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Post by londonbuses on Oct 13, 2024 18:42:20 GMT
Some changes mainly surrounding the 65 and 117/235 corridors:
65 - Kingston to Ealing Broadway (8bph DD)
Frequency decreased from 10bph to 8bph due to the 71 extension and new route 82. PVR decreased from 27 to 22 (-5 buses).
71 - Ham to Chessington (7.5bph DD)
Extended from Kingston to Ham (Dukes Avenue stand) via route 65 to Ham Parade and then down Dukes Avenue. Roundabout installed at the junction of Dukes Ave/Broughton Ave to enable buses to turn around without using side roads. PVR increased from 13 to 16 (+3 buses).
82 - Ealing Broadway to Feltham Leisure West (6bph DD)
New route between Ealing Broadway and Feltham Leisure West, following the 65 to Brentford, 235 to Feltham Station and 90 to Leisure West (goes here for stand space). Runs at 6bph using double deckers, with a PVR of 16 (+16 buses).
116 - Hounslow Bus Station to Staines (5bph DD)
Extended from Ashford Hospital to Staines via 203/216 routing. PVR increased from 7 to 9 (+2 buses).
117 - Hounslow Bus Station to Staines (3bph DD)
Withdrawn between West Middlesex Hospital and Hounslow Bus Station. Upgraded to double deckers, Sunday service increased to 3bph, PVR decreased from 10 to 8 (-2 buses).
195 - upgraded to double deckers.
235 - West Middlesex Hospital to Sunbury Village (6bph SD)
Withdrawn between Brentford GWQ and Isleworth, and extended to WMH via route 117. Frequency decreased from 7.5bph to 6bph, PVR decreased from 21 to 16 (-5 buses).
671 - withdrawn (-1 bus)
E8 - Ealing Broadway to Hounslow Bell Corner (6bph DD)
Frequency decreased from 7.5bph to 6bph, PVR decreased from 15 to 12 (-3 buses).
N82 - Ealing Broadway to Sunbury Village (2bph SD)
Night route between Ealing Broadway and Sunbury Village, following routes 82 and 235. Runs at 2bph using single deckers, linked to the 235's contract (not the 82) because of the use of SDs.
Overall PVR increase of 5.
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Post by YX18KVJ (DLE30221) on Oct 13, 2024 19:21:08 GMT
Some changes mainly surrounding the 65 and 117/235 corridors: 65 - Kingston to Ealing Broadway (8bph DD) Frequency decreased from 10bph to 8bph due to the 71 extension and new route 82. PVR decreased from 27 to 22 (-5 buses). 71 - Ham to Chessington (7.5bph DD) Extended from Kingston to Ham (Dukes Avenue stand) via route 65 to Ham Parade and then down Dukes Avenue. Roundabout installed at the junction of Dukes Ave/Broughton Ave to enable buses to turn around without using side roads. PVR increased from 13 to 16 (+3 buses). 82 - Ealing Broadway to Feltham Leisure West (6bph DD) New route between Ealing Broadway and Feltham Leisure West, following the 65 to Brentford, 235 to Feltham Station and 90 to Leisure West (goes here for stand space). Runs at 6bph using double deckers, with a PVR of 16 (+16 buses). 116 - Hounslow Bus Station to Staines (5bph DD) Extended from Ashford Hospital to Staines via 203/216 routing. PVR increased from 7 to 9 (+2 buses). 117 - Hounslow Bus Station to Staines (3bph DD) Withdrawn between West Middlesex Hospital and Hounslow Bus Station. Upgraded to double deckers, Sunday service increased to 3bph, PVR decreased from 10 to 8 (-2 buses). 195 - upgraded to double deckers. 235 - West Middlesex Hospital to Sunbury Village (6bph SD) Withdrawn between Brentford GWQ and Isleworth, and extended to WMH via route 117. Frequency decreased from 7.5bph to 6bph, PVR decreased from 21 to 16 (-5 buses). 671 - withdrawn (-1 bus) E8 - Ealing Broadway to Hounslow Bell Corner (6bph DD) Frequency decreased from 7.5bph to 6bph, PVR decreased from 15 to 12 (-3 buses). N82 - Ealing Broadway to Sunbury Village (2bph SD) Night route between Ealing Broadway and Sunbury Village, following routes 82 and 235. Runs at 2bph using single deckers, linked to the 235's contract (not the 82) because of the use of SDs. Overall PVR increase of 5. I like your 65/71 and 116 proposals, I assume the 116 would double run via Ashford Hospital? Personally, I don’t think the 117/235 should be meddled with, I’d just increase 117 to x15 or x12 and be done with it. |
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Post by Unorm on Oct 15, 2024 11:28:11 GMT
50 rerouted to stop at East Croydon Station in both directions. The second Fairfield Halls stop northbound won't be served.
