| ROUTE 61
A Personal History by Karl Gurney What goes around comes around. As from today, the code “TB” once again appears on vehicles plying route 61, after an absence of 20 years. However Bromley’s involvement with route 61 only began in post-WWII years. When London Transport introduced a route 610 (please remember that number) from Eltham Well Hall Station to Chislehurst Royal Parade in 1933, it was allocated to Sidcup garage. In spring 1934, the route was extended on Sundays at both ends to run Lewisham via Lee Green, Eltham, Chislehurst and Orpington to Green Street Green. By autumn 1934, route 610 had been renumbered 61, and the Eltham to Orpington section introduced Mondays to Saturdays. In 1939, route 61 was extended daily to Bromley Garage, and further on Sundays to Bromley North (the Lewisham – Green Street Green projections having been withdrawn), but remained solely an SP operation. TB acquired a joint allocation in 1946, then exclusively from 1948. During 1956, various routeing alterations were made in Chislehurst. Following the development of Edgbury Estate, the 61 was diverted off Green Lane to serve Edgbury and Belmont Lane. As Albany Road was 2-way, route 61 had served Chislehurst High Street in both directions, but Bromley-bound buses exiting Belmont Lane were turned via the present line of route via Heathfield Lane and Loop Road. The Sunday extension to Bromley North became daily in 1957. For over 20 years, the 61 was operated by the RT class. In picture 1, Saunders roof-box bodied RT 3174 rests at the old North Street stand at Bromley North Station on 5th June 1965. The climb away from Orpington is captured in picture 2, undertaken on 15th March 1972 by RT 2876. Picture 3 shows a deserted St Pauls Cray Road, save for the equestrian activity, as a 61 trundles Bromley-wards on the last day of RT operation. Friday 14th July 1972. Routemasters never appeared (with one exception) on route 61, as RTs gave way directly to Fleetlines on driver-only conversion on 15th July 1972, before RMs were allocated to TB. In picture 4, pristine DMS 1255 lays over at Bromley North on its first day, carrying the “open bullseye” logo, and advertising the good old Red Rover. LT decided that upon conversion, route 61 was “too long” to cope with increasing Saturday traffic congestion, and truncated the route at Chislehurst just on Saturdays, while route 227 was extended from Chislehurst to Eltham instead. This did not last long: the status quo was restored from 18th May 1974. Picture 5 shows DMS 1653 carrying the “solid” bullseye on 10th July 1979 in Chislehurst, with not a single etched window despite a “domino” of schoolkids! The problems of “off-the-peg” types in London service are well chronicled. Drivers at TB pressed the case for the new Leyland National buses to replace the Swifts and Fleetlines causing the high incidence of nba cancellations, and backed up their strength of feeling by contemplating strike action. The LS class duly arrived for route 227 in summer 1977, and arrived in sufficient quantity to convert route 61 from 30th September 1979. Picture 6 shows LS 361 in its first week of service, flanked by Fleetlines and a Swift at Eltham Well Hall station on 2nd October 1979. Conversion from double deck to single deck of course presented capacity problems, but a price perhaps worth paying for the instant improvement in reliability. Titans began arriving at TB in 1984 and filtered through to route 61 to bring relief to the overcrowding just as LRT began its first tendering exercises. Picture 7 shows T 988 in Orpington Road on a quiet Sunday morning just before Christmas 1985. Together, the Nationals and Titans became the saviour of driver-only routes, restoring some credibility to timetables. In spring 1985, LRT began a consultation exercise as prelude to the revamp of bus services in the Orpington area. As well as proposing a network of midibuses, many alterations to the trunk routes were fielded. Route 61 would be split at Orpington, with a “61A” running Bromley – Orpington and a “61B” running Orpington – Eltham. Adverse comment from respondents resulted in route 61 being retained Bromley – Chislehurst, with route 61B running just Chislehurst – Eltham, when the revamp was introduced 16th August 1986. On Sundays, however, route 61 continued to run Bromley – Eltham throughout. Competitive tendering awarded the 61 to Metrobus, which at the time, was a “minor” independent operator, renowned for its high quality of service and presentation achieved by the hands-on approach of its dedicated Directors. Furthermore, Metrobus astonishingly extracted high levels of reliability from a fleet of former LT DMS buses, which had been extensively re-engineered for operation on route 61. Picture 8, at Eltham’s new Station 9th August 1986, shows former DMS 2056 on familiarisation duties alongside T1117. The 61B seemed something of a folly, and