Tuesday 25th June 2019
There’s something seriously amiss with Caledonian Sleeper’s train service.
I’ve blogged about the new Mark 5 coaches a couple of times recently (here and here) highlighting the teething problems I encountered, in particular no water in the en-suite shower in my supposedly swanky new ‘Club’ room on two of the three journeys as well as a number of other niggles.
These included an emergency stop and losing all the electrics when heading south around Preston in the early hours of Tuesday 4th June. The sharpness of the braking followed by an eerie silence and two or three attempts to reboot the train’s control systems over the next ten minutes was enough to wake most of us up and a consequential disturbed night.
We got going again on that occasion and thankfully arrived into Euston with no further incidents. Not that trip anyway, but a much more serious fault necessitating another emergency stop happened a week later on Tuesday 11th June as the Lowlander service headed north to Glasgow and Edinburgh coming to a sudden halt in Stafford. This resulted in serious damage to the train’s wheels such the train couldn’t continue and coaches had to be summoned in the early hours to take passengers on to Glasgow and Edinburgh by road. Not a particularly edifying or attractive proposition when you’re probably already dressed for bed and maybe even nodding off.
Every night since that incident two weeks ago Caledonian Sleeper have been cancelling one of the journeys, either northbound or southbound between either Glasgow or Edinburgh and London. Alternative options for booked passengers offered by Caledonian Sleeper are either taking a daytime Virgin Trains journey or a replacement overnight coach on the motorway; neither option being particularly acceptable when it’s likely you’ve already made onward travel plans or have other commitments necessitating overnight travel.
An overnight coach on the motorway is hardly an acceptable alternative when you might have paid £230 for a new en-suite single room or even £335 for a double room, albeit Caledonian Sleeper are giving full refunds, but it’s likely many passengers would prefer flying as an alternative with a night in a hotel, I know I would, but that doesn’t seem to be on offer as a alternative.
Caledonian Sleeper have been making much of the luxury offered by their new deluxe sleeper coaches, offering a “timeless experience”; it’s just a pity “timeless” is turning out to be “trainless”. The problem being expectations have been seriously raised with Caledonian Sleeper hyping up their new ‘hotel-on-wheels’ at five star prices – it’s £395 for a Club double room on the Highlander between London and Fort William/Aberdeen/Inverness for a single night journey (and no Railcard discounts are available), that’s just shy of £800 for a return journey or ‘two nights stay’ – and for that you expect five star service, not ‘replacement road transport’.
Even if everything is running smoothly you’d think paying £395 for a night’s sleep, albeit coupled with a 570 mile journey, would include more than just one complimentary hot drink with a measly breakfast. I was taken aback to find a few coffee granules, a cup of hot water and UHT milk sachets came at a charge of £2.70 on top of that £395 fare – what an absolute rip-off. You even get unlimited complimentary coffee in the cheapest Travelodge deal.
With the ongoing teething problems it obviously made sense for Caledonian Sleeper to pull the planned introduction of Mark 5 coaches on to the Highlander service which had been scheduled for the beginning of this month (and which was already well delayed from the planned 2018 launch). It’s now been pushed back to “early July”, (update… Wednesday 26th June – just announced now put back to September) but for some time passengers have been booking their journeys assuming new en-suite rooms at the significantly enhanced prices as advertised on the glossy Caledonian Sleeper website only to later receive a refund on the difference between new and old pricing as disappointed passengers are told it’s the old coaches for them, for now.
Mind you that’s better than having the disaster that is the new rolling stock at the moment, but even those trusty old coaches are showing signs of age and lack of investment making it feel like very poor value for money as well as unreliable.
On my LEJOG trip with Geoff and Vicki last week our Inverness train had standard toilets out of action while the accessible toilet next to the lounge coach had no water making it unhygienic and unacceptable. At about 6pm prior to the train leaving Euston a text was received advising there’d be no lounge car that evening thereby meaning no refreshments available, but when we got wind from other sources that may not be the case, I rang Caledonian Sleeper to query it only to be told the email had been sent out in error and there would be a lounge coach after all. There was no explanation when I asked why a corrected email hadn’t been sent leaving a feeling of shambolic incompetence.
