 |
| 1967 London Transport Board Central Buses Map |
This is a follow-up to my article regarding the reinstatement of the London Passenger Transport Area, in which prior to 1970, London Transport served the areas outside the Greater London Council area with green Country Bus services. Then after 1970, they were transferred over to the National Bus Company; these services were fully fragmented after the deregulation of bus services in October 1986. The London Passenger Transport Area also predates the creation of the Greater London Area in 1965.
Introducing RouteMapster by @omgal25.bsky.social 🚍🗺️ Explore #London bus coverage with filters for regular, prefix, and night routes. View frequency trunks, garages, and stations. This video includes TfL GIS Open Data Hub bus routes and bus lanes for comparison. I suggest adding in bus lanes.
— CLondoner92 (@clondoner92.bsky.social) April 12, 2026 at 1:47 PM
[image or embed]
There are cross-boundary bus services that go into Greater London that are not part of the TfL network and require a London Service Permit; they charge fares separate to the Oyster/Contactless Pay As You Go (not accepting the hopper fare) and do not accept Travelcards.
I also refer to the London TravelWatch report Crossing the Border 2008, published in May 2009, which I believe needs an update.
The case of extending the 375 bus
The most notable of all is route 375, which runs from Romford to Passingford Bridge, and I will be concentrating on this one.
London Transport's Central Buses used to provide a bus service to Chipping Ongar, in which the route 175A was withdrawn in 1977.
Another historically significant link was the 500/501/502 network of routes, which emerged from the withdrawal of local Green Line services in 1984 to connect Romford with Harlow and other key west Essex destinations. Initially, route 500 ran via Abridge and Epping, while the 501 provided a link via Ongar until its withdrawal in 1993. In 1990, the 502 was also diverted to serve Romford, running from Loughton through Debden and Abridge. This extensive network provided Romford residents with a direct corridor deep into the county, but over the years it faced severe contraction; Arriva withdrew from the 502 in 2001, and following a controversial diversion via Ongar in 2007, the final 500 service was ultimately withdrawn from Romford in July 2008 due to London Low Emission Zone requirements, further severing the town's direct outer-suburban bus links. This left route 375 as the sole remaining service on the corridor.
Since the closure of the Epping-to-Ongar branch of the Central Line in 1994, Ongar has transitioned into a transport-dependent "island." Currently, Route 375 provides a vital but truncated link between Romford and Passingford Bridge.
Terminating at Passingford Bridge, a rural junction, leaves residents and workers in the Ongar area stranded without a direct bus link to the Elizabeth line, Liberty line, and Greater Anglia services, and other bus services at Romford.
Consequently, travelling between Romford and Ongar via public transport currently requires a multi-stage journey to navigate the geographical gap left by route 375 terminating at Passingford Bridge. Without a direct connection, passengers must rely on indirect routes involving multiple operators. One method involves taking the Elizabeth line from Romford to Brentwood, followed by the NIBSbuses route 21 to Ongar; however, this requires coordinating between different timetable schedules and separate ticketing systems. Another option is a three-stage route: travelling westbound on the Elizabeth line from Romford to Stratford, transferring to the Central line up to Epping, and then catching a local Essex bus service to Ongar. Because these options involve transfers and varied frequencies, the total travel time can regularly exceed an hour and a half, compared to a driving time of approximately twenty minutes along the direct corridor.
Extending the route would utilise the existing A113 corridor, helping to serve businesses along the route, including various hospitality venues, small-scale industrial units, and agricultural businesses. Enhanced bus access would broaden the recruitment pool for these businesses and increase footfall from the Romford catchment area.
As a major regional tourist attraction, the Epping Ongar Railway draws thousands of visitors annually. A direct TfL bus connection would provide a sustainable alternative for tourists who currently rely on the railway's own heritage bus shuttles, minicabs (including Uber), or private cars.
Route 375 is currently one of London’s least frequent services, running only once every 90 minutes, Monday to Saturday, with no Sunday service. An "hourly or half-hourly" extension would represent a significant increase in current service levels, not just a distance extension.
Bringing Ongar back into the TfL bus network allows users to benefit from the Hopper Fare, making multi-stage journeys to London far more affordable than the current fragmented Essex County Council (ECC) bus pricing.
