Monday 4 March 2024

Suggestion: London Passenger Transport Area Including London Country Buses Should Be Revived To Enhance Cross-Boundary Connections

Current coverage of London Bus Routes, rail replacements (in red) and bus lanes (in blue)
Google Earth and TfL GIS Open Data

As part of my suggestion on Twitter/X on improving London's Transport (LT) services, I have suggested that the London Passenger Transport Area should be reinstated to enhance cross-boundary connections between Greater London and various areas in the Home Counties.

I'm not an expert on the history of London Transport's Country Buses. In brief, prior to 1970, London Transport once had control of the green Country Bus services along with the Green Line express services, as part of the London Passenger Transport Area. Then in 1970, the legislation Transport (London) Act 1969 enabled London Transport to lose control of the Country Bus, which was then transferred to the National Bus Company, and the responsibility of the Underground and red Central Buses (modern-day London Buses) was transferred to the Greater London Council (GLC). Increasing car usage was one of the reasons that led to the decline of bus services.

You can read more on the history of London Country bus services.

Then in 1984, with the tensions between the GLC and the government, the government, with their Conservative party majority in parliament, committed in their 1983 election manifesto to take control of London Transport out of the GLC by creating London Regional Transport. The GLC and the Metropolitan County Councils were abolished in 1986, and during the same year, bus services outside of Greater London were deregulated, along with the process to privatise the National Bus Company (including London Country, which had been split into four companies) and bus undertakings owned by local authorities and Public Transport Executives, in which they had control of bus services, fares and ticketing.

During 1999, there were plenty of cross-boundary bus services that were provided by commercial bus operators; they did accept Bus Passes and Travelcards for travel within the Greater London Area. There was one commercial route numbered 151 in Romford where you could travel to Basildon.

In 2000, Transport for London, along with the Greater London Authority (GLA), was created as part of the 1997 Labour Party's manifesto on re-establishing a Londonwide authority with a directly elected Mayor and Assembly.

At present, to travel by bus from Romford to Chipping Ongar, route 375 runs from Romford to Passingford Bridge, and it is a low-frequency route with 1 bus per every 90 minutes. Then when you change at Passingford Bridge, there are no bus services to travel onwards to Chipping Ongar except for route 493, which runs one journey both ways every school day.

Alternatively, you can take route 498, which runs from Romford to Brentwood, and then from Brentwood, change for route 21, which runs every hour, to travel to Chipping Ongar.

Prior to August 2008, London Buses route 375 was launched to replace Arriva's commercially operated route 500. The previous commercial routes did serve Ongar and Harlow, which was a unique cross-boundary connection. You can read more about it on the London Bus Routes website.

At present, this is inconvenient, which is why there's a lack of bus services along London Road. Residents of Little End village have no bus services to travel to places without a car. Another option is a taxi, minicab or ride-sharing which can be expensive.

I have pointed out on Twitter/X that when the London Underground's Central line gets disrupted, there’s no viable bus service to allow passengers to travel to or from Epping as the bus service is low-frequency and without a night bus service.

Prior to October 1976, route 20 used to serve Epping from Walthamstow Central; then during the 1980s, there was route 201, which served between Ongar and Buckhurst Hill, following the Central line. I have found the video footage of the bus in service on YouTube.

Re-establishing the London Passenger Transport Area

At present, Part IV, Chapter V of the Greater London Authority Act 1999 provides a legislative responsibility for TfL to determine which London local services are required for the purpose of providing safe, integrated, efficient and economic transport services in Greater London.

Bus operators that provide commercial, coach or tourist services are required to obtain a London Service Permit (LSP) from TfL. The fee for new permit applications is £150.

There’s one Freedom of Information (FOI) request I found, questioning a requirement for an LSP for commercial route 269 by NIBSBuses, which is routed through North Ockendon on the B186 as it is inside the Greater London boundary. As this FOI request was made last year(2023),) I checked the LSP bulletin, and the route and operating company are not listed due to the nature of the service using the B186 to bypass Greater London.

