn between Southgate Avenue and Handcross. Part of Crawley allocation transferred to Reigate.

Withdrawn between Godstone and East Grinstead, except for two Monday-Friday journeys as far as Lingfield. EG allocation

transferred to GD.

Journeys in East Grinstead to Estcots School and Stone Quarry Estate withdrawn. Allocation transferred from EG to GD.

Certain journeys introduced between Dunton Green Garage and Bromley via Brasted, Westerham and Biggin Hill. One

Monday-Friday bus from GD allocation transferred to DG.

Monday-Friday daytime and all Saturday service diverted at Redhill to run to Earlswood (Whitebushes Estate) via Woodlands Road,

Brighton Road, Three Arch Road. Additional Monday-Friday peak hour service introduced between Redhill and Whitebushes

Estate with

LNB/SNBIRN

operation from RG.

Withdrawn.

NEW ROUTES (SNB operation from GD): West Croydon to East Grinstead Station via 409 to Blindley Heath, then Godstone Road,

Lingfield, Dormansland, Holtye Road, East Grinstead Centre, with certain journeys inshopping hours extended in a loop via London

Road, Manor Road, Garden Wood Road, Brooklands Way to East Grinstead Station. The main service north of Lingfield worked

Express on a joint frequency with 409 Express, although two journeys worked non-express. Between Lingfield and East Grinstead

both 419 and 419 Express served all stops. No service in peak hours or evenings.

Operations via Snow Hill withdrawn, the evening service withdrawn, and allocation transferred from EG to RG, with AN and SNB

operation. Re-routed between East Grinstead Town Centre and Stone Quarry Estate via Lewes Road, Woodbury Avenue, Worsteds

Farm Estate, Estcots Drive, Holtye Road. Certain early and late journeys from the Reigate direction curtailed at Crawley Down

(Burleigh Way).

Allocation transferred from EG to CY and converted toAN operation (ex SNB). Withdrawn between Crawley Down (Burleigh Way)

and East Grinstead or Stone Quarry Estate, although two schoolday journeys retained as far as Felbridge (Imberhorne School).

NEW ROUTE (SNB operation from GD): East Grinstead (King Street) and Lingfield via Baldwins Hill, Felcourt, Lingfield Centre,

then loop via Town Hill, Station Road, Saxbys Lane and return to East Grinstead. Certain journeys projected to and from

Dormansland. Two early morning journeys operated through from Godstone Garage to East Grinstead via Blindley Heath, Lingfield

Common, Saxbys Lane and above route.

One Monday-Friday morning peak journey added (renumbered from 440) from Whitebushes Estate to Reigate Garage via

Earlswood, Redhill, Batts Hill.

Additional service introduced to replace part of 474, between Horsham and Crawley via Littlehaven, Lambs Farm Road, Roffey

Corner, Colgate, Faygate.

405 M-S

409 M-S

409EXP M-S

410 M-S

411 M-5

415 M-S

419,

M-5

4191EXP

424 M-S

426 M-S

429 M-S

430 D

433 M-5



434

D

EG allocation transferred to CY. Withdrawn between Crawley and Horsham except for the Sunday service which continued to work

between Stone Quarry Estate and Horsham. Monday-Saturday service withdrawn between East Grinstead (King Street) and Stone

Quarry Estate, al though certain peak hour journeys were extended to Dormansland via Holtye Road. Journeys to Sharpthorne

withdrawn, and certain Monday-Friday peak hour journeys extended from Crawley to Manor Royal (Rutherford Way) via London

Road.

Old peak hour only service withdrawn, with journeys to and via Manor Royal withdrawn. EG allocation withdrawn. New operation

introduced as a trunk Monday-Saturday route (with AN operation from CY) between Horsham (Carfax) and East Grinstead (Stone

Quarry Estate) via Roffey Corner, Faygate, Crawley, Three Bridges, Copthorne, Crawley Down, Felbridge, East Grinstead, Lewes

Road, Woodbury Avenue, Worsteds Farm Estate, Estcots Drive, Holtye Road.

Service withdrawn, with part coverage by routes 411, 430, 453, and RG allocation withdrawn. However a limited service was

re-instated (with SNB operation from CM) with two journeys each way on Tuesdays and Fridays only between Caterham Station and

Redhill and Reigate Garage via Caterham-on-the-Hill, Chaldon, Merstham, London Road, Redhill Town Centre.

Frequency reduced, and withdrawn in late evenings. Certain Monday-Friday journeys extended from Caterham to Chelsham Garage

via Caterham Valley, Croydon Road, Woldingham, The Ridge, Botley Hill. One afternoon schoolday journey operated from

Caterham (Godstone Road) to Chelsham via Caterham-on-the Hill, Buxton Lane, Whyteleafe Road, Burntwood Lane,

Woldingham, The Ridge, Botley Hill.

Withdrawn between Southgate Avenue and Handcross. Additional service added to replace the frequency previously on route 415.

Part of CY allocation transferred to RG.

The GD-operated journeys transferred to CM.

Withdrawn between Crawley and Horsham except for one Monday-Friday morning peak journey. EG allocation transferred to CY.

Withdrawn between Crawley and Horsham. EG allocation transferred to CY. Although certain journeys retained via Rowfant, most

of the service diverted between Turners Hill and Three Bridges via Vicarage Road, Crawley Down, Copthorne. Re-routed between

Dunnings and East Grinstead Town Centre via Hurst Farm Road, Brooklands Way, Rail Station to terminate at King Street. Certain

schoolday journeys to or via Estcots and Chequer Mead Schools in East Grinstead, the morning journey being operated by GD.

Withdrawn.

Certain journeys diverted on schooldays at Westerham to double-run to Hosey Common School.

Withdrawn.

Re-routed between Lingfield and East Grinstead via FeJcourt and Baldwins Hill. Allocation transferred from EG to GD and

converted from SNB to AN operation.

One Monday-Friday morning peak journey from Crawley Bus Station via Tilgate and Furnace Green extended to Three Bridges

Station via Haslett Avenue.

As part replacement for some withdrawn LCBS facilities, Maidstone & District route 900 (Gillingham to Gatwick) gained extra stops between Horley and

Felbridge to cover parts of 415 and 424. New M & D route 238 worked on Wednesdays and Fridays between Dormansland and Westerham to cover part of

485, and Westerham Coaches converted a school contract journey to stage operation connecting Chartwell and Sevenoaks via Edenbridge and Westerham.

One Monday-Friday evening peak journey on Southdown 161 from Crawley to Handcross became worked by LCBS, with AN operation from CY, this

journey running at a similar time to one that had previously been on London Country 455.

An interesting feature of the Crawley

programme was the operation of one

journey by a London Country bus on

Southdown route 161 in replacement for

the455extension to Handcross.which was

withdrawn. AN283 approaches PeasePot-

tage. Oavid Stewart

J

4th January

Minor route-working changes at Hertford caused the withdrawal of the temporary AN journeys on 324, 334in the Monday-Friday evening peak, and the

introduction of more AN journeys on 316, 331, 390.

355

361

D

M-S

The Monday-Friday journey to Marconi Works curtailed at St. Albans City Station.

One Monday-Friday'morning peak journey extended from St. Albans to Marconi Works.

10th January

Revision to the 'Aircoach' se~ices, the LCBS operations being concentrated on three Daily return journeys on 699, with RS and P operation from RG.

697 D Withdrawn.

699 D New timetable with a route extension. Now Daily between Gatwick Airport and Cardiff via A217, A25, A24, A246, A3, A322,

A329, A329M, M4, M32 to Bristol, then M32, M4, Severn Bridge Interchange, M4, Newport. The night journeys operated

additionally via Chepstow.

53

-

438

M-F

440 M-S

453

M-S

455 M-S

464 M-S

473

M-S

474 M-S

475 M-S

483

M-S

485 M-S

709

Sa

C4 M-S



16th January

Minor route working changes at Harlow and St. Albans caused Monday-Friday AN journeys to be introduced on 313, 339; Monday-Friday RSIRB

journeys were withdrawn from 321 and introduced on 313, 343, 361; the Monday-Friday SNB/RP journeys on T-routes were revised with new journeys

introduced on T1; T4, T5. Part of the RS allocation on routes 707, 717, 727 at St. Albans became temporarily covered by additional RBs.

Re-routed in Amersham via Chiltern Avenue, Hill Avenue.

Certain journeys diverted via Eastwick Village.

Sunday service withdrawn.

Withdrawn.

Diverted inshopping hours via Haydens Road inHarlow. Extended inMonday-Friday peak hours from Hoddesdon to Pindar Road

Industrial Estate via Essex Road.

Re-routed between Tylers Cross and Harlow via Roydon, Harlow Road, Roydon Road, Pinnacles, Fourth Avenue.

Monday-Friday service converted to AN (ex SNB); Saturday service already AN.

Converted from BN to SNB operation. With this conversion the associated BN journeys on 489 and 490 were also converted to SNB.

Extended from Thame to Haddenham (Crown).

Re-routed between London Colney and Finchley Road via A6, AI, A41, operating limited-stop over this section.

Frequency increased to half-hourly for part of Monday-Friday and all day Saturday with an hourly Sunday service introduced.

NEW ROUTE (joint with Alder Valley, the LCBS allocation being DL from WY): Victoria Coach Station to Heathrow Airport,

non-stop via M4, setting down at all three Terminals, but picking up only at the Central Bus Station.

NEW ROUTE (RB operation from MA): Limited stop service with two return journeys at commuter and shopping times between

Aylesbury (Victoria Park) and London (Victoria, Eccleston Bridge) via Elmhurst Road, Weedon Road, Bicester Road,

Buckingham Street, Aylesbury Bus Station, A413, Wendover, Great Missenden, Amersham, Chalfont St. Peter, A413, A4O,

A40M, Marble Arch, Hyde Park Corner.

NEW ROUTE (RB operation from MA): Limited stop service with one return journey at shopping times, the Saturday journey

actually being a feeder coach to the 788 at Amersham Garage. Chesham Broadway to London (Victoria, Eccleston Bridge) via

Amersham and as 788. Bymid-February the through Monday-Friday service had been also altered to become a feeder to the 788 at

Amersham Garage, this taking place by local arrangement because of operating difficulties.

Period 13th January to 18th February

During this time there were total British Rail strikes on certain Tuesdays, Wednesdays, Thursdays and Sundays, and extensive duplication occurred on

many Green Line routes, principally 290,291,706,710,714,715,720,735,740,757,758,777,797. Route 777 in particular saw heavy use, especially on

Sundays, and DS, GD, LH and RG as well as CY lent vehicles and drivers. On the last two strike days (16th, 18th February) a supplementary service

operated as 714from South Holmwood to Victoria but working via the Kingston by-pass between Hook and Roehampton. On 21stJanuary a commuter

service was operated from NewAsh Green to Victoria (Bressenden Place) via Longfield, Darenth and A2, using anAN from NF under route number 721.

This was the only day that this route operated, and was an attempt at a replacement for the withdrawn OIsens Coaches facility, subsequently covered by

Grey-Green Coaches.

24th January

805 Su

25th January

411 M-S

430 D

21st February

489 D

497 D

498 D

Last day of operation. From 31st January some additional Sunday journeys were added to the 705 timetable.

Two further Monday-Friday morning peak journeys introduced, one from Whitebushes Estate to Reigate Garage via Redhill and

Batts Hill (renumbered from 430), and one from Whitebushes Estate to Gatton Point via Redhill (replacing a 405 journey).

The Whitebushes journey introduced on 2nd January transferred to 411 timetable.

Last day of Sunday operation, without replacement.

Sunday service had reverted from AN to SNB operation by this date, by local arrangement.

As 497.