Even worse the Fort William section of the train that evening developed an engine fault in the West Highlands meaning passengers arrived into Fort William over three and a half hours late after 13:30.
There was then a hiatus for Friday night’s southbound journey from Fort William when it was announced the train was cancelled due to “staff having insufficient rest” following the late arrival that morning so “guests” (Caledonian Sleeper’s corporate spin is still insisting on calling us all ‘guests’ despite clearly not being able to run a hotel) were told on social media they’d have to travel by coach (“replacement road transport”) over to Edinburgh, arriving in the middle of the night, with a transfer on to the train from there.
A further tweet advised arrangements had been made for refreshments to be available at the Jury’s Inn in Edinburgh where “guests” could also wait before boarding the train, but twitter was awash with disgruntled passengers saying coach drivers dropped them off at Edinburgh Waverley station with no mention of hotel refreshments.
Again, it gives the impression of total incompetence.
Meanwhile it wasn’t much better on the southbound service on Friday night either with new coaches on the Lowlander service coming to a halt at Acton Bridge just south of Crewe with passengers having to make their way down to London once Virgin Trains and West Midlands Trains got going in the morning.
These latest disasters on Friday came just twenty hour hours after there was confidence on Thursday wheel problems on the damaged train from 11th June would finally be fixed for the weekend …
…. with Caledonian Sleeper tweeting things “are due to return to normal”.
It’s turned out not to be the case with the Glasgow bound journey cancelled last night yet again.
This raises the question of why other sets of new coaches are not being introduced into service. Somewhere sidings must be full of new coaches bearing in mind the new trains were due into service on both the Lowlander and Highlander services from 2nd June. This implies there are still issues with the new trains yet to be resolved beyond problems with wheels damaged on 11th June.
I can’t help thinking Serco – the company running the Caledonian Sleeper franchise – are completely out of their outsourcing depth running this specialist type of train service. It’s all very well hyping up running a luxury ‘hotel on wheels’ but is it practical? Is the business model charging exhorbitant five star prices, raising expectations for a high standard of service, achievable on an overnight train between London and Scotland? Sadly Caledonian Sleeper is rapidly gaining a reputation worse than Fawlty Towers.
Serco must be losing a fortune over the present shenanigans (although I’m sure there’ll be some contingent liability passed on to the Spanish manufacturer CAF too) but it shouldn’t be forgotten the sleeper service attracts massive public subsidy to keep it going. OK, there are far fewer passengers impacted than in the GTR or Northern Rail fiasco last May but proportionately the disruption per journey is far worse. A 25% failure rate on the Lowlander service at the moment.
Yet taking a look at the Caledonian Sleeper website it’s as though nothing is wrong and it’s all sweetness and light. Where’s the contrite apology from the managing director at what has become a complete shambles of a service? Not a word, just the same continued hype. Quite extraordinary head-in-the-sand PR.
I feel sorry for the stressed out staff on the trains and in customer service, sorry, “Guest Service Centre” where “Guest Ambassadors” work. Word of advice Serco. Ditch the ridiculous corporate hype and get back to basics of delivering a proper service. And you really have got to do much better at letting passengers know what’s happening more in advance than you’re doing; it’s not like catching a commuter train home; canacelling an overnight sleeper means huge distruption to people’s travel plans possibly including ruined holidays.
Unsurprisingly Caledonian Sleeper’s reputation is currently being trashed every day on Twitter.
Tuesday 25th June, midday update: as I publish this blog, there’s no word from Caledonian Sleeper whether tonight’s Lowlander service will run as normal or which of the four portions (Glasgow/Edinburgh – northbound/southbound) will once again be cancelled. A quite extraordinary way to run a train service, let alone a sleeper service.
Roger French
…. via the South Bank ….
…. including a poignant tribute at the Royal Festival Hall ….
…. to the Tower Gateway terminus.
On the other hand I spotted an erroneous RV1 plate on a bus stop not served long before yesterday’s withdrawal in Great Tower Street which must have been in place from a former old routing…
……is best described as ‘work in progress’ as ‘E’ plates were incorrectly showing route 45 and 388 (both now withdrawn) rather than the newly diverted 40 in Blackfriars Road …..