indeed this “withered arm” only lasted some three months before being incorporated into routes 228A / 228C (currently 160) from 29th November 1986. Picture 9 shows L37 on route 61B at a still incomplete Eltham Station on 25th November 1986. During Metrobus’ earlier tenure, some interesting vehicles appeared on route 61, like this Bedford (picture 10) in Orpington High Street on 15th October 1988, and a Leyland Lynx (picture 11) at the Poverest roundabout on 14th October 1989. Picture 12 also at the Poverest roundabout, shows DMS 2243 in an all-over advert livery working through to Eltham on Sunday 8th January 1989. From 19th January 1991, the Sunday "projection" to Eltham was abandoned, and the 61 ran daily Bromley – Chislehurst. New Olympians gradually replaced the Fleetlines from 1990, and picture 13 shows an unidentifiable member of the class battling through heavy snow in Chislehurst Road on 9th February 1991. Metrobus quickly gained a high reputation for its performance on route 61, as did Roundabout on Orpington’s midibus network. This happy and stable “partnership” seemed set to continue indefinitely. However, LRT began chipping away at the Roundabout operation during 1992, then in 1995, a major upset occurred as LRT declared that upon retender, the 61, along with the remaining Roundabout routes, would be awarded to Centrewest, one of the newly privatised London Bus companies. Having demonstrated exemplarary performance on route 61, and being awarded ISO 9001 on 5th August for excellence, Metrobus management became understandably incensed at such treatment. LRT seemed intent on abandoning proven quality for the sake of cheaper alternatives. For example a year earlier, many routes in our area were awarded to Kentish Bus, which attempted an innovative operation from a remote base near Deptford (LM) employing poorly remunerated inexperienced drivers. In response to losing the 61, Metrobus registered a commercial route 610 (remember that number?) to operate over, and in competition with, tendered route 61. Although fares would be charged (Bus Passes / Travelcards could not be accepted), Metrobus was convinced it would attract a loyal clientelle through offering a continuing high level of reliability. Picture 14 shows a Metrobus Dart at Cobham 1995 rather cheekily blinded for the proposed service (note the Chislehurst “War Memorial” terminus). Metrobus’ bold venture was not to be tested, however. Kentish Bus performance continued to fall lamentably short of standards, and towards the end of 1995, the company surrendered many routes it had won the year earlier. Route 161 was awarded to Metrobus, which therefore found continuing employment for its drivers and Olympians from 2nd December after Centrewest took up the 61 contract. Consequently, the 610 proposal was not implemented. Picture 15, taken on 2nd December 1995, shows the “Orpington Buses” branding on one of Centrewest’s new Volvos, alongside preserved RT 1702 at Bromley North Station. Also out celebrating the occasion that day with some extra journeys on route 61 were Centrewest’s RML 885 and RML 2735, being, I believe, the only occasion Routemasters plied the 61 in service. “Gold Arrow” branded RML 885 is shown in picture 16 at the Perry Hall Road stand. The view also reminds us of the variety then to be found on route 208, as a Titan and Dennis Lance (LV) respectfully queue up behind their venerable elder! “Orpington Buses” operated from the former LT Country garage at Swanley (SJ) until its current base in Faraday Way (Y) was ready. Seen in the yard at Swanley (picture 17) are a number of “Challenger” and “Gold Arrow” Ms drafted in for the 61 by Centrewest until sufficient Vs had been delivered. Although the original tendering exercise in 1986 brought a considerable improvement in frequency during the week, the Sunday service remained half-hourly. On retendering in 1995, the contract not only perpetuated this, but specified single deck operation on Sundays. Centrewest duly supplied Darts, however, the growth in Sunday trading led to serious overcrowding on route 61, especially on the late afternoon exit from Bromley. The next round of tendering, which reawarded the 61 to Centrewest from 1st August 2001, specified double deck operation daily, and improved the headway during Sunday shopping hours to 20 minutes. Furthermore, during the week, the daytime frequency was increased from 15 to 12 minutes, matching the peaks. Centrewest was acquired by First, and the notion of a local bus identity disappeared as the “Orpington Buses” brand was quietly dropped. Fully accessible Volvos replaced the original V class, and a VNL (picture 18) nearing the end of its career on route 61, is shown on 26th November 2006 against an autumn backdrop approaching the Orpington Road railway bridge. Darts would frequently deputise for double deckers, such as the Tramlink liveried DML (picture 19) in Orpington