Additionally, by about thisdate the AN journeys on 339 (Harlow) and W9(Watford), the RB journeys on 343 (St. AIbans) and RS journeys on 273 (Hemel

Hempstead) had all been altered for SNB operation by local arrangement. These local changes were ratified on later dates when schedule changes came

about.

27th February

Minor route-working changes at Hatfield caused the transfer of one bus Monday-Saturday from St. Albans, giving Hatfield some journeys on 340. The

early morning AN journeys on G2, G14 were withdrawn, but new ones introduced Monday-Friday on GA, G11.

342

366

D

M-S

G12

G13

G14

M-F

M-F

M-F

14th March

739

20th March

775 Th

54

One afternoon peak journey Monday-Friday extended to start from New Hatfield (Manor Road) via Wellfield Road, Hatfield Town

Centre.

Monday-Friday evening service withdrawn. Saturday morning service reinstated between Hatfield Town Centre and Hatfield Garden

Village. Re-routed between Panshanger (Moors Walk) and Great Ganett via Panshanger Way, Black Fan Road.

Withdrawn.

Withdrawn.

Withdrawn between New Hatfield (Manor Road) and Welwyn Garden City, and re-routed to Hatfield Station via Wellfield Road,

French Horn Lane. Service reduced to one peak hour journey each way only, with AN operation morning, SNB afternoon.

First day of seasonal operation between Victoria and Brands Hatch. Planned dates in 1982 were 14th March, 9th, 12th April, 30th

May, 16th, 17th, 18th July, 15th, 30th August, 24th October.

Introduced also on Saturdays.

336 M-S

338 M-S

339 D

391 M-S

392 M-S

393

M-S

T9 M-S

491 M-S

291 M-S

707 D

757 M-S

767 D

788 M-S

789 M-S



27th March

Minor route working changes atHemel Hempstead, Watford and Amersham garages caused the withdrawal ofthe BN journeys on 398 and the RB journeys

on 305; Monday-Friday SNB journeys were introduced on 347 and W5 (although the latter had often been worked by SNBs in practice); Monday-Friday

RS journeys were introduced on 307, 317; Monday-Friday AN journeys were withdrawn from 306, 311, H12, H13, W9 (the latter already withdrawn in

practice), introduced on H7, H15, increased on H14, H16 and reduced on H18.

777

D

The morning service officially converted to SNB (ex RS); afternoon still RS.

Withdrawn late evenings between Hemel Hempstead and Northchurch.

Certain journeys between Amersham and Uxbridge diverted via Chalfont Common.

Withdrawn.

The terminal working at Shenley extended as a loop via Pound Lane, London Road, Harris Lane, Rectory Lane.

The terminal working at Shenley revised as 311.

An afternoon facility introduced on Schooldays from High Wycombe to Gerrards Cross.

Severely reduced in frequency throughout. MA allocation reduced to two journeys on Monday-Friday mornings and two on Saturday

afternoons.

Certain journeys transferred to routes 336 Express and 337 with a consequential reduction in the service via Chenies and Chorleywood

Station.

NEW ROUTE (SNB operation from MA): Certain journeys on Monday-Saturday transferred from route 336between Ley Hill and

Watford Junction, but running limited-stop between Little Chalfont and Watford via the main roads omitting the 336deviations via

Chenies, via Chorleywood Station, via New Road, Croxley and via Watford (Met) Station.

NEW ROUTE (SNB operation from MA, with certain BN journeys): Ley Hill or Amersham Garage to Rickmansworth via

Amersham, Lit tle Chalfont, Chorleywood Common, Chorleywood Station Approach, Shire Lane, Heronsgate, Mill End. One

midday journey in each direction extended to and from Watford Junction via route 336.

The shoppers' service via Hyde Heath withdrawn on Tuesdays and Thursdays.

GR allocation withdrawn on Saturdays.

The special journeys to and from Chalfont Common and Slough Trading Estate all withdrawn.

Withdrawn.

The Monday-Friday daytime journeys between High Wycombe and Amersham Garage reverted to being 'dead' ferry journeys.

Schoolday and Saturday services not altered, the latter being effectively ' live' ferry journeys.

Monday-Saturday daytime offpeak operation revised so that buses terminating at Slough High Street (Pied Horse) withdrawn, and

increased service applied to the Wexham section. At these times route 445 was withdrawn (see 448) and 446worked from Wexham

Park Hospital via Manor Park (clockwise) back to the Hospital.

NEW ROUTE (SNB operation from WR): Wexham Park Hospital via Wexham Road, Slough, Stoke Road, Manor Park

(anti-clockwise loop) and back to the Hospital. Operation in daytime offpeak only, replacing 445 at these times.

The late evening service withdrawn, except for one journey from Slough to Staines retained for interworking purposes.

The late evening service withdrawn.

NEW ROUTE (AN/SNB operation from HH): Redbourn and Woodhall Farm Estate to Gadebridge and Bourne Valley Schools,

renumbered from H21.

Converted from AN to SNB operation.

Withdrawn on Saturdays, and withdrawn between Maylands Avenue and Apsley Mills, Two Waters or North End Farm Estate, these

sections transferred to route H15. Existing circular operation at Grove Hill withdrawn and revised to work in Monday-Friday peak

hours between Grove Hill West and Maylands Avenue South via Washington Avenue, St. Agnells Lane, Grove Hill North, Aycliffe

Road, Cambrian Way, Jupiter Drive, Swallowdale Lane.

Previous service altered to replace parts ofHl4, with service to Leverstock Green and via St. Albans Hill withdrawn. Revised service

in Monday-Friday morning, midday and evenings peaks and in Saturday morning and midday peaks between Apsley Mills and

Swallowdale Lane via Durrants Hill Road, Belswains Lane, Barnacres Road, Bennetts End Road, Longlands, Adeyfield Road,

Leverstock Green Road, Maylands Avenue. Certain Monday-Friday journeys operated between North End Farm Estate and

Swallowdale Lane via Bennetts End Road and above route.

Renumbered 821.

Withdrawn over previous route between Watford and Adeyfield and re-routed via Garston, Horseshoe Lane, Bedmond, Leverstock

Green, then via Ml to Milton Keynes as before.

Increased in frequency to half-hourly all day.

Increased frequency throughout, with additional stop at Baker Street station.

NEW ROUTE: Jointly operated with United Counties Omnibus Company (LCBS allocation RS from HH on Monday-Saturday,

UCOC operates all Sunday service): Heathrow Airport to Northampton (Bus Station) via West Drayton, Uxbridge, Denham, Maple

Cross, A405, Kings Langley, Two Waters, Hemel Hempstead (Bus Station), Adeyfield Road, Longlands, Breakspear Way, Ml (Jet. 8

to 9), A5, Dunstable, Hockliffe, Bletchley (Bus Station,) Bean Hill, Central Milton Keynes, Ml (Jct. 14 toI5), A508. One

Monday-Saturday morning journey northbound (Green Line-worked) and one southbound (UCOC-worked) diverted between

Central Milton Keynes and Northampton via Stantonbury, Wolverton, Stony Stratford, Old Stratford, Yardley Gobion, Grafton

Regis, Roade and A508.

Increased to half-hourly Daily. The additional allocation from both joint operators LCBS and Southdown, the LCBS allocation now

being RS and PL from CY. The Monday-Friday peak hour duplicate coaches operating direct between Crawley and Victoria (not via

Gatwick) officially added into the timetable.

Additionally, from 27th March, an allocation of two ANs was added Daily on hire to LTE for the Round London Sightseeing Tour, operating from LH. A

further allocation was added from 3rd May.

5th April

721 M-F

11th April

701 D

705 Su

12th April

417 Su

NEW ROUTE (P/RB operation from DT): One return journey inMonday-Friday peak hours from Dartford (Fleet Estate, Lunedale

Road Library) to Victoria (Eccles ton Bridge) via Princes Avenue, Park Road, St. Vincents Road, Attlee Drive, Henderson Drive,

Trevithick Drive, Dartford Town Centre, West Hil l, Shepherds Lane, then non-stop to London via 720 routeing setting down at

London Bridge, Cannon Street, Blackfriars, Embankment Station, Westminster, Millbank, Pimlico, Victoria.

Certain journeys extended to Windsor Safari Park (also on 12th April and 3rd May). Full seasonal extension not implemented until

16th May.

Certain journeys seasonally diverted via Chartwell until 31st October.

Seasonal operation of Dorking Rambler's Bus on 12th April and 3rd May only. Full seasonal implementation not until 30th May.

55

-

273 M-F

302 M-S

305 M-S

309 M-S

311 M-S

312 D

325 M-F

335 M-S

336 M-S

336EXP M-S

337

M-F

349 M-S

352 M-S

353

D

364 M-F

372 M-S

445,446 D

448 M-S

460 M-S

466 M-S

821 SDO

832 SDO

H14 M-S

H15 M-F

H21 SDO

738 Sa

747 D

758 M-S

760

D



1-.

I

,

L

Left: Minor alterations to services from Hatfield in

February resulted in the withdrawal of routes G 12 and

G 13. SNB309 is seen in Welwyn Garden City on the last

day. Richard Godfrey

Below:

A temporary diversion to the 712 prompted the

operation of a connecting shuttle service during the

spring. RP2. on loan from Hertford. awaits custom at

Epping on this specia l service . Trevor Whe/an

56

Left: In Hertfordshire. April saw the withdrawal of

London Country 313 and its replacement east of

Potters Bar by an LT route retaining the same

number. SNB115 is seen departing from Enfield

before the change. Co/inFradd



19th April

712 D

20t~ April

321 D

827 SDO

S4 M-S

Temporary diversion via Bell Common, Epping, due to M25 road construction south of Epping. A special shuttle service worked to

connect at Epping Church with through coaches, working circular via Station Road, Bower Hill, Brook Road, Bridge Hill, Centre

Drive, Station Road. Route 712 reverted to normal route from midday on 8th June and the shuttle was then withdrawn.

The schoolday journey from Kinsbourne Green to St. Albans (Francis Bacon School) withprawn (actuallast day 7th April at the end of

previous term).

NEW ROUTE (AN operation from SA) with one return journey on schooldays from Kinsbourne Green to St. Albans (Nicholas

Breakspear School) via Harpenden, Bowling Alley, Harpenden Road. Batchwood Drive. Waverley Road, Normandy Road, St.

Albans City Centre, City Station, Hatfield Road, Colney Heath Lane.

Certain journeys to and from Cottonmill Estate diverted on schooldays at Fleetville to work to or from Nicholas Breakspear School

via Hatfield Road and Colney Heath Lane.

Note: These changes were introduced in advance of the planned 24th Apri l date due to the earlier start of the new school term.

24th April

General timetable changes on most routes worked from Harlow. St. Albans. Leatherhead. Reigate and Crawley garages. The planned allocation of LRs

to SA, LH. RG was only partial at SA on the date. with further examples being allocated over the succeeding few weeks to give a mixed

AN/LR

allocation at these garages. Route working changes on Monday-Friday caused

AN/LR

journeys on to routes 330. 343. 357. 358. 361. 422. 468. 478. 842.

843. S4, S5. S6; BN journeys on to 357 and off 313.343: SNB journeys on to 84. T2. Tl5. 406. 704 and revised on Tl. n. T5. TlO. Tl4 with the midday

service on T14. TI5 and morning service on Tl7 all scheduled for SNB. Coach journeys on 313. 339. 361. 405. C21 were withdrawn. but added to 355.

408A. 425. 455. SI. S6; scheduled RP journeys were added to 358.715 and RN journeys on 740. On Saturdays the AN journey on 479 was withdrawn.

but several journeys on 357. 358 converted to

AN/LR.

NEW ROUTE (LR operation from SA): St. Albans Garage to New Barnet Station via London Colney, South Mimms, High Barnet.

One Monday-Friday afternoon journey extended to start from Radlett Station.

Withdrawn.

