Head to head bus competition broke out in Guildford last week. It won’t last; one operator will blink first – read on to find out which.
Long established family owned Safeguard Coaches runs circular routes 4/5 linking the city centre with Aldershot Road, Park Barn and the Royal Surrey County Hospital. Eight years ago they also ran part of route 3 serving Bellfields but back in 2010 Arriva, who also operated buses to both areas, took over the route to Bellfields exclusively leaving Park Barn exclusively to Safeguard. I’m not sure whether this arrangement was something of interest to the Competition Authorities at the time, but the local media certainly took an interest.
In the event, the “arrangement” is now history as Arriva have crashed back into Park Barn with a ten minute dedicated service (Route B) at the same time as revamping a longer cicular route (service 26/27) which also served the Royal Surrey County Hospital and an area called Stoughton. Now RSCH gets its own ten minute dedicated service (Route A) while Stoughton has its own fifteen minute frequency Route C.
The spark for Arriva’s Park Barn incursion came a few weeks ago when Stagecoach were given rights by the University of Surrey to run buses through the campus which had previously been served by Arriva on their now abandoned circular 26/27. The replacement route A now has to bypass the campus using what’s known as The Chase which also treads on the toes of Safeguard’s route 4/5.
Furthermore part of Stagecoach’s new network (Route 2) provides competition between the city centre and Stoughton to Arriva’s new Route C (old 26/27).
Passengers have never had a better service with well over twelve buses an hour running direct between the city centre and the Royal Surrey County Hospital and up to twelve an hour between the city centre and Park Barn estate. Bus fares have also come plummeting down. One thing’s for sure, despite the Hospital being a busy attractor for passenger journeys and Park Barn being what we euphemistically call ‘good bus territory’, there’s definitely not enough passengers for the high frequencies now on offer.
I feel sorry for Safeguard. They’re rightly regarded as a quality independent operator (because they are); a winner of industry awards; and well respected by the local community and passengers who use the 4/5 route – which meets the needs of the area well. They’ve provided an excellent service in Guildford for ninety years and route 4/5 is a quality local route of which they should be proud.
I’ve got sympathy for Arriva. It must have been disheartening to be chucked out the University campus which I’m sure was lucrative to serve on its 26/27 circular and the incursion from Stagecoach in Stoughton must be unwelcome. I appreciate the attraction of making good the loss with an incursion into Park Barn, but it simply won’t work out for them.
Good for Stagecoach who must have been working closely with the University to gain exclusive access rights to the campus and introducing what looks like a decent mini network linking the University with its catchment areas.
I’m impressed Surrey County Council have obviously worked hard to get all the bus stop flags and timetable cases updated with new route numbers and timetable displays even including large index displays and departure signs in Guildford bus station. Full marks to them for that and what a shame their comprehensive timetable book for Guildford only published and valid from 1 September (coinciding with the new Stagecoach routes 1/2) is now out of date.
Arriva have produced an attractive timetable leaflet for the A, B, C routes available in their travel shop in the bus station but it was a shame there weren’t any available on the buses I travelled on today. I wonder if they’ve done a house-to-house in the affected areas to promote the new routes?
Safeguard also have an attractive full colour timetable leaflet for the 4/5 (commendably Arriva have copies on display in their Travel Shop) and a small additional leaflet promoting extra buses to and from the hospital and its cheaper fares.
As always in these things it’s attention to detail that’s important – not one of Arriva’s strengths. For example the internal cove panels in one of the buses I travelled on was promoting an out of date 0844 telephone number and season tickets for the full Guildford wide network rather than the new less-than-half-price tickets (bizarrely called ‘seasonal tickets’ – will they only last until the Spring?) available on routes A, B, C.
Safeguard on the other hand have high profile posters promoting their lower prices by the entrance of every bus – including bargain fares for NHS staff and their timetable and promotional leaflets are available on board buses. Also impressively their contactless payment option has a weekly and four-weekly cap built in. That’s quite an incentive to stick with one operator for your week’s or month’s travelling and as the incumbent operator with a long history of serving Park Barn and the Hospital, I’d be surprised if passengers desert them.
Certainly my observations today, which I appreciate are only at the end of week 2, indicate far too few passengers using Arriva’s new Route B and there’s certainly not enough potential to grow the market sufficiently to sustain both this and the 4/5. I can’t conceive Safeguard ever capitulating, they look financially sound enough to sustain this unwelcome onslaught. The only likely outcome is by next Spring Arriva will withdraw Route B (and probably slim down Route A) as it wont be meeting the profit targets expected at Sunderland HQ.
Routes A and C look like a good idea – it simplifies what was a rather convoluted 26/27 circular but if I’d been Arriva I’d have also redeployed resources from the 26/27 (and used the transfer in of more modern single deck buses from elsewhere) to boost and protect the service to Bellfields – providing a more attractive offer than double decks lumbering round every twenty minutes – it wasn’t that long ago the great hope for Bellfields was the ridiculous Mercedes Sprinter minibuses, but that ended in disaster as the buses were totally unsuitable; I can’t help thinking double deckers are just as unsuitable to the other capacity extreme and I’d be very wary of a locally based family owned highly respected operator reinventing history and returning to that pre 2010 arrangement of serving Bellfields!
Following the top ten listing in Part 1, welcome to the next twenty most wonderful train journeys around Britain – they’re part of my Hundred Best Train Journeys. Read along for the rides ……
11Shrewsbury – Llandrindod – Swansea
After the Cambrian Coast line entry in tenth place, we’re still in Wales for number 11 – the scenically spectacular Heart of Wales Line. In addition to the gorgeous Welsh mountain scenery, this journey offers the intrigue of a multitude of request stations, beautifully well kept country stations and the very best station to alight and board right across Wales (yes it even beats that slightly contrived 58 lettered one in Anglesey – which we’ll come to later in the list); it is of course the quirky named Sugar Loaf.
Not only is it well worth getting off at Sugar Loaf to savour its isolation and remoteness but also to enjoy the surprised expression on the train guard/conductor’s face when you ask for the train to stop there. And you simply can’t beat the fun of hailing the next train with a clear signal to the driver from such a rarely used station. When I visited it last year, I was taken aback while exploring the platform to be joined by a man who’d just arrived from the nearby road. I don’t know who was more surprised: him to see me, or me being joined by another potential passenger. In the event it turned out he was from the local community group who look after the floral displays and keep the platform tidy at this and other stations; so we had a lovely chat all about Sugar Loaf and the line.
There are many other wonderful stations along the line – one journey (the 0604 from Swansea to Crewe) serves the most stations in Britain at 41, including 16 request stops. Transport for Wales have plans to increase the number of journeys per day along the line (currently there are only four through journeys with a couple of shorts from either end) but in the meantime careful planning is needed if you want to get off and explore the stations, but some are served by buses, including the main stop at Llandrindod (Wells) right outside the station, making for other great journey opportunities.
12Sheffield – Manchester
Criss-crossing the Derbyshire Peak District by bus is a particular favourite pastime of mine, and right up there with the best of those bus scenic busters is taking the train along the Hope Valley Line. It’s quite bizarre for such a major strategic route that the line is reduced to a short stretch of single track through Dore and Totley which can sometimes cause delays, especially if an express then gets caught behind a stopper, but if you’re just travelling for the pleasure of the scenery it gives more time to relish the scenic delights as the train passes along the seventeen miles between Totley Tunnel and Cowburn Tunnel – ticking off the delightfully named stations through Crindleford, Bamford, Hope and Edale.