Re-establishing the London Passenger Transport Area with the current legislation (the GLA Act 1999 and Bus Services Act 2017) can be complicated for TfL, the GLA (including the Mayor of London), the neighbouring boroughs, and the UK Government.

The next option is for the government to pass new legislation in Parliament to re-establish the London Passenger Transport Area as a ‘bus authority’ for Greater London and certain areas of the Home Counties.

Schedule 7 of the London Passenger Transport Act 1933 outlines the London Passenger Transport Area, in which other sections have been repealed as part of transferring LT to the GLC in 1970.

The options for providing new bus services can be enhanced partnerships for existing routes and contracting/franchising models.

I did mention in my previous article suggesting a new South East Regional Transport Authority, a directly elected authority subsuming TfL’s services and the railway services of the former Network SouthEast, to provide a stronger integrated transport authority for the Home Counties and the South East of England.

Does it mean the expansion of the GLA?

That would be a controversial and complicated point because it may require redrawing the boundaries and reforming the responsibilities of the local authorities outside of Greater London. This includes my idea of creating a new South East Regional Transport Authority.

Although the public transport services outside of Greater London (especially all areas of the UK) do need accountability, when the bus service changes, I would like to see a consultation to allow the general public to express their views on the bus service changes and the Equality Impact Assessment (EqIA) on how the changes impact people of protected characteristics, such as the disabled.

I believe all residents should have the same type of service, irrespective of whether they live in a rural area or in the city.

Re-establishment of Green Line express bus services?

Looking at the old map from 1966, the Green Line under LT provided an extensive network of bus services linking to Central London.

At present, a bus operating company named Arriva currently owns the trademark for the ‘Green Line’ brand name. The current services for the Green Line are:

The London Line 701: Reading station to Legoland Windsor – Operated by Reading Buses
The London Line 702: Legoland Windsor to Green Line Coach Station – Operated by Reading Buses
Flightline 703: Bracknell to Heathrow Terminal 5 – Operated by Reading Buses
724: Heathrow Airport to Harlow via St Albans – Operated by Arriva Herts & Essex
755 and 757: Leagrave station (755, 2 times in the morning, 2 times in the evening) / Luton station (757) / Luton Airport (757) to Green Line Coach Station – Operated by Arriva Herts & Essex

In line with my idea to expand the Superloop by reviving the old Speedbus proposal from the 1970s, I would re-establish the Green Line express bus services for the purpose of improving accessibility and providing connections to areas in the Home Counties that do not have a railway service.

I suggest the route numbering for the Green Line express services should remain in the 700s.

Taking a look at the TrawsCymru, it’s a network of long distance bus services connecting to various places in Wales that are not connected by railway. The network is funded by the Welsh government. I would like to see a similar scheme for London, the Home Counties, and the rest of South East England.

Vehicle type suggestion for the new Country Bus services?

Depending on the suitability of the roads, some may be narrow with tight bends, and some roads may go under low bridges and trees.

I have suggested in my previous article on creating a most accessible zero-emission bus for London and elsewhere, which includes two wheelchair spaces, a fully low flat floor, a more stylish design (to provide street presence), three-doors and two-staircases, and more.

Other vehicle types I have suggested, such as the tram-style bendy bus, are welcome to be used for cross-boundary bus services.

The livery for the Country Buses should be predominantly green, but could have route branding to help promote the bus service. Other services within the area should retain their livery, such as the Fastrack brand and the Ensignbus brand in Thurrock with their blue and silver livery.

Would you integrate the Fastrack Bus Rapid Transit service in Kent Thameside?

Yes, I agree. This includes merging the ticketing scheme with TfL’s Oyster and Contactless system, Travelcard scheme, and the Hopper fare. I did mention in my previous article about reforming the Travelcard Agreement to include transport services outside of Greater London.

Although I do wish to see more bus routes using the Fastrack busways to help reduce journey times.

Does it mean deregulation should be scrapped for the London Passenger Transport Area?