Links Whitehorse Road with East Croydon directly at no cost and no stop unserved southbound.
Two stands in West Croydon Bus Station removed (the pair closest to bus stop B2), Delta Point 50/468 bus stop turned into a stand for 250
50 75 468 rerouted northbound via St Michaels Road direct to stop B1 in the bus station, instead of 75 circling the bus station and 50/468 bypassing. Additionally the traffic lights at Wellesley Road changed into Dutch-style real time traffic signals, reducing unnecessary wait at all hours whilst still prioritising trams.
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Post by DT 11 on Oct 15, 2024 11:37:42 GMT
50 rerouted to stop at East Croydon Station in both directions. The second Fairfield Halls stop northbound won't be served. Links Whitehorse Road with East Croydon directly at no cost and no stop unserved southbound. Two stands in West Croydon Bus Station removed (the pair closest to bus stop B2), Delta Point 50/468 bus stop turned into a stand for 250 50 75 468 rerouted northbound via St Michaels Road direct to stop B1 in the bus station, instead of 75 circling the bus station and 50/468 bypassing. Additionally the traffic lights at Wellesley Road changed into Dutch-style real time traffic signals, reducing unnecessary wait at all hours whilst still prioritising trams. Disagree with this… What I like about the 50 & 468 is avoiding the traffic hotspots in Croydon which is probably why they are more popular for quick journeys. |
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Post by SILENCED on Oct 15, 2024 11:46:06 GMT
50 rerouted to stop at East Croydon Station in both directions. The second Fairfield Halls stop northbound won't be served. Links Whitehorse Road with East Croydon directly at no cost and no stop unserved southbound. Two stands in West Croydon Bus Station removed (the pair closest to bus stop B2), Delta Point 50/468 bus stop turned into a stand for 250 50 75 468 rerouted northbound via St Michaels Road direct to stop B1 in the bus station, instead of 75 circling the bus station and 50/468 bypassing. Additionally the traffic lights at Wellesley Road changed into Dutch-style real time traffic signals, reducing unnecessary wait at all hours whilst still prioritising trams. Personally I would rather see stands on St Michaels Road, rather than one used outside Delta Point. This would obviously need to be used by routes going north along Wellesley Road such as 194, 367, 403 etc. This also reduces the number of buses turning into Station Road which can get extremely busy and be the cause of many delays. Never really understood why the 50 & 468 were taken out the bus station northbound. Why would you need to remove the 2 stans in the bus station? Existing buses seem to have little issues getting past the buses standing. |
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Post by greenboy on Oct 15, 2024 12:46:31 GMT
50 rerouted to stop at East Croydon Station in both directions. The second Fairfield Halls stop northbound won't be served. Links Whitehorse Road with East Croydon directly at no cost and no stop unserved southbound. Two stands in West Croydon Bus Station removed (the pair closest to bus stop B2), Delta Point 50/468 bus stop turned into a stand for 250 50 75 468 rerouted northbound via St Michaels Road direct to stop B1 in the bus station, instead of 75 circling the bus station and 50/468 bypassing. Additionally the traffic lights at Wellesley Road changed into Dutch-style real time traffic signals, reducing unnecessary wait at all hours whilst still prioritising trams. The 50 could go via Landsdowne/Dingwall Road to serve East Croydon then use the Fairfield Halls stand and then go via Barclay Road and Addiscombe Grove to commence the return journey but I'm not sure it's worthwhile? I think rerouting the 50 and 468 through the bus station northbound would cause too many delays and I think the current arrangements, whilst not ideal, are the lesser of two evils. |
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Post by ADH45258 on Oct 15, 2024 13:20:14 GMT
Hampstead area restructure:
7 - Extended from East Acton to Acton High Street via the 70. Frequency increased to every 10 minutes.
70 - Withdrawn between Chiswick Park and Bayswater, replaced by the extended 7 and existing routes 440/E3. Instead extended from Bayswater to Hampstead Heath (South End Green), via Bishops Bridge Road, then the 46 to Swiss Cottage and C11 to Hampstead Heath. Providing new links across Hyde Park from Paddington to South Kensington.