13Glasgow – Stranraer
Sadly since the ferries left for a new terminal further up the coast, Stranraer is a shadow of its former self; almost a ghost station, but it’s certainly worth the journey down there from Glasgow to enjoy the coastal views through Troon and Prestwick and the gorgeous countryside views particularly on the thirteen mile single line stretch once you leave Ayr. There’s a lovely signal box at the penultimate station, Barhill, where driver and signalman swap tokens. There are now only four direct journeys per day from Glasgow to Stranraer (and two back) with others starting/finishing at Kilmarnock and some only going as far as Girvan, missing out the Barrhill section; which is not to be missed.
If you want time to explore the desolation of Stranraer – it’s worth a nose round to see how things used to be – don’t worry that the train usually turns round quickly and there’s a long wait for the next one, as there’s a lovely ride back along the coast to Ayr on Stagecoach bus routes 360/60.
14Liskeard – Looe
I’m sure it’s not a spoiler to disclose this early on that all the Devon and Cornwall branch lines appear in my Hundred Best Train Journeys, and it won’t come as a surprise that leading the pack is the delightfully quirky and scenic Looe Valley Line. What other line begins with the train heading in a northerly direction to journey south, travelling in a full 360 degree large circle (clockwise), downhill, for about 5 minutes (passing under the main line) before ending up pointing northwards again; only to top this manoeuvre off on only two of the twelve journeys a day by continuing a short distance further northwards to call at the rarely used station of Coombe Junction Halt. Oh, and then the train guard/conductor jumps down from the train and manually resets the points so the train can head south again. Only in Cornwall; only in Britain!
Not only all that, but the train then follows the course of the lovely East Looe River passing three more delightfully named request stations: St Keyne Wishing Well Halt, Causeland and Sandplace until the river gradually widens until the West Looe River joins almost opposite the station terminus at Looe. You simply haven’t been to Cornwall unless you’ve fully explored the lovely Looe Valley Line.
15Plymouth – Gunnislake
This Devon branch line, the Tamar Line, may not have as many quirks as Liskeard-Looe, although it also passes under a superb viaduct carrying the main line and has a reverse manoeuvre along the way (at the wonderful Bere Alston – where the line once continued to Tavistock and Okehampton, and who knows, the pipe dream of reinstatement may one day come true) but for me it has a well deserved fifteenth place in this list for the wonderful views over the Rivers Tamar and Tavy, as the line twists and turns pointing east, then west, then north and repeat (many times) up the valley to Gunnislake.
Both Gunnislake and Calstock stations are also served by Plymouth Citybus route 79 offering a great view of the railway line crossing the River Tamar at Calstock. Bere Ferrers is also a wonderful station to explore with a heritage centre and adjacent vintage train.
16Lancaster – Barrow-in-Furness – Carlisle
For me the Cumbrian Coast Line has many similar characteristics to the Cambrian Coast Line (at No 10): hugging the coastline with glorious views out to sea and wonderful mountain scenery inland.
Within a few minutes of setting off from Lancaster you arrive at the infamous Carnforth station which is definitely worth exploring for a Brief Encounter before hopping back on the next train as it leaves the main West Coast Line for the coast.
Skirting round the western edge of the Lake District on the Cumbrian Coast Line is a wonderful way to spend three and three quarters hours of your life; you certainly won’t regret it.
Even before reaching Barrow-in-Furness the views over Morecambe Bay are a tasty aperitif for what’s to follow as the train passes over the 528 yard low level Arnside Viaduct over the sands ….. then cruises into the wonderful Grange-over-Sands station with its window views over the sands …. then continuing round what is almost a 360 degree loop to serve Barrow-in-Furness …. then heading north along the coast …. but not before another fifteen mile ride around Duddon Sands …. then to Ravenglass which is a lovely stop off to ride the spectacular Ravenglass and Eskdale narrow gauge railway …. and then of course there’s the infamous Sellafield a few miles north with its barbed wire and security fences making it clear you’re not welcome unless you work there, which many local people do, as busy trains heading north from there at shift change times testify.
Pick your journey carefully as some entail connections in Barrow-in-Furness and some offer the opportunity to ride behind a Class 37 or Class 68 loco in old coaching stock for a real nostalgic ride back in time.
17Newcastle – Edinburgh
Whatever else, make sure you’re sitting on the coastal side when making this journey. Superb glimpses of the coastline tease you as you journey north until the train approaches Berwick-upon-Tweed where the full magnificence of its spectacular viaduct and crossing the Tweed on the Royal Border Bridge is a sight to behold, as is the sight of the original road bridge (Bridge End). After that, many welcome glimpses of the coast become more frequent as you head north towards Dunbar and Scotland.
My favourite journey on this line is the first early morning southbound departure from Edinburgh to Kings Cross which leaves as early as 0540. But it’s well worth getting up early for; uniquely the train only calls at Newcastle making the 393 mile journey to London in precisely 4 hours (averaging 98 mph) and on a summer’s morning you see the sun rising in the east over the coast as breakfast is served and you head down to Newcastle – bliss.
18Llandudno – Blaenau Ffestiniog
Another stunner of a Welsh line; and another with only six journeys a day but well worth planning an itinerary around. The line follows the course of the River Conwy southwards as far as Betws-y-Coed from where it heads west along the River LLedr but be prepared for a complete change in scenery once the train nears Blaenau Ffestiniog and emerges from the 2 mile long Ffestiniog tunnel. You arrive in slate country and there’s nothing quite like it anywhere else on the rail network.
At Blaenau Ffestiniog there are cross platform connections with the Ffestiniog Heritage Railway which is well worth a trip as are the bus routes which run up and down either side of the Conwy Valley between Llandudno and Betws-y-Coed. Betws-y-Coed is also worth a stop off to explore including the miniature railway alongside the station.
19Sheffield – Penistone – Huddersfield
We’re talking serious South Yorkshire scenery here; until you slip into West Yorkshire, then you’re talking serious West Yorkshire scenery. When I travel along this line in addition to admiring the scenery, I often wonder if many passengers notice the subtle change of branding and logos between the stations east and south of Penistone (South Yorkshire) and west and north from Denby Dale and on to Huddersfield (West Yorkshire). As often as not, it’s been a Pacer when I’ve made this journey adding that unique charm only a Pacer can provide as it trundles along with the Peaks and Moors in the distance on the left hand side heading Huddersfield bound.
20St Erth – St Ives
Back to Cornwall for this short five mile branch line, which gets overrun with passengers in the summer thanks to sensible traffic management arrangements which keeps cars out of St Ives and instead enforces parking at the Park & Ride site at Lelant Saltings the first station after St Erth.
It’s another journey where it’s essential to sit (if you can find a seat in the busy summer months) on the coastal side (that’s the offside as the train leaves St Erth) for maximum sea views as the train scurries along to St Ives, where there’s only the most basic platform as a terminus. Don’t forget to walk up the hill to the bus station where there’s one of Britain’s most scenic bus turning areas, and maybe take an open top bus all the way round the coast via Lands End to Penzance, or if you’re short of time take the quick way via St Erth and Crowlas.
