Thursday 30th April 2026
A bumper bundle of miscellany this month so I’m spreading it over two blogs and beginning this, Part One, in Scotland. And, more precisely in Cumbernauld. The New Town from the late 1950s, early 1960s. And goodness me, I’m pleased to report I’ve aged much better than the town’s shopping centre.
Cumbernauld Ageing Town
As you approach the shopping centre which stradlles across Central Way you get the idea it’s going to be a bit dingy…
… finding the bus stops are located either side of the dual carriageway in what is a short tunnel under the elevated shopping area. But nothing prepared me for the awful state of the waiting area at the northbound bus stops on the left hand side of the road in the above photo.
It was simply awful. A desolate and unclean seating area …
… with a complete lack of any information.
I ventured into the shopping area through a deserted corridor alongside the multi-storey car park…
… only to find shop after shop was closed. Even the ‘Cop Shop’ and Charity Shop had both shut up shop.
If you could see through the gloom, there were two shops open – both Specsavers and Boots Opticians ironically sited opposite each other.
As I made my way back to the bus waiting area… I noticed North Lanarkshire Council must appreciate it’s not a good look…
… with plans for regenerating the town centre “to create a lively modern town”. But my problem was how to cross over to the southbound bus stops. There was no way across the dual carriageway at ground level with a barrier down the middle of the road and I couldn’t see any stairs so after asking a passer by I ventured into the lift full of foreboding.
Thankfully it delivered me up to the floor above the road and there I did find some shops open and a few brighter lights.
Back down at ground level I found the bus waiting area…
… and watched the many buses and coaches picking up…
… and where at least there is an electronic departure sign.
For bus passengers it’s a rather tortuous walk to access the huge Tesco store right next to the shopping centre…
… but you do get to marvel at the architecture of the site.
… and I at last found a shopping area…
… that actually looked alive and more in keeping with “a modern town”.
I just hope the New Towns being created in the next few years survive better than the last 60 years has treated Cumbernauld’s town centre.
The remnants of Glasgow Central’s fire
Back in Glasgow it was a sad and sorry sight to see the charred remains where shops and offices once stood alongside Glasgow Central Station before last month’s devastating fire. As you can see the area was still cordoned off with no access when I visited although the station was back open again.
The wrong direction
Over at Glasgow Airport I was confused by the signage as you exit the baggage area at ‘Arrivals’ to see the posters wrapped round a pillar on the left pointing you to the right to catch First’s Airport Express route 500 into the city centre. Thinking it may have moved stances I wandered right past the Onward Travel Information point along with a ScotRail ticket machine…
… only to find that the bus still departs from its long standing stance which is to the left of that pillar.
Arriva has a go back at Go
Back in January I reported on the spat in Kent arising from ‘go bus’ (formerly known as Go-Coach) introducing a new competitive off-peak route 4 running hourly just in front of Arriva’s long established half hourly route 402 between Sevenoaks and Tonbridge (the latter continuing on to Tunbridge Wells).
The latest development has seen Arriva hit back from mid April by upping the 402 frequency to every 20 minutes with departures from Sevenoaks at 03, 23 and 43 minutes past the hour – pitched nicely to get ahead of the upstart go-bus route 4 departure at 45 minutes past the hour. Returning from Tonbridge, go-bus leaves at 15 minutes past the hour with Arriva following behind at 20, 40 and 00.
It’s part of a rehash of the timetable which has seen the route extended in Tunbridge Wells to Sainbsury’s along with its route 7 (from Maidstone) which also now runs every 20 minutes providing a combined 10 minute frequency between Tonbridge and Tunbridge Wells.
I travelled on the go-bus 09:45 departure from Sevenoaks on route 4 on Monday morning. Arriva’s 402 had left at 09:43 with one passenger but two passengers had hung back for the 4 along with another who rocked up as we were about to leave. Ail three travelled throuugh to Tonbridge with no other custom, and where we caught up the 402.
I travelled back on the Arriva 10:20 route 402 having seen the go-bus 10:15 departure leave with one passenger. The 402 arrived from Tunbridge Wells with eight on, three of whom alighted and five continued on board with one alighting to the north of Tonbridge and the other four travelled through to Sevenoaks. I was the only passenger boarding and no-one else travelled, with our arrival into Sevenoaks bus station just before the go-bus 10:45 route 4 departed with one on board.
