14 things we learned from a list of every bus stop in London

A number 15 bus stops at a stop labelled ME. Image: Oxyman/Wikimedia Commons.

1) There are 19,607 bus stops on TfL’s network

If you visited one per day, for some reason, it would take you nearly 54 years. I’ve just worked out that statistically I’d probably be dead before I finished, so I’m not going to bother.

2) A is the most popular bus stop letter

There are 1,759 stops labelled “A” in the capital.

Whilst that might seem obvious given how the alphabet works, the next most popular ones in order are D, B, E, C and then K, so maybe it wasn’t that obvious after all. The TfL press office informed me that bus routes “will typically follow an alphabetical order wherever possible” – although it must be a lot more complicated than they’re making it sound given that the majority of stops serve more than one route.

3) I is the least popular bus stop code to consist of just one letter, appearing just 37 times.

Just behind it are O (156 appearances), and Z (442). I asked TfL about this (I’m sure they love hearing from me) and apparently they try to avoid using O and I these days because they look too much like 0 and 1. Reportedly, the team responsible were “surprised” that there were still O and I stops at all, which is slightly disconcerting.


4) Which is presumably why, tragically, there are no bus stops with that say OI on them

There are 30 PCs (which have, presumably, gone mad), 47 EDs (although admittedly this is probably mainly only of interest to people called Ed), 5 AWs (providing an ideal prompt for what to say when your bus inexplicably vanishes from the display board), and, for maths fans in the Putney Heath area, one PI.

5) The longest bus stop name is “Loxford School Of Science and Technology”

Although a) I’m not counting stuff with a “/” in it like “ Hampstead Heath Extension / Wildwood Road” as that seems like cheating and b) there are lots of abbreviations as TfL’s system seems to only allow 40 character-long stop names.

6) The shortest bus stop name is “Jcoss”

It’s in New Barnet, and stands for the “Jewish Community Secondary School”.

Why not spend all your time standing around outside schools taking photos and if anyone intervenes try to explain that it’s because of some statistics you’ve read about bus stop names?

7) The highest number of buses you can catch from a single stop is 23

A lot of buses. Image: Ed Jefferson.

For example, stop J in Bedford Street, near the Strand, from which you can catch the 9, 11, 15, 23, 87, 91, 139, 176, N9, N11, N15, N21, N26, N44, N87, N89, N91, N155, N199, N343, N550 or N551. But not all at the same time though, for fairly obvious reasons. It shares the title with Savoy Street (stop U) and Southampton Street / Covent Garden (stop A).

8) The highest number of buses you can catch from a single stop during the day (i.e. excluding night buses) is 19

Stop K on Hounslow High Street. Why not go there and try catching every bus in order, then return home and think about what you’re achieving with your life?

9) The N136 is most alliterative bus route in London

Because it has 8 stops beginning with L in sequential order:

  • Lewisham Hospital
  • Lewisham Park
  • Lewisham Fire Station
  • Lewisham Centre  
  • Lewisham Clock Tower    
  • Lewisham Station  
  • Lewisham Station / Loampit Vale
  • Loampit Vale / Jerrard Street

Can you think of any better reason to go to Lewisham at 3am?

10) The longest number of alphabetically sequential bus stops on a route is 7

But there are seven possible ways of doing it, so you’ve got absolutely no excuse. Here are six of them:

  • 128: Barkingside High Street, Barkingside Police Station, Bradville Gardens, Fullwood Primary School, Hamilton Avenue, Icknield Drive, Martley Drive
  • 227: Crystal Palace Bus Station, Crystal Palace Parade, Crystal Palace Parade / College Road, Crystal Palace Park Road, Crystal Palace Pk Rd / Charleville Cir, Sydenham Avenue, Thicket Road
  • 228: Holland Park, Holland Park Station, Norland Square, Royal Crescent, Shepherd's Bush Station, White City Bus Station, White City Station
  • 282: Church Road, Emmanuel Church, Hallowell Road, Northwood Health Centre, Northwood Hills Circus, Northwood Hills Station, Norwich Road, Middleton Drive
  • 359: Edgecoombe, Heather Way, Heathfield Vale / Broadcoombe, Heathfield Vale / Farnborough Avenue, Monks Hill, Pixton Way, Selsdon Primary School
  • 638: Ashfield Lane, Bromley Lane / Chislehurst War Memorial, Centre Common Road / War Memorial, Chislehurst / Ashfield Lane, Chislehurst Sainsbury's, Ingleby Way, Oakdene Avenue

Anyone who can find the 7th for themselves will whatever satisfaction in that they can find within their own heart.

11) Ominously, there are 666 bus routes in London

That includes the 50 night bus ‘N’ routes and 2 ‘X’ express routes. Other letters in route names generally indicate the area they serve – the P routes indicate Peckham, for instance. There are, unhelpfully, exceptions – for instance, H indicates Hampstead, except when it means Harrow, except when it means it runs near Harrow but doesn’t actually stop in Harrow itself.

12) Despite all this, the numbers run all the way up to 969

The 969, a service in south west London suburbia, only runs twice a week, on Tuesdays and Fridays: like the 965, the only other remaining bus in the 900 range, it’s a service designed to aid people with mobility issues get to the shops. There were once many more of these services, but they’ve mostly been phased out as almost all buses in London are wheelchair accessible these days.


13) The London bus route with the least stops is the 609

This route, which on one leg has only 4 stops, is to take kids from the Harrodian school to Hammersmith station. The 600 range of numbers is reserved for school bus routes – even independent schools like Harrodian can apparently qualify for a TfL service. Honestly officer, I boarded the bus full of children because I’m doing “a blog”.

