This photo would be special just by virtue of the bus being a Manchester Leyland PD1/3, but it is also a superb portrait of the crew. The guard (never a conductor in Manchester) sports a TIM ticket machine whilst on the floor to the right of the driver can be seen two enamel billy cans. In my experience these were usually filled up at the MCTD time office at Dean Lane on the return from Greenfield, the crew then having a ten minute layover at the terminus here to have a brew. The use by Manchester of a PD1 on the hilly routes to Saddleworth at this time is rather surprising. Photo by Ray Dunning, courtesy Peter Thompson.

3253 is one of the PD2s which I would have expected to be normal fare for this service and is seen in the same month as the previous photo. At this time the Manchester contribution to the service came from Queens Road garage. Only odd-numbered buses would be seen as the garage was split into two sub-sections (odd and even) as not all destination information could be fitted on one blind with the heavy linen then in use. Photo by Ray Dunning, courtesy Peter Thompson.

Oldham 385 was but a few months old when waiting at the Lever Street terminus. The modern tin front contrasts with an elaborately-lined livery and semaphore indicators. These were Oldham's last buses new with that latter feature. The distinctive Daily Express building in the background was still in full production at this time. Photo courtesy Chris Heaps.

This batch of Weymann-bodied PD2s was always represented at Oldham. 252 is here in largely original condition on Lever Street in Manchester. Photo courtesy Roy Marshall.

North Western did a lot of rebuilding work on these Weymann PD2s, significantly changing their appearance. Comparing this shot with the previous one in the same location reveals the extent of the changes. Photo courtesy Roy Marshall.

254 is still in largely original condition, the differences between this and the shot of 252 seemingly comprising slightly different lettering on the destination blind and the fitting of sealed-beam headlamp units to this bus. Photo courtesy Alan Cross.

Oldham 467 was numerically the first of four PD2s bought from Halifax, but had the highest registration number. It had been 108 in the Halifax Corporation fleet before being transferred to the Joint Omnibus Committee as 308. This sight of one of these buses working from Manchester to Greenfield was very unusual as there were no such extra workings, meaning that this vehicle was on an all day duty. Despite being a regular traveller on the service at this time, I don't recall one of these working it. Photo courtesy Peter Relf.

This batch of Atlanteans was ordered by Oldham but delivered to SELNEC. By the time of this photograph of 5191 on Lever Street only half of the batch remained in service and by the end of the year they had all gone, the last vehicles with any connection with Oldham Corporation. As the bus is only working to Oldham it will be a peak-hour working and this looks as if it is a morning extra returning to the garage. Photo courtesy Paul Wreghitt.

Oldham 368 was actually on a farewell tour, this last Oldham Crossley being withdrawn at the end of the year and passing into preservation. It is posed in Stevenson Square itself, rather than Lever Street where the 10 actually started from. Photo (and preservation of 368) courtesy Stan Fitton.

Approaching Dean Lane on its way out of Manchester is unbranded Volvo B7RLE 66842, carrying the later style of electronic destination indicator with a laterally-scrolling intermediate display. Photo courtesy Mark Amis.

One of the earliest of the SELNEC Standards at Oldham was 7114, seen here swinging into Copsterhill Road from Hollins Road. The background has changed completely with the construction of the Copthorn Park development and there is now a roundabout at this junction. Photo courtesy Paul Wreghitt.

GMT Metrobus 5134 is about half way up Copsterhill Road and passing Borough Garage which was at that time an Austin Rover dealership. If the snow's like this here, what was it like at Lydgate? Photo courtesy Paul Wreghitt.

Oldham 400, by this time in SELNEC ownership, ascends Copsterhill Road. Borough Garage at this earlier time was a BMC dealership.

The 1950 PD2s bought by Oldham were some of the best buses they ever had. When this shot was taken 341 was one of the last survivors and only had weeks to run. It is crossing the newly opened by-pass on the King Street roundabout when returning from Manchester after a morning peak hour run. 341 was the only one of this batch to receive the pommard and cream livery, I believe partly as a demonstration that the livery could equally be applied to older buses.

This splendid shot of Oldham 234 is taken at the junction of Peter Street and George Street, long since buried under various shopping precints. The building of the Bull's Head Hotel behind remarkably still survives, however, as an aid in pinpointing the current location which is at the exit from the Spindles car park. This bus was one of the first post-war buses delivered to Oldham, which were used to replace the last trams on the Manchester-Waterhead service. It was common practice at the time to park buses on this town centre street, despite the garage being only about half a mile away! Photo courtesy Roy Marshall.