Seeing three of the other Arriva’s buses pass by on the route, these loadings were typical for last Monday morning.
It hardly seems worth fighting over.
Back in Sevenoaks bus station I noticed a fleet line up of Go2 DRT minibuses. Not much demand for these either, then?
Cheltenham’s historic murals
After my journey on Pulham’s X52 earlier in the month I arrived at Cheltenham Spa station and marvelled at the rather fine mosaic decorating the wall opposite the station building.
As well as the historic steam locomotives, in the long term the orange tickets will also be a nostalgic throw back to a time when we all paid for travel in that way.
And on a similar theme as I wandered along the footpath that takes you from Sheffield’s railway station to the grandly called “Interchange” (ie bus station)…
… I noticed more murals with a nostalgic take on tickets.
And in good news, the toilets in the Interchange are now free to use.
Which is always good to see. But what a shame the only printed literature available to pick up is for anything but buses.
Walthamstow bus station overflows
Back in London I visited Walthamstow’s bus station earlier in the month to see how the changes to stand allocation introduced in February were going.
In particular this has seen busy routes 34 and Superloop SL1, which head west along the North Circular Road after the Crooked Billet roundabout, banished from the bus station…
… to a bus stop in nearby Selborne Road.
It’s not far to walk to the stop…
… but what a great shame TfL couldn’t have provided a bus shelter from day one, as I’m assuming one is on order to give passengers some protection from adverse weather.
It’s also a shame route 58, which enjoys the luxury of terminating inside the bus station, sets down its passengers at this stop…
… thereby, on occasions, blocking it for passengers wanting their bus on the 34…
… and SL1.
I took another ride on the SL1 including a nostalgic drive past the old Walthamstow bus garage and its rather lovely office building from the days of Wathamstow Corporation Tramways.
Arriving at Walthamstow on the Victoria line I took the stairs up to the bus station and reminded myself what a shame an escalator wasn’t included when this access was built. It must be one of the steepest climbs on the Underground without one.
On my journey there, I noticed just how worn some of the seat backs in the Victoria line trains have become…
… through intense usage and made all the more prominent when the cushions you sit on are replaced. I took that photo at 10:15 on 8th April, then, two days later at 08:09 on 10th April I made another journey on the Victoria line and spotted the same seat again …. what are the chancecs of that? Or is there more than one faded back seat and replaced cushion at the end of a carriage out there?
I think there is, as that brown stain on the left hand side isn’t there in the second photo.
Hazelwell station is in the system but Willenhall isn’t
The new Pineapple Road station in Birmingham was called Hazelwell back in the days before it closed in 1941 but whereas Moseley Village and Kings Heath have retained their original names, Hazelwell has been renamed in a fruity makeover. Except that the day I visited, the electronic departure signs weren’t working properly and interestingly, were welcoming us back to HAZEWLL station….
… meanwhile at Birmingham New Street on 10th April, I attempted to buy a ticket to the new station at WiIlenhall which opened on 19th March but the Ticket Vending Machines outside the Avanti West Coast ticket office hadn’t yet been programmed to allow this, over three weeks later. The only station in the database beginning WILLE was Willesden Junction.
Uncomfortable destinations served
Travelling on a GWR IET train recently my eye was caught by a map showing “Destinations served by our Intercity express Trains (IET)” which made me wonder whether a clearer map of the whole network wouldn’t be more useful for passengers, who in the main, don’t really worry what an IET train is.
Although I suppose it does show those routes to avoid if you want a comfortable seat!
Seat Frog sticks in the throat
The opaqueness of the SeatFrog App continues to mystify me. I was travelling on a Standard Class off-peak flexible ticket from Hassocks to Newcastle earlier this month wanting to take the 09:30 from Kings Cross. Checking out SeatFrog for an upgrade to First Class I noticed I could “Upgrade instantly” for £45 yet if I placed a bid, the minimum bid was £47. Doh. That just doesn’t make sense.
Except when I tried to “Upgrade Instantly” a bit later, the App told me I couldn’t.
And try reserving a seat on LNER’s App with a flexible ticket. You don’t have a reference number to enter so it doesn’t work.
I know LNER don’t like passengers having flexibility, but come on guys make it easier for the few of us allegedly are out there.
And the above photo shows the popularity of unreserved seating.