21Edinburgh – Aberdeen
We’ve already enjoyed the first past of this route as far as Ladybank on the Inverness journey along the Highland Line (No 4 in the Hundred Best Train Journeys) but now we’re keeping to the east coast as we head to Aberdeen to enjoy the fantastic journey over the Tay Bridge (a spine chilling moment whenever I cross and recall reading about the terrible 1879 disaster) and take in the lovely city of Dundee and on to Montrose and Stonehaven before arriving at Aberdeen.
22Oxford – Worcester – Hereford
This line always intrigues me as it’s neither a main line or a branch line. It’s a wonderful hybrid which despite some track doubling, still has potential delay inducing single track sections as well as delightfully named stations including Ascott-under-Wychwood, Moreton-in-Marsh and Honeybourne where there’s a line off to serve the MoD depot at Long Marston and who knows, maybe one day the reinstatement of the long lost connection to Stratford-on-Avon, which really would make for a joined up railway.
The journey continues through both Worcester’s stations (the delightful Shrub Hill, with all it’s charm and old style signals, and also Foregate Street) before continuing through more rich English countryside via Great Malvern and Ledbury before terminating at the lovely market town of Hereford.
23Swindon – Cheltenham
There are only three stations along this beautiful line – Kemble, Stroud and Stonehouse – and each has a character of its own and the scenery, especially to the north of the line, is another example of Englishness at its most countrified which is a good enough reason for its placing here in the list.
24Westbury – Bath Spa
Westbury’s a lovely interchange station in its own right, and surprisingly busy for the size of town as five rail lines converge and a freight marshalling yard is nearby; but it’s the section of line after Trowbridge towards Bath Spa which always brings me joy as it follows the gorgeous River Avon as well as the parallel Kennet and Avon Canal. and serves the amazingly well looked after stations at Bradford-on-Avon, Avoncliff and Freshford. The views are absolutely stunning. I’ve caught the one morning GWR operated train from Brighton which wends its way all along the coast to Southampton then inland via Salisbury, Westbury to Bath Spa/Bristol (a three and a half hour marathon) just for the fifteen or so minute delight of this section of track.
25Exeter – Barnstaple (and Okehampton)
Another Devonshire branch line delight, with wonderful scenery and a real treat to arrive at Barnstaple station with its retro signage and heritage atmosphere.
I’ve cheated and added the spur from Crediton to Okehampton to this entry – it only runs just a few journeys on Summer Sundays and uses the same tracks from Exeter as far as Crediton, and to be honest you don’t see much as the hedges and trees either side of the single track to Okehampton itself are thick and mature, but Okehampton station even tops Barnstaple for retro delight (and a connection to the Dartmoor heritage railway).
The one intermediate stop at Samford Courtney wins the prize for Britain’s most basic station with absolutely no facilities at all, save for a locked gate which the train guard on the first train of the day unlocks.
Back to the Barnstaple branch and just saying how lovely the Devon scenery is – along the whole journey – count the number of times the track crosses the lovely River Taw – bet you lose count!
26Glasgow – Wemyss Bay (and Gourock)
This train journey enjoys such a high entry for one simple reason: Wemyss Bay station. It has to be the most delightful station across the whole network. Stunningly attractive with magnificently designed curves and circles and not a straight line or corner to be seen. I’ve been a few times now, and love it more every visit. I also like the quirkiness of another station along the line called IBM. What at one time was a thriving industrial area owned by said technology company is now a barren wasteland with ghostly empty buildings, and as I found, when exploring the area, entails quite a circuitous and lonely route for pedestrians down to the main A78 road to Greenock for the bus.
Another addition to this entry is the short six mile stretch of line heading further west, past the junction where the Wemyss Bay line heads south at Port Glasgow, continuing to the terminus at Gourock along the Firth of Clyde. It has such interesting station names including Bogston, Cartsdyke and Fort Matilda and a lovely view of the Clyde.
27Eastbourne – Ashford International
Not as famous as the Dawlish Wall, nor the Cambrian or Cumbrian coastal lines, but nevertheless this lovely East Sussex coastal line offers wonderful views of the English Channel and the south coast’s characteristic beach huts and fishing huts as the train passes from Pevensey Bay and Normans Bay, through Cooden Beach to the massively long platforms at Bexhill and then the quirky St Leonards Warrier Square located between Bopeep Tunnel (lovely name) and Hastings Tunnel (each almost a mile in length). After Hastings and Ore, there’s the wonderfully dense wooded section of single track line with the short platformed, isolated, and little used stations of Three Oaks and Doleham before arriving at Winchelsea and Rye (well worth a stop off and explore). After that the scenery changes once again as the train crosses the Romney Marsh to the characterless and much expanded terminus at Ashford.
This line has two-car Class 171 diesel trains which, aside from the Uckfield line, are unusual for Kent and Sussex. It’s unsurprising that Doleham sees so few passengers (it’s East Sussex’s least used station) as on a Saturday only the first and last trains in both directions make a stop – so you have to leave on the 0558 to Ashford and can only return on the 2357 arrival back making for quite a long day out! (Mondays to Fridays offers more sensible departures to Hastings at 0755 and 0917 with a 1718 arrival back.)
28Redhill – Guildford
It’s for the North Downs. They’re beautiful. They really are. Views from both sides of the train are worth clocking but I always prefer the north side and get those full on views through Dorking and Gomshall – which incidentally has one of the most extensive ramped footbridges I’ve ever seen anywhere on the network.
29Paddock Wood – Maidstone
This is another train journey alongside a delightfully scenic river. In this case the River Medway as it wends its way north towards Maidstone (and eventually to Sheerness and the sea). The train provides an hourly service from Tonbridge to Strood but it’s the twenty minute ride alongside the Medway and passing through stations Beltring, Yalding, Wateringbury and East Fairleigh which is the really stunning section of track (sit on the right hand side heading north for best views).
30Derby – Matlock
Book-ending the top thirty is the delightful journey from Derby into the wonderful Peak District town of Matlock. I love the first station after leaving the main line at Ambergate, called Whatstandwell, not only for its quirky name but because it’s the closest station to the Tramway museum at nearby Crich.
The line follows the Derwent Valley along with the A6 and river to Cromford before a tunnel brings you to Matlock Bath (famous for the Heights of Abraham) and Matlock itself, where there are connections to the Peak Rail Heritage Line further up the valley, or to the lovely TransPeak bus route on to Bakewell and Buxton to connect back to the rail network.
Watch out for Part 3 of my Hundred Best Train Journeys (31-60) next month.
This started out as my top ten favourite train journeys but I quickly realised I couldn’t possibly do justice to all the many fantastic rail lines across Britain by being so limited. It quickly grew to a top twenty, then thirty as favourites easily clicked away on the keyboard. It wasn’t long before I’d passed fifty, and so it seemed a natural progression to carry on until the hundred milestone was reached. I’ll post the list in four bite-sized chunks over the next few weeks. Here’s that original top ten, to kick things off.
1. Glasgow – Fort William – Mallaig
It won’t come as a surprise that Scotland features heavily in the top slots – five of my top six train journeys are north of the border, with many more entries throughout the list.
The West Highland Line running between Glasgow and Fort William and on to Mallaig is the obvious and very worthy winner of the coveted top spot; not only is it recognised as Britain’s most scenic rail line by most commentators, but it’s renowned around the world. There’s nothing better than taking the Caledonian Sleeper from the hustle and bustle of Euston and waking up the next morning to the beauty and remoteness of Rannoch Moor as the train trundles alongside moors, lochs and mountains to Fort William.
