Country Area Express Services

Luton Hoo, located 2½ miles (4 km) southeast of Luton, is a handsome country mansion begun by Robert Adam in 1767 and completed by Sir Robert Smirke in 1816. It was rebuilt between 1903 and 1907 following a fire. It housed a splendid art collection assembled by Sir Harold Wernher, which included fine jewelry, Goblin tapestries, porcelain, 18^th century furniture and works by Rembrandt, Memling, Constable, Reynolds and Titian. The superb gardens were designed by Capability Brown. The collection is now displayed at Ranger’s House, London. The mansion is no longer open to the general public, and the estate, including the country house, has been converted into a luxury hotel.

The existence of this pair of “E” plates implies an express or limited-stop service operated to Luton Hoo. It likely ran from the Luton Bus Station (which closed on Sunday 6^th January 2008) to the Manor House, where there was—at best, I suspect—a dolly stop erected. I presume this service only operated on summer Sundays. These plates are an unusual shade of blue that is only known to have been used in one other instance, for an Eastern National pair that may be a manufacturer’s error.

At its zenith route 403 ran between Wallington Station and Tonbridge Station via Beddington, Waddon, West Croydon, South Croydon, Sanderstead, Hamsey Green, Warlingham, Chelsham, Botley Hill, Tatsfield, Westerham, Brasted, Sundridge, Riverhead, Sevenoaks and Hildenborough. In 1971 the 403 was withdrawn beyond Chelsham. I don’t have any information about express journeys on the 409, but they likely predate the London Country era when the route was drastically shortened.

A more detailed history of route 403 and its branches can be found in Kenneth Warren’s book, The Motorbus in London Country (Ian Allan, 1984; ISBN 0 7110 1360 8).

I would imagine that London Transport avoided making split-background-colour plates as far as possible owing to the additional complexity. Judging by the irregularities in the figures, this “E” plate may have been hand lettered.

Route 406A ran between Kingston (Bus Station) and Tadworth Station via Surbiton, Tolworth, Ewell, Epsom, Epsom Downs, Tattenham Corner and Merland Rise. It was essentially a “short” of the 406 except for the diversion via Merland Rise between Tattenham Corner and Tadworth. (This has now become the main line of the 406.) The 406A began operating in the 1950s and was withdrawn in 1970.

For very many years route 408 ran from Guildford to West Croydon via Merrow, East Horsley, Great Bookham, Leatherhead, Epsom, Ewell, Cheam, Sutton, Wallington, Beddington and Croydon; and from the 1930s until the 1970s, on to Warlingham Park Hospital or Farleigh via Sanderstead, Warlingham and Chelsham. It can trace its origins to 1921 as East Surrey route S6B, renumbered S8 in 1922 and 408 in 1924. It still operates today, albeit only as a short local route in the Epsom area. In its peak, it even had express journeys, and—together with associated route 470—required 23 RT-type buses from Leatherhead [LH], Guildford [GF] and Chelsham [CM] garages.

A more detailed history of route 408 can be found in Kenneth Warren’s book, The Motorbus in London Country (Ian Allan, 1984; ISBN 0 7110 1360 8).

This “E” plate is made of lighter metal and is hand-painted with a much darker shade of blue than is normal for express plates. The back is plain grey paint.

Route 409 began operating on 1 December 1924, when it assumed the identity of London General Country Services’ route S4, which dated from 3 June 1922. It took 2 hours and 58 miniutes to run from West Croydon to Uckfield via Purley, Old Coulsdon, Caterham, Godstone, Blindley Heath, Lingfield, Felbridge, East Grinstead, Forest Row and Chelswood Gate. In 1933 it was withdrawn beyond Forest Row (which was now Southdown territory), and remained in that form for the next 46 years. On 26 October 1979 the 409 was withdrawn between East Grinstead and Forest Row, and a limited stop express service was introduced, partly replacing withdrawn Green Line route 719 which had, in its turn, replaced the 708. From 31 December 1981 bus journeys on the 409 operated only as far south as Lingfield (Stoats Nest Road).