46 - Revised to operate between Kings Cross and Brent Cross Shopping Centre, via existing route to Swiss Cottage then the C11. Creating new links between West Hampstead, Hampstead Village and Camden. Could also consider diverting via Blackburn Road with a bus gate installed (serving new developments there).
C11 - Withdrawn. Replaced by revised 46 and 310.
210 - Diverted between Archway and Finsbury Park via Holloway, and extended from Finsbury Park to Stamford Hill. Replaces the 310's links with extra capacity.
310 - Revised to operate between Golders Green and Finsbury Park, via the 268 to Hampstead (Royal Free), C11 to Parliament Hill, 214 to Highgate Village and existing route through Archway and Crouch Hill to Finsbury Park. Frequency increased to every 10-12 minutes. Directly linking Hampstead to Highgate, plus other new links.
268 - Frequency reduced to every 20 minutes. Could also consider diverting between Golders Green and Hampstead via West Heath Road (with the 310 continuing to serve North End Road).
40 - Cut back to City Thameslink, and instead extended to Camden Town, via the 17 to Kings Cross, 390 to York Way and 274 to Camden. Creating new links serving redevelopments at Canal Reach, plus partly replacing the 46's link between Camden Town and Holborn Circus. Frequency reduced to every 12 minutes.
17 - Diverted between Holborn Circus and Mansion House via St Pauls Station (instead of Ludgate Circus), replacing the 46's link from Kings Cross to St Barts.
133 - Restored to Liverpool Street, with the 17 linking London Bridge to St Pauls and Chancery Lane.
214 - Revised to operate between Highgate Village and Aldgate, via Highgate High Street, Dartmouth Park Hill, Fortress Road, Kentish Town Station, then existing route to Old Street, then the 205 to Shoreditch and 242 to Aldgate. Converted to DDs, and frequency reduced to every 10 minutes. Links to Parliament Hill covered by the 88/310. Rerouteing to Aldgate creates new links to the area around Commercial Street. Could alternatively continue further east to terminate at Whitechapel (instead of Aldgate).
205 - Diverted between Old Street and Liverpool Street via Moorgate. Links to Shoreditch covered by the 8/135/214.
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Post by vjaska on Oct 15, 2024 14:02:22 GMT
50 rerouted to stop at East Croydon Station in both directions. The second Fairfield Halls stop northbound won't be served. Links Whitehorse Road with East Croydon directly at no cost and no stop unserved southbound. Two stands in West Croydon Bus Station removed (the pair closest to bus stop B2), Delta Point 50/468 bus stop turned into a stand for 250 50 75 468 rerouted northbound via St Michaels Road direct to stop B1 in the bus station, instead of 75 circling the bus station and 50/468 bypassing. Additionally the traffic lights at Wellesley Road changed into Dutch-style real time traffic signals, reducing unnecessary wait at all hours whilst still prioritising trams. Personally I would rather see stands on St Michaels Road, rather than one used outside Delta Point. This would obviously need to be used by routes going north along Wellesley Road such as 194, 367, 403 etc. This also reduces the number of buses turning into Station Road which can get extremely busy and be the cause of many delays. Never really understood why the 50 & 468 were taken out the bus station northbound. Why would you need to remove the 2 stans in the bus station? Existing buses seem to have little issues getting past the buses standing. When were the 50 & 468 removed from the bus station northbound out of interest? I presume before 2005 as I remember the 75’s routing through the bus station clearly. Personally, and I know I’ll be in a minority of one but I’d turn Station Road into a bus & tram only road - the extra motor traffic causes some of the issues and removing that would ease some pressure. I’d also demolish Delta Point (I’m moving into fantasy land now) and extend the bus station to provide more capacity and might be able to divert southbound 50’s & 468’s through the bus station if done right |
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Post by omsar on Oct 15, 2024 14:06:25 GMT
50 75 468 rerouted northbound via St Michaels Road direct to stop B1 in the bus station, instead of 75 circling the bus station and 50/468 bypassing. Additionally the traffic lights at Wellesley Road changed into Dutch-style real time traffic signals, reducing unnecessary wait at all hours whilst still prioritising trams. I've had a bit of a think about this. As the main reason the 75 stops at the bus station is to share a stop with the 157 so that Selhurst-bound passengers can choose from both routes, what I'd do is... - Withdraw 157 between West Croydon and Crystal Palace. It becomes Morden to West Croydon
- Extend 403 from West Croydon to Crystal Palace. Essentially a swap with 157, the 403 becomes Warlingham to Crystal Palace
- Have the 75 and 403 serve the stop outside Delta Point that 50 and 468 serve (stop WP) - neither 75 nor 403 would serve the bus station
- As stop WP is quite small, convert the 367 stand to a new stop WP and extend the stop. Also, put in a proper bus stop shelter here (if Croydon Council is still capable of that
 )
- Convert the Home Office stop WH to a stand for the 367, with the first stop changing to Whitgift Centre stop WJ (currently its second stop)
The disadvantages here are - Bromley-bound 367s would no longer serve the bus station (Croydon-bound 367s would still serve it as the last stop)
- Broken links for some 157 passengers, although a lot of 157 passengers do get off at the bus station so I think the 403 swap can work
- Buses on routes 50 / 75 / 403 / 468 would need to cross a lane from the position of the 367's current stand to the northbound lane on Wellesley Road. Buses already have to do this from current stop WP but it's a bit tighter from the 367 stand.