This can be particularly evocative in the winter as the sun rises above snow covered ground and deers scamper in the distance. Another favourite journey is the early departure from Mallaig at 0603 during the summer months. You often have a whole carriage to yourself to enjoy the spectacular scenery of this section of the line before a handful of early commuters board at stations closer to Fort William.
This truly has to be top of any Bucket List of train journeys.
2. Inverness – Kyle of Lochalsh
It’s a close run thing for the top spot with the Kyle of Lochalsh line a very strong runner up. In fact whenever I take a ride on this line I always end up having a debate with myself whether actually this line surpasses the West Highland Line; but then when I have another trip out to Fort William I know, that Kyle’s place is definitely second. It has its own delightful characteritics including some gorgeous scenery and quirky stations.
3. Glasgow – Oban
Now some might say, this is a cheat as much of the line (Glasgow – Crianlarich) is the same as the Fort WIlliam/Mallaig line; indeed many trains split or join together at Crianlarich. But, it’s my list, and I decide the rules, and I reckon there’s enough beauty to behold on the line to Oban north of Crianlarich to justify a third place entry in its own right. Indeed, it was the very first train ride I made in Scotland, way back in the early 1970s taking holidays as a teenager on a remote island off Mull. This necessitated what was then a loco hauled train to Oban which included a refreshment stop of about 15 or 20 minutes at Crianlarich so passengers could use the platform tea room and toilets. That’s why it always has a special place in my memory.
4. Edinburgh – Inverness
I specify Edinburgh, but it could equally be the train from or to Glasgow, although the latter struggles to live up to the spectacular coastal views and the Forth Rail Bridge experience between Edinburgh and Perth. It’s the section of line north of Perth to Inverness which gives this train journey a well deserved fourth place as it takes in the spectacular scenery through the Cairngorms National Park. I really can’t wait to ride the refurbished HSTs ScotRail are soon introducing on this line (and others). It’s also another great journey to take on the Caledonian Sleeper from Euston and wake up through the Highlands.
5. Leeds – Carlisle
My top rail line in England just has to be the Settle-Carlisle. Not only is the scenery just superb, the Ribblehead Viaduct a must-see, the stations kept in wonderful heritage conditions but from many of the stations there are wonderful bus journeys to take too. Garsdale has links to Hawes; Dent has a community bus to Kendal which is just totally stunning; Cumbria Classic Coaches run heritage journeys from Kirkby Stephen to a range of destinations in the summer; and there are also great connections at Settle, Skipton and Keighley. I even made a trip to and from Appleby this summer.
6. Inverness – Wick
You need to sit on the coastal side of the train for maximum scenic enjoyment of the Far North Line, but beware, unlike the Stagecoach X99 bus route, which hugs the coast the whole way, the train diverts inland for many miles offering alternative views. It’s not a journey for those in a hurry either which adds to its charm as you head towards the northernmost point on the rail network. I often use the line to and from Lairg where there are quirky bus route connections on to the north west tip of Scotland at Durness, as well as Tongue.
7. Lancaster – Glasgow
You may find it odd that the main lines out of London, which form the backbone of Britain’s rail network (East Coast; West Coast; Midland Mainline; Great Western,Great Eastern and north out of Marylebone), don’t feature in my Hundred Best Train Journeys – well, certainly not the southern sections – this is probably because they become all too familiar as I find myself travelling along these tracks so many times every year; but I think it’s also because the scenery towards the northern ends far eclipses anything ‘down south’ and none more so than on the West Coast Line which is why this takes a very deserved seventh place in my list. The Lake District, Shap, the northern most Pennines all pass by as the railtracks criss-cross the M6 on it’s spine route linking Scotland with the south. My eyes are glued to the window the whole journey until we reach the outskirts of Glasgow.
8. Middlesbrough – Whitby
I always try and include this journey in my itneraries at least once, if not twice, every year as I never tire of the wonderful views it offers across the North Yorkshire Moors and along the River Esk which the line follows for many miles. It’s another line which offers some great bus connections, not least Arriva’s X93, which also runs between Middlesbrough and Whitby before providing a handy connection on to Scarborough, and Transdev Blazefield’s Coastliner 840 from Whitby via Goathland (of Heartbeat fame) to Malton and York/Leeds – voted Britain’s Most Secnic Bus Route earlier this year. I’ve also connected with the wonderful Moorsbus weekend network by using Danby station on the line which was fun, and of course tracks are shared between Grosmont andf Whitby with the wonderful North Yorks Moors heritage railway.
9. Exeter – Penzance
And not just for the Dawlish Wall moment either. I love the build up to that infamous section of track as the train leaves Exeter and hugs the River Exe spotting the ferry from Starcross which crosses the river to Exmouth and the ice cream stall at Dawlish Warren and then you know the Wall is ahead. The delights keep on coming as the journey continues to Plymouth, the Royal Albert Bridge with the spectacular views down to the harbours on both sides of the River Tamar and then into Cornwall; a quick look at Bodmin Parkway to see if the heritage rail line is running (having done the same at Totnes); the rolling Cornish scenery; the wonderful view of Truro Cathedral. It’s a superb ride, and there’s nothing better than a comfortable leather First Class seat in a GWR HST too…..for just a little while longer!
10 Machynlleth – Pwllheli
My first (of many) best rail lines in Wales just makes it into the top ten, which is pleasing, as it is a fantastic journey to make. It starts way back in Birmingham and runs via Shrewsbury on a pleasant enough route, as is the leg down to Aberystwyth, but the Cambrian Coast line proper really only starts at Machynlleth as it unsurprisngly hugs all along the Cambrian Coast up to Pwllheli. In fact parts of the line even surpass the Dawlish Wall, and I’m wondering whether I should swap the order around now I think more about it. This line, after all, has a number of quirky request stops which I’ve used a few of, as well as connections to heritage trains at Tywyn, Fairbourne and Porthmadog and the Traws Cymru T3 bus across to Wrexham from Barmouth.
Watch out for My Hundred Best Train Journeys – numbers 11 – 30 to follow in Part 2.
There was a bit of unfinished business in my last blogpost about the Hayling Ferry; I thought I’d pursue the outstanding query of the cost of a return ticket on the First Bus route 15 between Portsmouth city centre and the Ferry. I’d bought a £3 single from the driver but forgot to ask if there was a return, and what the price is. I like to know these things.
In the old days it was easy to find information about bus fares; you’d ring the City of Portsmouth Transport Department who had access to a fare book “for staff use only” and someone would look it up and soon let you know the answer. You’d think in today’s data rich world of telephone helplines, 24/7 social media, transparency of facts and a world wide web of information, it would be even more simple to find out the price of a bus fare?
Spolier alert: it’s one big frustration. If you want to avoid wasting the next few miniutes reading what happened. Look away now.
I began my search online with the First Bus website. Not renowned for its user friendly layout, the obvious place to look, having narrowed my search down to the Portsmouth area page, was in Tickets.
