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An early morning trip to the Sadler Road Industrial Estate beckoned for me this morning - an unusual place to be at 8am (unless you work there!) - however I had my reasons.
There are a few timetable revisions from next week, most of which are just ironing out the creases from the November timetable changes. So, a bit more time here and there, and such. The 29 has a major timetable and route change, but more on that later in the week.
On the 14, there's just two changes: the 0740 from the city to Birchwood is getting some much needed extra time to complete its journey; and as a result of this, the 0815 part route from Birchwood to Teal Park, and 0835 return journey will be discontinued.
27783 is seen here on Sadler Road, working that very short working - the only time Teal Park appears on a blind as a final destination.
don't you hate waiting for buses in the rain?
Footscray. Back to the first roll of film I ever shot. (not counting the one I stuffed up in 50 different ways, so never got developed.)
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Minolta x-300 / Minolta Rokkor 50mm f/1.4 / Kodak Ultramax 400
Currie Street - Stop D1. Many people get confused by the bus timetables. This was the start of the day! Color Efex Pro: Fuji Provia 100F and detail extractor
From September 2025 Transport for Wales has improved the timetable for marathon TrawsCymru Service T5 (Haverfordwest-Fishguard-Newport-Aberporth-New Quay-Aberaeron-Aberysytwyth) by increasing the Weekday Daytime frequency to hourly and removing the requirement to change buses at Cardigan, a quirk previously introduced by the contractor, Richards Bros.
An all-year round two hourly Sunday timetable has also been implemented.
Richards Bros are standardising on MCV eVoRa-bodied Volvo B8RLEs for the contract, which has a peak vehicle requirement of eight. The 21-plate and the three 25-plates currently allocated have recently been joined by a pair of 19-plates operated by Stagecoach on TrawsCymru Services T4 & T14, though are yet to enter service.
BV24 LND is allocated to Newport depot and on Weekdays is usually found operating TrawsCymru Service T11 (Haverfordwest-Newgale-Solva-St Davids-Fishguard) alongside sister BV25 LNE and two-tone blue and red BV19 LLR. However, she was doing the honours on the T5 in this Sunday shot from October 2025, as she crosses The Parrog in Goodwick when heading north.
First West of England WsM based 30025 YK25 OJR is seen approaching WsM interchange working an X1 towards Searle Cresent, despite incorrectly displaying the Bath Wessex Water shuttle.
The cover for the Area No. 5 timetable of the famous Crosville Motor Services who, based in Chester, covered much of that county and vast areas of North and mid-Wales with their bus services. An early entrant into the field they were formed in 1906 and by the time they had become associated, like many other bus concerns in the booming '30s, with railway investment, they had become the dominant operator in this area. As the map on the cover shows it was quite an operating territory - from the North Wales coast and its tourist resorts, across Snowdonia and into remote mountain areas that contrasted with the more urban landscape around Liverpool where they had group of lucrative services in Merseyside.
This booklet covers services in Anglesea,Bangor and the north and south Cambrian districts. The winter timetable was slightly reduced in frequencies, with some routes suspended for the season, but there's still an amazing variety of routes and destinations, many made possible by Crosville's various timed interchanges between services at key 'nodal' points so as to allow quite long distance trips to be made by stage carriage services. Crosville also operated express coach services and coach touring holidays. But many of these routes were a vital life line between remote rural areas and local market towns.
Map of MacBrayne's route network with connecting bus and railways from their 1930 summer brochure. There seem to be an awful lot of steamer routes (the white lines) but these include cargo routes as well as passenger.
I can't remember where or when I first heard about Nunhead Cemetery, but it has been on my list of places to visit.
Then a couple of weeks ago, a friend visited and took some shots, so put it front and centre in my mind. So, when I realised I had to take a week off, going to Nunhead was upmost in my plans.
And for some reason, I thought that going by train, on the slow train from Ashford, would be the best use of our time.
I say our time, as Jools had the day off too.
So, plans were made and timetables studied, and so we would leave Dover on the 08:52 train to Charing Cross, but getting out at Sevenoaks.