Re-routed between Harlow Bus Station and Potter Street via Third Avenue, Abercrombie Way, Southern Way.

One Monday-Friday afternoon journey from St. Albans to Hatfield back-projected to start from Kimpton (Hamden). via route 304.

All Monday-Saturday service. except late evenings. extended in Borehamwood to Grove Road. Monday-Saturday evening service

diverted at Park Street to operate around How Wood Estate. One Monday-Friday journey diverted to Firbank Road.

Monday-Friday morning shopping journey added from St. Albans to Borehamwood and return, operating via Well End.

TJ1eFirbank Road journeys withdrawn, but one Monday-Friday morning journey extended from St. Albans to New Greens via

Harpenden Road, Green Lane. Additional Monday-Friday offpeak service added between St. Albans Garage and London Colney

(Sheephouse Farm Estate).

Evening service withdrawn. The Marconi Works journey withdrawn.

Sunday service re-introduced between West Croydon and Crawley (Bus Station).

Withdrawn evenings between Tadworth and Redhill. Certain Monday-Friday peak journeys diverted at Tadworth to

Walton-on-the-HiII, and at Lower Kingswood to Rookery Way.

Sunday service reduced between West Croydon and Reigate.

NEW ROUTE (operation from LH Daily-mixed AN'LRlSNB Monday-Friday.

AN/LR

Saturday. SNB Sunday): Sutton

(Marshalls Road) to Leatherhead Garage via Belmont . Banstead. Firt ree Road. College Road. Epsom. Ashtead. Leatherhead

Town Centre. Certain peak journeys diverted to Ashtead (SI. Andrew's School). to Langley Vale and from Effingham (Woodlands

Road) for interworking purposes.

NEW ROUTE (operation and allocation as 418): Sutton (Marshalls Road) to Walton-on-the-HiIl (Howard Close) via Belmont.

Banstead. Tattenham Way. Tattenham Corner. Merland Rise. Tadworth.

Monday-Saturday evening and Sunday service added. and revised from limited-stop to serve all bus stops throughout.

LNB/SNB

operation Daily from RG. with certain

AN/LR

journeys Monday-Friday.

In East Grinstead withdrawn from Hurst Farm Road and re-routed via Ship Street, Town Centre to terminate at the Rail Station. In

Crawley, one morning schoolday journey and one afternoon return journey diverted from Haslett Avenue to Holy Trinity School via

Southgate Avenue, Furnace Green, Ashdown Drive, Downland Drive, Horsham Road. The last journey on Saturday evening from

East Grinstead diverted via Ashurstwood, Forest Row, Wych Cross, Hindleap Cross Roads, Tyes Cross, Sharpthorne and existing

route to Crawley.

Withdrawn evenings between Leatherhead Garage and Bookham Station.

Re-routed between Woodford Green and Chingford Mount via Woodford Wells, Chingford Lane, Chingford Hatch. Additional

schoolday journeys added between Harlow and Woodford (County High School).

Converted from BN to SNB operation (although certain BN journeys remained).

Monday-Saturday service revised so that routes were extended from Manor Royal and Rutherford Way to Gatwick Airport

(Terminal, Perimeter Road) via Gatwick Road, BCAL Base, Perimeter Road. The service to Langley Green was not affected.

One morning peak journey diverted via Fleming Way.

Withdrawn.

A late evening journey introduced to Jersey Farm Estate.

Journeys operating to and from Mark Hall North withdrawn from the terrninalloop and diverted instead to Mill Station via First

Avenue, Old Harlow, Station Road. Monday-Saturday evening service diverted in Harlow via Haydens Road.

Section between Bus Station and Mill Station via Old Harlow withdrawn. Additional peak hour service added, renumbered from T12.

Monday-Saturday evening service diverted in Harlow via Haydens Road.

Section between Bus Station and Mill Station via Old Harlow withdrawn. Additional peak hour service added. renumbered from

T13. Monday-Saturday evening service diverted in Harlow via Haydens Road.

Withdrawn at offpeak times between Little Parndon and Pinnacles.

NEW ROUTE (AN operation from HA): Harlow Bus Stat ion to Churchgate Street via First Avenue, Old Harlow, Gilden Way.

Withdrawn between Bus Station and Little Parndon. Withdrawn between Gilden Way and Churchgate Street. Revised to operate

Monday-Saturday offpeak and peak hours between Harlow Bus Station and Old Harlow (Gilden Way).

Journeys to and from Mark Hall North revised in line with route Tl.

Renumbered TI, following the route change on TI.

Renumbered TI, following the route change on TI.

Midday peak service converted from AN to SNB operation.

Midday peak service converted from AN to

SNB

operation.

Withdrawn.

Morning service converted from AN to SNB operation.

Morning service converted from SNBIRP to AN operation (afternoon already AN).

Afternoon service extended from Little Parndon to Pinnacles.

Morning service revised to start at Sumners rather than at the Bus Station.

57

J

84 D

304 M-S

313 D

339 M-S

343 M-S

355 D

357 D

358 D

361 M-S

405 M-S

406 D

414 D

418 D

420

D

422 M-S

474 M-S

478 D

702 D

BWI M-S

Cl, C2

D

Cl6

M-F

C21 SDO

S6 M-S

T1 D

TI D

TI D

T5

D

T8 M-S

T9 M-S

TU M-F

T12 M-F

T13 M-F

T14 M-S

T15 M-S

T16 M-F

T17 M-F

TII SDO

TI6 SDO

TI9 SDO



4th May

779 Tu

NEW ROUTE (SNB 0l?eration from GD): one return

/

ourney on Tuesdays until 28th September with limited stop operation:

Caterham (Clifton Arms) to Eastbourne via Godstone, B indley Heath, Lingfield Common, Lingfield, Newchapel, Felbridge, East

Grinstead, Forest Row, Highgate Green, then non-stop via A22.

6th May

778 Th

NEW ROUTE (SNB operation from GD): One return journey on Thursdays from 6th May until 30th September with limited stop

operation: Caterham (Clifton Arms) to Hastings via 778 toHighgate Green, then Uckfield and non-stop via A22, A271, A269, A259.

Both 778 and 779 soon became regularly worked by AN (also later LR) vehicles.

9th May

729

Advance one day operation of new route. Full seasonal operation from 16th May (see that date for details).

14th May

721 M-F

Last day of operation.

15th May

736 Sa

Service between Welwyn Garden City and Milton Keynes withdrawn, but a new route introduced, also on Saturdays only with one

return limited-stop journey (RS operation from SA): Borehamwood (Milton Drive) to Central Milton Keynes (Shopping Centre) via

Borehamwood, Brook Road, Stapleton Road, Shenley, Bell Lane, London Colney, London Road, St. Albans, Harpenden,

Kinsbourne Green, then non-stop via A6, Ml (Jct. 10 to 14).

NEW ROUTE (PIRS operation from HF): One return limited-stop journey on Saturdays only from Potters Bar Station to Central

Milton Keynes (Shopping Centre) via Potters Bar High Street, Brookmans Park, Welham Green, South Hatfield, Lark Rise, Woods

Avenue, Hatfield Town Centre, Chequers, Howlands, Great Ganett, Black Fan Road, Panshangar Drive, Moors Walk, Herns Way,

Haldens, Knightsfield, Welwyn VilIage, Codicote, Kimpton, then non-stop via Peters Green, New MiIIEnd, Gas House HilI, A6, M1

(Jct. 10 to 14). Due to licensing difficulties this route ran on an excursion licence initially, as indeed it had done for some time

previously; full stage-carriage introduction occurred from 5th June.

766 Sa

Right: Short-lived commuter route 721 be-

tween Dartford and Victoriabegan on 5th April.

P19 crosses London Bridge homebound in

May.

David Stewart

Below left: At Hemel

Hempstead. schooldays-only route H21 was

interestingly renumbered 821. AN162 pauses

at Woodhall Farm Estate.

Richard Godfrey

Below right: Appearances by SA's LRs were

not confined to just the 84. New route 827,

introduced inAprilwith ANs, became a regular

recipient of the type once the Atlanteans were

removed inlate May. LR17at SI. Albans.

David

Stewart

58

.. 1

..

, .. , ,

:,-

fl,.,..'

' .;> '~-



15th May (continued)

773 TuSa Westcott to Brighton service renumbered 776 and revised (see below).

773 D NEW ROUTE: Jointly operated with Southdown Motor Services (LCBS allocation PL from CY on Monday-Saturday, Southdown

operation Daily): Gatwick Airport to Hove (Sackville Hotel) via M23, Crawley Avenue, Crawley Bus Station, Southgate Avenue,

A23, Hickstead, Albourne, Hurstpierpoint, Hassocks, Patcham, Brighton (Old Steine, North Street, Churchill Square, Preston

Street) , then on journeys toward Hove only via Sea Front (eastbound) to Palace Pier (outside Pool Valley), returning westbound to

Sackville Hotel. Certain Monday-Friday peak hour journeys diverted between Gatwick and Crawley via Gatwick Road, FIeming

Way, Faraday Road, Manor Royal, Northgate Avenue. Certain Monday-Friday peak hour journeys diverted at Brighton (Churchill

Square) to Hangleton (Grenadier Hotel) via Western Road, Hove Town Hall, Sackville Road, Portland Road, Portslade Station,

Boundary Road, Hangleton Road. Certain journeys extended from Hove to Hove Station via Sackville Road, Blatchington Road on

occasions of football matches at the 'Goldstone Ground' .

774 Sa Re-routed between Horley and Brighton via M23, A23. Revisions to stopping points meant that 774 no longer picked up after Horley,

and was withdrawn via Crawley.

775 ThSa Revision to stoJ?pingpoints meant that the last pick-up point was at Woodhatch, thence setting down only at Gatwick, Crawley and

Brighton, runmng via A23.

776 TuSa NEW ROUTE (PLIRN operation from DS): Renumbered from old 773 and re-routed between Woodhatch and Brighton via Lee

Street , Horley Town Centre, Brighton Road, then non-stop via M23, A23. Revisions to stopping points as 774.

Note: These stopping-point alterations on 773, 774, 775, 776 did not affect the special arrangements to observe a stop at Hickstead on show-jumping days;

however, Handcross was no longer served by any of the services.

Certain journeys extended seasonally on Sundays until 26th September from St. AIbans to Whipsnade Zoo via A5183, A5, B4540.

Increased Sunday afternoon service re-introduced, and converted from RB to SNB operation on Sundays.

Re-introduction of Daily seasonal service between Victoria and Windsor (Bus Station) non-stop except for stop at Windsor Castle,

with certain journeys extended to Addlestone Garage via Runnymede, Thorpe Park and Chertsey. RB operation from WR and WY

Daily until 1st October.

Re-introduction of Daily seasonal extension to Windsor Safari Park until 1st October.

Re-routed between Windsor (Bus Station) and Slough via St. Leonards Road, Clewer Hill Road, Dedworth Road, Ruddles Way,

Maidenhead Road, Smiths Lane, Dedworth Road, A332, Slough Bus Station and existing route.

Reduced frequency and re-routed via Ripley.

Reduced service between Guildford and Kingston.

NEW ROUTE (RB operation from WY): Daily, East Croydon Station (westbound) or West Croydon (arrival eastbound) to Woking

Station (Monday-Saturday) or Staines Station (Sunday) via Carshalton, Sutton, Maiden, Kingston, Hampton Court, Walton,

Weybridge, Addlestone, covering the withdrawn section of 725.

Increased frequency. Sunday service planned but not introduced.

Withdrawn between West Croydon and Woking or Staines (see 716) and WY allocation withdrawn. Increased frequency between

West Croydon and Gravesend and re-introduced on Sundays on this section. Monday-Saturday DT and Sunday NF allocations

re-introduced.

Certain journeys extended from Dartford to Northfleet Garage or Gravesend, and Monday-Saturday NF allocation re-introduced.