… whereas the timetable below showed the newly diverted 40 but not the 341….
Over in Tottenham Court Road references to route 14 (and the 134 – also now withdrawn from that road) were still on bus stop flags ….
…..
….. nor did they change the ‘E’ plate from showing 14 to 134. I wished I’d brought a spare 3 with me to do the job!
Have you ever heard anything so ridiculous? At a time when airports should be doing all they can to enhance their environmental credentials by encouraging passengers to use public transport you’d think a new bus route introduced in the dead of night entirely at the commercial risk of a bus company would be warmly welcomed and widely promoted.
Highest profile frequency reductions in Blackfriars Road, Farringdon Road and Kingsland Road are being achieved by cutting back bus routes to termini located south and north of these roads.
For example, Blackfriars Road says goodbye to routes 45 (no longer running north of Elephant & Castle to Kings Cross) and 388 (no longer running south of Liverpool Street to Elephant & Castle) leaving just route 63 and a newly rerouted 40 to Clerkenwell Green instead of Aldgate. In practice this means a combined frequency of around 15 buses per hour instead of 20. Part of the 388 route cut back involves Queen Victoria Street (where it’s the only route) which is covered by a rerouted 4 terminating at Blackfriars instead of Waterloo; so in turn leaving Fleet Street and Waterloo Bridge to other routes.
From my journeys and observations along these roads the reduced frequencies will ably cope with the numbers travelling although buses will naturally be busier, in some cases uncomfortably so, and unattractive longer waiting times can be expected – not so much making it “easier to travel” but reducing costs and trying to keep the revenue.
The busiest bus I spotted while on Kingsland Road south of Dalston on route 67 still had some empty seats on board on the upper deck.
Another slim down is between Kings Cross and Euston where the 476 is being cut back from Euston to turn at Kings Cross from the east while the 59 does the opposite being cut back from Kings Cross to turn at Euston from the south taking out roughly 17 buses an hour linking the stations; but there are still plenty of buses on routes 30, 73, 91 205 and 390 along Euston Road so for those choosing not to walk, and I always do walk, the wait shouldn’t be discernibly longer.
Another slim down is between Elephant & Castle and Holborn due to the 171 being cut back to the former from the south, but alternatives are provided by the 68 as well as many other buses on parts of that route.
In the recently made two-way Tottenham Court Road, the 134 is cut back from the north to turn at Warren Street at the top end while the 14 from the south is diverted to Bloomsbury to turn at Russell Square leaving Tottenham Court Road to the 24, 29, 73 and 390. They’ll cope, but the fact is if your journey was from say, University College Hospital, where buses on the 14 used to begin their journey, to South Kensington your option will now be taking another bus down Tottenham Court Road and then change on to the truncated 14. While the Hopper Fare means no increase in price, changing buses certainly comes at a price of time and inconvenience and far removed from that spurious claim of making it “easier to travel”.
There’s a lot of termini swapping going on as TfL juggle its stand space around. So, for example, with the cut back of the 67 from Aldgate to Dalston Junction, the 242 swaps its St Pauls terminal over to Aldgate (and replaces the 67 through Spitalfields) and the 100 steps into the terminal stand at St Pauls instead of the Museum of London. The 172 leaves Clerkenwell Green for Aldwych, while the 40 leaves Aldgate for Clerkenwell Green. The 341 moves from County Hall to Waterloo as the 53 cuts back to County Hall from Whitehall where it’s replaced by the 3 instead of continuing to Trafalgar Square. The key to many of these minor terminal cut backs and shuffle rounds is they save valuable vehicle and driver resource which will all add up in handy savings towards TfL’s deficit – and that’s what these changes are really about rather than anything to do with “bus-on-bus congestion” and “making it easier to travel”.
Finally the biggy; the complete withdrawal of the high profile tourist route, the Tower Transit operated RV1 first introduced in April 2002 which runs from Covent Garden, across Waterloo Bridge, around the South Bank along Upper Ground before gliding close by Tate Modern then London Bridge and Tower Bridge to terminate at Tower Gateway. Six buses run this least frequent central London bus route every 20 minutes (cut back from every 10 minutes in February 2018); and they’re not ordinary buses either, they’re the original hydrogen powered buses introduced in 2010/11 as well as two later Van Hool buses.