‘Travelling with First around Hampshire has never been easier” the ticket blurb encouragingly begins. “We’ve got a wide range of First bus tickets available to suit your needs, whether you travel every day or only now and then, on your own or with the family, we have just the ticket for you.” Nice and friendly and localised too; but I’m not fooled. Guess what, it’s the same blurb for every area! Sadly no mentioned of return tickets but there is a ‘Ticket Prices’ tab to click on:
Return tickets seem just not to be the done thing (which, actually is the case, if only they’d say so!).
There’s the usual ‘contact us’ option; as any customer facing business these days has to at least portray an impression of wanting to hear from customers, even if Finance Director exec types question the cost justification of such niceties, and First Group is no exception.
As an aside, clicking on Lost Propery takes you to a few further options, the top one of which is “please use the contact form on our help and support page” which doesn’t take you to the “contact form” as you’d expect, but back to another menu that looks like this:
And you end up in a perpetual loop of menus; still at least the glove and umbrella have been found, poor teddy though, still lost; and now a wallet too!
Also, as an aside, clicking on “Help with our apps’ takes you to a rather stark warning about problems with mTickets dated 7 September 2018 at 0830 – well at least it reassures us that “we are working …. to get normal service resumed as soon as possible”, so that’s alright then…. over two months later.
Back to my mission to find out the price of a return ticket, I obviously go for ‘Get in touch’ and my heart sinks as I find a form with lots of ‘* Required’ fields needs completing; but then I discover if I click my way to the second menu with the ‘Get in touch’ icon on the left hand side (as opposed to the right hand side) it takes me to a ‘Help and support’ telephone number. Result! And what’s more, not only is it an 0345 number (included in my call plan), it’s impresively open at weekends. It’s Saturday afternoon and I give it a try.
“Welcome to First Bus. To put you through to the right advisor, please let us know why you are calling today.
If you’re are planning a journey with us and would like information on bus routes or times please press 1.
If you have lost an item on one of our buses please press 2.
If you would like to talk to us about mobile tickets please press 3.
IF you would like to talk us about your e-ticket please press 4.
If you’ve had an accident on one of our buses that you would like to report please press 5.
If you would like to provide feedback on one of our services or drivers please press 6.
If you are experiencing a delay with your journey with us please press 7.
If you’re a First Bus employee and you have recently received a letter from HMRC or other Government Departments regarding a change to your benefits and would like to discuss this further please press 8.
Alternatively you can also visit firstgroup.com or our social media team for information about our services.”
As there was no option: ‘if you want to find out the price of a bus fare’, I plumped for Option 1:
Inevitably another menu…..
“For Scotland please press 1
For England and Wales please press option 2”
I went for Option 2 …….
“Please visit www. traveline.co.uk and/or call 0871 200 2233; calls cost 12 pence per minute plus your phone company’s access charge.”
Not only was I pretty sure Traveline don’t do fares and prices (that would be far too helpful) and as I’ve long objected to being forced to pay a premium telephone charge to a business to find out about a product I want to buy from that business I decided to redial and to go for option 6 (to provide feedback) thinking they might just be able to help.
After a five minute wait (the usual “we’re experiencing a high volume of calls”) a very pleasant sounding man answered and after establishing which part of the country I wanted fares information about asked me to hang on before coming back a minute later to explain he didn’t have the information but would put me through to the ticket department which would be able to help,
Woah, result (almost). After a few rings an auto announcement answered advising the department was closed at the weekend and would reopen on Monday. A close encounter with an answer, but not quite there.
Incidentally, as another aside; had I pressed Option 1 for Scotland, instead of Option 2 for England and Wales, I’d have got through to a First Bus telephone enquiry service for Scotland at no additional cost. Why the discrimination for those of us south of the border?
As I’d drawn a blank for now, I deciced to have a go at the online form. For a company displaying a distinct lack of interst in customers on-line, First Bus has a peculiar obsession at wanting full contact details including full name, postal address, telephone contact number, email address and confirmation I’m over 16 before giving a space to describe the query and the usual ‘submit’ button. Having duly volunteered all my details and submitted my fare query, up pops the auto acknowledgement that it’s been received and I can expect to hear back within fourteen days once investigations are complete.
Obviously a fare query is not the simplest of matters to bottom out and as it’s only Thursday of week 1, no reply so far, but I live in hope something will turn up either in my in-box, on the phone, or even my postal address once all the investigations are complete.
Forward to Monday morning and my excitement is growing. I leave it until a decent 8.30 am and then redial the 0345 number; except I realise I’m not sure which Option I almost got to speak to on Saturday – I haven’t heard about e-tickets (Option 4) so plump for Option 3 identified as the mTicket helpline. Five minutes later a knowledgable woman answers except her knowledge turns out to be limited to any technical queries about mTickets and she can’t help with something complex like wanting to know a return ticket price, but she’s confident I need Option 1. When I point out that’s just telling me to redial the premium rate Traveline number she’s insistent that’s what I need and following my further protests she realises she’s got an awkward one here, so I back off and review tactics.
Reassuring myself the money wasted on a call to Traveline will be worth the investment in research for future experience I throw caution to the wind and dial up 0871 200 2233. A quick answer and I’m immediately told “we don’t hold fares information”. I protest I’d been directed to call for that very query by someone at First Bus’s call centre and am reassured they were wrong and I need to dial 0345 646 0707 and it’s Option 3. When I explain that’s where I’ve just come from and I’ll end up in a perpetual loop of redialling I’m told that’s definitely the number and option I need.
On the plus side that interlude in my life only took 90 seconds and cost me 37p.
I redialled 0345 646 0707 but decided to go for Option 4 as I was also intrigued what an e-ticket was. I forgot to time the hold time, but after the usual half a dozen or so auto encouragements to find out what I need to know from http://www.firstgroup.com (if only) I was through and began by asking what an e-ticket was? The gentleman answering was a bit taken aback and didn’t know either, and it dawned on me that perhaps I’d misheard that extra ‘e-” and I’d luckily got through to the ticket department after all.
It seemed the courteous gentleman was going to be able to help me too, and after a couple of minutes came back with a definitive answer that the cost of a return ticket is £4.20.
Not bad eh?
I wasn’t totally convinced, and decided to check that information via social media, tweeting First Portsmouth the next morning at 9am.
I had low expectations for an instant response, but just under 2 hours later back came a ‘sort of’ reply giving an ‘around £3.50’ answer which seems improbably low for a £3 single and almost certainly a guess, but a more helpful explanation about the definitive £4.20 answer on the telephone I’d received – the £4.20 as the day ticket price is obviously a maximum cut off for any return, if returns do exist anyway.
It’s a pity the day ticket wasn’t sold more positively for the great value it offers, rather than being the return price advised by the person in the ‘ticket department’. Up selling this wasn’t.
So that’s it. Job done. I’ll update this post if and when (if ever) I receive a reply back from the on-line form.
Just a few action points:-
1. Tell the mTicket department that Traveline don’t give out fares information.
2. Tell Traveline it’s Option 4 (not 3) for First Bus fares information.
3. Rerecord the answerphone message to make it more clear Option 4 is for ‘Ticket prices and fares’ so it can’t be misheard as ‘e-tickets’ – give the number a try and see what I mean – it definitely sounds like “if you would like to talk to us about your e-ticket”…. to me.
4. Tell the weekend team answering calls not to put callers through to departments that don’t work weekends. It just adds to the frustration.