NEW ROUTE (RB operation from MA) with one return journey on Tuesdays and Fridays seasonally until 1st October: Victoria to

Hever Castle via Camberwell, New Cross, Lewisham, Catford, Bromley, A21, A26, B2176, Penshurst Place, Chiddingstone Hoath,

Markbeech, Hever, stopping intermediately only at Bromley, Polhill and Penshurst.

NEW ROUTE (RB operation from MA) with one return journey on Wednesdays and Sundays seasonally until 29th September, and

with one special advance operation on Sunday 9th May. Victoria to Sheffield Park via Chelsea Bridge, Clapham Common, Brixton,

Streatham, Purley Way, A22, East Grinstead, A22, A275, stopping intermediately only at East Grinstead. Note that both 728 and 729

were originally planned to have been operated by NF but changed at the last minute.

Certain journeys gained extra stops between Tolworth and Hammersmith to cover 710 reduction. Seasonal Saturday and Sunday

service introduced until 26th September between Woking Station and Oxford Circus, operating via existing 730 route but also serving

710 stops between Tolworth and Hammersmith.

Seasonal Sunday service re-introduced until 26th September with RS operation from SA. Additional seasonal service introduced on

Tuesdays and Thursdays (RB operation from MA) until 30th September, operating non-stop between Victoria and Woburn Abbey via

Finchley Road, A41, M1, A5.

Monday-Friday peak hour service from Grange Park to Victoria via Guildford retained. Additional Daily service introduced on a

regular frequency, joint with Alder Valley, between Victoria and Farnham Station via existing 740route to Guildford but with an extra

stop at Wisley, then via Dennisville, University of Surrey, A3, A31, Farnham Hospital and Town Centre, LCBS allocation RS from

GF.

NEW ROUTE. Joint with Alder Valley. with LCBS allocation RS from GF: Daily service providing a day-return facility into

London and also a weekend return facility. Whitehill (Prince of Wales) to London (Victoria), via Bordon Camp, Linford, Headley,

Headley Down, Grayshott, Hindhead. Milford. Godalming. A3100. Farncombe, Peasmarsh, Guildford, then as 740 via Merrow,

Wisley. A3, Hammersmith.

Withdrawn on Sundays, and withdrawn between West Croydon and Gravesend with NF allocation withdrawn. Service via Gatwick

Airport withdrawn. Remaining service from Crawley (Broadfield) to West Croydon via Gossops Green, Tilgate, Furnace Green,

Bus Station. Three Bridges, M23, Coulsdon, Purley, operating one Monday-Friday peak hour return journey (RS operation from

RG) and certain journeys at shopping times on Tuesdays. Thursdays and Saturdays (PL operation from CY).

Diverted in Milton Keynes via the new Central Rail Stat ion. (United Counties began the diversion from this day but i t is thought

that Green Line operated from 15th May.)

22nd May

Commencement of LCBS seasonal operations on National Express routes until 25th September. Operating garages were CM (138to Clacton), DG (two

coaches on 056), DT (055, 060,138 to Walton, plus midweek services on 058, 059, 060), GY (two coaches on 129), HP (103), NF (058,059,077), SJ (057,

137), SV (466), thus needing 15 coaches for peak operation.

055 Sa Dartford to Bournemouth via Catford, Croydon, Southampton.

056 Sa Catford to Paignton via Croydon, Bristol, Weston super Mare, Exeter.

057 Sa Swanley to Hayling Island via Orpington, Croydon.

058 Sa Gravesend to Portsmouth via Dartford, Catford, Croydon. (Also Tuesday operation from Dartford only.)

059 Sa Gravesend to Chichester via Dartford, Catford, Croydon, Brighton, Bognor. (Also Monday and Wednesday operation from Dartford

to Bognor only.)

Slade Green to Hastings via Woolwich, Catford, Croydon, Eastbourne, Bexhill . (Also Thursday operation from Dartford to

Eastbourne and Friday operation from Dartford to Hastings.)

Gravesend to Ventnor via Dartford, Catford, Victoria.

Hatfield to Great Yarmouth via Cambridge.

South Ockendon to Great Yarmouth via Grays, Basildon, Ipswich, Lowestoft.

Catford to Great Yarmouth via Bexleyheath, Dartford, Ipswich, Lowestoft.

Croydon to Clacton via Catford, Bexleyheath, Dartford. (Also a second vehicle working Catford to Walton-on-the-Naze.)

Victoria to Skegness via Stevenage.

59

-

16thMay

84 D

461 D

700 D

701

D

703

M-F

710 M-F

715 D

716 D

720

M-S

725 D

726 D

728 TuF

729 WSu

730

M-F

737 Su

740 M-F

741

D

755 D

760

D

060

Sa

077 Sa

103 Sa

129

Sa

137 Sa

138 Sa

466

Sa



23rd May

318 Su

30th May

417 Su

Re-introduction of seasonal Sunday service until 30th August. A special Saturday operation occurred on 5th June.

Re-introduction of seasonal Sunday service until 26th September.

During May and June

The planned LR allocation (see entry for 24th April) was completed at Leatherhead on 13th May and at Reigate on 11th June to give a mixed ANILR

allocation at both garages. The LR allocation at St. Albans was completed on 28th May, replacing allANs there. Between 17thJune and 9th July the AF

allocation and part of the AN allocation at Godstone was replaced by LRs (routes 409, 410,411, 411A, 709,778, 779). However one AF remained as a spare

until 8th October.

8th June

The special service at Epping on route 712 operating since 19thApril was withdrawn. Certain journeys at shopping times on routes 370,377,378 diverted

via the ASDA store. Tilbury. in advance of the planned date of 10th July.

12th June

44 ThFSa

13th June

742 MWF

743 Th

744 TuSa

745 F

799 D

20th June

025 D

625 D

699 D

729 WSu

755 M-S

Last day of operation of section Luton Bus Station and Luton Airport.

Service withdrawn.

Thursday service withdrawn, but introduced on Mondays and Wednesdays.

Introduced also on Thursdays.

NEW ROUTE (RB operation from HA) with one return limited stop journey on Fridays: Old Harlow (Post Office) to Southend

(Victoria Bus Station) via Harlow Bus Station, Staple Tye, Southern Way, Potter Street, Thornwood, Woodside, North Weald,

Ongar (last pick-up point), then via A128, A127, A176, set-down at Basildon Bus Station, then A176, A127 to Southend.

NEW ROUTE. Jointly operated with Eastern Counties Omnibus Company (LCBS allocation RB from HA): London (Victoria

Coach Station) to Cambridge (Drummer Street) via Westminster, Embankment, Cannon Street, Aldgate, Stratford, Leytonstone,

Redbridge Station, M11 Motorway, Potter Street, Harlow Bus Station, Old Harlow, Sawbridgeworth, Bishops Stortford, Stansted,

Newport, Saffron Walden, Chesterfords, Sawston, Great Shelford, Trumpington.

NEW ROUTE on the National Express network, jointly operated with Southdown and East Kent (Daily LCBS allocation from RG

with RS): Southsea to Dover via Portsmouth Harbour, Havant, Chichester, Bognor, Littlehampton, Worthing, Shoreham, Brighton,

A23, M23, Gatwick Airport, M23, M25, M26, M20, A249, M2, A2, Canterbury, A2, Eastern Docks.

New service number for the Gatwick to Bristol and Cardiff express service.

Renumbered 625, effective from the 0130 departure from Cardiff on 20th June.

Extended on Sundays to start from High Wycombe, thence via Amersham, Chalfont St. Peter, Denham, A40 to Victoria and Sheffield

Park. The Wednesday service continued to start at Victoria.

The RG allocation converted from RS to SNB operation (temporary until September).

Additionally, National Express coach services at Gatwick Airport were revised to terminate at the lower level road rather than the high level (routes 025,

625 affected). Following alterations to the layout of Stevenage Bus Station, all services (except 744, northbound 797 and certain works journeys) used stops

in the Bus Station, in some cases replacing stops in Danestrete opposite the Bus Garage.

28th June

731 M-F

5th July

382 M-S

NEW ROUTE (RB operation from WY): One return journey in Monday-Friday peak hours from Chertsey (Clay Corner) to London

(Oxford Circus) via Botleys Park, Ottershaw, Coombelands, AddIestone, New Haw, Woodham, West Byfleet, Byfleet, non-stop via

A245, A3, A306, Hammersmith, Kensington, Hyde Park Corner, Marble Arch.

One late evening journey introduced Daily from Stevenage Bus Station to Bragbury End via Broadwater, operating by local

arrangement in advance of the schedule changes of 14th August.

During July

At SI. Albans the BN operations. scheduled for certain journeys on 304, 355, BWl and one 357 journey, became covered by SNBs and the BNs were

relegated as spare vehicles. seeing very little regular use during the rest of the year.

10th July

General timetable revisions on services from Grays Garage, officially incorporating the local-arrangement changes already in operation on routes 370 and

378. Route-working changes caused the AN journeys on 377 to be withdrawn, one morning journey on 367 to become AN, and the remaining

Monday-Saturday evening service on 375 and most of that on 373 to become AN operated.

370

D

Monday-Saturday frequency reduced in evenings, and between Romford and Corbets Tey and between Tilbury (Feenan Highway)

and Tilbury Ferry. During the daytime offpeak period Monday-Saturday, one bus per hour to and from Romford renumbered 371 and

diverted atFeenan Highway to run to Grays Bus Station via St. Chad's Road, Tilbury, ASDA store, Little Thurrock. During shopping

hours buses to and from Tilbury Ferry also diverted via the ASDA store, officially recognising an operation in effect locally since 8th

June.

NEW ROUTE (AN operation from GY): Romford to Grays via Ockendon, Grays, Chadwell, Tilbury, renumbered from some

buses on 370 (see above).

The Monday-Friday peak service to Rainham reduced in the mornings and the peak journey to Ockendon Station withdrawn.

Monday-Saturday evening service (apart from one late journey) withdrawn between Grays and Aveley (Usk Road). Unchanged

Sundays.

Re-routed at East Tilbury via Gloucester Avenue, Coronation Avenue to serve the Bata Estate.

Withdrawn between Aveley and Rainham in peak hours, this section only working in the Monday-Saturday daytime offpeak

period. Monday-Saturday evening service withdrawn between Grays and Aveley (Usk Road). Unchanged Sundays.

Withdrawn.

371 M-S

373 D

374 M-S

375 D

376 M-S

60



Right: LCBS

seasonal

workings on the National

Express network took place once again in 1982.

PL20is seenat Stevenage in August. working a

Saturdays-only service to Skegness. J. G. S.

Smith

Left: One of the new seasonal operations.

utilising coaches made spare at Victoria during

the day.was route 728 which ranto Penshurst

Placeand Hever Castlein Kent.where RB84is

seen. Richard Godfrey

--.;;,;;

-

----

Left: National Express service 699 was

renumbered 625 inJune. following route and

t imetab le a lterat ions ear lier in the year. RS36

makes anappearance on the route at Gatwick

Airport. J. G. S.

Smith

61



10th July (continued)

377 D Withdrawn during Monday-Saturday daytime offpeak period. Reduced to a limited peak hour and evening service between Purfleet

(Garrison Estate or Uplands Estate) and Tilbury (Feenan Highway) or Chadwell St. Mary (evenings only). Unchanged Sundays.

378 M-S Diverted during shopping hours via ASDA store in Tilbury, officially recognising the operation in effect locally since 8th June.

Additional Monday-Saturday daytime offpeak service between Grays Bus Station and Purfleet (Garrison Estate or Uplands Estate)

to cover the withdrawal of 376 and 377, the service to Uplands previously having run only in peaks and evenings.

396 M-S Jesmond Road loop working withdrawn, and re-routed via Stifford Clays loop (Long Lane, Whitmore Avenue, Blackshots Lane).