A more detailed history of route 409 can be found in Kenneth Warren’s book, The Motorbus in London Country (Ian Allan, 1984; ISBN 0 7110 1360 8).

There were a total of only 11 stops on the express section of route 409, making this a very rare “E” plate.

Express journeys on route 803 were introduced on 21st March 1956, running on Mondays to Fridays during rush hours between Welwyn Garden City and Uxbridge via New Hatfield, St. Albans, Garston, Watford, Rickmansworth and Maple Cross. The service lasted until the late seventies I believe.

There were only limited stops on the route and so the number of “E” plates would have been small compared to the length of the route, and even fewer with the words FARE STAGE.

Route 811 was introduced in 1957, taking over the Tuesday and Saturday journeys on the 801A from Longmeadow to Hitchin via Stevenage, and ran non-stop from the White Lion to Hitchin. (A later Harlow-area route 811 served the Templefields Industrial Area to the north of the town.)

This “E” plate is is particularly interesting as not only does it sport a rather unusual route number in the Country Area “town” series, it is also an example of a blue express plate with just a single day shown. All in all a remarkable survivor

These plates would have been used on stops where Provincial operators’ express services picked up for their excursions and tours. It is rare to find “E” plates for other operators that used London Transport stops, and I doubt there would have been many carrying these.

I don’t know where Aldershot & District’s express services ran.

This “E” plate appears to be very old: the edges have rusted a little which has slightly discoloured the surface. It has been asked “Why ‘A & D’ instead of ‘Aldershot & District’?” Although “E” plates also exist for Aldershot & District routes 48 and 48A that have the A & D heading, this one (if taken out of its locational context) could be confused for lettered routes, as operated by Thames Valley, among others.

The East Kent Road Car Company Ltd. was formed in 1916, amalgamating a number of earlier operators. It operated in a region of Kent bounded by the sea on three sides and Maidstone & District to the west, and included the Channel ports of Dover and Folkestone. In addition to local, contract and international services, the company also ran express services from Kent into London. East Kent was one of the most important subsidiaries of British Electric Traction (BET), and like the others, became part of the newly-created National Bus Company in the late 1960s.

The Eastern Counties Omnibus Company’s express coach services ran from London, though the north and northeastern suburbs to Norfolk and Suffolk. I’m not sure precisely where this plate would have been displayed, but I don’t think there would have been many stops involved, possibily in Ilford and Romford. I think families would have waited at these stops at the beginning of their holidays to Great Yarmouth, Lowestoft and Cromer. There may possibly also have been commuters to Ipswich and Norwich, etcetera. (I’m now regretting having sold my LT timetable book collection!)

This Maidstone & District Motor Services “E” plate could have been on stops in the Gravesend or Dartford areas, or possibly other stops towards central London.

Southdown Motor Services’ express services began in 1924, initially between Brighton and London (Lupus Street). It was a Southdown coach which was the first vehicle to enter Victoria Coach Station on 10 March 1932. The SOUTHDOWN SUMMER EXPRESS SERVICES plate probably refers to the once-popular London–South Coast summer holiday camp destinations. It could equally could refer to one of the seasonal cross-country services which ran, such as Ramsgate–Crawley–Southsea, linking to the Isle of Wight ferries. One particularly unlikely-sounding route ran on summer weekends between Bletchingley and Bournemouth; others operated from East Grinstead (where at least Southdown had a garage at one time) to Totnes, Merstham to Folkestone, Horsham to Ramsgate or even Southsea to Southend through the Dartford Tunnel. All of these would have used London Transport Central and Country Area bus stops at some point, typically in Crawley, Horsham, Redhill or Reigate. There was also the procession from Victoria to holiday camps (such as Butlins) at Hayling Island, Bracklesham Bay, Selsey, Bognor Regis and Saltdean, all of which stopped in the outer suburbs: typically at Fulham, Richmond, Kingston and some also at Guildford.