- Stop WH is lost. However, hardly anyone alights or boards 50 / 194 / 198 from here as the main Whitgift Centre stops WJ and WK are only a short distance further on. I'm sure stop WH exists for unknown historical reasons but it seems unnecessary now. I'm not sure why it is that those three specific routes serve it - perhaps, decades ago, the Home Office requested better accessibility from London Transport?
- The 403 becomes less reliable due to increased length
The advantages are - New link from Selhurst to South Croydon on the 403.
- The 403 is more frequent in the evenings than 157. They have the same frequencies at other times. This benefits evening passengers in Selhurst / Norwood / Palace
- Takes pressure off the 75, which already shares stops with 403 at the Nestle building stop KD and Whitgift Centre stop WM northbound. So passengers can board 403 towards Selhurst and Norwood Junction instead
- Further pressure is taken off the 75 as it no longer has to circle the bus station, reducing journey time and increasing reliability
- The 157 is very long route and 403 quite short in comparison (95 minutes vs 38 minutes according to londonbusroutes) so this evens them out and makes the 157 more reliable
- The bus station becomes much less congested - no 75 or 403. Also, 367 in one direction only.
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Post by SILENCED on Oct 15, 2024 14:15:08 GMT
Personally I would rather see stands on St Michaels Road, rather than one used outside Delta Point. This would obviously need to be used by routes going north along Wellesley Road such as 194, 367, 403 etc. This also reduces the number of buses turning into Station Road which can get extremely busy and be the cause of many delays. Never really understood why the 50 & 468 were taken out the bus station northbound. Why would you need to remove the 2 stans in the bus station? Existing buses seem to have little issues getting past the buses standing. When were the 50 & 468 removed from the bus station northbound out of interest? I presume before 2005 as I remember the 75’s routing through the bus station clearly. Personally, and I know I’ll be in a minority of one but I’d turn Station Road into a bus & tram only road - the extra motor traffic causes some of the issues and removing that would ease some pressure. I’d also demolish Delta Point (I’m moving into fantasy land now) and extend the bus station to provide more capacity and might be able to divert southbound 50’s & 468’s through the bus station if done right Yeah it is a long time ago, before Tramlink. I hear what you say about Station Road, but there isn't really any other option of where to divert traffic to. The bus station used to go from its current location right up to Wellesley Road, but LT in their wisdom decided to sell part of it off so Delta Point could be built. Delta Point has recently been converted to flats, though not sure who would choose to live their, so as you stated will never happen. |
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Post by vjaska on Oct 15, 2024 16:07:42 GMT
50 75 468 rerouted northbound via St Michaels Road direct to stop B1 in the bus station, instead of 75 circling the bus station and 50/468 bypassing. Additionally the traffic lights at Wellesley Road changed into Dutch-style real time traffic signals, reducing unnecessary wait at all hours whilst still prioritising trams. I've had a bit of a think about this. As the main reason the 75 stops at the bus station is to share a stop with the 157 so that Selhurst-bound passengers can choose from both routes, what I'd do is... - Withdraw 157 between West Croydon and Crystal Palace. It becomes Morden to West Croydon
- Extend 403 from West Croydon to Crystal Palace. Essentially a swap with 157, the 403 becomes Warlingham to Crystal Palace
- Have the 75 and 403 serve the stop outside Delta Point that 50 and 468 serve (stop WP) - neither 75 nor 403 would serve the bus station
- As stop WP is quite small, convert the 367 stand to a new stop WP and extend the stop. Also, put in a proper bus stop shelter here (if Croydon Council is still capable of that )
- Convert the Home Office stop WH to a stand for the 367, with the first stop changing to Whitgift Centre stop WJ (currently its second stop)
The disadvantages here are - Bromley-bound 367s would no longer serve the bus station (Croydon-bound 367s would still serve it as the last stop)
- Broken links for some 157 passengers, although a lot of 157 passengers do get off at the bus station so I think the 403 swap can work
- Buses on routes 50 / 75 / 403 / 468 would need to cross a lane from the position of the 367's current stand to the northbound lane on Wellesley Road. Buses already have to do this from current stop WP but it's a bit tighter from the 367 stand.