Terminal in Grays moved from Derby Road to the Bus Station (Maidstone Road stop).

399 M-S Re-routed at Long Lane, Blackshols Lane junction via the Jesmond Road loop, thence back to Grays viaoutward routeing (Cramavill

Street and Lenthall Avenue) rather than via Turps Corner. Terminal in Grays moved from Derby Road to the Bus Station (Maidstone

Road stop).

723 D Withdrawn from Hogg Lane and re-routed via Hathaway Road and Lodge Lane.

13th July

At Waltham Cross, southbound buses on routes 310, 316,324, 334, 360,390, 734, 735 diverted via Park Lane, due to road construction. Northbound buses

were not affected.

757

D

19th July

292 M-F

24thJuly

477 D

26th July

343 M-S

29th July

778 Th

31st July

756 M-S

Converted from RSIRB to TL operation (completed 17th July).

NEW ROUTE (RB operation from MA): One Monday-Friday peak-hour return journey, replacing a former duplicate journey on

291: Amersham Garage to London (Victoria Coach Station) via Holmer Green, Hazlemere, Terriers, High Wycombe, M40, A40.

Crockenhill journeys no longer worked in service to and from Church Road.

Additional seasonal service until 6th September on Mondays-Fridays between St. Albans City Station and Whipsnade Zoo.

By this date regular LF/AN operation had caused a re-routeing between Hailsham and Bexhill via A22, A27, A259.

NEW ROUTE. Joint with Maidstone & District (LCBS allocation RB from DG): Victoria (Eccleston Bridge) to Tunbridge Wells via

Camberwell, New Cross, Lewisham, then direct via A20, A224, A21 to Tonbridge, Southborough, High Brooms. Service terminates

at Central Station in daytime, but extended at peak hour times Monday-Saturday to Showfields Estate and Ramslye Estate

(Summervale Road). One morning journey into London and one evening journey from London operated via Hildenborough, these

both being Green Line workings. One M & D-worked journey into London and one from London diverted in Monday-Friday peak

hours via Westminster, Embankment, Lower Thames Street, Aldgate, Blackwall Tunnel.

Additionally, there were frequency reductions on 705 (Sundays) and 706 (Monday-Friday peak hours).

July to November

New TL classcoaches were allocated to Reigate, Windsor, Northfleet and St. Albans to replace early RS (RG, SA) and RB (SA, NF, WR) vehicles. TLs

thus formed part of the allocation on routes 700, 701, 703, 704, 707, 717, 720, 725, 726, 727, 736, 737, 738, 746, 755, working alongside other coach types.

Allocation to Reigate was from 22nd July to 10th November, to Windsor from 29th July to 10th September, to Northfleet from 9th August to 15th

November, and to St. Albans from 10th August to 26th November.

14th August

General schedule revision at Hertford and Stevenage garages, involving many evening reductions. Route working changes at Hertford caused existing

RB journeys on 333. 350. 384 to be replaced by different journeys on 331, 333; many more AN journeys introduced on Monday-Saturday on 316, 324,

390. At Stevenage Monday-Friday SNB journeys introduced on SB4, 5, 6, 7, 14, 15, 16; Monday-Friday PL journeys on 382 were altered and a new

journey introduced on SBI5.

62

Extension of some journeys from Hitchin to Hitchin Station withdrawn. .

Extension of some journeys from Hitchin to Hitchin Station withdrawn. Re-routed between Fairview Road and Julians Road via

Symonds Green and Fishers Green Road.

The last remaining journey to Hertford (Horns Mill) withdrawn. Evening and Sunday service reduced. Part of service re-converted

from SNB to AN operation.

One Monday-Friday journey diverted to Ware College.

Sunday service withdrawn. Evening service reduced. Last remaining journey to Hertford (Horns Mill) withdrawn. Converted from

SNB to AN operation, although isolated SNB journeys were retained.

Evening service withdrawn.



Sunday and late evening service withdrawn.

Withdrawn between Letchworth Station and Works Road. Certain addi tional buses diverted via Weston. Re-routed between

Bragbury End and Roebuck Centre via Hertford Road (east), Ashdown Road, Broadwater Crescent.

Evening service withdrawn. Stevenage allocation re-introduced with SNB on Monday-Saturday.

Re-routed between Bragbury End and Roebuck Centre via Hertford Road, Roebuck Inn. Journeys via Aston withdrawn except for

one Saturday afternoon journey. Part of service converted from SNB to AN operation.

Sunday service withdrawn.

Withdrawn in midday peaks between Stevenage and Gunnels Wood Road.



Re-routed between Roebuck Inn and Bragbury End via Hertford Road.

Service withdrawn.



Diverted at Martins Wood to serve The Oval.

NEW ROUTE (AN operation from SV): Bragbury End to Bus Station via Hertford Road, Roebuck Centre, Broadhall Way, Gunnels

Wood Road, in Monday-Friday peak hours only.

NEW ROUTE (AN operation from SV): Bus Station to Gunnels Wood Road South, in midday peak hours only Monday-Saturday,

replacing all journeys on other routes.

303 M-S

303C M-F

316 D

324 M-S

331 D

333 M-S

334 M-S

350 M-S

351

D

382 D

384

M-S

390 M-S

395 D

SBl D

SB2 D

SB3

D

SB7 M-S

SB13 M-F

SB14

M-S

SB15 M-S

SB16 M-F

SB17 M-F

SB30 M-S



18th August

326 M-S

Re-routed at Booker in a loop-working clockwise via New Road, John Hall Way, Holmers Farm Way, Cressex Road, New Road.

21st August

Minor schedule revisions in parts of Surrey affected route-workings at Crawley (certain AN journeys introduced on 414, 422), and at Reigate (the

Monday-Friday morning coach journey on 455 replaced byone on 422; many more ANILR journeys on 414,422, 424 although all retained some SNB/LNB

operation). At Chelsham, additional journeys on 453 in the early evening on Monday-Friday became AN-operated.

Withdrawn.

Certain Monday-Friday peak hour journeys diverted via Rutherford Way, Manor Royal.

Revised timetable between Croydon and Reigate, including the conversion ofsome journeys on this section Monday-Saturday from

SNB/LNB to AN operation.

Extended on Monday-Saturday from Redhill to Crawley (Bus Station) via Salfords, Horley, Gatwick Airport (A23), Rutherford

Way, then Manor Royal (peak hours) or Northgate (daytime). Certain Monday-Friday journeys continued to Southgate Avenue or

Buckswood Drive.

Most of Monday-Friday service converted from LNB to AN operation.

Certain Monday-Friday peak hour journeys diverted via Sheerwater.

Additional service introduced on the Caterham-Woldingham-Chelsham section.

Service withdrawn.

In Monday-Friday peak hours withdrawn between Sunbury Cross and Feltham, and re-routed to Ashford Station via Staines Road

West, Chertsey Road, Feltham Hill Road, Convent Road, Church Road. Certain peak journeys diverted via Sheerwater.

Withdrawn between Sunbury Cross and Feltham, and re-routed to Ashford Station via Staines Road West, Chertsey Road, Feltham

Hill Road, Convent Road, Church Road.

Last day of seasonal operation.

Converted from SNB to AN operation.

One Monday-Friday morning journey diverted on schooldays between Slough Trading Estate and Britwell via Burnham Lane,

Haymill Road, Long Furlong Drive.

NEW ROUTE

(RP/SNB

operation from WY): One return journey on schooldays between Maybury (Maybury Hill) and Sheerwater

School via Maybury Inn, Pyrford Village.

NEW ROUTE

(RP/SNB

operation from WY): One return journey on schooldays between Maybury (East Hill) and Sheerwater

School via East Hill, Pyrford Village.

Last day of operation.

Additionally, changes to school contract operations caused one AN to be introduced at each ofChelsham (replacing two SNB contracts), Guildford, Grays

(replacing an RS), Swanley and Windsor.

4th September

310 D

316 D

360 M-S

5th September

773 D

6th September

343 M-S

383 M-S

418 D

432 M-F

7th September

361 M-S

821 SDO

706 D

SB26 SDO

10th September

382 D

13th September

807 SDO

19th September

625 D

750 D

Extended in Enfield from Cecil Road to Little Park Gardens.

As 310.

As 310.

Additional stops introduced, notably at Handcross (diversion into village). InBrighton and Hove a new loop-working introduced from

Old Steine, via North Street, Churchill Square, Western Road. Hove Town Hall, Grand Avenue, Kingsway to Sackville Hotel ,

returning via Kingsway (Sea Front) to Palace Pier, thence Kings Road, Preston Street, Churchill Square, North Street, Old Steine,

etc.

Last day of seasonal operation to Whipsnade Zoo.

One Monday-Friday morning journey from Chadwell to Purfleet diverted via Feenan Highway and Chadwell by-pass.

The morning schoolday journey to Ashtead (SI. Andrew's School) extended to Leatherhead Garage.

The only afternoon journey (schooldays only) withdrawn, this being the only AN worked journey (last operation was at the end ofthe

July school term). Service withdrawn between Knockholt (Tally Ho ) and Knockholt Pound.

Certain journeys extended on schooldays from SI. Albans City Station to Nicholas Breakspear School via Hatfield Road, ColneyHeath Lane.

Withdrawn from Bourne Valley School, Hemel Hempstead, and re-routed at Gadebridge to John F. Kennedy School instead.

Additional schoolday journey introduced, mornings only, from Knockholt (Tally Ho ) to Tunbridge Wells via Knockholt Pound,

Halstead, Polhill, Sevenoaks, then direct (not via Weald), Tonbridge. This replaced the previous facility on 432 (plus train journey),

and the afternoon reciprocal operation is by M & D service 203.

Certain journeys extended in Broadwater to Woodland Way (Shephalbury School).

Last day of operation of the late evening service between Stevenage and Bragbury End, thus service withdrawn evenings and Sundays.

NEW ROUTE (RS operation from HH): Renumbered from a 307 journey, morning only: Woodhall Farm Estate to Harpenden

(Roundwood School) via Redbourn, Harpenden, Sun Lane, Hollybush Lane.

National Express Gatwick-Bristol and Cardiff service diverted via Reading.

LCBS allocation (RB from GR) withdrawn from this National Express service.

63

-

403EXP M-F

405

D

414

D

422 D

424

M-S

437 M-S

453

M-S

455 M-S

459

M-S

461

D

30th August

318 Su

1st September

440 TF

482 D

837 SDO

838 SDO

854

W



20th September

44 ThFSa

366 M-S

758 M-S

Re-routed out of Luton via St. Mary's Road, Windmill Road.

Re-routed as 44.

Certain Monday-Friday peak hour journeys extended from Woodhall Farm Estate to Redbourn (High Street) via Lybury Lane

Estate.

Additionally, by this date routes 459 and 461 in Ashford had their terminal point altered from the Station to Church Road due to problems caused by parked

vehicles. .

25th September to 1st October

Last days of seasonal operations on National Express (25th), 84 to Whipsnade Zoo (26th). 417 (26th), 700 (1st), 701 to Windsor Safari Park (1st), 728 (1st),

729 (29th), 730 Saturday and Sunday service (26th), 737 (30th), 778 (30th), 779 (28th). With these changes routes 417,728.729.737,778,779 were

suspended for the winter and route 700 reduced to a daytime Monday-Friday facility only.

2nd October

788 M-S

789 M-S

11th October

460 M-S

Peak hour journeys extended from Aylesbury (Victoria Park) to Bedgrove. Additional daytime frequency introduced between

Aylesbury (Bus Station) and London (Victoria). with certain journeys diverted via Stoke Mandeville Hospital.

Withdrawn.

Certain Monday-Friday peak hour journeys diverted in Datchet to double-run via Riding Court Road to serve the Appleton Park

Industrial area.