I continue to welcome any bus company to set up their service anywhere. The purpose of my idea is to establish a network of high-frequency bus services, including evenings and nights, to enable people to travel to and from Greater London.

When a commercial route gets well used, especially by disabled people, then that service should be safeguarded. In the event that the bus operating company intends to withdraw their bus service, then the bus service should be contracted to another bus firm to save the service and the connection for bus users.

Does it mean the end of cash fares?

No, I believe cash fares should continue to be accepted, especially for people who are digitally excluded, and alternative methods of payment should be required.

Why did you suggest the idea?

Public transport needs creative ideas on how to improve travel and connectivity for people. Not everyone is able to drive due to age (under 17), health conditions (including people that are excluded from holding a driving licence), being unable to afford to drive, infrequent drivers, tourists, etc. This includes the expansion of the Ultra Low Emission Zone (ULEZ) to Greater London, where I have suggested that TfL should reform the Travelcard Agreement to provide 'Park and Ride' tickets for stations outside the ULEZ to discourage car travel into Central London.

Public transport, especially bus services, shall have no boundaries as they are vital in terms of accessibility, economic, mobility and social needs.

Residents in rural areas should have the same levels of bus services as the residents in the built-up area, such as London, in terms of high frequency, evenings, night, and weekend services to help reduce car usage.

Reducing car usage can help reduce traffic congestion and pollution, which may be beneficial to other road users such as utilities, deliveries (haulage, courier, etc.), emergency services etc. And also help reduce traffic accidents.

Most importantly, people of protected characteristics that are listed by the Equality Act 2010, such as the disabled and age (older persons) have been disproportionally affected by the loss of bus services, as they are a vital lifeline for them.

The pieces of the jigsaw puzzle between Greater London and the Home Counties have been missing, which is why I have identified certain areas with a lack of bus services in my article.

I suggest taking a read of the ‘Connecting Ireland’ scheme in the Republic of Ireland, as the Department of Transport is establishing more bus services to link rural areas to the town centres.

There’s a document to read, which is the ‘Crossing the Border 2008’ report by London TravelWatch about cross-boundary bus services in Greater London.

Brief histories of cross-boundary bus routes

Here are the brief histories of the notable cross-boundary bus routes serving Greater London.

Route 84

It was once part of London Transport's Central Buses network, but in 1982 it was swapped for route 313 with London Country. The text on the bus stop panel poster says:

Changes to Buses 84 and 313

From 24th April [1982]

Because of the withdrawal of financial support by Hertfordshire County Council, a number of changes will be made to bus services in the County.

Bus 84 will be taken over by London Country between St. Albans and New Barnet. London Transport will continue to run the section between Arnos Grove and Barnet Church, which will be renumbered 84A. Buses will run every half-hour on Mondays to Saturdays, with school journeys running through to Barnet (Chesterfield Road), as now.

London Country Bus 313 will be taken over daily by London Transport between Potters Bar (Cranbourne Road) and Enfield Town, with buses running every half-hour during Monday to Friday peak hours and Saturday shopping hours. At other times buses will generally be hourly.

Double-deck one-man buses will be used on Routes 84A and 313.

In 1986, London Buses Ltd. won the route 84 contract from Hertfordshire County Council, and it eventually became a commercial route once the subsidiary company London Northern got sold to MTL Trust Holdings in 1994, which was then sold to Metroline in 1998.

Moving forward to the year 2022, Metroline notified Hertfordshire County Council of their intent to deregister route 84. Then in April, Sullivan Buses launched a section of route 84 between St. Albans and Potters Bar Station.

Here are the texts by TfL (released by a Freedom of Information request) and the Mayor of London about the withdrawal of route 84.

Request ID: FOI-2662-2122
Date published: 03 March 2022

We do not hold the information you have requested although we have been in discussions with Hertfordshire County Council since we were informed that the current operator would no longer be running the route 84 from St Albans through to Potters Bar and New Barnet from April. There has been no decision taken on if we would run a bus service to replace the 84 as yet. We continue to discuss what the most appropriate option is for the Potters Bar – Barnet section of the route, which whilst predominantly in Hertfordshire, does also serve parts of London.