Swinging round the roundabout that was once at Market Place, and looking as if the front offside wheel is about to lose contact with the road, is North Western 253. By this time the Dennis Lolines had started to appear and these lowbridge buses were disliked even more by the regular passengers. They suffered significantly by comparison as 7' 6" wide lowbridge buses compared with the 8' wide highbridge buses which were by then the standard fare of the other joint operators on the service. Photo courtesy Ted Jones.

GMT 3515 was one of Manchester's unique batch of six Leyland Titan PD2/34s with Burlingham bodies which became quite a common sight on the Saddleworth services in later years. Even these six were not all the same and this example is one of the three with pneumo-cyclic transmission with air change through a floor-mounted pedestal, the other three having electro-pneumatic change. 3515 passes through Oldham Market Place.

5152 was a Neepsend Coachworks-bodied Leyland Atlantean new to Oldham. The evening sun has put the front into shadow as it passes along High Street on the way to Greenfield. Photo courtesy Paul Wreghitt.

Numerically the last of the Atlanteans ordered by Oldham and delivered to SELNEC was 5199. Registered ABU 199J it was delivered, along with the rest of the batch, with BBU plates in error. This part of Yorkshire Street seems to have been a centre for Italian hairdressing for many years. Giacomo and Pierro on the extreme right now trades as Giacomo since Pierro returned to Italy, but previously the shop was Mario and Pasquale. Photo courtesy Paul Wreghitt.

477 was one of the last batch of secondhand buses acquired in the mid-sixties, in this case from Sheffield. I always felt these buses looked particularly smart in the crimson and white livery as shown here. 477 has returned from Manchester after a morning peak working on the 10.

Following immediately behind 477 was 416 on another peak hour working from Manchester and it is passing the alighting stop for buses entering the garage. What is surprising now is that these pictures were taken on a Bank Holiday Monday, but at the time Oldham had a week's holiday at the beginning of September and this was a normal working day.

To me this photo captures very well the atmosphere of the "grotto", or Wallshaw Place where all eastbound buses stopped at Mumps, probably because of the amount of time I spent waiting at these shelters. The Saddleworth buses left from the stance at the far end and waiting passengers were often frustrated by a bus on the D service pulling in front of the former tram depot doors, which were now the entrance to the workshops, as this obstructed the view of approaching buses. The D might be there some time as this location served as the terminus. An advantage of the stop's location for me was that occasionally the workshop doors would be opened allowing a glimpse into this fascinating place without risking missing your bus. North Western 255 pulls away from the stop in a typical scene of the period. Photo courtesy Photobus.

5290 heads up Huddersfield Road and will turn into Cross Street to get to Lees Road. To the left work is in progress on the final surface for the new roundabout. The signwriting on the Black Swan shows a telephone number incorporating Oldham's original exchange. Then known as Main (Oldham) it has now become the characterless 0161-624 prefix.

66799 is at the stop at Balfour Street in Clarksfield. This stop has only been served by the 180 since the service revisions of 2004 as prior to then the 180 was a limited stop service. Photo courtesy Mark Amis.

Oldham 415 was involved in a low bridge accident at the notorious Bower Lane bridge in Hollinwood and Oldham put on a new top deck. Whilst it still looks like a Northern Counties body it somehow looked different from the rest of the batch. Now numbered 5315 by SELNEC, it is on Lees Road passing the end of Balfour Street on the right. The offices of Stott's Tours are just out of sight on the left.

66794 was the first of a large fleet of the Volvo B7RLEs to come to Manchester and has been branded for the 180 and 184. It is climbing out of Leesbrook in what was one of the biggest gaps between stops when it was the 10 and a limited stop service, as buses didn't used to stop between County End and Clarksfield Road until a stop was added on Lees High Street in the late 'sixties.

66796 has just crossed over the traditional county boundary at Lees County End, whilst in the other direction Stott's Metrobus F822 YLV has pulled into the bus stop lay-by.

8211 has climbed out of Grotton and is in the "green belt" between Grotton and Lydgate which helps to keep Saddleworth from just being an extension of Oldham.

In this similar view Rome Mill in Springhead is still clearly still at work for Crown Wallpapers. Built in 1907 it became a wallpaper factory in 1932 and continued until 1990, being demolished in 1992.