- Stop WH is lost. However, hardly anyone alights or boards 50 / 194 / 198 from here as the main Whitgift Centre stops WJ and WK are only a short distance further on. I'm sure stop WH exists for unknown historical reasons but it seems unnecessary now. I'm not sure why it is that those three specific routes serve it - perhaps, decades ago, the Home Office requested better accessibility from London Transport?
- The 403 becomes less reliable due to increased length
The advantages are - New link from Selhurst to South Croydon on the 403.
- The 403 is more frequent in the evenings than 157. They have the same frequencies at other times. This benefits evening passengers in Selhurst / Norwood / Palace
- Takes pressure off the 75, which already shares stops with 403 at the Nestle building stop KD and Whitgift Centre stop WM northbound. So passengers can board 403 towards Selhurst and Norwood Junction instead
- Further pressure is taken off the 75 as it no longer has to circle the bus station, reducing journey time and increasing reliability
- The 157 is very long route and 403 quite short in comparison (95 minutes vs 38 minutes according to londonbusroutes) so this evens them out and makes the 157 more reliable
- The bus station becomes much less congested - no 75 or 403. Also, 367 in one direction only.
Anything that curtails the 157 is an easy no personally and I do think there are a lot more people who travel across Croydon the 157 then you might be giving credit for. South London already suffers from a lack of east to west links and the 157 (along with the 37) is an outlier. It also has a lot of corridors that allows it to get away with a higher running time and a longer length than other routes. Selhurst to South Croydon is a rather niche link to curtail the 157 for as well. The 157 should remain as it is IMO and there is arguably a case it’s frequency at all times should be reviewed - the fact it’s virtually identical to the 403 tells me someone hasn’t been paying attention to the 157. |
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Post by vjaska on Oct 15, 2024 16:09:40 GMT
When were the 50 & 468 removed from the bus station northbound out of interest? I presume before 2005 as I remember the 75’s routing through the bus station clearly. Personally, and I know I’ll be in a minority of one but I’d turn Station Road into a bus & tram only road - the extra motor traffic causes some of the issues and removing that would ease some pressure. I’d also demolish Delta Point (I’m moving into fantasy land now) and extend the bus station to provide more capacity and might be able to divert southbound 50’s & 468’s through the bus station if done right Yeah it is a long time ago, before Tramlink. I hear what you say about Station Road, but there isn't really any other option of where to divert traffic to. The bus station used to go from its current location right up to Wellesley Road, but LT in their wisdom decided to sell part of it off so Delta Point could be built. Delta Point has recently been converted to flats, though not sure who would choose to live their, so as you stated will never happen. Thanks, really interesting to know regarding the 50, 468 & Delta Point. You have a point regarding Station Road, only diversionary route I could see is via St James’s Road but that has flaws as well. |
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Post by SILENCED on Oct 15, 2024 16:42:38 GMT
Yeah it is a long time ago, before Tramlink. I hear what you say about Station Road, but there isn't really any other option of where to divert traffic to. The bus station used to go from its current location right up to Wellesley Road, but LT in their wisdom decided to sell part of it off so Delta Point could be built. Delta Point has recently been converted to flats, though not sure who would choose to live their, so as you stated will never happen. Thanks, really interesting to know regarding the 50, 468 & Delta Point. You have a point regarding Station Road, only diversionary route I could see is via St James’s Road but that has flaws as well. I have thought a few times of reversing the flow of the bus station and sending vehicles out of the bus station via St Michael's Road, then making Station Road one way, against the trams. Seems to work in my head, but sure it will cause complications I have not considered. Edit here is a photo of the bus station in 1975 ... Would have preferred one looking the other way, but could not find one with a quick search uk.pinterest.com/pin/669066088363121370/And yes, I remember using it! 😂🤣 A couple more uk.pinterest.com/pin/57561701472276630/uk.pinterest.com/pin/164522192634648989/ |