High Street on 8th September 2006. News in early 2006 of the loss of routes 61 and 273 surely brought enough gloom at (Y). The loss of the T-prefix routes in a revamp of the Tramlink services must have rubbed salt into the wound, surpassed only by the award of the disreputable route R6 to First. After a period of seeing tendered routes trickle away, Stagecoach demonstrated that it could retrieve routes in London. TB must have been overjoyed to have the 61 back in its shed, despite the dubious evidence surrounding the route’s position in the “Code Red” league table. We look forward to state-of-the-art Enviro 400s in due course, but for now, loaned Tridents have been drafted to TB to cover, such as East London’s 17263 shown in Picture 20, passing the route’s “old” home early this dull morning. A few Enviros have reached TB, but with insufficient time to prepare them for service today. This morning, I counted one in the yard, and Picture 21 shows one of two inside the garage. Picture 22 captures the current vogue for “all over” rear advertising, exemplified by this Trident on the 61 pulling away this First(less!) morning from the TB garage stop, as an Omnicity passes on route 358. The new contract specifies headways widening from 12 to 15 minutes even in peak periods. I for one, wonder how the route will cope with the schools traffic in the Chislehurst and Locks Bottom areas. Furthermore, a reduction in service is not conducive with the current incentive to improve the image of bus travel. Accessibility means a bus can be “full” with a payload of one wheelchair and a few pushchairs, regardless of the number of “behinds on seats”. With a 40% increase in bus service projected as part of the Mayor’s Transport 2025 strategy, this frequency reduction requires review. Anyway, with such anticipated growth, maybe we really can expect the 61 circle to be fully rounded with a new “brown field” bus garage sprouting up near Sidcup, with a 61 allocation sporting “SP”? The 61 will forever hold a special place in my heart. It is one of the first routes I remember as an infant, as two shiny new RTs, equipped with cut-down war-time style blinds, squeezed past each other in Albany Road, Chislehurst. Recently, our family commissioned a water colour capturing the idyllic setting at Chislehurst Pond, with preserved Leyland National LS 363 as the subject, growling along on route 61. The artist, a disabled gentleman named Tony Keock, was a soldier in the Falklands conflict, which he came through without harm. However, soon after returning to civvy life, he had a serious motorcycle accident, which caused severe internal injuries. We had the pleasure of meeting him in November 2003 to collect this fine work. However, just before Christmas 2004, we learned that Tony had passed away, having been overwhelmed by his injuries. His commission is reproduced as picture 23, today being a fitting opportunity to recall the second anniversary of the death of this brave and talented fellow. At 5.51 a.m. one chilly, misty and dewy October morning in 1967, a certain rookie Conductor signed on at TB for duty 3/61 and made himself known to his Instructor Conductor, a wisened and kindly gentleman called Fred Marshall. “It’s a lovely road,” said Fred. “Just keep calm, get the fares in, and I’ll watch the platform for you.” We did indeed have a lovely day, and at 2.15 p.m., I proudly paid in £11 16s. 5d. having sold exactly 350 tickets. The only trouble was, according to the Gibson, I should have paid in £11 16s. 8d. Remembering training school at Camberwell, where it was emphasised that we had to make good “shorts” out of our own pocket, I offered Fred the offending 3d. “That’s alright lad”, he said benevolently, and added three copper coins onto my paying-in tray from his pocket. “You’re bound to have a few shorts ‘n’ overs at first”. (Conversely, we had to own up to “overs” in case a passenger reported they had been short changed!). Feeling terribly guilty about Fred having to stump up the price of a canteen cuppa, I surreptitiously threw 3d. of my own into my cash bag the next day before paying-in. At 2.15 p.m., guess what? 3d. over! “That’s funny,” mused Fred. “I thought I checked the bag thoroughly yesterday. I suppose it’s possible a ‘bit’ might have lodged deep down in the corner!” (i.e. a threepenny “bit”). Sometime afterwards, I learned that Instructor Conductors were reimbursed for trainee Conductors’ mistakes anyway, so I needn’t have worried! Dear, philosophical Fred…..I hope he’s enjoying a long and happy retirement? Sometime after I left "uniformed service", a chance journey with my wife to Downe in summer 1975 led me to bump into Fred and we enjoyed a good old "chinwag". Jackie "snapped" the occasion, and the result is shown as Picture 24. I’m only sorry the stand time wasn’t long enough for Fred to repay that thrup’ny cuppa he owed me! Karl Gurney 2nd December 2006 |