The Waltham Abbey Precedent
Going back to February 2024, in response to a petition, the London Assembly agreed on a motion calling on TfL to restore a bus link between Waltham Abbey and Chingford.
In the response to the petition, Seb Dance, the Deputy Mayor for Transport stated:
In 2017, TfL extended route 215 from Yardley Lane Estate to Lee Valley Campsite year-round, which connects to the southern end of Sewardstone Road, to better serve those in and around the London Borough of Waltham Forest. TfL has, on multiple occasions, investigated the potential to extend the route further north – outside the Greater London boundary – but passenger data shows this route is not in high demand, meaning that an extension of this route or the return of a route like the 505 to Waltham Abbey is unlikely at present. Providing a service between Waltham Abbey and Chingford would require a two-mile extension of the route in both directions and TfL cannot justify that cost at this time. I would suggest you approach Essex County Council, as the transport authority for Waltham Abbey, to discuss further as well."
In addition, the Mayor of London Sadiq Khan responded to another petition on transport services in Waltham Abbey in July 2024, he said:
TfL extended route 215 in 2017 from Yardley Lane Estate to Lee Valley Campsite all year, which connects to the southern end of Sewardstone Road, to better serve those in and around the London Borough of Waltham Forest.
On multiple occasions, TfL has investigated the potential to extend the route further north outside of Greater London, a three-mile extension each way to Waltham Abbey. Analysis shows that passenger usage would be relatively low, and insufficient to justify the additional operating cost of £765,000 per annum at current frequencies. This is because it would pass within 400 metres of just 3,200 additional residents, compared to 43,000 for the 215’s current route, which generates 3,000 trips per day.
To justify this extension financially, TfL would need an additional 1,200 daily trips, which is presently unlikely given the relatively low population density between Lea Valley Campsite and Waltham Abbey. I understand TfL has no plans, therefore, for an extension of this route, or the return of a route like the 505 to Waltham Abbey.
Any new services that sit wholly outside of Greater London would be the responsibility of Essex County Council, the transport authority for Waltham Abbey. This would apply to services between Waltham Abbey and Loughton tube station and between Waltham Abbey and Enfield."
The London Assembly notes that not a single bus service is provided between Waltham Abbey and neighbouring Chingford.
— London Assembly (@LondonAssembly) February 8, 2024
It is today calling on #TfL to restore a frequent, daily bus link either by extending route 215, route 379 or both.https://t.co/8m605uzg6k@emmabest22 pic.twitter.com/P67N1OM3XO
Not everyone is able to drive a car due to age, disability, or being disqualified on medical grounds or through criminal conviction. This highlights why public transport is vital to both the economy and society.
The Regulatory Landscape
It is very important to connect people from the Home Counties into Greater London, which is a statutory obligation in accordance with the Greater London Authority Act 1999:
"Section 141 - General transport duty.
(1) The Mayor shall develop and implement policies for the promotion and encouragement of safe, integrated, efficient and economic transport facilities and services to, from and within Greater London.
Section 173 - Provision of public passenger transport.
(1) Transport for London may provide or secure the provision of public passenger transport services to, from or within Greater London.
Transport Act 2000
Section 108 - Local transport plans.
(1) Each local transport authority must—
(a) develop policies for the promotion and encouragement of safe, integrated, efficient and economic transport ... to, from and within their area, and
(b) carry out their functions so as to implement those policies.
138A - Enhanced partnership plans and schemes (as amended by the Bus Services Act 2025)
(15) In this section and section 138C “socially necessary local service”, in relation to the area to which an enhanced partnership plan relates, means a local service which—
(a) enables passengers to access—
(i) essential goods and services,
(ii) economic opportunities (including employment), or
(iii) social activities, and
(b) if cancelled, is likely to have a material adverse effect on the ability of passengers to access those goods, services, opportunities or activities.
Bus Services Act 2025
Section 14 - Socially necessary local services
(4) The local transport authority or authorities to whose area or combined area, or part of it, an enhanced partnership relates on the day on which this section comes into force (“the commencement day”) must, before the end of the period of one year beginning with that day—
(a) vary the plan in accordance with subsection (3) of section 138K of the Transport Act 2000 so that it identifies which of the services provided in the area are socially necessary local services, and
(b) vary, in accordance with that subsection, each enhanced partnership scheme which, on the commencement day, relates to the whole or part of the area to which the plan relates so that section 138C(9A) of that Act is satisfied in relation to the scheme."