13th October

A new one-way system in Redhill town centre came into effect, with a new link road (Princess Way) to the north-east of the centre; southbound buses on

414,430,440 no longer served the northern part of Ladbroke Road. being re-routed via London Road. Routes affected were 405, 406, 410, 411, 411A, 414,

422,430,440,447,774.

16th October

W7 D

W8 D

W9 M-S

830 SDO

18th October

759 M-F

24th October

739

30th October

734 M-S

881 Sa

Re-routed in Watford Town Centre northbound via King Street, Exchange Road. Beechen Grove, Clarendon Road, High Street.

Re-routed as W7.

Re-routed as W7.

Extended via High Elms Lane to Garston (Parmiters School).

NEW ROUTE (RS operation from HH): Monday-Friday peak hours only: Two Waters Garage to London (Victoria) via Boxmoor,

Long Chaulden. Gadebridge, Hemel Hempstead Bus Station. Adeyfield, Ml, A41, Baker Street. Marble Arch.

Last day of occasional seasonal operation.

Withdrawn. Additional frequency introduced on 735 to compensate.

NEW ROUTE (SNB operation from WR) Saturday shopping hours: Slough Bus Station to Colnbrook Market via London Road,

Trelawney Avenue, Common Road, Tamar Way, Parlaunt Road. Sutton Lane. CoInbrook High Street. Horton Road.

Additionally, minor route working alterations at St. Albans changed three Monday-Friday evening peak journeys on route 84 to SNB (ex LR) and an

evening peak journey on route S5 to LR (ex SNB); the morning RP journeys on 358 were altered to RBrrL operation.

31st October

705 Su

1st November

388 M-S

2nd November

313 TuTh

397 TuTh

Last day of seasonal operation via Chartwell.

Certain journeys on schooldays extended in Hertford to Simon Balle School via London Road.

NEW ROUTE (BN operat ion from MA) with two return journeys from High Wycombe (Totteridge Drive) to the Bus Stat ion via

Walton Drive. Arnison Avenue, Bowerdean Road. London Road.

Withdrawn between High Wycombe Bus Station and Claymoor.

13th November

The free Watford 'Shopperbus' reintroduced on Saturdays 13th November to 18th December between Watford Junction Station and the Town Centre.

27th November

389 D

451 M-F

707 D

717 D

732 D

796 M-S

797 M-S

64

Extended from Aveley (Usk Road) to Uplands Estate via Sandy Lane, Tunnel Garage, AB.

Extended from Laleham to Shepperton (Studios Road) via Shepperton Road, Squires Bridge Road.

Re-routed between Luton Airport and Crawley Green Road via Wigmore Bottom instead of Lalleford Road.

Re-routed as 707.

Withdrawn on Monday-Saturday between Brent Cross and London (Victoria) and withdrawn from the Golders Green deviation.

Sunday service retained through to London. Re-routed between Potters Bar and Hendon Central via M25, AI, A41.

NEW ROUTE (RS operation from HF and RSIPL operation from SV) Monday-Saturday: Letchworth (Jack mans Estate) to London

(Victoria) via Radburn Way, A505, Hitchin, White hill Road. A602, AIM, Al000. Bessemer Road, Digswell Road, Welwyn Garden

City, Broadwater Road, Stanborough Road, Wellfield Road, Hatfield Town Centre, Woods Avenue, Travellers Lane, Great North

Road, Pot ters Bar, M25, AI, A41, Hendon Central, Fichley Road, Baker Street, Marble Arch.

Re-routed between Royston Bus Station and Melbourn via Old North Road (AI4) and the Royston by-pass (A505) and AI0.



NEW ROUTE (AN/SNB operation from HA) Monday-Friday shopping hours only: Harlow Bus Station to Mark Hall North (Fesants

Croft) via First Avenue, Howard Way, Mowbray Road.

Certain Monday-Friday peak hour journeys extended in Harlow to the Town Station.

Certain Monday-Friday peak hour journeys extended inHarlow to the Town Station. Schoolday journeys to Chigwell withdrawn, and

service via Epping withdrawn. Renumbered 339 EXPRESS and altered to limited-stop Monday-Saturday operation from Harlow to

Romford Station via Potter Street, Thornwood, North Weald, Ongar, Stanford Rivers, Passingford Bridge, Stapleford Abbotts,

Havering-atte-Bower, Chase Cross. No service in peak hours and evenings between Ongar and Romford.

NEW ROUTE (SNB/RP operation from HA): Epping Church to Chigwell (West Hatch School) via Epping Station, Ivychimneys,

Theydon Bois, Abridge, Rolls Park.

NEW ROUTE (SNB/RP operation from HA): Epping Church to Chigwell (West Hatch School) via Wake Arms, Loughton,

Palmerston Road, Buckhurst Hill Station.

Withdrawn between Harlow and Bishops Stortford, and re-routed in Harlow viaTillwicks Road, The Stow, First Avenue. Journeys to

Woodford County School and via St.Margaret's Hospital withdrawn.

Revised to operate daily throughout between Bishops Stortford and Romford Market with an increased frequency. Journeys via

St.Margaret 's Hospital withdrawn, but all service diverted via Epping Station. Monday-Friday peak hour service extended in

Romford to the Station (South Street) .

Additionally, two Monday-Friday afternoon peak hour journeys on LT route 201 between Ongar and Epping became operated by London Country

(RP/SNB operation from HA).

18th

December

Last day of the seasonal operation of the Watford 'Shopperbus' service.

31st December

756 M-S

Last day of operation. 'Maidstone & District ' continued to work certain Monday to Friday peak hour journeys.

Christmas and New Year Services

No service on 25th Deeemher. and special journeys on routes 348. 430. 702. 747. 773. 777 on 26th and 27th. Sunday services operated on 28th and on

2nd. 3rd January. with Saturday services on 1stJanuary.A special service was operated by Green Line on 290(28th. 1st)and on 797, 798, 799 (1st) due to

Oxford-South Midland and Eastern Counties not operating on these days. On 29th. 30th. 31st December a Monday-Friday service on Green Line. but a

Saturday service on huses. with certain variat ions to suit shoppers and workers. Saturday-only route 881 did not run. but special peak hour services

operated on SB30 (Stevenage Bus Station to Gunnels Wood Road South) and TI I (Harlow. Templefields to Pinnacles via Bus Station). these covering

the lack of normal peak hour routes in Stevenage and Harlow on these days.

-- -

- - -- --

Late inthe year, route 339 was revised for express operation between Harlowand Romford via Ongar. Attractive blue blinds were produced for the service as

exemplified by RP47 at Stapleford Abbotts. Oavid Stuttard

65

.

4th

December

17 M-F

329 M-S

339 M-S

839 SDO

840 SDO

702 D

712

D



iiiiiiiiiiiiIii

London Country

Vehicles

A new generat ion of double-deckers entered serv ice inApri l. Above: Ley land Olympian LR3 gleams inthe t raff ic at

New Bamet soon after del ivery. Jon White while. below. LR7 demonstrates the clean lines of these vehicles a tS I.

Albans. S. J. C fark

66

Changes in the composition of the fleet

were fairly small in 1982 though the year's

new vehicles were of more interest than

normal owing to their advanced design.

Both classes were delivered later than

planned and the first arrival, a double-deck

Leyland Olympian, bodied by Roe, did not

materialise until mid-April. The Olympian

was in some respects a development of the

Titan, sharing many of its design features

but permitting some choice of bodywork.

Perhaps the main advance which the pas-

senger would notice was the steady ride,

resulting from the adoption of self-levelling

air suspension. To accommodate the sus-

pension units, the underframe was laid out

with extra longitudinal sections running

outside the cross members which were

dependent on the body for strength. The

frames curved upwards behind the rear

wheels and the engine, the turbocharged

TLll as used in the Titan, was accommo-

dated at the back. Transmission was by

way of a semi-automatic hydracyclic. five-

speed gearbox. Protective devices were

fitted preventing surging and the incorrect

selection of gears, whilst the air-operated

brakes were assisted by a retarder acting in

the gearbox.

Bodywork was similar in styling to that

of the Titan though the difference in the

depths of the upper and lower deck win-

dows was less marked, and the recessed

section in the rear absent. The lower front

panel projected further outward to suit the

forward mounted radiator and curved

windscreen, the latter (on London Coun-

try's vehicles) interchangeable with that of

the AN. General appearance was much

less imposing than the Titan though the

overall height was only a few inches less.

Interior layout and decor were substan-

tially the same as those of the later ANs

but there was no inward facing single seat

on the nearside of the lower deck behind

the luggage pen. A used ticket container

for upstairs passengers was an unusual

luxury .

Thirty Olympians were delivered from

April to July and, surprisingly, in view of



its recent use for the Leyland PD3/4 trainer

operated from 1975 to 1980, the classifica-

tion LR (Leyland/Roe) was revived for the

new class. First priority in allocating these

vehicles was to cover the work gained from

London Transport but by 24th April only

five had been received; LRl- 3 entered

service that day on route 84 with LR6 and

LR8 following suit at Leatherhead and

Reigate respectively during May. Special

arrangements had to be made to enable

other buses to be available where required,

notably the loans of AN182 from Crawley

and AN221 from Swanley to Leatherhead,

and the position at each of the garages

involved remained somewhat fluid until

early June, by which time planned double-

deck allocations had been achieved (see

appendix). This in turn released a number

of single deckers, including four BNs and

one RP for disposal from St. Albans. Also

displaced were eight ANs, comprising the

two loaned to Leatherhead, the entire

allocation of three at St. Albans which

moved to Stevenage, and a further three

from Reigate which went to Harlow. (The

latter were the unique dual-door AN68/1R

vehicles ANI21-3. Following closure of

East Grinstead, one had been sent to

Reigate and two to Crawley, but opportu-

nities presented by revisions to require-

ments were taken to reunite the trio at

Reigate by April.)

The objective of the last two groups of

transfers was to release at least ANI-9 for

conversion to driver trainers in place of the

seven DMSs and two AFs thus employed

(three ANs were saved in service reduc-

tions at Stevenage and Harlow). However,

there was more demand for them as PSVs

and little progress was made until Decem-

ber when ANI, 3 and 7 entered the Central

Repair Works (CRW) for conversion. In

the meantime AN2, 8 and 9 operated at

Hemel Hempstead in July on route 758 and

ANI ran briefly from Hatfield-in both

cases the first dual-door ANs to operate at

the garages concerned-whilst Hertford

(nominally possessing MCW-bodied exam-

ples only) and Watford also benefited from

the availability of the supernumary vehi-

cles. A few were also noted on training

duties (AN2, 8, 9, 11 and also 14), prob-

ably as type trainers pending alterations to

the controls.

The last ten LRs were allocated to

Godstone. Here they replaced the remain-

ing five AFs, three buses covering for ANs

redeployed on a contract and two ANs

required for service changes at Hertford.

Problems experienced with the new buses,

particularly gearbox failures, delayed the

withdrawal of some of the AFs and the last

in passenger service, AFlO, survived until

early October. AF5 and 8 had become

trainers after withdrawal from passenger

service in June but were finally delicensed,

along with AF2 and permanent trainer

AF3, in August. AF9 succeeded in intro-

ducing the class to a second garage as far as

public service was concerned, being

pressed into operation by Northfleet, on

route 720, for a few days in July following

its withdrawal from Godstone. Only AF6,

a South-East Area trainer, remained

licensed after the end of the year. Two

DMSs, DMS631 and 640, were also still in

use in the North-West but the other five

were taken off the road in September and

October to fulfil a long-standing promise to

dispose of them to Midland Red (East).