It was a bright morning, but was soon to cloud over. But no rain.
Which was nice.
We had breakfast and loaded the car at quarter past eight, driving into what counts as rush hour traffic around here, into Dover and finding a place to park on one of the narrow, steep streets overlooking the station.
I then hed to negotiate with lady in the ticket office about whether a journey could be broken on the outward or inbound leg. I have always thought it the outbound, and indeed have done so in the past, she said inbound only.
In the end she sold me a ticket and said it wouldn't be her fault.
In fact, it was my fault for wanting to take the slow train up and fast train back. But, hey ho.
We waiting for the slow train, watching the High Speed service leave before us, as travelling on that would have meant us paying double as it arrives in London five minutes before ten, thus making it a peak service. Had it arrived six minutes later, would be an off peak.
Sigh.
Anyway, our train rolled in, so we got our seats and prepared for the 90 minute journey into deepest, darkest Kent. Or Sevenoaks as we call it.
The train filled up as we got nearer London, until we reached Sevenoaks and so we got off as more got on. We crossed over to the far platform for the Thameslink service, but there was confusions, the display was showing the 10:52 cancelled, and that being the next planned departure, but the 10:22, as leaving after, but operating.
A train pulled in, so we got in to see where it would go. It was the 10:22 after all, so all good.
The train trundled along the Darent Valley, past places I knew through churches and/or orchids, until we crossed the M25 and into that London.
I can see for miles and miles We passed through places I have never heard of, parts of the urban sprawl of SE London: Swanley, St Mary Cray, Bromley, all of which are technically in Kent, and each having at least one parish church. Which could mean some urban crawling at some point, but I don't think I will do these historical Kent churches, as they are now London boroughs.
Two hundred and seventy six We arrived at Nunhead, and being just gone 11, were hungry. I knew from GSV there was a café, so we sought it out, and both ordered a medium breakfast and a brew.
Even though this is a few miles from the centre of London, traffic passed outside, sometimes an ambulance or police car with sirens blaring and lights flashing. Houses packed so close together than the selection of wheelie bins made the pavement almost impassable, especially as the London Plane Trees were so mature so that they took half the path.
All Saints Cemetery, Nunhead, Southwark, London After eating up, we made our way through a modern housing estate, through a passageway and found ourselves outside the cemetery.
All Saints Cemetery, Nunhead, Southwark, London Nunhead was one of the "magnificent seven" cemeteries built in the 1840s to find places to bury the city's dead when the churchyards near the centre of the city were full.
All Saints Cemetery, Nunhead, Southwark, London Nunhead is perhaps the least known, and the Victorian part has gotten overgrown, with nature reclaiming the land, with graves and monuments covered in plants and ivy.
All Saints Cemetery, Nunhead, Southwark, London It all makes for fine photography, but also a reminder that in death, we are all equal, as the grand tombs and memorials are claimed by nature now, or partially damaged at a time when it was even more wild than it is now.
All Saints Cemetery, Nunhead, Southwark, London We walked to the ruined chapel, locked, sadly, then up and round a rad, lined with grand tombs and memorials, some at alarming angles due to tree roots.
All Saints Cemetery, Nunhead, Southwark, London We stopped at a bench, and tried to spot the parakeets in the trees above. We could hear them, but not see them.
All Saints Cemetery, Nunhead, Southwark, London We had seen enough, so walked back down tot eh gate, through the estate to the station. We caught a train to Blackfriars, which as it neared the river, weaved through buildings and over roads, passing so close to some flats that I could have reached out and knocked on their windows as we went by.
At Blackfriars we crossed to the other platform to catch a train to Luton, going just two stops up the line, under The City to St Pancras.
We had a 50 minute wait, so I got us a coffee and some honey roast peanuts, so we sat on a bench and watched people passing by, all in a hurry and most carrying luggage.
It's funny, that from the same station you can catch trains to Dover and other places in Kent, Nottingham, Derby and other places in the midlands, trains to Brighton, Gatwick and Luton Airports, Cambridge, as well as Paris and Brussels. Quite an amazing place, and a wide selection of people and passengers.