Non-bus related fact: Harrodian was until the 1980s a sports club for Harrod’s employees, and when it was sold and turned into a school it was repeatedly taken to court by Mohamed Al-Fayed who objected to them keeping the name.

14) The London bus route with the most stops is the N199

Which has 114 stops on the outbound route from Trafalgar Square.

Oddly, if you’re going the other way and starting at St Mary Cray Station, there are only 110 stops, so you’re going to have to be really committed to the idea of reaching deepest south east London at god knows when o’clock to say you’ve completed this particular challenge.

Which comes with no reward or recognition, but it is probably a good way to replicate the sort of sad, confused look of pity you get when you tell people you’ve read a list of every bus stop in London.

Ed Jefferson works for the internet and tweets as @edjeff.

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Barcelona’s car-free “superblocks” could extend lives. So will they catch on elsewhere?

Barcelona. Image: Getty.

The world’s biggest cities have larger populations and higher economic outputs than some countries. But as they grow in size and complexity, cities are also facing thorny challenges that threaten the health and happiness of residents. Congestion, pollution and a lack of community spaces have become major drags on people’s aspirations and experiences of urban living.

In response, cities must manage their resources and priorities to create sustainable places for visitors and residents, and foster innovation and growth. Enter Barcelona – the capital of Catalonia, in Spain – where a bold stroke of urban planning first introduced “superblocks” in 2016.

Image: ISGlobal/FAL.

Superblocks are neighbourhoods of nine blocks, where traffic is restricted to major roads around the outside, opening up entire groups of streets to pedestrians and cyclists. The aim is to reduce pollution from vehicles, and give residents much-needed relief from noise pollution. They are designed to create more open space for citizens to meet, talk and do activities.


Health and well-being boost

There are currently only six superblocks in operation, including the first, most prominent one in Eixample. Reports suggest that – despite some early push back – the change has been broadly welcomed by residents, and the long-term benefits could be considerable.

A recent study carried out by the Barcelona Institute for Global Health estimates that if, as planned, 503 potential superblocks are realised across the city, journeys by private vehicle would fall by 230,000 a week, as people switch to public transport, walking or cycling.

The research suggests this would significantly improve air quality and noise levels on the car-free streets: ambient levels of nitrogen dioxide (NO₂) would be reduced by a quarter, bringing levels in line with recommendations from the World Health Organisation (WHO).

The plan is also expected to generate significant health benefits for residents. The study estimates that as many as 667 premature deaths from air pollution, noise and heat could be prevented each year. More green spaces will encourage people to get outdoors and lead a more active lifestyle.

This, in turn, helps to reduce obesity and diabetes and ease pressure on health services. The researchers claim that residents of Barcelona could expect to live an extra 200 days thanks to the cumulative health benefits, if the idea is rolled out across the city.

Space to play. Imag: Mosa Moseneke/Unsplash.

There are expected to be benefits to mental health, as well as physical health. Having access to such spaces can stave off loneliness and isolation – especially among elderly residents – as communities form stronger bonds and become more resilient.

Stumbling blocks

It was Salvador Rueda, director of the Urban Ecology Agency of Barcelona, who first championed the introduction of superblocks – and he argues that the idea could be used in any city. Even so, authorities looking to expand the concept in Barcelona or beyond will need to be mindful of some concerns.

Changes like these require capital investment. Even as the car-free streets are transformed with urban furniture and greenery, the remaining major roads will likely have to accommodate heavier traffic.

Nothing comes for free. Image: Zvileve/Flickr/creative commons.

Further investments in local infrastructure – such as improving surrounding roads to deal with more traffic, or installing smart traffic management system – could be required to prevent serious congestion. Then the question remains, how to finance such investments – a higher tax rate is unlikely to be popular.


What’s more, whenever a location becomes more desirable, it leads to an increase in property demand. Higher prices and rent could create pockets of unaffordable neighbourhoods. This may lead to use of properties for investment purposes and possibly, displacement of local residents.

It’s also worth noting that Barcelona is an old and relatively well-planned European city. Different challenges exist in emerging global cities across Asia, Africa and Latin America – and in younger cities in the US and Australia. There is a great deal of variation in scale, population density, urban shape and form, development patterns and institutional frameworks across the cities. Several large cities in the developing world are heavily congested with uncontrolled, unregulated developments and weak regulatory frameworks.

Replicating what’s been done in Barcelona may prove difficult in such places, and will require much greater transformations. But it’s true that the basic principles of superblocks – that value pedestrians, cyclists and high quality public spaces over motor vehicles – can be applied in any city, with some adjustments.

Leading the way

Over the history of human civilisation, great cities have been at the forefront of innovation and social progress. But cities need a robust structure of governance, which is transparent and accountable, to ensure a fair and efficient use of resources. Imposing innovation from the top down, without consultations and buy-in, can go squarely against the idea of free market capitalism, which has been a predominant force for modern economies and can lead push-back from citizens and local businesses.

Citizens must also be willing to change their perspectives and behaviour, to make such initiatives work. This means that “solutions” to urban living like superblocks need to have buy-in from citizens, through continuous engagement with local government officials.

A man speaks at a public consultation on the Eixample superblock in Barcelona. Image: Ajuntament Barcelona/Flickr/creative commons.

Successful urban planning also needs strong leadership with a clear and consistent vision of the future, and a roadmap of how that vision can be delivered. The vision should be co-developed with the citizens and all other stakeholders such as local businesses, private and public organisations. This can ensure that everybody shares ownership and takes responsibility for the success of local initiatives.

There is little doubt that the principles and objectives of superblocks are sound. The idea has the potential to catch on around the world – though it will likely take a unique and specific form in every city.

The Conversation

Anupam Nanda, Professor of Urban Economics and Real Estate, University of Reading.

This article is republished from The Conversation under a Creative Commons license. Read the original article.