On top of it all, there is the Equality Act 2010:
(1) A public authority must, in the exercise of its functions, have due regard to the need to—
(a) eliminate discrimination, harassment, victimisation and any other conduct that is prohibited by or under this Act;
(b) advance equality of opportunity between persons who share a relevant protected characteristic and persons who do not share it;
(c) foster good relations between persons who share a relevant protected characteristic and persons who do not share it.
(2) A person who is not a public authority but who exercises public functions must, in the exercise of those functions, have due regard to the matters mentioned in subsection (1)."
With the upcoming Greater Essex Combined County Authority as part of the Government's reorganisation of local government in that county, the new combined authority will have powers over housing, regeneration, economic development, adult skills, and local transport. I do hope that in the near future, we will see a new Transport Authority for the Essex County.
Taking a look at another part of England where they are expecting to launch bus franchising to West Yorkshire:
The Mayor's West Yorkshire Local Transport Plan (2026)
We recognise that journeys also need to connect across boundaries. Working with neighbouring regions on our shared objectives is of key importance, with many residents accessing educational, employment and social opportunities in other areas across the North and beyond.
2.5. Our policies – integrated
Network integration goes beyond our regional boundaries. We recognise the importance of journeys that cross regional boundaries, with residents travelling between West Yorkshire and neighbouring regions to access essential services such as education, healthcare, employment and leisure. These trips play a vital role in connecting communities and supporting those who rely on them. This sits alongside cross boundary freight movements and longer distance trips that are described in more detail in section 2.3. Improving network integration therefore means working with partners to improve transport with our neighbouring regions, supporting shared objectives and supporting local communities.
Policy
I9 Network integration
Our Weaver Network will provide joined up services and timetabling across bus, mass transit and rail. The transport network will integrate across all modes, offering an attractive and easy alternative to owning and using a car. We will work with partners to improve cross-boundary service integration and seek opportunities to improve transport with neighbouring regions.
I7 Integrated fares and tickets
We will provide a multi-modal, integrated fares and ticketing offer, in line with our Fares Ticketing and Retail Strategy, that is accessible across diverse passenger needs which represents value for money, making paying for travel simple, easier, convenient and flexible. We will work with partners to improve cross-boundary travel.
Working in partnership - a partnership that delivers
We will collaborate with the Department for Transport, National Highways, Network Rail (and future Great British Railways), transport operators, neighbouring authorities, Transport for the North, and others to ensure that the Weaver Network is integrated with the passenger transport offer within and beyond the West Yorkshire boundary. This will ensure people have the right bus and rail connections, ticketing and fare policies, and active travel routes. We also need to ensure the smooth movement of goods to, from and through West Yorkshire, to ensure our economic competitiveness."
Furthermore, the Government's policy paper 'The government’s vision for buses and approach to delivery' stated:
• which is attractive to, accessible to and well used by everyone in the community
• where the needs and priorities of bus passengers (both existing and potential) are front and centre of everything those involved in delivering the bus service do
We want all people to have access to necessities and opportunities, including access to workplaces to take up employment, whether or not they have access to a private vehicle (some of the time or all of the time), and whether or not they are disabled. A successful local bus service helps make this possible.
We will work with local authorities and bus operators in England to grow bus usage by improving services. By the end of this Parliament, our aim is that more people will take the bus because:
• they provide the connections they need – particularly to get to work, school or college, to access healthcare, to get to the shops and to opportunities for recreation
• services are more reliable, and they trust that their bus will turn up on time and that buses are available when they are needed
• they are, and feel, safe – especially women and girls – throughout their journey
• services are faster – particularly in towns and cities
• buses are better integrated into the wider transport system and it’s easy to make a journey using different transport modes
• they have accurate, accessible and easy to understand information when and where they need it, including when services are disrupted
• disabled people feel that bus services, including information, roadside infrastructure, vehicles and on-board assistance are more accessible and enable them to travel independently and in safety and reasonable comfort
• tickets are affordable, including for younger people, in both urban and rural areas
• it is an increasingly climate and environmentally friendly choice"
Transport services must not be restricted to any administrative boundaries; the postcode lottery must end! Collaboration is very important to improve the cogs of the economy and society.