Confusion to Platforms 9 and 10 at KGX
Back at King”s Cross I notice the prominent sign above the connection between Platform 8 and the old ‘suburban platforms’ 9 and 10 but confusingly the ‘no-entry’ sign on the ground seems to contradict it.
Up escalator update at STP
I’m delighted to confirm the three month maintenance of the up escalator from the northbound Thameslink platform at St Pancras has been completed on tiime and all the hoardings have been removed. Hopefully, in a few weeks the ribbon will be cut and we can all enjoy a ride on the refurbished escalator to exit the platform rather than use the stairs. And in other news, passengers with luggage, wheelchairs and prams aren’t going to be happy …. from Monday 15th June for three months, Thameslink at St Pancras will become non accessible. That’s going to be a big deal for many people.
And that’s probably enough for one round up blog, so I’ll leave it there for now. Part Two featuring more miscellany from the past month, including contributions from readers, follows on Saturday.
Roger French
Blogging timetable: 06:00 TThS
BusAndTrainUser 
Please note the empty buses trundling twixt Tonbridge and Sevenoaks on the 402 every 20′ are only on school days, the timetable reverting to 30′ on non-school days. Thus one needs to also carry a school holiday calendar, a feature now required in many other parts of the Arriva empire.
In fairness, I think the changes to the 7 and 402 have been the desire to upgrade the busy Tonbridge-Tunbridge Wells section to a basic 10′ once more on school days only of course, reverting to every 15′ when much busier during the school holidays (!), rather than “having a go” at Go-bus. What a pity such spare resources have not been used to restore the route to Bromley, an operation which existed for just short of 100 years, although realising the obstacles which face those crossing into TfL land.
The situation in Cumbernauld as described during a mid-morning visit becomes a whole lot worse after sunset, and only the brave venture there.
Terence Uden
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Yes, I think the Tonbridge-Tun.Wells section is the reason for the upgrade – or, rather. restoration to pre-covid timetable. However, the principal problem with both the 7 and the 402 is the near-constant, though unpredictable, series of roadworks which – per Sodde’s law – seem to happen mostly on that Tonbridge-Tun.Wells section. Rather than bewailing their impotence, and leaving the passengers to cope with the vagueries, it would be nice if the bus industry would grow some cojones and push ministers – who at the moment would probably be sympathetic – to force the utility companies to pay for the things really needed to re-balance the system: publicity for bus-users (and car/lorry drivers so they can avoid the obstruction) plus extra buses so that users downstream of the roadworks can get a kind of normal service
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Yeah it’s frustrating seeing buses in Sevenoaks wasted in this way. With a bit of coordination, the town could be much better connected to surrounding areas and provide a service worth using. Bromley is just one option, but improving the 3 to Orpington to at least R5/ R10 levels of service would actually make the existing service useful. A handful of journeys per day is no good. I agree the 402 should just be re-extended though. No excuse for not meeting London requirements with the new buses coming soon.
At this stage, I would like to see enhancements or new routes to journeys that can’t be done by rail, so a direct bus to Bluewater by extending the 2 to Swanley into a proper route, while transforming the 1 to Westerham into a true cross-county route to Gatwick via Oxted, Godstone and Redhill would enhance the bus service on multiple routes all at once. Maybe even have a fast version using the M25 non-stop Sevenoaks to Redhill.
Aaron
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The obstacles on running into TfL land are the rules and regs that they impose that make running an unsupported service well nigh financially impossible, at least in an corridor between Orpington and Sevenoaks with a train every 10 mins or so. Also, for most of that area, it is so affluent and lightly populated that there’s little need or call for bus services.
The reason why Go put their 4 on, and whilst Arriva have “responded” is that is where the people are.
BW2
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The problem in this area is that TfL land extends much further out than in most places, and they are totally disinterested in any form of co-ordination regarding cross boundary services because of a multitude of obstacles, including a totally different fare collection system. When the Roundabout network was introduced some 40 years ago, the equivalent R5/10 did indeed extend to Sevenoaks.
The “10 minute” train service is actually closer to 30′ (the slow and fast generally run together), and for some, walking up to the Town from the station is impossibly steep. My original comment was for the 402 to re-extend to Bromley, not Orpington.
Over fifty years ago the road between Forest Row and Maresfield (East Sussex) became busless overnight when the NBC owned Southdown slashed many services in the 1971 bloodbath. Luckily, much has returned, and that particular section of road, also “lightly populated, affluent and with no need for bus services” will see from the end of next week, a 24-hour service introduced. So, some co-ordination and brave thinking by sensibly linking services could make a huge difference.