TfL reckons it costs about £3.3million each year to operate the RV1; quite how six buses doing minimal mileage on a fairly easy route around central London can cost that much is a mystery to me. With revenue of around £650,000 it means a loss of a whopping £2.6million. Apparently the premium for using hydrogen buses is not that great a percentage of this huge loss either. The busiest point on the eastbound route is on Tooley Street with 15 passengers on the bus in the morning peak while westbound in the evening peak there’s twenty on the bus in Southwark Street. On my journeys I saw around a dozen people on off peak journeys in the South Bank and London Bridge area.
One interesting aspect of the upcoming changes is what will happen to surplus New Routemaster buses if they’re cascaded to other routes leading to mixed allocations.
This has been the case on route 176 between Tottenham Court Road and Penge where Go-Ahead London’s Camberwell garage mix up New Routemasters with standard ADL Enviro double deck buses meaning passengers need a fleet list with them to work out whether they can board through the centre doors or not! Quite bizarre.
As the ten day countdown continues to the Saturday 15th June changeover date it will be interesting to see whether TfL’s roadside infrastructure team can cope with the huge scale of changes. There must be hundreds of bus stop flags as well as timetable displays to update across the network and also all those hundreds of spider maps spreading their web across a vast area.
Some spider maps showing the changes are embedded into TfL’s website if you click in the right place, but they’re not exactly easy to follow and understand. I’ll be keeping a close eye on whether these maps are updated and placed in the correct section of the website as well as in bus shelters on the 15th June.
Commendably Mike Harris has already updated his excellent (and the only available) London bus map and this is an easy way to see what is changing by comparing a before and after extract.
Mid May’s always a good month to buy an All Line Rover and have a wander around Britain’s rail network taking a look at new initiatives introduced by various Train Operating Companies in the May timetable change. This year’s changes are bound to be much smoother than last year’s collective meltdown especially as some improvements that looked dodgy have already been postponed at the last minute.
It’s not that the price of the All Line Rover is a giveaway. The longest version is for 14 day validity. The full, non-Railcard, price for that is £796 and for 7 days it’s £526 for Standard Class travel. That works out at either £56.85 or £75.14 a day. You have to be a very committed traveller to be spending those sums every day continuously for a fortnight or a week. Some days you might be quids in when making long journeys, but other days if you’re just making shorter trips it might be cheaper to pay-as-you-go. And if you’re one who likes to plan a Rover in advance to specific train journeys to get maximum distance and value, you might find it cheaper to buy a week or fortnight’s worth of Advance Purchase tickets.
The only snag is BritRail passes are not available to UK residents; only to those registered as resident overseas. The 8 day full adult price for Standard Class (no 7 day version exists) is currently $328 which is about £257, about half the price of the 7 Day All Line Rover at £526.
We’re fast approaching the anniversary this weekend of that fateful day in May last year when the Thameslink (and Northern Rail) train networks went into meltdown.
You couldn’t miss the build up during March, April and early May last Spring. Posters were everywhere and repeated announcements encouraged us all to be prepared and check out the new timetables as ‘the time of every train will change’.
Trouble was, as quickly became apparent from first thing on Sunday 20th May, it was only us passengers who’d been prepared. Everyone else including GTR, Network Rail and the DfT turned out to be lamentably unprepared, as subsequent Reviews and Inquiries have shown, and the service simply fell apart from Day 1.
Much has been written about those disastrous first few months of the worst service change ever known, and it’s not my intention to dwell on the past, but more to assess things one year on and look to the future.
Which I have to say is much more positive. It seems to me former GTR CEO Charles Horton got it right about “The ‘Golden Age’ starts in May”, the only problem being he was a year ahead of his time. It’s this May rather than last May.
Love them or loathe them (and I do both) the Class 700 trains are certainly now proving their worth at moving huge numbers of passengers. Fortunately the Brighton Main Line almost exclusively has twelve coach trains allocated except for two northbound journeys at 0759 and 0828 from Brighton to Bedford, and you really notice the difference by the time those two trains get to East Croydon. They’re rammed.
