I must admit to having a more nostalgic interest in London Bus routes and Green Line coaches. The reasons behind the withdrawal of a particular route can often be quite complex. Can any fellow member offer an explanation regarding the following oddity. Green Line route 703 (Wrotham-Amersham) was withdrawn in 1964. The prime reason given was that many passengers had deserted the coach in favour of the more frequent Metropolitan line service between London and Amersham. This trend had commenced since the electrification was extended north from Rickmansworth in 1961/2. As the 703 paralleled the Metropolitan line, its demise didn't really come as much of a surprise. Suffice to say that the Wrotham-London section of the route was retained and covered by Green Line 717. However, almost identical circumstances with railway electrification fell upon Green Line route 721 (London-Brentwood) in 1949. The frequency of the new electric train service virtually matched the frequency of the coach (at that time) and was undoubtedly quicker too. Yet in spite of this very stiff competition the 721 continued on until 1977! Not only that, it was officially the most frequent route Green Line operated. Bearing in mind that nearly all of the railway stations and coach stops were in very close proximity to each another (with the exception of Brentwood), how did the 721 survive for so long when the 703 fell at the first hurdle? Any suggestions/answers gratefully welcome. Colin.
An interesting conundrum and one I certainly can't answer, but can give some hints and suggestions as to how such different situations could co-exist.
I grew up on the 703 route, albeit on the southern leg, and it was only ever an hourly service, even at peaks. There may have been peak extras on the northern section, but, even if there were, it was hardly a 'turn up and go' service, unlike the 721.The Met was and is far faster into London than the electrified, all-stops service from Brentwood into Liverpool Street, with the Met giving direct access to the City as well as Baker Street and the other stations in-between. Some of the places covered by the 721 and the parallel train service are also not far away from the Central or District lines, so the electrification may not have meant a large increase in usage.
Also factor in socio-economic conditions. The East End, and the LCC housing estates like Harold Hill, is very unlike leafy and prosperous Amersham and Chesham Bois.Cost will have been a major factor to the wage (not salary) earners on the 721 and I do know from my short time with L.T. buses in the early 1970s that the intermediate stops on the 721 like Whitechapel (London Hospital), Bow and Seven Kings were well-used. Romford garage was also home only to Green Line vehicles and the staff there knew its continuation, and their jobs, depended on the success of the 721 with very few alternative jobs being available, short of joining the Central Bus Department, whereas at garages like Amersham, Garston or Hemel Hempstead, redeployment to bus work was possible, for drivers at least.