5. Tell the social media team not to give responses like ‘around £3.50’ – it either is £3.50 or it isn’t.
6. Sort out the system for receipt and response of on-line forms with queries and review whether fourteen days really is an appropriate deadline for straight forward enquires.
7. Put fare tables on-line like other bus companies do. They might just be of help to people like me who like to know how much the product they’re buying costs.
8. Sort out the many inconsistencies on the First Bus website.
9. Take down the warning about mTicket problems dated 7 September assuming all is now fixed or change the wording about fixing it ‘as soon as possible’.
10. Reflect on whether it really should take me to point these ten things out?
There’s a handy passenger ferry which connects the south western tip of Hayling Island with the south eastern tip of Portsea Island across Langstone Harbour. It only takes a couple of minutes to cross and saves Hayling’s residents a 12 mile detour via Havant and Cosham to reach the commercial centre of Portsmouth and Southsea. But as I found when I last made the crossing in August 2017, it’s not particularly convenient as both landing stages are isolated with the nearest bus routes turning a fair way short necessitating a two mile walk from the closest bus stop on Hayling Island and about a mile on Portsea before you find a bus stop where buses stop. No wonder very few people use the ferry and it struggles to stay in business.
Bus turning circles almost adjacent to both landing stages give the clue that once upon a time buses joined up with the ferry to connect the communities, and now, thanks to £20,000 funding from Havant Borough Council’s Community Infrastructure Levy, buses are once again providing connections for a six month trial.
It’s taken a long time to bring this renewed bus/ferry integrated travel option to fruition; and sadly before you know it, it’ll all be over again. I wish I could report otherwise, but after giving the trial service a whirl yesterday afternoon, I’m afraid it’s a ‘No’ from me for going through to the next round.
You can’t fault the commitment and effort made by all the parties involved who’ve endured a long and painful struggle to try and join up the bus and ferry dots on the map.
Not surprisingly Stagecoach rebuffed suggestions their circular routes 30/31 connecting Hayling Island with Havant four times an hour should divert off route for the two mile hike to the western landing stage; after all, it would destroy the routes’ even frequency and economics, while First Bus were naturally reluctant to stretch routes 15/16 eastwards beyond their Fort Cumberland terminus in Eastney with the potential to make the timetable unworkable for no appreciable gain in passengers.
After months of endless discussions, it was finally Havant Borough Council’s £20,000 sweetener to fund a community bus shuttling around Hayling Island providing a link to the ferry every hour together with Langstone Harbour’s halving the harbour fees paid by the ferry (and a levy on each passenger) that finally clinched a deal amid much congratulatory appreciation from everyone involved for a bright new future.
In the event, the aspiration for an hourly community bus didn’t quite work out and instead Portsmouth City Coaches (a new name for the old established Emsworth & District bus company) are running just a Monday to Friday peak hour only circular route (numbered, for nostalgia reasons, 149) aimed at commuters.
Plaudits to First Bus though; they’ve hacked the western end of route 15 between the Hard Interchange (with its adjacent Gunwharf Quays shopping outlets) and the city centre and instead gambled on an extension of the route at the eastern end to the ferry’s landing stage; and what’s more this runs hourly throughout a Monday to Friday day (well, except for a 1600 departure) providing more ferry connectional opportunities – it’s a shame their online map has only been updated at the western end though, leaving the ferry still looking isolated at the eastern end!
That map goof aside, it was good to see an abundance of posters and announcements around the ferry landing stages and onboard the ferry itself as well as the bus on route 149. Users of the ferry can’t possibly be unaware something new is on offer. I’m not sure though whether the all important non-users will be similarly briefed – whether the £20,000 has stretched to an attractive house-to-house leaflet drop on Hayling, for example.
This six month trial has been hyped as a “use it or lose it” opportunity, so well done to everyone involved for raising the profile and getting the local media on board too. But as always with these things, the devil is in the detail. Has anyone worked out what is actually on offer to tempt passengers to travel aside from a logical looking straight line on a map surpassing a non sensical inland detour? Regretfully it would seem not.
Imagine I fit the perfect target market of a commuter living on Hayling Island with a job in the centre of Portsmouth and want to use the new ‘Ferry Bus Connections’.
The options are to catch the 0625, 0725 or 0825 route 149 from Eastoke Corner which will see me arrive in Portsmouth via the Ferry and route 15 an hour later at 0727, 0827 or 0927.
An overall 62 minute journey seems an awfully long time for a three minute ferry crossing. And bizarrely for a scheme that’s meant to save journey time, it doesn’t. If instead, I caught the 0635, 0715 or 0800 Stagecoach route 30 from nearby Mengham Corner on Hayling Island to Havant and hopped on the Coastliner bus to Portsmouth I’d arrive, in the first two examples at 0731 and 0811 – in just 56 minutes, being 6 minutes quicker than the new much heralded direct route. (The 0800 journey arrives 0912 – due to a longer connection in Havant so does take 10 minutes longer). Similar comparisons apply for the afternoon three journey options involving the 149.
What’s more I could get one of Stagecoach’s Mega or Dayrider tickets costing just £6.90 for a day or £21 for 7 days (m-ticket prices). Compare that to the non-integrated ticket option via the ferry – which sets me back £2 both ways on route 149; £5.50 for a day return on the ferry and £3 both ways on the 15, making for an eye-watering £15.50 for a day’s travel. A modest saving can be had on the ferry by buying a 10 trip ticket for £25 (effectively a working week’s travel, or £48 for 20 trips) and it may be there’s a slight discount on the 15 with a return ticket (this being First Bus and as it’s a Saturday, when I’m writing this, it’s impossible to find out); but I reckon it’ll be no more than a £1 saving making for a total bus and ferry five day price coming in at a whopping £70 which doesn’t quite entice me compared to Stagecoach’s £21, especially when it could be quicker too.
There is, of course, an even quicker journey option. Havant’s rail station is just a convenient three or four minute walk from the bus station and there just happen to be trains departing to Portsmouth & Southsea ten minutes after the Stagecoach route 30 arrives into Havant bus station – how good is that, making for an overall journey time of 41 minutes (from the 0635 bus); 50 minutes (from the 0715 bus) and 49 minutes (from the 0800 bus). Not only is this the quickest option, but the ticket prices are cheaper than the new bus and ferry option too – thanks to the wonderful PlusBus which happens to cover Hayling Island for either just £2.90 for a day or £10 for a week. Adding those prices to the Havant to Portsmouth & Southsea rail return of £5.10 for a day and £22.80 for a week gives integrated travel for £8 for a day or £32.80 for a week – less than half the bus/ferry option and a third quicker too!
And that, is why the six month trial; notwithstanding the £20,000 funding boost, is doomed to fail. Why would anyone choose to pay more for a longer journey?
I write this with a heavy heart, as I’d like nothing better than to see those lovely turning circles back in action permanently, so if, like me, you’re a fan of such manoeuvres – hurry down to Hayling Island over the next five months, while the trial lasts. Although sadly with darker mornings and late afternoons the prospects of seeing much in the light are not good.
It’s a shame the Community Infrastructure Levy couldn’t have stretched further to fund an hourly 149 bus all day, as originally intended, and much tighter connectional times at the landing stages with good communications between bus and ferry (in case of delays) to try and shorten overall journey times. With the low numbers travelling, it might also have been worth making the service attractively cheap (the revenue at risk must be minimal), or even completely free for the six month trial. That just might have generated some serious interest which could have been nurtured to become sustainable.