Delivery of the second class of new

vehicles, forty-two Green Line coaches on

Leyland Tiger chassis, was supposed to

Old soldiers: r ight: During the railstrikes inJuly. a

trio of early PRYAtlanteans were loaned to Hemel

Hempstead for use on express route 758 running

via the M1motorway. AN2. pictured here complete

with er roneous 'Townbus' logos. was later rele-

gated to training duties. Ran Harper Below left:

The AFclass, a small batch of vehicles diverted to

LeSS

from Western Welsh in 1972. were all

withdrawn from passenger service by October.

AF5 ekes out it s last days on route 409 at Purley in

June.

Co/in Fradd

Below right: DMS641 was

amongst the majority of the class to be delicensed

before the close of the year.

Cofin Fradd

67



- - - -

Top: Deliveryof theTLclass commenced inJuneafter teething problems hadbeensolvedwith themanufacturers.

These vehicles departed from the previous classic bopywork design hitherto associatedwith Green Line.

Guy

Brigden

Centre: Whereas most TLs had their 'Tiger' badges removed for secure storage at Reigate soon after

delivery.TL8 isseen hereat Ewell duringAugust with the distinctive emblem still affixed to its grille. GuyBrigden

Bottom:

The first six Tigers received 'Flightline' livery for route 757. TL6 was captured at Eccleston Bridge

demonstrating problems of legibility causedby the novel installationof the blind boxinside the vehicle behindthe

curved windscreen. John Barnacle

68

have commenced in February, but was

delayed until June andnot completeduntil

November. To someextent this wascaused

by a strike at the chassismanufacturersbut

there were also

design problems with the

bodies which necessitated each vehicle

being modified before delivery, some

being dealt with by Wadham Stringer.

Motor Transport

had

reported that all

deliveries of the ECW coach body had

been taken out of service by May due to

the discovery of cracks in the boot area.

Other operators' examples had been

returned to ECW for modifications and

gradually returned to service during the

summer. Almost all of the NBC's 1982

coach order was, unusually, bodied by

Eastern Coach Works, probably for poli-

tical reasons. Certainly London Country

lost no chance in returning to one of its

normal suppliers

for 1983deliveries. The

class designation was TL; the first thirty

numerically were 49-seaters with luggage

pens for stage carriage work and the last

twelve 53-seaters for coaching, proposals

for a more comfortable 46-seat variant

having unfortunately been dropped.

Unlike previous practice, these vehicles

were leased direct from Leyland.

The Tiger chassis first appeared in 1980

and differed from its predecessor, the

Leopard, principally by incorporating air

suspension, the turbocharged TLll engine

and a front-mounted radiator. As with the

LR, the design produced

a

steady ride

enhanced by a

smooth gearchange and

good roadholding, though some drivers

found the steering a little heavy. Perform-

ance was excellent, hill climbing being

especially impressive, while interior noise

levels were acceptable under all condi-

tions. Ferodo retarders were fitted, as

indicated

by small

advertisements in the

rear windows. Cab layout was very similar

to that of the LR and a noticeable feature

was the small size of the steering wheel,

only eighteen inches in diameter. A minor

modification effected by LCBS was to

exchange the positions of the cab light and

demister switches to bring the former to

the front of the row. The location of the

offside driving mirror was adjusted to

obviate a blind spot and a switch was fitted

in the conventional position, adjacent to

the stairwell, to enable the driver to close

the doors after leaving the vehicle.

Design of the body was based on one

produced in the early 1970s for the Bristol

RELH chassis but was completely restyled

and notable for its clean lines. The front

windscreen extended up to the roofline

and the blind box was positioned behind it,

an unusual location which Leyland claimed

would not be subject to undue reflection

problems. Tinted glazing for the side win-

dows was a new feature for Green Line

travellers and was successful in cutting

down the heat of direct sunlight without

rendering a bright day dull to those inside.

Much use was made of fibreglass in the

construction of various body panels

and

interior fittings including

a

curved screen

behind the steps which somewhat spoiled

the inviting aspect of the entrance area by

constricting access to the rest of the vehi-

cle. Seats were of a design new to London



Country with fixed cushions and were

upholstered in the standard autumnal yel-

low, brown, orange and black shades (as

used on the LRs and many other NBC

vehicles). Ashtrays were embodied in the

seat backs facing the last five rows of

passengers with overhead luggage racks

carrying individual air vents and effective

reading lights. The ECW design of roof-

mounted emergency exit was soon mod-

ified to form one of four normal rooflights.

Simulated wood interior panelling was

restricted to the sides beneath window

level.

External livery was very similar to that

of DL3-8, with the broad green band

relieved by two narrow white lines. A

departure from the standard colour scheme

was the use of black paint to distinguish the

spigot mounted wheels, this applying also

to the LRs and, from 1982, to the DVs.

There was little ornamentation as chrome

trim was restricted to a thin line either side

of a black strip above the side windows,

whilst the lower edge of the green area was

delineated by a white moulding strip with a

black line inset. The overall impression

was perhaps less luxurious than that of the

previous coaches but the TL class offered

no less comfort and introduced some signi-

ficant advances.

Which garages were to receive the new

coaches was determined largely by the

distribution of the 1977batches of RSs and

RBs which were due for replacement by

TLs as their leases expired. Before with-

drawals had commenced, St. Albans had

had twelve RSs and Reigate three, Wind-

sor eight of the RBs, Amersham two and

Northfleet five. St. Albans had already lost

RS1 and 2 in December 1981 and RS4-8

were taken out of service the next month

ready for the extensive refurbishing

required under the terms of the leasing

arrangements. RSs borrowed from Guild-

ford and Hatfield, plus RBs from Addle-

stone, Dartford, Dunton Green and Har-

low, helped sundry SNBs and RPs to plug

gaps but this procedure could not be

extended indefinitely and the leases on

most of the 1977 coaches still in service

were extended by one to five months

terminating between the end of August

and the end of October. Eventually, the

replacement programme got under way in

July when the first TLs at last entered

service. TLl-6 carried special FLIGHT-

LINE 757 lettering in yellow and white on

the front, sides and rear; the fleetname

appearing over the front wheel arches in

small lettering. After St. Albans had

receivea these vehicles, subsequent 49-

seaters were allocated, as far as possible,

on the basis of one pair at a time to

Reigate, Windsor and St. Albans, total

allocations of this variant reaching seven,

ten and thirteen respectively. 53-seaters

also helped replace earlier coaches,

accounting for five of the seven sent to

Northfleet; Reigate had four of these and

Leatherhead one. A complication in the

RS/RB replacement programme was that

the first examples due fori refurbishing in

July were at Reigate and Windsor, thus

TLl-6 displaced RS10 and 11 to Reigate

and RB61, 80 and 82 to Windsor. One of

Top: TL17, photographed at Surbiton on route 727, unusually followed other NBC operators' practice indisplaying

the corporate identity symbol in place of the Tiger' . Stephen Madden Centre: 'Flightline' livery had also been

applied to two DLs earlier inthe year for new route 767 introduced inJanuary. An interesting comparison between

this and the 'Jetl ink 747' l iveryis offered here at Heathrow. S. J.

Clark

Bottom: Furtherinterestwas addedinMay

when vehiclesusedon a new773 servicereceivedpale

blue 'Sealine' insignia.The onlyLondonCountry vehicle

so

treated, RS148, stands in the heart of 'C-line ' terri tory. Co/in Fradd

69



the vehicles in turn released from Reigate

was RBI6, which had been taken into

Works from Windsor (where it had last

worked in July 1979) for refurbishing, but

was reallocated for coach duties in May.

However, it saw little further service.

Another complication was that Amer-

sham's RB24 and 25 were replaced by RBs

from Windsor rather than TLs directly.

Replacement of the RSs ended in Septem-

ber with the withdrawal of RS14 and 15,

and the last RBs went in October (RB26,

29 and 30), but the appearance of the final

six TLs was delayed by additional body

modifications until November (these were

TL12, 22, 24, 40-42). By this time the

various garages which had loaned coaches

had received replacements--only Dunton

Green and Hatfield actually regained their

own vehicles-with the exception of

Addlestone, whose RB90 remained at St.

Albans.

Vehicles released, apart from the fore-

going, included four RSs for Hemel Hemp-

stead (three replacing RPs on the DoE

contract, one for coach work); one RS and

one SNB for route 796 at Stevenage; one

RS and one P for Crawley (replacing an

SNB on route 777 duplication and for

private hire respectively); and the PL from

Leatherhead was made available for route

762, though was not in the event needed

until 1983. At Northfleet the increase in

coaches available for route 720 was most

welcome since the operation had grown to

require ten coaches on weekdays by the

end of the year. The temporary withdrawal

of DL6 owing to fire damage in July did

70

,.

.~~

~

.

not help; the remains were sent to Leyland

at Aldenham for reclamation with a view

to rebodying. Since one RS had been saved

at Grays, RSI44 was transferred across to

Northfleet as a substitute but was itself

replaced by a TL and, as mentioned above,

passed to Stevenage in November. Com-

pletion of the whole programme resulted in

all RSs being removed from Reigate and

St. Albans and all RBs from Northfleet,

though Reigate retained one P, St. Albans

five RBs and, of course, Stevenage had the

one RS. Despite the net increase of twelve

luxury coaches, the change of emphasis

from bus to Green Line operation meant

that a need for twenty more such vehicles

could be identified. Negotiations to extend

the leases on the remaining RSs and RBs

therefore began in order to increase the

proportion of coaches in the fleet.

In the meantime, SNBs and RPs

remained to cover the shortfall and, as a

result, RP withdrawals were negligible,

with the four licensed examples taken. out

5-

..

,

Top: Earlymembers ofboth the RBand RSclasses. originallydelivered in1977. were returned tothe KirkbyCentral

Organisation following protracted refurbishing by London Country throughout the summer. RS12 at Victoria. S. J.

Butler Bottom: Hemel Hempstead's ent ire RP allocat ion was removed late in the year. RP54. which was later

transferred to Northfleet. loads up in the town centre on a rare bus working. Ran Harper



--

----

t~ t:

Above: BL11. latterly used as a ferry bus for route 757 drivers, habituallydisplayed its running number inthe route

number blind box.

Guy Brigden

Below: Mobile Uniform Issue Unit 581J, formerly RLH44. was withdrawn in

February but subsequently acted as temporary of fices at Stevenage where it is seen two months later.

Trevor

Whelan

of passenger service being balanced by the

reinstatement of a similar number from

storage, Allocations at Addlestone, Dork-

ing and Guildford ~emained virtually intact

with Guildford losing just one upon the

receipt of an RS from Reigate to replace

one loaned to St. Albans, Windsor,

however, had its staff bus RP replaced by

an SNB and, as already noted, Hemel

Hempstead lost its allocation in Novem-

ber. One of the latter was, by that time,

already defunct but RP7 was re-engined

and sent to Harlow whilst RP54 reap-

peared at Northfleet, where RPs had not

operated before, As with three surburban

coach SNBs allocated for the purpose

during the summer, it ran on routes 725

and 726 on weekdays to release coaches for

the more discriminating users of the 720,

Moving to the North-East area, St. Albans

gained two reinstated RPs in the first

quarter of the year to release a fare box-

equipped SNB for Stevenage and help

operate schools journeys required after

Easter pending the 24th April programme.

Subsequently, they were retained to facili-

tate duplication on routes 84 and 757,

though only RP20 was still active at the end

of the year. Hertford regained an alloca-

tion, which included two reinstated vehi-

cles, as extra engineering spares but the

last left in September; their trainer RP50

was withdrawn officially in November fol-

lowing a period of disuse. Most of the

supernumary RPs gravitated to Harlow

which succeeded in finishing the year with

more of these vehicles than it had had at

the start. Included was reinstated RP39,

last to carry the 1973-type Green Line

livery in service. It is worthy of note that

route 702 was officially rescheduled for

RP/SNC operation from 4th December

since the same vehicles worked route 339

Express and the RBs were fully occupied

with other Green Line work.

