The slowdown is not just a statistical quirk. Between 2010 and 2019, London’s bus network logged more than two billion passenger journeys a year; in 2024 that figure dropped to 1.8 billion, the first post‑pandemic decline. At the same time, the network’s total mileage fell from an average of 487 million kilometres per year to about 460 million kilometres over the past three years, indicating fewer and shorter services.
Mayor Sadiq Khan has repeatedly warned that unreliable, slow buses are driving commuters away. “We’re really concerned about bus usage. One of the reasons, when you speak to commuters, is a lack of reliability. And why is it they lack reliability? Because of bus speed,” he said, underscoring the link between speed and ridership.
Research cited by TfL finds that a 10 % reduction in bus speed translates into a 6 % dip in demand. The average speed of 9.18 mph in 2025‑26 represents a 4.8 % drop since 2013‑14, while scheduled journey times are now about 30 % longer than they were half a century ago. On high‑frequency routes, passengers are waiting 22 % longer than expected, up from 18 % in 2018.
The financial implications are stark. The Confederation of Passenger Transport estimates that making London’s buses 10 % faster would generate an extra £70 million in fare revenue and shave £214 million from operating costs, chiefly because driver wages dominate bus expenses and slower services require more vehicles and staff to maintain timetables.
Slower buses are hitting the city’s most vulnerable residents hardest. Buses remain the cheapest way to reach central London – less than half the cost of a peak tube fare – and many low‑income commuters rely on them for shift work and daily travel.
London’s slowdown mirrors a broader global pattern. A 2026 Transport Strategy Centre report found persistent declines in bus speeds across 15 networks in Europe, Asia and North America, with cities such as Paris, Istanbul and Singapore seeing reductions of more than 10 % since the pandemic.
TfL officials point to two primary culprits: mounting pressure on road space and a surge in unplanned roadworks. Deputy Mayor for Transport Seb Dance and Confederation chief Graham Vidler both cite the “mushrooming” of roadworks – more than 1,000 daily – as the biggest factor, while the city’s cycle‑lane network has expanded five‑fold to 450 km over the past decade, squeezing bus lanes further.
Other trends are compounding the problem. Geoff Hobbs, TfL’s director of public‑transport service planning, notes that post‑COVID shifts to home working, online shopping and reduced school rolls have altered travel patterns, while a flood of delivery vans adds to congestion.
TfL is experimenting with technological fixes. The upcoming Fusion programme will link thousands of traffic signals to give buses priority where possible, and a lane‑rental scheme aims to incentivise faster completion of roadworks. Meanwhile, the mayor’s Superloop orbital routes have shown that a well‑designed service can still attract riders.
Claire Wright, TfL’s head of streets performance, cautions that despite the “marginal decline” in speeds, the bus network remains London’s most popular public‑transport mode, delivering affordable mobility and environmental benefits. She says the authority will continue to monitor performance closely to keep the system effective for Londoners.