Terence Uden
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No worries Terence – I was replying to Aaron but in truth, TfL aren’t bothered by cross boundary services that stretch is sparsely populated and there’s nothing in it for TfL except more cost for services that they can’t afford.
BW2
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That reflects badly on TFL more than anything, they depend on the wider region for London’s success but if everywhere around it is congested because of poor local buses that only hurts everyone.
Also 2 of my suggestions don’t depend on TFL at all, I think a link to Gatwick especially could be quite successful and in a way where the towns and villages on the way would finally get a decent service the way Westerham does. A link to Bluewater, especially if timed well with my other suggestion suddenly means this area is well connected. No one will use a bus with any choice if it only goes to the next settlement, but if it goes to a regional centre, success is far more likely. Sussex has some really decent regional routes despite being mainly rural and affluent, no reason this couldn’t extend into Kent, which seems quite hit and miss with buses.
Aaron
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Anyone get look at a map and make suggestions about where routes could go, but the fact that operators that are fairly innovative like Go Bus or Metrobus haven’t introduced long routes hugging the M25 like Westerham to Gatwick probably illustrates the lack of such a requirement.
As for TfL and it’s decisions, you can always record your views via the ballot box at the next mayoral election.
BW2
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@Aaron:
“That reflects badly on TFL more than anything…”
No it doesn’t.
As has been explained to you time and time again, TfL does not have any remit for services beyond the Greater London boundary.
It may reflect badly on the regulatory regime, which simply leaves it to the market to prevail. Clearly, if the market were strong enough to support a service from Sevenoaks into Bromley (including meeting the regulatory requirements and standards set within Greater London), a service would be provided. Or it may reflect badly on Kent County Council (previous administrations as well as the current one) for not maintaining a bus link from Sevenoaks into Bromley when Arriva withdrew.
Clearly, when Arriva withdrew the 402 from Bromley around 10 years ago, they concluded that it was no longer worth their while providing the service.
Another factor in this may be changing shopping habits. In times gone by, Bromley High Street was a major shopping destination. However, it may have lost out when Bluewater opened, its extensive free car parking just a short drive up the M25 from Sevenoaks, luring shoppers away from Bromley. High streets have also suffered at the hands of internet shopping. So the market for a Sevenoaks <> Bromley bus service is probably much weaker than it once was.
Nevertheless, it is still possible to travel by bus between the two towns, by changing at Westerham – although not on one ticket (and for the Sevenoaks <> Westerham leg, Go-Bus don’t appear to be participating in the £3 fare cap).
Malc M
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@Terence Uden – the service between Forest Row and Maresfield was presumably restored by NBC-owned Southdown too, as it is shown in a 1978 timetable book in my collection (route 180, East Grinstead <> Eastbourne via Uckfield).
Malc M
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Well said concerning your reply to Aaron. By the way, have you been on holiday as I note you’ve been absent from the blog for a while?
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@Anon – thanks!
I tend to comment when I have something which I hope will add some interest or context (as well as to question, when appropriate, some of the claims and assertions being made by others). It also depends on what else may be competing for my time and attention. When I have a lot else going on, I may be less active here.
As it happens I was away last week, but only for a week. I’m flattered that you noticed my recent lack of activity here!
Malc M
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Perhaps go-bus can work out better times for the NSchD timetable and even extend its service to Bromley which may be a little more useful maybe pick up only from Bromley to LT boundary.
Kings Cross sign Platforms 9 to 10 usefully covering the 9 3/4 one
JBC Prestatyn
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The other thing about that sign at KGX that always gets me is that it says “to” rather than “and”. Presumably a throwback to when it was “9 to 11”? Rob F
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Go-bus effectively provide a service from Sevenoaks to the TfL boundary (Locksbottom /Orpington) on their route 3.
MotCO
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Just to add that I think I have mentioned before, that with minimal tweaking, the route 4 and 3 could be combined to provide a through Tonbridge – Orpington /Locksbottom service.
MotCO
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It’s a journey that you can do in 19 mins by train (Tonbridge to Orpington), so not certain what the 3/4 being linked is really giving anyone?
BW2
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The changes to the 7 and 402 merely restore the pre-Covid level of service. But the Sevenoaks leg has bever been busy when I’ve used it, with no more than a handful of passengers, and certainly when it continued to Bromley, loadings were equally light.