Approaching Lydgate is 7365, a Northern Counties-bodied Daimler Fleetline and very much a standard and typical GMT bus at the time. Photo courtesy Paul Wreghitt.

8211 nears the summit of the climb and the route at Lydgate.

Manchester PD2 3714 (I think) descends a remarkably uncluttered Oldham Road, Grasscroft.

5149 was one of five Atlanteans bought by Oldham that were bodied at the Neepsend, Sheffield factory associated with East Lancs coachbuilders. It is making its way carefully down a very smooth and slippy Oldham Road in Grasscroft.

This shot at the top of Brookway in Grasscroft has managed to capture the spirit of all three operators of this service. To the left is former North Western Fleetline 4. In the centre is Atlantean 5191 heading for Greenfield and approaching from Uppermill is former Manchester PD2 3479, one the handful of this batch overhauled and painted red.

North Western 224 is stopped at the Parkfield Road stop on Oldham Road, Grasscroft.

Former Oldham PD2/Northern Counties 459 descends Oldham Road in Grasscroft. I could always recognise this bus from a distance and it took a long time to work out why as the difference was very subtle! It was the position of the registration plate, which was immediately below the grille instead of being between the footsteps.

Hardly a bus photograph at all, but former Oldham Corporation PD2 444, now renumbered as SELNEC 5344, passes the Farrar's Arms during some spring snow. The large building on the left was the carriage house for Fernhill, a house above now demolished and replaced with new houses. The small house next to it was occupied by the Wilme's. Mrs. Wilme ran a small sweetshop just down the little lane which went off the the right where the car is parked. It latterly served as an office for the garage before being demolished when the site was renovated.

Metrobus 5090 was, I believe, headed for Greenfield when passing the Farrar's Arms, but the snow makes it difficult to be sure!

Manchester's Hyde Road garage has contributed Atlantean 7788 to the service on this day and it is passing the Farrar's Arms.

The North Western bus on the 10 worked the departures from Manchester on the even hour and Greenfield on the odd hour. 906 was numerically the last of the company's Lolines. It is passing the Farrars Arms, the juction in front of which has seen many accidents and near-misses over the years, as the demolished "Keep Left" bollard bears witness. The situation was not helped by a change in priorities in the early sixties.

5333 and 5336 were the last two survivors of Oldham's large fleet of tin-front PD2s and outlasted the other by some fifteen months. 5336 made a relatively unusual appearance on the 180 in its last summer of service and has just passed the Farrar's Arms on a glorious day. This bus still had the Manchester-style fleetnumbers at the rear, as used by SELNEC originally and applied when the bus was painted orange in 1970. These gold numbers were very difficult to read in sodium lighting on either orange or white backgrounds!

The rear end of a Titan was somewhat ungainly. Titan 4010 leaves Grasscroft and passes the top of Oaklands Road.

By the time 37384 was making its way to Greenfield, conditions had worsened considerably and this seemed to be the last bus through to Saddleworth except for what I believe were Huddersfield depot's b

66862 approaches the bends at the top of Greenfield station hill. The zoom lens makes Roughtown appear a lot nearer than it actually is!

On its first day in service 37381 approaches Greenfield station.

8338 has fought its way through the snow and is now going to descend into Greenfield after crossing the railway bridge. This bus was carrying Rochdale garage stickers and was presumably "borrowed" by Oldham.

Oldham 384 has received its SELNEC number (5284) and is about to descend the hill into Greenfield having passed the end of Ladcastle Road.

Nowadays Greenfield station is much busier than it was in 1974 and this glimpse of a bus crossing the railway is seen much more often. The former Oldham PD2 is Greater Manchester Transport 5339. Passengers on board would look down on a station very different from that seen today. Lighting is by gas and there is no footbridge, crossing was by means of a dank subway. The signal was removed when the footbridge was put in place in 1975, largely obscuring the steps on the left which led to another entrance - long disused and blocked off. As can be seen on other shots in this collection, the station buildings were actually in the course of demolition when this shot was taken.

66810 waits on the bridge at Greenfield station for a gap in the traffic before it turns down the hill into Greenfield. Photo courtesy Mark Amis.