To achieve this, local authorities and operators must move from isolated budgets to shared, cross-boundary funding mechanisms. In practice, this means co-ordinating a pooled framework to manage granular operational costs: splitting driver and staff wages based on route mileage within each zone, co-funding regional maintenance depots to share the overheads of fleet upkeep, and utilising automated revenue clearinghouses to handle integrated ticketing. Only by locking in these joint financial cogs can we secure a seamless, equitable network that keeps the regional economy moving.
This is why transport is part of our Critical National Infrastructure. Financial justification should not override the statutory duty to provide for those who cannot drive or afford private hire—especially as many such alternatives lack the wheelchair accessibility and step-free boarding found on the bus network in London and beyond.
This statutory duty is explicitly reflected in national regulatory policy. According to the statutory guidance on 'Using bus grant payment and design powers':
5. Practical considerations
Local transport authorities (LTAs) should take into account all of the following when deciding whether to administer and/or design bus grants under section 154A.
a) The LTA’s capacity and capability to administer a grant to operators of bus services with suitable efficiency in their area and deliver value for money for their residents, before deciding to exercise these powers. This may include:
• staffing capacity and headcount
• expertise in the local bus sector
• whether the authority has sufficient commercial expertise to design and pay out grants
b) How the exercising of these grant-making powers will interact with any plans for franchising the LTAs may have.
Bus services often operate across more than one LTA. Any changes that might affect a cross-boundary service will also have implications for neighbouring LTAs. As such, when exercising the power in section 154A, LTAs should consider how exercising these grant-making powers will impact people using cross-boundary services, their neighbouring LTAs, and operators of bus services in and around their local areas.
By utilising these section 154A powers, neighbouring Home Counties can ensure that their grant allocations actively support—rather than disrupt—cross-boundary operations. This statutory duty requires them to co-ordinate closely with TfL, protecting the vital cross-boundary routes that commuters rely on and ensuring that arbitrary borders do not fragment the wider regional network.
As geopolitical tensions rise, such as the oil crisis involving the Strait of Hormuz which leads to inflation and increasing fuel prices, it is very important as the issue strongly links with the vulnerable economic situation in the UK, which is why public transport is now more essential to reduce oil usage and to provide the general public different options to travel. Collaboration is very important.
To truly understand why cross-boundary transport must transcend lines on a map, it is useful to look at how we manage another piece of Critical National Infrastructure: our energy supply. In the power sector, nations do not operate as isolated islands; instead, they are linked by "interconnectors." These are the cross-border physical cables and infrastructure that couple the electricity grids of different countries. The analogy here is precise. As evidenced by links like the Moyle Interconnector between Scotland and Northern Ireland, interconnectors enhance the overall security of supply, ensuring that if one region faces a sudden deficit, a neighbouring grid can pick up the slack. By sharing resources across borders, they reduce structural costs, smooth out regional demand, and support the wider transition to renewable energy by balancing intermittent wind and solar power across vast geographic distances. If we readily accept that cross-border collaboration is vital to keep our lights on and our green transition on track, we must apply the exact same logic to our transport networks. Seamlessly moving people across administrative boundaries is no less critical than moving electrons.
We do not have to look far to see how this borderless philosophy operates successfully in practice. On the island of Ireland, within the framework of the Common Travel Area, despite the distinct administrative division between Northern Ireland and Éire, cross-border public transport runs seamlessly. Joint and individual operations by Translink and Bus Éireann defy the frontier with integrated bus and coach routes, regulated as formal international routes by the National Transport Authority, while the flagship Enterprise rail service—a joint venture between Translink and Iarnród Éireann—routinely links Belfast and Dublin.
Meanwhile, European countries Meanwhile, European countries within the Schengen Area take this integration a step further with cross-border tram networks. In places like Switzerland, tram lines in the Basel and Geneva networks effortlessly glide across international frontiers into France and Germany, treating the economic basin as a singular, cohesive entity rather than fragmented jurisdictions. If international borders can be elegantly navigated to sustain local economies and provide public utility, there is simply no excuse for allowing domestic county boundaries to paralyse our local transport networks.
 |
| The pre-1970 London Passenger Transport Area Map |
To anyone who has read my article: I understand that I can't cover all cross-boundary bus services, but if it relates to your local area, you can share my article to raise awareness.