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Post by londonbuses on Oct 15, 2024 17:12:10 GMT
I've had a bit of a think about this. As the main reason the 75 stops at the bus station is to share a stop with the 157 so that Selhurst-bound passengers can choose from both routes, what I'd do is... - Withdraw 157 between West Croydon and Crystal Palace. It becomes Morden to West Croydon
- Extend 403 from West Croydon to Crystal Palace. Essentially a swap with 157, the 403 becomes Warlingham to Crystal Palace
- Have the 75 and 403 serve the stop outside Delta Point that 50 and 468 serve (stop WP) - neither 75 nor 403 would serve the bus station
- As stop WP is quite small, convert the 367 stand to a new stop WP and extend the stop. Also, put in a proper bus stop shelter here (if Croydon Council is still capable of that )
- Convert the Home Office stop WH to a stand for the 367, with the first stop changing to Whitgift Centre stop WJ (currently its second stop)
The disadvantages here are - Bromley-bound 367s would no longer serve the bus station (Croydon-bound 367s would still serve it as the last stop)
- Broken links for some 157 passengers, although a lot of 157 passengers do get off at the bus station so I think the 403 swap can work
- Buses on routes 50 / 75 / 403 / 468 would need to cross a lane from the position of the 367's current stand to the northbound lane on Wellesley Road. Buses already have to do this from current stop WP but it's a bit tighter from the 367 stand.
- Stop WH is lost. However, hardly anyone alights or boards 50 / 194 / 198 from here as the main Whitgift Centre stops WJ and WK are only a short distance further on. I'm sure stop WH exists for unknown historical reasons but it seems unnecessary now. I'm not sure why it is that those three specific routes serve it - perhaps, decades ago, the Home Office requested better accessibility from London Transport?
- The 403 becomes less reliable due to increased length
The advantages are - New link from Selhurst to South Croydon on the 403.
- The 403 is more frequent in the evenings than 157. They have the same frequencies at other times. This benefits evening passengers in Selhurst / Norwood / Palace
- Takes pressure off the 75, which already shares stops with 403 at the Nestle building stop KD and Whitgift Centre stop WM northbound. So passengers can board 403 towards Selhurst and Norwood Junction instead
- Further pressure is taken off the 75 as it no longer has to circle the bus station, reducing journey time and increasing reliability
- The 157 is very long route and 403 quite short in comparison (95 minutes vs 38 minutes according to londonbusroutes) so this evens them out and makes the 157 more reliable
- The bus station becomes much less congested - no 75 or 403. Also, 367 in one direction only.
Anything that curtails the 157 is an easy no personally and I do think there are a lot more people who travel across Croydon the 157 then you might be giving credit for. South London already suffers from a lack of east to west links and the 157 (along with the 37) is an outlier. It also has a lot of corridors that allows it to get away with a higher running time and a longer length than other routes. Selhurst to South Croydon is a rather niche link to curtail the 157 for as well. The 157 should remain as it is IMO and there is arguably a case it’s frequency at all times should be reviewed - the fact it’s virtually identical to the 403 tells me someone hasn’t been paying attention to the 157. Couldn't agree more about the 157. Only two days ago I was complaining on the forum about the 157's low Sunday frequency, which I assumed was every 20 minutes due to how ridiculously busy the buses were, but it is actually every 15 mins! Clearly the current frequencies are inadequate, an increase to 6bph Mon-Sat and 5bph Sunday would be a good first step. |
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Post by mrhk on Oct 15, 2024 18:02:32 GMT
Greenford bus changes:
Route 95: Diverted at Greenford Roundabout to Harrow Bus Station via route 92 between Greenford and Sudbury Hill, Sudbury Court Drive and route 483 to Harrow Bus Station. Route H11 to be extended to Northwick Park Hospital to make space for route 95.
Route 92: Diverted at Iron Bridge/ Uxbridge Road to Southall Town Hall (later extension to Southall Waterside).
New route 479 - Merging together of routes E2 and E9. Running between Yeading, Welbeck Avenue to Brentford Bus Garage. 6bph route running with DDs.
Route E6: Re-extended back to Greenford Station.
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