An elevated viewpoint shows a lot of Greenfield village as well as SELNEC 5282 about to descend the hill at the station. More prominent is its Oldham Corporation fleet number on the roof. These were put there as the fuelling point in the garage was controlled from above and a number on the roof permitted ready identification. Roof numbers were discontinued shortly before the formation of SELNEC, but they were not obliterated on renumbering. One orange bus also got them, which was Atlantean 171, one of the very first orange buses (first turned out with an Oldham fleet number) which was repainted at Hyde Road who just put a number there as the bus had it when presented to them.

Daimler Fleetline 7464 turns to descend the hill at Greenfield station.

An action-packed scene at the top of the hill as Oldham PD1/3 286 starts the descent. The manouevre is made more difficult by the motor cycle and sidecar parked on the junction. The light traffic of the day and a much shorter bus than used nowadays allows the driver to easily overcome the obstacle. The speed limit sign indicating de-restricted meant just that in those dyas and there was no speed limit all the way from the outskirts of Uppermill to near Grotton. Hoever the cars of the day were not generally able to make use of the fact. Photo courtesy Chris Heaps.

A testimony to the power of Photoshop! This slide was over-exposed and useless as a slide, but is now quite presentable. 3519 was one of six unique Leyland Titan PD2/34s bought by Manchester which became quite common visitors to Saddleworth following the closure of Parrs Wood, their original garage, and transfer to Hyde Road. This batch featured attractive Burlingham bodywork.

Oldham 451 was one of the vehicles overhauled by Halifax when Oldham had its troubles in 1965 and, along with 448, had been fitted with a smaller interior fleet number plate on the nearside. It has just started the descent of Station Brow.

5284 disappears over the brow of the hill and heads into Greenfield.

An unidentified Atlantean is seen above the Manchester-bound platform at Greenfield station. Photo courtesy Paul Wreghitt.

Metrobus 5058 was nearly new when it was seen descending the hill past the station.

Manchester PD2 3688 is passing the tin box which has been the station building at Greenfield ever since the works seen here in progress were completed. At the time the provision of five parking spaces probably seemed generous, whereas a hundred would be nearer the mark today.

5298 was a former Oldham Corporation bus which has had a white panel added to its lower panels so that the SELNEC flash could be applied and visible. A few years before this picture was taken this view would not have been possible as there was a large goods shed adjacent to the platform and you can still see the rail entrance at this end. The following year the rest of the station was demolished and it was rebuilt to the form shown on the previous picture. This view is again not possible, but this time due to trees which have grown uncontrolled on the site of the goods shed.

5339 passes the carcass of the station building during demolition work. The wall in the foreground is the truncated remains of the goods shed that was adjacent to the platform until it was demolished in the late 1960s.

Less than a month later and most of the building has gone, all that is left is the gas pipes, hanging rather improbably in mid-air.

Atlantean 8415 was also quite new when photographed during the descent.

5337 drops down past the station when the buildings were still largely intact. On the left can be seen the sunken kerb in two places where the road access went into and out of the railway goods shed. The steep gradient ensured that transhipment was not that easy!

5166 was an Atlantean which was originally an Oldham Corporation bus and is making the descent in rather severe conditions. 1979 was a particularly snowy winter.

8415 is passing Torr's newsagent. My "Buses Illustrated" and "Buses" magazines were delivered from this shop for over thirty years until it closed.

The Mercedes O405s with Optare Prisma bodies became the standard bus for the Saddleworth routes for a few years. 60440 came from First Aberdeen and is passing the former newsagent's shop.

GM Buses 3073 was one of a few bus-seated Olympians to be painted briefly into the coral Express livery. They only survived a short while and were then returned to normal fleet livery.

Oldham Corporation bought five Crossley-bodied PD2s in 1957, but only one survived in service at the formation of SELNEC in 1969 as the bodies were found to have suffered severe corrosion. Hence it was somewhat surprising when five technically identical vehicles arrived from Stockport in 1972. They were very pleasant vehicles with deep windows (as Oldham's had) and, since Stockport's maintenance was exemplary, everything worked. 5935 was originally Stockport 335, here the driver has pulled over to the wrong side of the road to be sure of getting round the corner.

A more distant viewpoint shows the extent of the station coal yard as former Oldham Corporation PD2 5317 descends the hill.

Cummins-engined Metrobus 5207 glistens in the early evening sun as it negotiates the hairpin bend half-way down the hill when almost new. Franklin's shop on the corner opened, following refurbishment of the block, as a delicatessen and pizza house but did not trade for very long, probably due to the difficulty of customer parking.