It brings it home to you not so long ago some of these journeys were being operated by 4 coach Class 319s which were full to bursting at Gatwick in the peaks, let alone East Croydon. The Class 700s are uncomfortable, the seats are hard, they’re too narrow but that standing space really does soak up the crowds and has become absolutely necessary.
When these new trains were being ordered Charles Horton was derided in the Evening Standard by saying the main benefit was ‘passengers would be able to stand in greater comfort’ but he was spot on. That is their main benefit – and as I mentioned in 
Few will miss the ageing Class 313 trains now being withdrawn. well, perhaps except for the seats, although even those had become worn and bumpy after years of use!
Now, the whole concept of the Gatwick Express as a premium service must be called into question. There really can be no justification for charging passengers a premium fare for a journey that’s virtually no different to the alternatives. Continuing the facade of GatEx being something special is frankly a deceitful way of fleecing visitors from abroad using Gatwick Airport. First impressions count when you’re a stranger in a new country for the first time; goodness knows what visitors think of the complex fare structure they meet at Gatwick Airport’s bank of Ticket Vending Machines or in the long queue for the ticket office and must conclude they’re being ripped off, which they are.
Anomalously the team of thirty-six On Board Supervisors allocated to GatEx only travel between London Victoria and Gatwick Airport and it seems to me their sole purpose is to enforce the First Class seating area as other than giving onboard announcements which simply replicate the pre-recorded auto ones and the occasional walk through the train, that seems to be it. If you’re heading down to Brighton from Gatwick Airport there’s no OBS to provide that so called reassurance that applies if you head north to London. If you catch a northbound Southern train from the Airport that’s originated at a station along the Coastway East or West (rather than Brighton) you’ll also have the luxury of an On Board Supervisor for your whole journey, so it’s hardly a premium differentiation.
Perhaps if the First Class section was more clearly marked such diligent checking (which doesn’t happen on Southern’s OBS-less Brighton Main Line trains anyway) wouldn’t be necessary. When the doors of a GatEx train are open, there’s no external indication you’re entering a First Class area save for the minuscule “1” sticker on the windows. Nothing appears on the doors which cover up the word “First” on the train side when open.
Then there’s the seating. Although not as dire as the Class 700s on Thameslink, they can hardly be called comfortable. Hard and upright and exactly the same whether in Standard or First Class, save for the flappy bit of papery cloth thing where you put your head – antimacassars to use the official terminology. The seats on the early Class 387 trains used by Southern are far superior than these. Another bonus until buffet trolleys were withdrawn was an on-board complimentary drink for First Class passengers; now ceased.
Alternatively if you don’t mind a more comfortable seat and take two minutes more for your journey, take a Southern train and pay £3.20 less in the peak (£16.70) with a ticket or £4.80 less with Pay As You Go (£15.10).
But why not head to London Bridge on a grey Thameslink train instead? For sure the seats are narrow and very uncomfortable but there really is plenty of room for luggage in the wide aisles and door vestibules and it only costs £11 peak and £9.70 off peak (or £8.50 PAYG).
……or when engineering works send Southern trains to London Bridge, which turn out to be Gatwick Express trains.
On the other hand try using a GatEx train when a Southern one might have been cancelled. No chance with the eagle eyed barrier staff at the GatEx platforms 13 and 14 at Victoria where any ticket which doesn’t work the barrier is rudely snatched out of your hand for forensic examination – even when it’s a legitimate cross-London “any permitted” ticket which I frequently use on my travels to and from the north. I find these barrier staff rival Blackpool North for their unfriendly customer service.
The same misleading banner advertising can be found on Victoria Station’s concourse too. A huge prominent promotional back-lit poster is suspended from the roof to show Gatwick Airport bound passengers to platforms 13 and 14 where in the off peak you can catch the (PAYG) £19.80 “direct” red train; there’s not a word about the green trains which leave more frequently with more comfortable seats (and still run “direct” albeit with two stops) from platforms 15 to 19 just a little further past the escalator and costs less than half price at £8.50 a ride. If a similar practice was used to persuade us to take up pension protection it would be deemed misselling and there’d be an Inquiry. As it is the Government and DfT are not only complicit but direct this financial fare rip off. It’s utterly scandalous.