Answer by the Mayor of London Sadiq Khan
Reference: 2022/0565

Date: Wednesday 9 March 2022

Route 84 is a service that is run by Metroline on a commercial basis between Barnet, Potters Bar and St. Albans. Transport for London (TfL) recently received an application to extend the London Service Permit (required for third parties to run public bus services in London) to run route 84 within the Greater London Authority boundary until, but not beyond, 2 April 2022. From 2 April, this service will not run within Greater London.

TfL met with Hertfordshire County Council (HCC) to discuss what their mitigations could be. HCC have found an operator to run the service between Potters Bar and St Albans. There are a number of transport options to Potters Bar. TfL runs routes 298, 313 and school routes 626 between Potters Bar and Cockfosters, Chase Farm Hospital and Enfield. TfL also runs route 399 during Monday to Saturday inter-peaks around Hadley Wood. Passengers from Barnet can access Potters Bar on the TfL bus network by using route 307 and changing at Cat Hill roundabout in Cockfosters to route 298. This is covered by the Hopper Fare. There is also a direct rail service between New Barnet, Hadley Wood and Potters Bar stations.

After a year of campaigning, with the council using the Community Infrastructure Levy (CIL) funds totaling £183,600, route 84B was launched from Potters Bar train station and Barnet Hospital.

From Hertsmere Borough Council

Around 75 residents, dignitaries and council staff gathered this morning (Monday 4 September) to celebrate the launch of a critical bus link between Potters Bar and Barnet, following our recent decision to allocate developer funding to this key route.

The 84B bus route restores direct access to and from Potters Bar train station and Barnet Hospital, six days per week. It provides an invaluable link for hospital users and visitors, schoolchildren, local businesses and residents.

Having identified this route as a key piece of infrastructure needing support, Community Infrastructure Levy (CIL) funds, totalling £183,600, will be provided for an initial period of 12 months. Further funding streams are being explored with other partner authorities and agencies, with the ultimate aim that the route should be self-sustaining.

The Mayor of Hertsmere, Cllr Chris Myers, led the celebrations at the train station by cutting both a specially-decorated cake and a ribbon to mark the start of the service, whilst refreshments were served to all.

The Mayor was joined by Theresa Villiers, MP for Chipping Barnet; London Assembly Member Elly Baker; Hertsmere borough councillors; Hertfordshire county councillors; residents who have actively campaigned for the restoration of the route; representatives of the bus operators Central Connect; and council staff.

The Leader of Hertsmere Borough Council, Cllr Jeremy Newmark, commented: “We’re really thrilled to have been able to restore this service, which reverses a bus cut dating from 2022. It’s a crucial link which enables residents of Potters Bar to access Barnet General Hospital, and many children to get to their schools. It brings families and communities back together who’ve been separated by the absence of this route.

“I’m delighted that we’ve been able to pioneer the use of the Community Infrastructure Levy to support this incredibly important transport link. From the number of people at the launch today, it’s clear that residents are committed to ensuring the route can be sustained into the future.”

Cabinet Member for Planning, infrastructure and transport, Cllr Nik Oakley, added: “The sun shone on this joyful occasion and it was clear that everyone was delighted to see this bus route restored. We’ve moved incredibly quickly to deliver this new route in time for the start of the school term and I would like to thank everyone who has worked so hard to make that happen.”

The route is operated by Central Connect, part of the Vectare group, and details of the route and timetable can be found by visiting: intalink.org.uk/services

You can read more about the history of Route 84 on the London Bus Routes History website and the London Bus Routes website.

Route 370

Route 370, which runs between Romford and Lakeside (formerly Grays), was formerly provided by London Country buses; after deregulation and privatisation, the service was provided commercially with a couple of school bus services contracted by London Transport Buses. Then in 2007, it became part of TfL's bus network.