The few surviving members of the BL

and BN classes faced further withdrawals,

starting in January with the pair at North-

fleet (BN61 and 62) retained for route 491

until approval for SNB operation was

obtained. April withdrawals comprised

BN56 at Amersham (service reductions)

and BN55, 63, 64 and 65 at St. Albans

(SNB conversion of all but two runnings);

BU1, the ferry bus for route 757, was also

taken out of service in April, as was

Dunton Green's trainer BU in May. The

position remained stable for the remainder

of the year, Amersham retaining five BNs

and St. Albans two, accompanied in each

case by a BL trainer, though the St. Albans

vehicles tended to be used as ferry buses as

much as in passenger service.

.1.)

71

--



-

...

[d

.-,o,.

.

1I

, ft. ..,

. ...

.

' ~ ~

4 1

Above: Indirect replacement for 581J. LNB57 underwent extensive interior modifications and gained a distinctive

new livery.

J.

G. S.

Smith

Below: Another stalwart vehicle withdrawn during 1982 was RF79. the Leatherhead

tow-bus. i llustrated here at its home base some time before.

Guy Brigden

-- -- --- --

Below: The last dual-purpose-liveried National SNC191. was overhauled in August. It is depicted here leaving

Staines two months earlier.

Stephen Madden

72

The oldest buses to be withdrawn both

originated in the 1950s and owed their

longevity to their conversion to service

vehicles. First was 5811, formerly RLH44,

which had acted as a mobile uniform issue

unit since 1971. After withdrawal in Febru-

ary, it was moved to Stevenage to provide

temporary office accommodation during

rebuilding. The other was towing vehicle

RF79 which had been based at Leather-

head until withdrawal in May. The replace-

ment for 5811 was LNB57, licensed in

February after a rebuild at the Central

Works incorporating a counter, measuring

area, changing cubicles and storage space.

Its green and yellow livery was the same as

that of the two LNs converted to mobile

instruction units the previous year; of

these, LN3 was licensed in September but

LN1 remained in store.

Another interesting conversion was that

of a pair of ANs to open top configuration

for operation under contract to London

Transport on the Round London Sight-

seeing Tour. The contract called for one

closed top bus to operate from March

onwards, together with two open toppers

from May to the end of October. MCW

bodied vehicles were selected, AN106, 110

and 116 being contributed by Godstone

and AN109 by Reigate. Ultimate replace-

ments were LRs but immediate cover was

provided by spare SNBs, two directly, and

two releasing double deckers, AN16 from

Watford and AN240 from Grays, for tem-

porary use at Godstone. AN106 and 110

were despatched to Midland Red for open

top conversion-during which weather-

proof secondhand seating replaced the

original seats upstairs-and all four were

repainted red by London Country with

grey wheels and, in the case of the open

toppers only. white relief. All were allo-

cated to Leatherhead where the garage

code 'LT was applied. Needless to say,

they were very occasionally pressed into

service on London Country's own routes

and. for example. one of the open toppers

appeared on route 714 during the rail strike

(as. indeed, did RMC4 ).

Less drastic livery variations to occur

during the year affected some of the coach

fleet, starting with DL3 and 4, upon their

transfer to Addlestone from the South-

East area in January to inaugurate route

767. Appropriate FLIGHTLINE lettering

was applied in much the same way as

already described for TLl-6, though the

places served were detailed in white rather

than black. Two Alder Valley Plaxton-

bodied Leopards, numbers 92 and 93,

received the same treatment but retained

red as the relief colour. Unlike the vehicles

on route 777, those on route 767 displayed

only the fleetname of the owning company,

whilst Southdown coaches 1342 and 1343

acquired FLIGHTLINE livery, complete

with gold lower sections, but with the two

fleetnames in equal sized lettering. For the

augmentation of the service, no further

Green Line vehicles were so treated.

However, RS148 had pale blue SEALINE

773 insignia applied to match the Duple

bodied. Leopards used by Southdown on

that service. At St. Albans the three gold

RBs had the special lettering for route 757



painted out but gained the small FLIGHT-

LINE 757 stickers attached to most of the

RSs and RBs at the garage earlier in the

year.

One livery variation carried by Leyland

Nationals disappeared during 1982, namely

the half green, half white dual purpose or

local coach colour scheme. SNC191 was

the last of the class to carry this livery; it

was taken in for overhaul in August after

attention at the Northern Area Works

having last operated from Windsor. All

overhauls concerned this type of vehicle

and the rate of output showed a gradual

decline from eight per month in January to

four in August, during which period forty-

three in the SNB128-189 range were

outshopped, then stopped altogether with

the exception of a solitary vehicle in

October. This was significantly less than

programmed, partly because the amount of

work necessary to refurbish the RSs and

RBs to the required standard was much

greater than anticipated, and caused

serious problems. During the course of the

year, every vehicle had to be presented for

an annual Freedom From Defect (FFD)

test, a statutory requirement from 1982, to

establish anniversary dates for tests in

subsequent years, under EEC law. (The

FFD test, together with the granting of a

Certificate of Initial Fitness to each vehicle

when new, replaced the Certificate of

Fitness valid for a variable number of years

depending on the age and condition of the

vehicle.) Whilst overhauled SNBs were

tested on completion, so few were pro-

duced that the burden of preparing vehi-

cles for testing fell more heavily at garage

level than was desirable. Some work was

passed to other concerns, notably the

refurbishing of RB20- 22, 24, 25 and 27 to

Midland Red and the overhaul of SNB202

to APT, whilst certain SNBs were pre-

pared for FFD tests by United Counties.

r

I

--

L--...

I . . ' ..c-r t

1--

I

1- ':\

More importantly, a rise in costs of 14%

was attributed to the extra workload, and

the attainment of reliability targets started

to cause difficulty for the first time since

1978. Incidentally, SNB165 missed its

overhaul as it was prepared for its FFD test

at its home garage, Dorking, in January

instead. To assist in providing cover for

buses out of service for test preparation,

SNB174 and 183 became Northern Area

float vehicles after overhaul in August;

further SNBs were overhauled in Novem-

ber and December, but retained at the

Works to form a 'Central Pool' for similar

use in 1983, in anticipation that the Works

would take on a much more ambitious

share of the test preparation/overhauling.

Works repaints in 1982 consisted mainly

of AN31-134, earlier members of the class

being excluded in anticipation of the con-

version of some to trainers and possible

withdrawal of others within the next year

or two as further LRs joined the fleet.

ANI6, however, received a repaint while

at Godstone and Dunton Green's AN26

was also so treated. In December a Works

repaint programme for coaches com-

menced, RS31, 35-37 and 41 plus P12

being dealt with that month. Heater mod-

ifications to the first 120 ANs also pro-

gressed.

There was an increase in the number of

buses carrying special advertising liveries,

starting with AN92 at Hertford in January

as a UniBus for the Waltham Abbey

Building Society. Its colour scheme con-

sisted of blue lettering and black logos on a

white band. The vehicle had not been used

in service since April 1981 although its

overhaul had been completed in August of

that year. Hertford gained another UniBus

in July, this time a second one for the

long-established Waltham Cross furnishing

store, Fishpools. Colours used on the

vehicle, ANU5, were red and black on

-

yellow. One more existing advertiser to

commission an extra bus was Telepages,

though instead of a yellow background

SNB518 was given a white band with most

of the lettering in yellow outlined in black.

It re-entered service after repainting in

August at Addlestone. Two Leyland

Nationals already in Telepages livery were

reallocated. SNC119 temporarily from St.

Albans to Hemel Hempstead between

February and July, and SNBI00 per-

manently from Reigate to Dorking in

April.

The next new scheme to appear was on

ColorBus (all over advertisement) AN293

at Stevenage, painted dark blue for Provi-

dent Mutual Life Assurance. Lettering was

mainly in light green and pale blue. Steven-

age residents were treated to a second

advertising livery from November, when

AN263 received a UniBus scheme with

mauve and black lettering on a white band

for Wallspan bedroom furniture. Last to

appear, a ColorBus, was AN50 in late

November in a new livery for Imperial Life

Assurance. The background was white,

with the roof, upper deck window sur-

rounds and a narrow, lower skirt in blue,

most of the colour being provided by a six

shade rainbow and drawings of a family

(and dog). AN50 was allocated to Guild-

ford in place of AN5, in use as an Imperial

Life advertisement since 1978. as the older

bus was wanted for conversion to a trainer.

In the event AN5 remained at Guildford

for the rest of the year standing in for

another AN under repair. There were only

two advertising buses restored to normal

livery in 1982, LNB56 (Hemel Hempstead

Building Society) in February and AN226

(Barratt Homes) in November. the latter

receiving a Works repaint out of sequence.

Vehicle orders for 1983 consisted of a

further fifteen Leyland Olympians and

forty-five Tiger coaches with Duple bodies.

J

AN1 was temporarily loaned to

both Hatfield and Hertford gar-

ages during the year, pr ior to i ts

conversion into a driver-training

vehicle. It is seen alongside a

more usual HG inmate at the

Bi rcher ley Green bus stat ion in

August . both of them operat ing

a route which consolidated its

double-deck workings that

same month. S. J. Butler

73



Summary

of

London Country

Vehieles

New Vehicles

Leyland ONTLl1l1R Roe H72F: LRl-30 (TPO 101-130X)

Leyland TRCTLl1l2R ECW C49F: TLl-30 (TPC 101-111X, WPH 112Y, TPC 113-114X, WPH 115-130Y)

Leyland TRCTLl1l2R ECW C53F: TL31-42 (WPH 131-142Y)

Total: 30

Total: 30

Total: 12

Total new deliveries: 72

Vehicle Disposals

XF 3

AF 1,4,7, 11

BL 2

BN 33, 42, 43, 44, 52, 61

OMS 630, 633, 641, 643, 654

RS' 1-15

RB' 16-30

, Returned off lease to Kirkby-Kingsforth

Total: I

Total: 4

Total: I

Total: 6

Total: 5

Total: '15

Total: 15

Vehicles written off

XF 6

On loan to International Wreckers,Hertford

Total: 1

Net disposals: 48

Specificat ion changes

Upseated to C53F: RS31, 35, 36, 37,108,110,112,144, RB63, 105,

Tachographs were fitted to approximately 215 vehicles early in the year for use on private hire work to comply with EEC regulations, All new vehicles

were so equipped before delivery,

Initial allocations of new vehicles

Garage Vehicles

SA LRl-5, 7, 9, 10, 15, 17, 19

Dates to service

April and May

Types displaced

AN, BN, RP and addit ional require-

ment

Additional requirement

AN and additional requirement

AF,AN

RS, RP, BN

RS,RB,P

RB

RB and additional requirement

PL

LH LR6, 11, 12 May

RG LR8, 13, 14, 16, 18, 20 May and June

GO LR21-30 June and July

SA TLl-6, 12-14, 17,20,24,27 July-November

RG TL7, 8, 11,21,22,25,26,31,35,36,39 July-November

WR TL9, 10, 15, 16, 18, 19,23, 28, 29, 30 July-September

NF TL32, 33, 34, 37, 38, 40', 41, August-November

LH TL42 November

, TL40 first l icensed at RG but moved to Northfleet for service,

74



....--

Left: The V'valthamAbbey Building Society

sponsored a UniBuswhich took to the road

inJanuary. The vehicle concerned, AN92, is

depicted at Bircherley Green, Hert ford,

some time afterwards. J. G. S. Smith

Right: A revised UniBus livery for Fishpools

was applied to AN115 in July, eventually to

replace the original . AN105. al though both

continued to run from Hertford for the remain-

der of the year.

Oavid Stewart

Left:

AN263 appeared late in the year in a

UniBus scheme for Wallspan bedroom furni-

ture. operating from Stevenage garage.

Paul

Oabrowski

75

-



Documents

The London Bus Review of 1982