Route X1 was introduced in October 1980 as a joint operation between Southend Transport and Reading Transport, running between Southend and Reading via Basildon, Grays, Rainham, Dagenham, Canning Town, Poplar, Aldgate, Tower, Embankment, Trafalgar Square, Green Park, Hyde Park Corner, Kensington, Hammersmith, Heathrow Airport, Slough and Maidenhead. The route started running initially every two hours and was extremely popular on British Rail strike days (of which there were quite a few!) and Southend Transport provided dozens of duplicates between Aldgate and Southend. The route gained popularity and a number of variations were introduced which provided faster journeys. In May 1982 Reading Transport pulled out of the service and left Southend to run between Heathrow Airport and Southend. Short journeys to Green Park were introduced, and one trip bypassed Basildon. In 1983 Monday to Saturday base service was increased to an hourly frequency. The next year most journeys were withdrawn between Green Park and Heathrow, but summer Sunday extensions (which also operated in 1985) were added to Thorpe Park or Windsor. Also, journeys omitting Basildon were renumbered X11. During the winter of 1986-87 The service reached its peak, with 64 weekday journeys on seven services using a total of 66 coaches. In April 1988 the remaining Heathrow service was withdrawn, but was reintroduced in October, now operating via Victoria Coach Station and Earls Court then non stop to Heathrow, rather than by the original route via Piccadilly and Hammersmith. At the same time the main service was extended from Green Park to Hyde Park Corner, and five a.m. peak trips were diverted from the Embankment to Westminster (Victoria Street) instead of Green Park. In 1990 peak hours journeys operating via Homesteads and Stanford-le-Hope (which had replaced the X31 and X41) were renumbered X2. Later that year some off-peak trips were diverted into the new Lakeside Shopping Centre. In 1991 the X1 was branded as a Green Line service (but Green Line livery was not adopted until 1995). Also, the Victoria terminus was moved from Semley Place to the Green Line Coach Station. In 1994 p.m. peak journeys were diverted from Aldgate Bus Station to Mansell Street in order to avoid congestion. In 1995 Sunday service was diverted from Piccadilly, now running direct from Embankment to Victoria. In 1996 some a.m. peak journeys now travel non-stop via the new Limehouse Link instead of the A13. In 1997 all Heathrow Airport service was withdrawn. In 1999, after seven years of competition with Thamesway, joint service commenced and was renumbered 721, running via Homesteads and Lakeside. In 2001 First Thamesway withdrew its journeys, and in February 2002 Stephensons of Essex took over from Arriva and reverted to the number X1. In July 2008 Stephensons discontinued its service, and two months later Swallow Coach Company introduced its own X1 (which was not part of the Green Line network) between London Victoria (Buckingham Palace Road) and Homesteads (Gable Hall School) via Westminster, Embankment, Cannon Street, Aldgate, Limehouse, Canary Wharf, Barking, Dagenham, Grays, Socketts Heath, Orsett and Stanford-le-Hope. Initially intended as a three month trial, it was withdrawn in May 2009.

This United Counties “E” plate could have been on stops in the Luton or Dunstable areas, or possibly other stops towards central London.

A four page leaflet, issued by the United Counties Omnibus Co Ltd. It contains timetables, fares and other information for their Express Coach Services (Service X1) from Nottingham to Leicester, Northampton and London. It was current from 29^th September, 1958 until 14^th May, 1959. Page size is approximately 10" by 5½".

Although no operator’s name is shown, this “E” plate leaves absolutely no doubt as to what journeys would have departed from its stop. It could have been used anywhere in the London Transport operating area where there were Express Services (usually run by provincial coach companies—the forerunner to National Express), and Tours & Excursions (which may have run from a London Transport bus garage, probably in the country area). However, despite the general nature of this plate, it is a very unusual wording in my experience, and I have only seen one of these before (so it may be one half of a unique pair).