We went up to the platforms above to wait for our train to come in, delays meant there was a shortage of platforms, so as soon as the Margate train left, some 15 minutes late, ours came in, filled up and we slipped back out, into the tunnel under London to Stratford, then out to Dagenham to Dartford, under the river into Kent.
Phew.
We arrived back in Dover at twenty to four, walked to the car and drive back home, getting back at just on the hour, time for Steve on the wireless.
As usual, we were pooped.
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Nunhead Cemetery is one of the Magnificent Seven cemeteries in London, England. It is perhaps the least famous and celebrated of them.[1] The cemetery is located in Nunhead in the London Borough of Southwark and was originally known as All Saints' Cemetery. Nunhead Cemetery was consecrated in 1840 and opened by the London Cemetery Company.[2] It is a Local Nature Reserve.
Consecrated in 1840, with an Anglican chapel designed by Thomas Little, it is one of the Magnificent Seven Victorian cemeteries established in a ring around what were then the outskirts of London. The first burial was of Charles Abbott, a 101-year-old Ipswich grocer; the last burial was of a volunteer soldier who became a canon of Lahore Cathedral.[5] The first grave in Nunhead was dug in October 1840. The average annual number of burials over the ten years 1868–1878 was 1685: 1350 in the consecrated, and 335 in the unconsecrated ground.[6]
In the cemetery were reinterred remains removed, in 1867 and 1933, from the site of the demolished St Christopher le Stocks church in the City of London.
The cemetery contains examples of the imposing monuments to the most eminent citizens of the day, which contrast sharply with the small, simple headstones marking common or public burials. By the middle of the 20th century the cemetery was nearly full, and so was abandoned by the United Cemetery Company. With the ensuing neglect, the cemetery gradually changed from lawn to meadow and eventually to woodland. It is now a Local Nature Reserve and Site of Metropolitan Importance for wildlife, populated with songbirds, woodpeckers and tawny owls. A lack of care and cash surrendered the graves to the ravages of nature and vandalism, but in the early 1980s the Friends of Nunhead Cemetery was formed to renovate and protect the cemetery.
The cemetery was reopened in May 2001 after an extensive restoration project funded by Southwark Council and the Heritage Lottery Fund. Fifty memorials were restored along with the Anglican Chapel.
Notable burials
Robert Abel, 1857–1936, England test cricketer
George John Bennett, 1800–1879, English Shakespearian actor
William Brough, 1826–1870, writer and playwright
Joseph Lemuel Chester, 1821–1882, American genealogist, poet and editor
Bryan Donkin, 1768–1855, engineer who developed a paper-making machine and food-canning process
Edward John Eliot, 1782–1863, Peninsular War soldier
Vincent Figgins, 1766–1844, typefounder
Sir Charles Fox, 1810–1874, civil and railway engineer
Jenny Hill, 1848–1896, music hall performer
Sir Polydore de Keyser, 1832–1898, lawyer and Roman Catholic Lord Mayor of London
Sir George Livesey, 1834–1908, engineer, industrialist and philanthropist
Cicely Nott, 1832–1900, singer and actress
John Proctor, 1836–1914, artist, illustrator and cartoonist
Charles Rolls, 1799–1885, engraver
Thomas Tilling, 1825–1893, bus tycoon
Alfred Vance, 1839–1888, English music hall performer
At 52 acres, Nunhead is the second largest of the Magnificent Seven cemeteries. Views across London include St Paul's Cathedral.[7]
The Victorian part of the cemetery is currently in a poor state of repair, being best described as an elegant wilderness; locals like to call it a nature reserve. Many areas of the cemetery are fairly overgrown with vines, as visible in newer tourist photos. Numerous tombstones lean to the side. Although the Friends of Nunhead Cemetery are doing their best to restore some parts of the cemetery it is badly in need of care and funding. It is about 52 acres (210,000 m2) and is a popular place to walk.