5311 was, I believe, headed for Huddersfield when this shot was taken. It would appear that only certain buses had blinds capable of showing Huddersfield and this was clearly not one of them!

The old shop on the corner was blocked up by 1978 when standard Fleetline 7383 was seen on the 180.

Whereas back in July 1970 the shop seems to be just about open for business. 5330 makes the sharp turn. Very soon after this shot was taken the bus went in for overhaul and emerged in SELNEC's orange and white livery.

The buildings on the corner are still to be sandblasted as 8305 makes its way round the corner under an angry sky.

37382 displays the new style 180/184 branding clearly.

A rear view of 5337 shows well the Stardrops advert that was such a feature of Oldham buses of the time. The mini visible on the left appears to be registered DBA 212C, which was actually a Salford Atlantean. I think it was actually BBA 212C.

In the early morning Dennis Arrow 31936 demonstrates what a difficult corner it is. The England flag on display shows that this was taken during the 2006 World Cup build-up.

37382 heads away from the photographer towards Greenfield village.

60440 has negotiated the hairpin bend and is about to pass Metrobus 30315 on its way back to Oldham. Buses don't normally meet on this stretch but the transition from daytime to evening timetable caused this unusual encounter.

5935 on the lower part of the hill, which is the beginning of Chew Valley Road. The shop on the corner has had a turbulent time, as can be seen from the photos in this gallery. It had closed in the late 1960s but was once owned by a Mr. Hopkinson. The building is notable for its datestone and the unusual stone gargoyles (or similar). The one on the right hand side of the building disappeared in the late 1970s but the others survive.

5317 disappears into Greenfield village.

31936 has completed its negotiation of the corner. The destination display doesn't always register with a fast shutter speed.

3255 was a coach-seated Olympian which ran from Oldham for a while. It was one of the last survivors of the type, ending up as part of the Stagecoach fleet and is now part of the GMTS collection. Note that the destination and intermediate blinds have been put in the wrong apertures.

30228 is the only Leyland (as opposed to Volvo) Olympian fitted with Northern Counties Palatine 2 bodywork and it is a regular on the route. As it is allocated to Dukinfield depot which only works this single journey on the 180, it doesn't have Greenfield on the blind and has to show a blank. That is not the case with the Dennis Arrow seen earlier.

Olympian 3276 heads into Greenfield village having completed the descent.

By the time of this shot 377 was the last of this small batch of five MCW Orion-bodied PD2s left in service, a batch which can probably be considered Oldham's ugliest post-war buses. The canal bridge was considered weak and restricted to a single lane of traffic controlled by temporary traffic lights. It had been culverted by the following year (see the Greenfield to Manchester collection).

At the same location soon afterwards is 5334, a PD2 which had been overhauled the previous year and had a few more years left to run. The land now used for dog training is still untouched (and down at towpath level) whilst above can be made out a football pitch which I understand was used by a Queensway Football Club.

Before trees blocked this view, one of the early Metrobuses (5006-5010) which later moved to London, crosses the culverted canal.

SELNEC 5282 is seen again having descended the hill. Much has changed since in this panorama of Greenfield. Most notably the railway viaduct and bridge across Chew Valley Road have gone (in 1975), together with the embankments adjoining them, the whole site now being a linear park. Above the embankment between the bridge and viaduct can be seen Bentfield Mill, demolished in 1979 and now replaced by the housing around Chew Brook Drive. In the foreground is the car park at Knoll Spinning, another site since developed. Even Wellington Mills (the large complex in the left foreground, where Knoll Spinning was) is closed and due for demolition.

By the time this shot was taken of 5307, half of the new canal bridge was open to traffic and the bailey bridge was removed. There was still plenty of work to do! See other photos for the full story of this work.

5304 starts to negotiate the bailey bridge over the Huddersfield Narrow Canal. This bridge was culverted in 1972 but the successful campaign to reopen the canal led to a need to rebuild it. It was decided to take advantage of the necessary disruption to also carry out major repair work on the adjacent river bridge, resulting in two bailey bridges in close proximity, but at least only one lot of disruption.

5304 climbs up on to the bailey bridge, the new concrete structure of the canal bridge can be seen.

A final shot of 5304 on the bridge.

5307 is at almost the same point as the bus in the previous view, but seen from the other side. The steep approach onto the bridge is apparent.

5316 is again at almost the same spot when the new bridge was partly opened to traffic, which followed the removal of the bailey bridge on 20th March 1995. The bus is headed for Huddersfield on the first day of operation of the summer extension of the 180.

