The real Wood Green. The depot used in the series was Eastern National's Wood Green depot, which fronted on to Lordship Lane - in many of the scenes showing buses entering the depot from the front, other landmarks can be seen, including the entrance to Wood Green underground station (just about visible in First Aid), as well as the Eastern National enquiry office, which used to be sitedalongside the depot.

In early episodes, buses are sometimes shown entering the depot from what appear to be smaller roads at the rear (notably the scene with Arthur's handlebars trailing behind the bus!).Having closed when its main route, the 251 to Southend, was cut back to Walthamstow, the depot and all adjoining houses have been demolished without trace, and the whole site is now occupied by Do it All and a car hire firm.

The Elstree Studios set, used in the Buses Films. In the first two films, many of the 'on-road' shots were filmed in Radley. In the first film, the famous London Transport 'skidpan' in Chiswick
was used for the filming of Stan's test by the insurance company following the telephone box incident - and all the buildings there have since been demolished. Much of Holiday on the Buses was filmed on location in Prestatyn, Rhuddlan and surrounding area.

Bristol-built buses have a reputation the world over for longevity and reliability. This is partly due to the quality and care with which they were built and partly due to a reliance on tried and tested technology.  Until the early 'sixties triple-servo vacuum-assisted mechanical brakes were the norm along with mechanical transmission utilising a 4 or 5-speed synchromesh gearbox usually of Bristol's own design. Buses are often classified as being either 'light' or 'heavy'. The majority of Bristol types fall into the 'heavy' classification. Although all the Bristol chassis are very similar in construction, they have generally been designed specifically for the type of body that they were intended to receive; thus though there was a strong family resemblance between the K and the L types, the K was specifically a double-deck chassis, the L a single-deck one.

The the typical Bristol chassis is formed from deep steel pressings a quarter of an inch thick.  Corrosion problems are rare, as is chassis distortion due to accident damage. As a friend of mine put it, when looking at some parts removed from my own bus for reconditioning, 'that's GWR engineering, that is!'.  An interesting comment given the association between the Tilling bus group (to which Bristol belonged) and the main-line railways in the 1930s. Bristol did manufacture some light-weight vehicles, in the 1950s the LS ('light saloon') type, the SC (small capacity') and in the '60s the SU ('short underfloor') and the LH ('light-weight Horizontal' ), the latter two indicating the position of their engines in the type code.

The SU and the SC departed from normal Bristol practice in that some running gear was bought in, notably axles from Bedford and Austin and gearboxes from David Brown. The railway connection continued in the 1950s when, like all the Tilling transport companies, the Bristol came under the aegis of the British Transport Commission. This led to the building of two Bristol/ECW railbuses which had useful lives on the Scottish Region of British Railways. The Lodekka was an innovation for which the railways were largely responsible;  the number of low-clearance railway bridges that had been constructed during the period in which the railways were being developed meant that uncomfortable 'low bridge' double-deck bodies had been constructed with an upper deck with four seats in a row and a side gangway with limited headroom.

These were very unpopular with the travelling public so, the Lodekka addressed this issue by a clever design incorporating some ideas developed by the LGOC in the 1920s. The Lodekka's running gear was kept  low down in the chassis, thus allowing the lower deck gangway to be lower.  This in turn led to an overall reduction in height comparable with a standard 'low bridge' model.  The Lodekka, though technically sophisticated for it's time,  proved to be  an excellent vehicle and many still exist. Although never sold on the open market, many still exist either in preservation or in use all around the world. From the mid-1930s on Bristol buses have been powered by diesel engines, either the ubiquitous 4, 5 or 6-cylinder light-weight Gardner or a 6-cylinder power plant of Bristol's own manufacture. Experiments with engine positioning in buses had been carried out since the late 1920s, there being various arguments in favour of not having the engine in front alongside the driver.