What I saw yesterday is a very good try at reviving things but sadly it’s a definite ‘No’.
The Euro Bus Expo show opened at Birmingham’s NEC today for its biennial showcase of what’s hot in the bus and coach industry. I popped along for a stroll round the stands; here are ten exhibits that took my fancy.
1 Navaho Technologies Ltd’s displays
These guys were demonstrating attractive bright new displays with built in gizmos which can provide useful information like how long until the next bus comes on a Bus Full destination sign and a live map showing where the bus is travelling when on a diversion.
Some of their work is already being trialled by TfL on a range of vehicles and routes. They’ve also updated their ‘seats available’ gizmo which detects people as they pass a sensor to go upstairs. I’ve no idea how much all this techy stuff costs but it’s impressive.
2 Mellor’s Strata
i really like what Mellor have done with the Mercedes Sprinter – creating a practical and comfortable small bus for both urban and rural services.
This larger Strata Ultra takes minibuses to the next level. Very smart and swish. A million miles from that ‘riding in a welfare vehicle’ feeling.
It seems to me like it was only a few years ago if you wanted to buy a ticket machine you had the choice of Almex or Wayfarer. Then Ticketer hit the industry by storm and now they’re everywhere.
They had by far the most imaginative stand in Hall 5 including an astronaut in full spaceman costume (seen here with Passenger Transport magazine’s Andrew Garnett).
As a passenger I like the simplicity and quickness of using contactless on Ticketer or reading a QR code on an m-Ticket or paper day ticket.
4 McKenna Brothers electronic timetable
We hear about the Internet of Things coming our way with new 5G signals enabling our fridge to automatically order a pint of milk and other exciting developments so surely it can’t be long before the humble bus stop paper timetable is replaced by an electronic version?
So it was good to see McKenna Brothers leading the way with this innovation – be good if they can make it as bright as their super destination blinds too.
5 Comfy seats
As well as on board the gleaming new buses on show there were some impressive displays of comfortable seats from a number of manufacturers.
It’s encouraging to see such a step change in seat quality – passenger ergonomics are definitely taking centre stage as well as requirements for battery recharging and coat hanging. What a shame some train companies (or perhaps more accurately, their civil servant masters) don’t share the same thinking.
6 Hanover Displays – now in colour
Something else that’s come on leaps and bounds is the quality of electronic destination displays including the use of colour. Lewes based Hanover have had a long association with Brighton & Hove Bus Company and it’s good to see they’ve now got decent coloured displays available.
The latest bright LED destination displays really do make a bold statement as a bus approaches as well as standing out to non users on busy streets in town centres (TfL please note).
7 Electric; Gas; Hydrogen
It wouldn’t be a bus and coach show in 2018 without some impressive alternative fuel powered buses on display. Optare were showing off their new Metrocity and Metrodecker EV vehicles bound for London – and now with an impressive 150 mile range (enough for a whole day’s operation) …..
….while Scania had the 100th Enviro400 City biogas double deck bus bound for Nottingham …
… as Wright’s had the very first Hydrogen powered double deck on their stand (including a very mini version of their ‘w’ logo on the front lower panel.
One of my first jobs when joining West Riding in Wakefield 43 years ago as a management trainee was to spend a few weeks in the company’s schedules department. Four people spent all day, pencil in hand, pouring over huge graph paper (it seemed like at least A1 size) trying to get the best vehicle and crew utilisation.
It wasn’t long before clever people invented computer software to make the task so much easier. Now, companies such as Omnibus with its Omnitimes link schedules into many other systems and have now even launched cloud based software with interesting new functionality, but my eye was caught by these impressive screens showing ‘what ifs’ devised by Optibus and which impressively give you a resource and cost update as you make any changes. Made me quite nostalgic for doing a bit of scheduling again!
9 Nostalgia corner
Talking of nostalgia it was nice to be taken back in time on a couple of the stands and be reminded of launch vehicles of bygone times. They also remind us of just how far we’ve come.
10 Best Impressions
I’ve saved the Best until last. You just can’t beat Ray Stenning and his team for creating desire and promoting the bus. It’s no coincidence that most, if not all, of the award winning renowned successful companies, brands and routes have the hand of Best Inpressions behind them. Long may that continue.
One final thought. As I hopped on and off all the gleaming new buses on display with all their latest gizmos and comfort attributes and which will soon be out on Britain’s roads attracting and impressing passengers, I couldn’t help but feel disappointed that the most prominent message on entry on a few of them is a stark Exact Fare farebox. In this contactless, m-Ticket, smartcard world perhaps it’s time for a change and give change?
Euro Bus Expo is on until Thursday 1st November at the NEC in Birmingham if you’re reading this when published. Wonder what they’ll call the next one in 2020!
There’s something not quite right on the Cambridge Busway.
That’s apart from a driver shortage impacting the reliability of Stagecoach services.
I arrived at the Cambridge Station stop this morning for the 11.47 Route D which uses the Busway towards St Ives as part of a combined 15 minute frequency with Route A as shown on the timetable on the Stagecoach website.
Except the bus stop ‘real time sign’ showed a Route D departure at 11.51 (not 11.47) while the departure list in the shelter showed an 11.51 departure as Route A (not D) and the sign on the shelter showed Routes A and C (but no D) stop there even though C doesn’t.
Confused? I was. And even more so when I then spotted a timetable for Route A on the shelter showing only an hourly service.
Then the insecurity set in when 11.47 (and 11.51) came and went; the ‘real time display’ disappeared; and no bus had appeared.
Next the sign showed a Route A departing at 12.02 which at least married up with one of the timetable displays in the shelter and the website, so things were looking up.
Except 12.02 came and went, the display disappeared and still no bus.
Then we had a departure showing a Route A in ’13 mins’ indicating there’s a good chance this bus is actually coming (the one due at 12.17) and my assumption the previous displays had defaulted to timetabled scheduled time as no ‘real’ information had been received by the system. As both departures were obviously cancelled this is a particularly unsatisfactory way to communicate what is already an unsatisfactory situation! Open Data this is not.
No update information had been tweeted by Stagecoach East so at 12.06 I tweeted them to find out what was happening as my day’s travel plans were rapidly meaning Plan A bring aborted as well as the backstop Plan B and the backstop to the backstop Plan C.
As there wasn’t the courtesy of a reply and I detected understandable consternation among waiting passengers as we all watched frequent departures on smart Park & Ride buses from the same stop which only added to our frustrating wait, I tried another tweet at 12.17 as that departure wasn’t in sight.
in the event a rather full single deck finally arrived at 12.21 (the previous departure – if it ran – would have been at 11.32) and shortly after that Stagecoach East enquired if the bus had arrived.
As someone astutely observed; Twitter is supposed to work the other way around with bus companies providing the answers rather than asking the questions.
A couple of people kindly tweeted me letting me know about a useful app I could download showing the location of both Stagecoach and Whippet buses around Cambridge but as a non frequent visitor to the city there’s a limit to how many apps I want on my phone. I had been using the Stagecoach app too; but like the real time sign, it had defaulted to showing scheduled time for the cancelled buses on the ‘nearby buses’ screen which is particularly useless – that’s when I could get a good enough signal …..
Later in the day I arrived at Huntingdon station and was puzzled to see the same phenomenon with discrepancies between timetables on display there too.