The lodges and monumental entrance were designed by James Bunstone Bunning. There is an obelisk, the "Scottish Political Martyrs Memorial", the second monument (the other is in Edinburgh) dedicated to the leaders of the Friends of the People Society, popularly called the Scottish Martyrs, including Thomas Muir, Maurice Margarot, and Thomas Fyshe Palmer, who were transported to Australia in 1794. It was erected by Radical MP Joseph Hume in 1837. It is immediately on the right on Dissenters Road, when entering through the North Gate.
A memorial commemorates nine Sea Scouts who died in the Leysdown Tragedy off the Isle of Sheppey in 1912, including Percy Baden Powell Huxford aged 12 (named after, but not related to, Lord Baden Powell). The original memorial, designed by Sir Giles Gilbert Scott, was erected in 1914.[8] Most of this was removed after vandalism, and only the base remains.[9] The present replacement memorial was erected in 1992, on the initiative of the Friends of Nunhead Cemetery.
First World War CWGC Australian plot
There are a large number of First and Second World War war graves in the cemetery, the greater proportion (592 graves) being Commonwealth service burials from the former war. Most of those are concentrated between three war graves plots: the United Kingdom plot (Square 89), holding 266 graves, the Australian plot which holds 23 graves, and the Canadian plot (Square 52) which holds 36 graves, including burials of South African and New Zealand servicemen. Those buried in the UK plot and in individual graves outside the three plots are, because of not being marked by headstones, listed by name on a Screen Wall memorial inside the cemetery's main entrance. A second Screen Wall lists 110 Commonwealth service personnel of the Second World War who are buried in another war graves plot (Square 5), and elsewhere whose graves could not be marked by headstones. There is also a Belgian war grave of the First World War
1959-1960 NZ Railways North Island timetable
Archives New Zealand Reference: ABIN W3337 182 R19599915
collections.archives.govt.nz/web/arena/search#/?q=19599915
Material from Archives New Zealand Te Rua Mahara o te Kāwanatanga
First West of England Hengrove based 35677 MF22 SYJ is seen leaving Hengrove Depot on a 74 towards Bradley Stoke. Hengrove is to receive 9 of these for their PVR increase, as a temporary measure until the electrics arrive before they move onto their next home.
Although they have lost all of their Surrey CC contracted work, Buses Excetera continue to operate - their main route being the Epsom to Guildford 479 service which they operate commercially on Monday - Saturdays.
A new timetable from 30th July 2018 saw the service revert to its historical hourly frequency between Bookham and Guildford, with only every other bus working through.
This is the first time I've been in Epsom since that change, and it was interesting to note that buses seemed to (at this time of the day, anyway) stand 40 minutes at Epsom Clock Tower, meaning two buses were present for most of the time. Presumably this incorporates the driver's meal break and they keep the same bus all day.
Here, StreetLite RX12 DZA, ex Reading Buses 156, leaves Epsom Clock Tower with a short journey to Bookham Station. Dart HW54 BTV is behind and will work a Guildford journey.
Clock Tower, High Street, Epsom, Surrey.
A representation of the A6 at Topley Pike between Buxton and Bakewell makes a pleasant front cover for the June 1949 timetable for services provided by the North Western Road Car Company Ltd.
Uploaded to accompany the images either side of this one.
This is an extract from the LMS (London, Midland & Scottish Railway) October 1947 public timetable. Table 151 covers the Bootle branch between Edge Hill and Liverpool Docks. The summer timetable in 1947 had through trains still between Liverpool Lime Street and Alexandra Dock station but by the autumn these had been cut back and just one each way. The passenger service on to Canada Dock station from Atlantic Dock Junction never restarted after World War II leaving trains to serve the Alexandra Dock branch only. As can be seen the line had become a 'Cinderella' or Parliamentary service in its final 8 months of operation with just one train each way between Edge Hill and Spellow not geared to docker traffic but to connect in and out of services to Liverpool Lime Street at Edge Hill. Ironically the train would have had to continue beyond Spellow to run round and reverse at either Canada Dock or Alexandra Dock stations unless it joined the Southport branch ECS at Bootle Junction.
