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Using photographs from Jim Blake's extensive archives, this book examines the turbulent period in the history of London's buses immediately after London Transport lost its Country Buses and Green Line Coaches to the recently-formed National Bus Company, under their new subsidiary company, London Country Bus Services Ltd.The new entity inherited a largely elderly fleet of buses from London Transport, notably almost 500 RT-class AEC Regent double-deckers, of which replacement was already under way in the shape of new AEC MB and SM class Swift single-deckers.London Transport itself was in the throes of replacing a much larger fleet of these. At the time of the split, it was already apparent that the 36ft-long MB class single-deckers were not suitable for London conditions, particularly in negotiating suburban streets cluttered with cars, and were also mechanically unreliable. The shorter SM class superseded them but they were equally unreliable. January 1971 saw the appearance of London Transport's first purpose-built one-man operated double-decker, the DMS class. All manner of problems plagued these, too.Both operators were also plagued with a shortage of spare parts for their vehicles, made worse by the three-day week imposed by the Heath regime in 1973-4. London Transport and London Country were still closely related, with the latter's buses continuing to be overhauled at LT's Aldenham Works. Such were the problems with the MB, SM, and DMS types that LT not only had to resurrect elderly RTs to keep services going, but even repurchased some from London Country! In turn, the latter operator hired a number of MB-types from LT, now abandoned as useless, from 1974 onwards in an effort to cover their own vehicle shortages. Things looked bleak for both operators in the mid-1970s.This book contains a variety of interesting and often unusual photographs illustrating all of this, most of which have never been published before.
London's bus routes are always changing. In this snapshot of 2021, this book captures routes 1-100 at their current physical extent and with their current operating company. Illustrated with over 180 photos, this unique volume gives an insight into what can be seen on each route every day.
Between 2002 and 2006 six of Londons bus companies put into service 390 articulated bendy buses on twelve routes for transport in London.rnrnDuring what turned out to be a foreshortened nine years in service, the Mercedes-Benz Citaro G buses familiar on the continent and worldwide earned an unenviable reputation in London; according to who you read and who you believed, they caught fire at the drop of a hat, they maimed cyclists, they drained revenue from the system due to their susceptibility to fare evasion, they transported already long-suffering passengers in standing crush loads like cattle and they contributed to the extinction of the Routemaster from frontline service. In short, it was often referred to as the bus we hated.rnrnThis account is an attempt by a long-time detractor of the bendy buses to set the vehicles in their proper context not quite to rehabilitate them, but to be as fair as is possible towards a mode of transport which felt about as un-British as could be.
A terrific range of previously unpublished images of East London buses, including Routemasters, during the 1970s-1980s.
In 1979, fresh from its general election victory, the Conservative government began formulating plans to deregulate bus services and privatise the companies operating them in England, Scotland and Wales. London was not to be excluded, so from the outset, London Buses was broken up into several areas and from 1985, a tendering system was introduced which permitted other operators to bid for the routes. Opposition from the Labour group at the Greater London Council had to be dealt with – eventually achieved by abolishing it in 1986. However, as each subsequent year passed, promises that deregulation was coming were not met. In late 1992, the privatisation timetable was set, and was ultimately completed at the end of 1994. The issue of deregulation never resurfaced. Copiously illustrated with over 270 photographs, virtually all of which are being published for the first time, this is the story of London Buses over those sixteen tumultuous years. To give greater context to the narrative, annual vehicle acquisition listings show how purchasing policy changed over the period; important route changes, tendering gains and losses and a fleet list for the entire period are also included.
Few things are as synonomous with London as its famous red buses, thousands of which carry millions of passengers a year on hundreds of separate routes. Yet since the withdrawl from service of the much loved Routemaster in the mid-2000s, noe of its replacements has succeeded in generating the same kind of affection among the travelling public. Now, however, the stylish, Thomas Hetherwick-designed New Routemaster looks set to recapture the imagination of Londoners and visitors alike. This book tells the story of the New Routemaster.
Buses are a key local service, but usage has been in decline since the 1950s. The Transport Act 1985 introduced deregulation, but that has failed to reverse that decline. The report examines the particular problems local authorities face in developing and implementing effective bus strategies. It is clear to the Committee that, for many areas, including all major metropolitan areas outside London, the current regime is not working. The Committee recommends more flexibility, and is particularly attracted by Quality Contracts. These would replace open competition with a licensed regime. Operators bid for exclusive rights to run bus services on a route or group of routes, on the basis of a local authority service specification. Independent Traffic Commissioners are another development that the Committee welcomes, and would like to see them have a higher profile and more resources and powers, especially to enforce Quality Contracts and penalise operators who do not meet their obligations. Others areas covered in the report are: securing socially necessary services outside the PTAs; congestion and bus priority; concessionary fares; and the image of the bus.
DK Eyewitness Travel Guide: London will lead you straight to the best attractions this city has to offer. From taking in the magnificent sight of Big Ben and Parliament Square from the great heights of the London Eye to walking across Tower Bridge after visiting the historic Tower of London to treating yourself to a night at the theatre on the city's West End, London truly offers a little bit of everything. Discover DK Eyewitness Travel Guide: London. + Detailed itineraries and "don't-miss" destination highlights at a glance. + Illustrated cutaway 3-D drawings of important sights. + Floor plans and guided visitor information for major museums. + Guided walking tours, local drink and dining specialties to try, things to do, and places to eat, drink, and shop by area. + Area maps marked with sights and restaurants. + Detailed city maps include street finder index for easy navigation. + Insights into history and culture to help you understand the stories behind the sights. + Suggested day-trips and itineraries to explore beyond the city. + Hotel and restaurant listings highlight DK Choice special recommendations. With hundreds of full-color photographs, hand-drawn illustrations, and custom maps that illuminate every page, DK Eyewitness Travel Guide: London truly shows you what others only tell you.
London Transport was created in 1933 with monopoly powers. Not only did it have exclusive rights to run bus (and tram and trolleybus) services in the Greater London area, it also ran services in a Country Area all around London. Green Line express services linked the country towns to London and in most cases across to other country towns the other side of the metropolis. This country area extended north as far as Hitchin, east to Brentwood, south to Crawley and west to Windsor. But what of the towns at the edge of the country area? Here the green London Transport buses would meet the bus companies whose operations extended across the rest of the counties of Essex, Bedfordshire, Buckinghamshire etc. In some cases the town was at a node where more than one company worked in. At Luton there was a municipal fleet. Elsewhere, such as at Aylesbury there were local independent operators who had a share in the town services. It would all change from 1970 when the London Transport Country Area was transferred to the National Bus Company to form a new company named London Country Bus Services. This would later be split into four separate companies. Deregulation in 1985 and privatization in the 1990s led to further changes in the names and ownership of bus companies. Consolidation since then has seen the emergence of national bus groups – Stagecoach, First Group, Arriva and Go-Ahead replacing the old names and liveries. But retrenchment by these companies has given an opportunity for new independent companies to fill the gaps. This book takes the form of an anti-clockwise tour around the perimeter of the London Country area, north of the Thames featuring a number of key towns starting at Tilbury and ending at High Wycombe, illustrating some of the many changes to bus companies that have occurred.