MoK
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I initially thought that North Carbrain Road was a joke on Roger’s part, but it really is the name. Oh the irony for such an awful place to catch a bus!
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North Carbrain Road sums up the attitude in the post-war “New Towns”.
Cambourne (Cambridgeshire) is probably not much better.
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The road under the town centre is actually Central Way. North Carbrain Road runs parallel to the southeast, outside the town centre. The town centre stances have not changed much in 40 years since I worked there. At some point in the 90s there was a footbridge connecting either side, but it disappeared again in recent years. So the maze to find a way across through the shopping centre remains.
I assume there is a blog to come on the Stagecoach X25 transferring to First…
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Many thanks for the clarifications – I’ve corrected the road name. There isn’t much more I can add about the X25 so wasn’t planning a follow up blog.
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Following up yesterday’s blog, I’ve just had a perfect example of why people trust TfL tap in / tap out. Last week I mistakenly tapped in using my credit card rather than my Over 60’s Oyster. TfL has zero reason to refund me for this, its on me and yet I completed their contact form just in case yesterday. I got an automated acknowledgement within quarter of an hour and this morning an email saying the money would be refunded.
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On the subject of train tickets , at my local Avanti ticket office the tickets are now paper tickets . They’re much larger than the card tickets and dont fit easily into wallets / purses or pockets , and constantly curl up into a roll too .
I said I really dislike them and was told by the ticket office staff “ so do we , and all the station staff , and all the train staff , and all the passengers “ .
When I asked why Avanti could not revert to card tickets I was told “ we can’t because they are not as green as paper “ !
My guess is that this is an initiative from some head office sustainability person or persons who it would seem either doesn’t understand, or doesn’t care , how disliked they are ?
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I think these are coming everywhere. Certainly the barriers at Cardiff Central have been equipped to read the QR codes (although the ticket office still issues card ones). And tickets I booked from CrossCountry to print at home are this style.
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I remember studying Cumbernauld and the other post war new towns in O Level Geography. That was back in the 1970s and I thought the elevated shopping centre spanning the dual carriageway looked quite cool!
Peter Brown
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Great to see that Cumbernauld hasn’t really changed since I last waited for a bus there. In fact, I do it a disservice – I have photos from 2013 and it was markedly darker and more grim than Roger’s visit, with grubby off white tiles rather than the more vibrant white and blue paintjob. There were timetable cases but I believe it’s always been grim. In fact, it famously ‘won’ two Carbuncle honours for its ugly shopping centre, winning the Plook on the Plinth title for having Scotland’s “most dismal” town centre in 2001 and 2005, with judges likening it to Kabul and describing its shopping centre as “a rabbit warren on stilts”.
Sadly, Roger’s experience of the condition of tube trains is far from uncommon. There’s been a conspicuous lack of investment on the tube and it really is showing and especially in the reliability and performance stats. Don’t know when/if Victoria Line trains are ready for a refurb but suspect it won’t be a while yet.
BW2
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Re. Cumbernauld, to be fair there’s what looks like a live departure screen in one of the pics of the northbound side. No joke, the only information you want there is how to leave. My first visit (of few) was from the north, I managed to get off at the “bus station” only because someone else was and there was time to stand up and leave, otherwise I’d have missed it. One appalled look round later and after trying unsuccessfully to cross the road, I did find the stairs to the bridge and the convoluted route to the northbound stop in a similat layby, equally grim and unsuitable.
North Lanarkshire is largely devoid of passenger-friendly bus terminals, the best of a bad bunch being Motherwell with its string of on-street shelters. Neighbouring South Lanarkshire does better with proper bus stations at Hamilton right by the rail one and East Kilbride. The contrast between NL and another county housing a new town could not be greater. The bus station at Glenrothes in Fife has lots of space, good information and a JDW 5 minutes walk away. The others at Dunfermline, Kirkcaldy, Leven and St Andrews are, in my view, perfectly functional (with JDWs near the first two).
And don’t think of going to Cumbernauld for its rather nice Wetherspoon – it closed in January.