All the more so at Gatwick Airport where regular tannoy announcements play out encouraging passengers to avoid the long queues for tickets and simply tap in and tap out at Victoria but I’ve NEVER heard that extra bit of vital price differential information which could potentially save a wasted £11.30 explaining to passengers the need to catch a Southern train for the cheapest ride. Scandalous.
The same is true for the social media ads for Gatwick Express which were bombarding my Twitter timeline recently. What use are they to me when the train I need, aside from the peak, to get to Gatwick Airport is any train except Gatwick Express?
The Guardian newspaper ran a high profile series of articles last week comparing London with the rest of England across various quality of life parameters under the theme “London versus…”. “The price of a standard pint of Carling lager in Wetherspoon’s pubs across England varies by more than £2, depending on where you order it.” On obesity: “the people of Barnsley are the country’s heavyweights and residents of the City of London and Richmond upon Thames the lightest”. Not surprisingly the extended feature reported “house prices are the great divider between London and the rest of England – a two-up, two-down near Burnley station sold in January for £39,000, £20,000 less than in 2006. In London, a two-bed flat in Notting Hill sold last summer for £1.24m, up from £570,000 in 2005”.
Helen Pidd, the newspaper’s North of England editor has been digging around and come up with a number of outrageous claims which I’d been expecting one of the newly appointed communication bigwigs at the supposedly resurgent Confederation of Passenger Transport to counter with some factually based rebuffs to the feature’s underlying mantra of ‘public control of a regulated bus network in London = good; privatised deregulated rest of England = chaos and bad’, but sadly nothing appeared on subsequent days.
Rather, the letters page on Thursday contained more of the same biased viewpoints including a lead letter from Mike Parker, Director General, Nexus (Tyne & Wear Passenger Transport Executive) 1994-2006 lamenting that the practice of turfing passengers from Gateshead heading into Newcastle off buses at Gateshead Interchange and enforcing a ride on the Metro to complete their journey ended at deregulation because the nasty bus companies were free to offer choice and an option of staying on the bus to complete their journey, which unsurprsingly proved quite popular.
Sadly this means some of the Guardian’s reporting will be taken as factual and accurate. So, just for the record here’s a few ripostes from me ……
Furthermore, I doubt the bus stops at Matterley Farm are particularly busy as aside from the farm to the north, and a smattering of three or four cottages there’s nothing else there, except for the “A31 Burger Van” – marked by Google, to the right.
A Stagecoach spokesperson was quoted in the Guardian defending its fare “the reality is that boundaries between zones have to be set somewhere”. It was also pointed out that the weekly ticket offers much better value.
It’s also a shame that instead of quoting historic passenger journeys: “London experienced years of growth from the late 1990s to 2014, while the number of journeys elsewhere slowly fell across the same period, with a sharper decline since the start of the decade”, a more up to date assessment of the situation since 2014 wasn’t included when the wheels have well and truly come off London’s growth as bus frequencies are now being continually cut in a desperate bid to square the financial circle of frozen fares, falling passenger numbers, increased journey times and less buses. Not a happy situation. “London versus” indeed.
It was unfortunate my Sleeper’s scheduled arrival into Glasgow Central at 0722 just missed the 0713 departure to Edinburgh via Shotts as that’s the only eastbound journey which calls at Breich at 0806, unsurprisingly one of Scotland’s least used stations (pictured below).
Indeed, passenger numbers were so few (on average one passenger boards a week) and such extensive work required for electrification at the station (estimated cost: £1.4 million) that Network Rail proposed the station’s closure, subject to consultation, in summer 2017.
Network Rail pointed out
But to great surprise and in the crazy world of railway funding, Network Rail did an about-turn agreeing to keep the station open and spending the money for the necessary upgrade. Not only that but ScotRail are forgoing the opportunity to speed up end-to-end journey times of their new electric stopping trains on this line by introducing a train stopping at Breich hourly (two-hourly on Sundays) from 19th May. Quite remarkable. Breich must be a leading contender to be the least used station with the most frequent train service, and the most expensive shelter and footbridge ever installed, which I spotted as my train sped through.