You can read the full history on the London Bus Routes History website and the London Bus Routes website.

Route 405

During the year 2001, Transport for London once saved a vital cross-boundary commercial bus route formerly part of London Country Buses, which is the 405 that runs from West Croydon to Redhill, Surrey County, which is currently part of TfL’s bus network.

You can read the history of route 405 on the London Bus Routes History website and the London Bus Routes website.

TfL Press Release

24 January 2001

Transport for London plans to save route 405

Transport for London (TfL) is planning to take on responsibility for cross-boundary bus route 405 from 21 April because the present operator, Arriva, has said it intends to withdraw the service.

The 405 runs between West Croydon and Redhill via Purley, Coulsdon and Hooley.

London Buses' Vice-Chair Joyce Mamode said: "Most of the passengers on the 405 start or finish their journeys on the London side of the boundary so it makes sense for TfL to absorb it into the London bus network.

"It also provides the only service on the section of Brighton Road south of Coulsdon, where developments are planned on the site of the former Cane Hill Hospital.

"We're therefore inviting tenders for the continued operation of the 405. Buses would run half-hourly with an hourly evening and Sunday service, in line with the present frequency during the week but double the present two-hourly Sunday service."

11 April 2001

Seeing red as Transport for London rescues bus route 405

Passengers on route 405 will be seeing red when the service becomes part of the Transport for London (TfL) network on 21 April.

Brand new low-floor wheelchair-accessible red single-deckers will be taking over from the elderly buses currently on the service. The 405 runs from West Croydon to Redhill via South Croydon, Purley and Coulsdon before crossing into Surrey at Hooley. Until now it has been operated commercially by Arriva who indicated they intended to withdraw it. From 21 April, Connex will run the service on contract to TfL.

Peter Hendy, TfL Managing Director of Surface Transport, said: "I am pleased we will be able to run a better and more accessible service on the 405 and ensure it will continue to be useful both to people who live in this part of London as well as those who live across the boundary in Surrey. Buses will run half-hourly during the day on Mondays to Saturdays and hourly in the evenings and on Sundays, with a new late-evening service and double the present Sunday frequency."

X99 Forester

This is something I’d like to see from TfL, which is that to rescue cross-boundary bus services, transport authorities should serve everyone and not just within their geographic area.

To wrap up the article, you might be interested in watching the presentation by Andrew Braddock on the London Country bus services after 1970.

If you agree with my suggestion(s), you are welcome to share this article with your local Member of Parliament, councillor and Assembly Member. You can find your elected representative on the ‘Write To Them’ website.

When you have creative ideas, you should write them down on a website or on social media. One day, someone may take them on board to deliver your ideas and suggestions.

Update 8th March 2024

I've just noticed that last month (February), the London Assembly passed a motion calling on TfL to restore a bus link between Waltham Abbey and Chingford.

From the London Assembly news release:

08 February 2024

The 505 bus, running between Chingford and Harlow, is no longer in service.

In May 2015, the bus operator Arriva handed responsibility for the route over to TrustyBus, reducing the service to just six buses a day.

The stretch between Waltham Abbey and Chingford was once frequently served 7 days a week by London bus route 242, with buses every 10 to 30 minutes from early mornings to late evenings. On a Sunday, the final bus from Chingford Station to Waltham Abbey would leave as late as 00:10.

Now, not a single bus provides a service between Waltham Abbey and Chingford. All bus stops on Sewardstone Road towards Chingford (except the Lea Valley Camp Site) are completely unserved.

This Assembly calls on Transport for London to restore a frequent, daily London Buses link between Waltham Abbey and neighbouring Chingford by extending route 215 (which currently terminates at the Lea Valley Camp Site on Sewardstone Road – just within the Waltham Abbey boundary), route 379 (which also terminates on Sewardstone Road), or both, to at least Waltham Abbey Town Centre.

I invite you to follow me on Twitter/X by searching for @CLondoner92 or by clicking on the direct link to my Twitter/X page here. I'm also on BlueSky and Mastodon.

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