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The bus stops on the A23 at Gatwick Airport are equally grim. Gladly I visited Cumbernauld in my motorcycle era and it was a brief stop as I relished all that brutalist concrete architecture. UGF666R, Honda CD-175 and still a mere Surrey driver on L-Plates. Is Roger relishing a taste of new Metrobus Route 500 next month: Gatwick Airport – Eastbourne in just over two hours? So, Sheffield Transport used Ultimate tickets, did they? LT used them for a few OMO RF routes, but I noticed that Loughton Garage used Gibson machines on the RF driver’s cab door mounted in what I might call a vice or a clamp. Roding Valley Station used Gibson machines for single tickets. Historic pictures of bus and tram conductors seen using strap hanging Ultimates always reminds me of London’s genius: Gibson machines for conductors with a superb web of straps to keep it neat and I hope comfortable for the hurly burly of duties on a London bus. One Dalston Garage conductor on Route 9 had huge hands so he dispensed with the straps, kept the Gibson in his left hand and rang off tickets one-handed, using his right hand to collect fares. Dalston Garage crews were the best on Routes 9 & 11, leaving colleagues at Mortlake and Riverside as always “second best”. As to Route 47, Catford and Bromley crews relished Dalston’s Routemasters thundering south across London Bridge to help them out!
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Sheffield also used Setright Speeds (which are my personal favourite machines), but Ultimates really are the ultimate for fast issuing on busy services by a conductor; no fare setting or dials to turn, just a quick flick and tear.
I’m not sure why LT chose to restrict Ultimates to OMO services but apparently they also trialled Almex A machines which conductors found more comfortable to wear than Gibsons – but then stuck with the Gibson anyway.
As an outsider you could definitely be forgiven for thinking that LT suffered badly from “Not Invented Here” syndrome with anything that required maintenance (see also Daimler Fleetlines!)
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Blame Donald Stokes for LT’s dislike for ‘off the peg’ buses. Although he was a good salesman back in the day he was totally out of his depth by the time British Leyland was formed (coerced by the then Labour Govt). Apart from having no understanding of the car industry he seemed obsessed with shutting down anything that competed with Leyland itself. Hence why the FRM was cancelled because he was afraid it might take sales away from the Atlantean (as well as the Fleetline). LT at that time got their fingers burnt with the rush to introduce standee single deckers but had the FRM gone into production, there would’ve been no need for them to order Fleetlines. It’s likely, therefore, that Daimler would’ve have been closed down earlier as a consequence.
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The Almex-A was used for the first OPO Green Line Route 727. It had an audit roll as well as the usual registers so that the driver’s cash total sheet could be correctly written up. It was the Almex-E which was extensively used when OPO swept the London bus industry. Usually motor driven but a lever could be used for conductor use. The Almex-A needed to be used for Kingston Garage Route 218 when the parallel Route 219 was lost to LCBS and running in Surrey the LCBS fare scale applied with interoperable return tickets being accepted by both operators. Red Rover holders were barred from the parallel LCBS service between Kingston and Hersham.
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First changes coming to Central Connect. It looks as if their Sible Hedingham depot is closing as a planning application to build houses on it has gone in. The Flagfinder depot is being expanded so presumably the Sible buses will be moved to there
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Sadly for the residents of Cumbernauld, it dates from the same period that saw traditional streets in Glasgow replaced by tower blocks, bleak open spaces and the urban motorways that still blight the city centre . Britain’s last city tram network went at the same time. It was the equivalent of a second blitz. The car was the future, apparently, leaving public transport users to a third class existence. Many of the tower blocks have gone, but places like Cumbernauld still have a lot of catching up to do.
I will be using those Walthamstow Bus Station stairs in about 1.5 hours. I regard them as part of my fitness regime! In their defence, there is a lift, a facility that I found to be a lifesaver when my Grandad duties included children in buggies.
It’s easy to take the Victoria Line for granted. It is an incredible people mover, transporting thousands every day. What other train service in the UK is so frequent, that there’s rarely any need to rush for a train as there will be another in 2 minutes or less? That the upholstery wears out quickly is understandable. Compare with a GWR IET, where a few year’s wear has turned nearly every seat into a painful experience. I really wouldn’t be surprised if GWR were quietly settling claims for lower back injuries sustained by unfortunate passengers.
Your comment about GWR network maps has been repeated on other forums, but in those cases about maps that only show “Turbo” routes! Isn’t it extraordinary that there isn’t a “guiding mind” who could tell the perpetrators to put themselves in the place of ordinary passengers and to apply some common sense?
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Regarding LNER wanting a ticket number, you can enter any number other than ‘00000’.
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