The LMS timetable commencing 6th October 1947 was eclipsed by the Nationalisation of the railways so from 1st January 1948 it became British Railways. The decision by BR to withdraw the passenger service must have been made quite late as the first BR timetable dated 31st May 1948 has the same two trains operating but now as Table 152a. Both trains never operated as all stations on the Bootle branch were officially closed on 31st May 1948 the first day of the new timetable.
Still having trouble picking my electives for this semester, thus my timetable remains to be an utter mess. (The little post-its are all lectures and seminars I’m undecided about.)
(I had accidentially deleted this just now :( But thanks for all the comments from before!)
before it was the overground [but still orange]. i remember it in a very shabby and uninviting state in the 80s.
By 1970, the Fife passenger rail network had contracted to just the main line and the Dunfermline loop. This pocket timetable from later in the decade brands the services, Fiferail, although it also shows the InterCity services from Aberdeen to King’s Cross. The Fife Circle services which exist in 2020, were still more than a decade away and services from Edinburgh via Dunfermline mostly terminated at Cowdenbeath, with Lochgelly and Cardenden only served by peak hour trains. Train services between Edinburgh and Perth via Dunfermline and Kinross had ceased in January 1970 (being diverted via Stirling) but in 1975, the decision had been taken to restore some services to Perth via Fife using the freight only route from Ladybank to Hilton Junction. Thus three weekday trains (1 on Sundays) over this route feature in the folder. The Fiferail branding was an initiative from the then Dunfermline area manager, Jim Summers.
A panel from the fold out map and timetables issued by Leeds City Tramways and Transport Department in May 1927 and noting W Chamberlain as the General Manager.
The services advertised here are of interest in that they are possibly amongst the last mentions of them - the Leeds CT trolleybus services that were inaugurated in 1915 as feeder routes from the terminus of the long tramway at Guiseley down to both Otley and Burley in Wharfedale. These bold endeavours built upon Leeds pioneering route, to Wortley, that had begun in 1911 at the same time as neighbouring Bradford's. Whereas Leeds threw the towel in the following year (and indeed the Wortley route appears to be already motor bus operated according to this folder) Bradford famously perservered and would in 1972 be the last UK operator of such vehicles.
The trolleybuses on the Otley/Burley routes were replaced by motor buses, by this date starting to seriously challenge tramway operation as well in many towns, but they would not form part of the Leeds CT network being 'handed over' to other operators and so LCT wouldn't be able to boast of trips to the scenic beauties of Wharfedale and The Chevin by these routes.
An old United Auto timetable case at East Witton, North Yorkshire in April 1986. Taken on a trip with 'Moving Britain', when we were somewhat younger than we are now! I wonder what became of it; was it officially removed, or perhaps 'liberated'??
Pentax MX/50mm
Fijichrome 100
Both First and Stagecoach have implemented new timetables this week which the Public Transport Unit have applied to bus stops. There have already been complaints on Twitter about missing or incorrect information.
Displaying a Stagecoach timetable from around the Millenium, this forgotten timetable case in a Bedfordshire village is seen here on a bright December morning in 2016. Still displaying what looks like NBC green colours, this is a remarkably preserved survivor still in-situ.
A timetable westbound Chesapeake & Indiana crosses over one of several wooden trestles that remain on the old C&O Chicago Division as well as the remnants of the C&O (PM) New Buffalo, MI to La Crosse, IN Branch that the CKIN operates today. Though a couple of the bridges have since been replaced, several still remain today. Taken on September 20, 2017.
Almost the last gasp of the then still nationalised British Rail on the East Coast Main Line as privatisation beckoned. Indeed, although published by "InterCity East Coast Ltd" the timetable is still copyrighted to "British Railways Board" and the rails the trains ran on were already in Railtrack hands.
This neat 1995 booklet shows the shortlived "East Coast" sunburst logo that rather echoed the old LNER 'eye' symbol and that I always found a coherent brand and visual identity. I have lost track of how many subsequent 'brands' and 'owners' the ECML and its services have had now. The map/diagram was designed by Bernard Slatter and is rather clever using the lines themselves to 'suggest' the outline of Great Britain.