66796 passes over the canal. There is little sign of the upheaval eleven years previously.

37385 passes the soon-to-be -opened Kingfisher pub, better known to locals as the

This broadside view shows Optare Prisma 60441 dwarfed by the empty mill fomerly occupied by Knoll Spinning. Up for sale at the time of the photo it is now earmarked for demolition and replacement by a supermarket and car park.

5309 passes the Wellington. These buses were for many years the mainstay of this service.

5301 heads through Greenfield past the end of Shaw Street on a wintery day.

The crowds were less on Whit Friday in 1980 than they are now, and traffic still passed through Greenfield in between the bands marching to the contest. Titan 4010 heads along Chew Valley Road at twilight.

2006 saw bumper crowds on a Whit Friday due in no small measure to the glorious weather. Well into the evening, this was one of the first buses I'd seen in the village all day - there seemed to have been a more planned effort to minimise disruption this year than previously.

Oldham 385 is at Road End in the centre of Greenfield and is seen from the upper deck of a (preserved) bus going the other way. The unusual construction of the building to the right of it is very noticeable from this angle. The building is now an off-licence but was then Brown's Stores.

Mercedes 60440 waits opposite St. Mary's School in Greenfield before going to the Clarence to turn round and make a trip to Manchester.

Wright-bodied Volvo B10B 60335 has run into trouble at Greenfield Clarence terminus and a fitter is attending to the batteries on a very wintery day.

5342 shows off its classic lines as it waits to turn round at Greenfield Clarence. The advert on the side was part of SELNEC's campaign to increase their private hire business and it draws attention to the range of vehicle sizes available. Prior to the formation of SELNEC many of the local authorities did not have authority to run private hires outside their boundary but the PTE was under no such restriction.

5186 approaches Greenfield Paper Mill. This is a private road leading to the now-closed mill and was served by this one journey a day, an extension from the normal terminus to serve an eight o'clock start at the mill.

Metrobus 5186 had been rebuilt with a modified destination blind when this and the previous shot were taken.

5209 was one of the the Northern Counties-bodied Metrobuses fitted with a Cummins engine and as a consequence the driver was probably relishing the climb up to Isle of Skye as these vehicles were much livelier than their Gardner-engined brethren. The latter rather struggled up this hill and it is surprising that the Cummins-engined ones were not used more often on this summer extension.

With Dovestones reservoir visible behind, Metrobus 5308 makes slow and steady progress up the Isle of Skye road out of Greenfield on a dull September morning.

Three years later the “tomato soup” livery had replaced the coral livery these buses had carried previously. 5311 passes Dovestones reservoir on a much brighter day.

5311 heads away from the photographer with a lot of climbing still to do - the road goes right to the top of the plateau in the distance. The millstone on a plinth to the right of the bus shows that it is just entering the Peak District National Park, which helped to fund this summer extension to Huddersfield.

5307 plods up the Isle of Skye road (there was once a pub of that name near the Meltham turn-off but it closed a long time ago). It is heading towards Holmfirth and Huddersfield towards the end of the first summer of operation of the extended route.

5307 climbs nearer the photographer and has in the meantime passed a Longstaff's of Mirfield coach going the other way.

Two years later a Wright-bodied Dennis Dart was working the service, losing the benefit of the splendid views from upstairs. The isolated nature of this road is clear.

The brutal murder of a taxi driver in Lees caused the closure of High Street for a couple of days and as a result buses were diverted from Oldham up to the Star Inn at Scouthead and then across Platting Road to Lydgate. This road has never seen a regular bus service. 945 is one of the batch of Optare Prismas which became very common in Saddleworth for a few years. This one had been new as Grampian 545 and had arrived in Manchester after a spell in Edinburgh.

There have been many occasions when the service to Greenfield was diverted across Well-i-hole. On this occasion sewer works were taking place on Chew Valley Road so 7322 has proceeded that way and has just crossed the hump-back bridge over the River Tame. This bus was withdrawn later that year as part of the massive fleet reduction associated with deregulation.

7876 storms up the climb from Well-i-hole to the Royal George on a 180 diverted due to sewer works.

Due to work putting in position the bailey bridges for the canal and river bridge work, the 180 was diverted along Shaw Hall Bank Road and Well-i-hole to get to the Clarence via Dacres. It is seen here turning at the Royal George.

The other side of 5185 on the same occasion.