There are two trains an hour between Glasgow and Edinburgh via Shotts; one’s a stopper (at eighteen stations along the route) and the other runs fast with just five stops. I caught the 0803 fast train which arrived in Edinburgh at 0911. 
ScotRail are already running at 
Before leaving 
I wasn’t the only one to have misunderstood Borders Buses’ positive PR messages about the new buses, which received widespread coverage in the media. As we headed out of Edinburgh a cyclist attempted to board the bus and our driver explained there was no chance on this bus. 
He would have a long wait too as the next bike bus we passed heading north into Edinburgh was down at Peebles at 1120 which wouldn’t be heading back south until the 1245 departure from Edinburgh some two and a half hours and after 
All credit to Borders Buses for picking up on my Tweet about that and providing a link to their website where there’s a list of journeys each day on which the three bike buses are allocated out of the eleven buses on the route. 
This gave me the opportunity to take a good look at the bus, thanks to the driver who showed me around and gave an explanation of how the two bikes are stored – one goes one way, and the other the other way, and both are strapped in. There’s a short video 
The buses are very impressive with comfortable and attractive seating, some tables, the usual usb and WiFi and have a tasteful and attractive Best Impressions designed livery.
I was pleasantly surprised how slick the bike racks are; much more so than those which Stagecoach have installed on the open top buses on route 599 in the Lake District.
There’s a bit of a trend to include bike racks on buses; I spotted one on Stagecoach’s X74 between Glasgow and Dumfries a few weeks ago, but there they’re stored in the lockers under the top deck, which is perhaps more appropriate.
I’m also thinking it must be a real palaver if the bike on the inside, nearest the window, needs to be extracted before the one on the gangway side.
In fact from Peebles all the way through to east of Melrose on the X62 and 60 we travelled alongside the picturesque River Tweed and the scenery was magnificent. 
I would imagine it’s even more spectacular from the top deck so made a note to return another time, use the App’s tracker and travel on one of the new buses … but I think I’ll leave my bike at home!
My trip ended with a ride south down the East Coast Main Line with LNER. It was one of those journeys where you immediately spot the ‘family with a young kid from hell’ around a table for four in First Class. One of those families where it 
It’s day three of Arriva’s latest Click venture introduced in Leicester on Monday, so I thought it was worth a trip to see how it’s panning out.
Corporates love to boast about being the first to do something; they salivate over ‘ground-breaking initiatives’ and associated hype reckoning it makes for a great PR story in the trade press. Only they think that of course; most readers just raises their eyes upwards, emoji style.
The Developer’s brochures are full of all the essential buzzwords: “Arriva Click …. part of Drummond Estate’s drive to provide a sustainable way to work, live, learn and play for those living in New Lubbesthorpe’.
Go Travel Solutions reckon Click “will deliver shorter end-to-end journey times” (it doesn’t say shorter than what) and explains “customers request an executive minibus from their pick-up point at a time they want and to a destination of their choosing”. That’s the hype that’s consistently pedalled with these “innovative digitalised DRT services” but as I consistently find, the reality never quite matches up.
It’s not entirely clear whether your journey is booked – sometimes I checked on the App, and it showed a “(1)” alongside “Next Journeys” but with no details given; other times I checked and the “(1)” had disappeared. I’ve learnt not to worry about these things, being retired it doesn’t matter whether I have to wait or not, but for someone intent on making an appointment, firstly a half hour’s window with no indication of a precise arrival time is pretty useless and secondly I’d want more definitive confirmation.
I left the station to find a mass of roadworks outside preventing any bus pick-ups and then received a text at 1010 advising my pick up was 12 minutes away.
Ken arrived at 1028. It’s an algorithm mystery of why he couldn’t have been dispatched by the software to pick me up at 1015 (the start of my half hour booked window slot) rather than the middle of it. All it had done was kept me waiting unnecessarily for twenty minutes – I could have been in a taxi and away instantly on arrival.
We had a right old kerfuffle with the pick up too; with Ken passing the App’s designated pick up point in Campbell Street just before the station, and instead headed down narrow Station Street (there he goes pictured above) which is a dead-end and necessitated much skillful manoeuvring to turn round and get going.
It turns out this was Ken’s first day on Click and I was his first passenger. He’s based at Arriva’s Hinckley garage and drives on the big bus rota but had been asked to help out on Click, also based at Hinckley, for today and he was already enjoying the contrast; not least being directed by a SatNav on a tablet rather than a duty card and timetable. Even more interesting was the SatNav’s habit of routing him the wrong way down one-way streets in the centre of Leicester!
There’s no expense spared when it comes to transport access to New Lubbesthorpe. A brand new access road has been built over the M1 (we’re approaching the flyover pictured below) ….
…. which Ken pointed out includes twenty-two road humps to slow you down ….
…. as you approach the area’s planned central node where the first primary school is under construction, and due to open in September.
I also spotted the main roundabout on the new access road was sporting a Click advert as we passed by. Nice thought.
When these freebies run out it will be interesting to see how many residents opt to pay the £4.50 a ride it cost me for my travels today. And, of course, there are no concessions for seniors (although New Lubbesthorpe looks as though its target market is a younger generation and families) … but there aren’t child rate prices on ArrivaClick either.
On arrival Ken and I (and probably the algorithm too – if algorithms have yet been invented to experience feelings) were both surprised to find a resident who’d booked a ride was waiting our arrival and ready to be whisked away. Ken had his second passenger of the day.
Meanwhile I took a walk around the development so far, which is very much in its early stages, and noticed that Barrett Homes (one of the house builders involved) has a smart show home and reception area with ample “Visitor Parking”. Old habits die hard.
It was time for my next trip. Down to Narborough in the extreme south of Click’s area and the nearest station to New Lubbesthorpe (on the Cross Country hourly route from Leicester to Nuneaton and Birmingham).
The App told me Paul would arrive in 9 minutes which was just as well as the designated pick up point was a good 7 minute walk away from where I’d wandered to. Yet again destroying the myth that DRT picks you up at your desired pick up point; oh no it doesn’t; it’s at the algorithm’s desired pick up point.
I made it to the designated spot only to see Paul disappearing where I hadn’t expected – but he did a ‘back double’ and reappeared down another dead-end. He explained the SatNav doesn’t think it’s a dead-end but as a local, he knows better and thwarted the algorithm.
Like Ken, Paul was a very friendly, normally Arriva big bus, driver who’s helping out in Click’s early days and he was clearly enjoying the change. He’d already had a passenger on board this morning and had carried three during yesterday’s shift, so not bad going. It took us just 12 minutes to reach Narborough but still cost £4.50, as my half hour journey from Leicester had done.
I was just in time to catch a late running Cross Country train back into Leicester and decided to give up on trying to find where buses for the city centre were picking up during the roadworks hiatus and walked instead.
A quick visit to both St Margaret’s and Haymarket bus stations observing the contrasting attitudes to timetable provision between Arriva ……
…..(the very helpful Arriva man in the Travel Centre seems to have thwarted official policy of not printing timetables [to save the planet], aside from the 44/44A, by printing a few of each to hand out from behind the counter – the contrast with yesterday in the Lake District couldn’t be more marked) …. and First Leicester who were displaying a colourful selection of all their city routes…..
….. and I thought I’d catch a standard Arriva bus out to the Fosse Shopping Park adjacent to the M1 and full of retail sheds that are popular with browsers before they go home to buy online. Still, browsing is good business for bus companies, thankfully, and I’m sure residents of New Lubbesthorpe will be taking a Click to ride over there as it’s within the designated area.
Arriving at Fosse I was impressed to order my third Click journey to take me back to the station and be given a pick up point just around the corner from where I’d got off the 50, and a pick up time just five minutes away.
Except when I walked round the corner I realised I’d stumbled upon one of the designated waiting areas for Click vehicles to hang out with two languishing in the lay-by opposite Asda.
I ascertained Darren, my driver, was one of the two and we were soon away heading back to Leicester city centre for the station.
There’s no doubt in New Lubbesthorpe and its Drummond Estate owner, Arriva have found a willing partner with a strong business interest in handing a large sum of money over in return for an “innovative sustainable transport solution” to help achieve their development objectives.