The large display on the shelter shows departures on Route B to Cambridge at 01 and 31 minutes past the hour …..
while a smaller display on the bus stop shows departures at 08 and 38.
The real time display seemed to be agreeing with 01 and 31 which is also reaffirmed by the website.
I’m sure all of this can be explained by different publication dates and out of date information not being taken down but it does highlight how confusing it can be for passengers and emphasises the challenge ahead with grand plans for Open Data …. as well as confirmation that driver shortages are back with us again in some parts of the country (maybe pinch a driver off the frequent Park & Ride to avoid two consecutive buses on the A/D being cancelled?).
It’s taken around ten years to deliver at over four times the original budgeted cost but today passengers could finally get on what seemed like a ‘train’ at Rotherham Central station and get off what had turned into a ‘tram’ during the journey right in the heart of Sheffield’s city centre outside the Cathedral. Yes, the £75 million TramTrain trial is underway at last.
If today’s passenger count is anything to go by, even setting aside first day intrigued locals and lots of camera wielding enthusiasts, demand will soon be ‘exceeding expectations’ and I can foresee the pilot being declared a rip roaring success. After all, who wouldn’t be attracted to use a service offering good value fares which serves the Region’s vast shopping mall at Meadowhall (albeit via the side entrance) and whisks you directly into the city centre.
But this pilot has come at a huge cost and inevitably parallel bus routes and the traditional train service between Rotherham and Sheffield will suffer a consequential drop in passengers which may well have implications for future service levels.
The original idea of running a TramTrain began in 2008 when the DfT thought the Penistone line would be an ideal test bed. However those who know a bit more about Yorkshire’s train tracks than London based civil servants soon pointed out connecting that line to the existing Sheffield Supertram tracks (the whole point of the trial) was a complete non starter so in 2009 DfT officials switched attention to a little used freight line running adjacent to the tram tracks from Sheffield towards Meadowhall and which could fairly easily be connected up to enable the sparkly new TramTrains to switch tracks and head on to Rotherham where the freight line connects to the regular passenger line.
The guys at Network Rail reckoned £15 million should do the trick with a 2015 completion date. As we now know, thanks to a Transport Select Committee Inquiry, things didn’t quite work out as planned and £75 million and nine years later we finally have the pilot underway with the fleet of TramTrains, which arrived ready for service at the end of 2015, finally being used for their intended purpose.
The connecting piece of track lies under the famous Tinsley viaduct on the M1. A short stretch is single track and TramTrains pause as they leave or join the tram tracks presumably to let train monitoring systems know they’re entering or leaving Network Rail’s sphere of influence rather than the ‘line of sight’ basic form of tram operation in Sheffield. On my southbound journeys this handover pause took as much as forty seconds but was slightly shorter in the northbound direction.
The upshot of this is that signs and apps showing departures from Rotherham Central can’t pick up expected TramTrain arrivals until too late – with ‘on time’ indicators switching at the last minute to eight minutes late in one case today. Furthermore the departure screens at tram stops are not yet programmed to show TramTrains at all which inevitably led to much confusion with passengers thinking they were boarding a Meadowhall bound tram only to find themselves in Rotherham. It’s not easy for an average passenger to tell the difference between a tram and a TramTrain.
This is not helped by an uneven headway on the TramTrain timetable with two of its three journeys an hour scheduled just one minute ahead of the parallel Yellow tram route to Meadowhall thereby following each other nose to tail for the entire journey from Cathedral to the Tinsley junction.
I can see the difficulty in pathing three TramTrains per hour alongside the five Yellow line trams to/from Meadowhall to say nothing of the four trains an hour at Rotherham Central but this duplication is unfortunate as is the consequential uneven TramTrain frequency running at 01, 27, 39 mins past each hour (Yellow trams at 04, 16, 28, 40, 52) from Cathedral.
Still, it is a pilot and I guess it’s more about how the different technologies and interfaces can work together but this aspect is a bit of a disappointment for passengers.
The problem will also be in delivering a reliable and robust service as not only are there constraints of fitting trams, trains and TramTrains together but the end to end running time at 26 minutes from Cathedral to Rotherham Parkgate (the new terminus three minutes north of Rotherham Central station) makes for a very tight turnaround cycle in one hour.
Indeed on my trips today, one northbound TramTrain got held on the freight line while we waited for an eight minute late running southbound Northern Rail train bound for Sheffield to cross our path and two hours later I caught this same TramTrain to Parkgate which was by then running eight minutes late itself causing it to be out of sync with both the Meadowhall trams and Northern Rail train paths.
Interestingly when we got back to Cathedral a fresh TramTrain had been slotted into the schedule to provide an on-time departure with our late running one going dead to depot.
TramTrain passengers at Rotherham Central need to allow time for a lengthy walk along the full length of the platforms as the new dedicated TramTrain Platforms 3 and 4 (with low height boarding/alighting) are in fact extensions of existing Platforms 1 and 2 but are unfortunately sited at the far southern end away from the station’s northern entrance and exit. Sadly the £75 million didn’t stretch to more than a standard small shelter on the platform extensions either which look rather inadequate compared to the impressive full length canopies on the main platforms.
The facilities at the TramTrain’s northern terminus, Rotherham Parkgate, can also only be described as basic, especially as TramTrains are only scheduled to wait there for 12 minutes in any hour leaving passengers with limited waiting facilities if arriving at other times from the adjacent rather bleak warehouse style retail outlets.
You can’t help thinking most of the £75 million has gone on technical stuff like making sure the TramTrains can cope with 750V DC overhead wires as well as the higher powered 25kV AC for main line running (something the Transport Select Committee picked up as being a complete waste after the Secretary of State cancelled the plans for Sheffield electrification in July 2017 having included it in the original 2012 plans) rather than passenger comforts.
It was good to see high profile promotion of the new service at tram stops and at Rotherham Central. Automatic announcements were also being made there for next TramTrain departures too, even if they disappeared off the departure screens prematurely.
Impressively there were also leaflets giving details of timetables, fares and tickets on every TramTrain and plenty of staff were around to help.
This being South Yorkshire there are some great ticket bargains including a £4 day ticket covering travel on all tram routes including TramTrains. This won’t help the bus services prosper, but is possibly only an introductory arrangement.
I’m always pleased to see new public transport initiatives and innovations and in that context TramTrain is very welcome. I’m sure lessons will be learned and be particularly pertinent for the upcoming plans for similar arrangements in the Cardiff valleys.
But unlike Snap, Arriva Click, Pick Me Up and other private sector innovations this initiative has sucked up an awful lot of public money. And what’s more the DfT’s most senior civil servant recommended the plug be pulled on the whole project in 2015 only to be overruled by Minister Paul Maynard despite the Transport Select Committee observing neither the DfT nor Network Rail had quantified any benefits from the project.
I also can’t help comparing the benefits of bringing relatively speaking a few Rotherham folk into Sheffield by a slightly different route than by existing bus or train for £75 million with what’s been achieved in Belfast for thousands of passengers right across the city with the Glider bus based transit scheme for £90 million.
Against the background of no prescribed benefits one wonders how TramTrain will be judged a success but I’m sure it won’t be long before it is indeed deemed a great success.
Last week’s conference for Young Bus Managers in Bristol was another great success. A hundred people attended from across all five of the UK’s big bus Groups as well as ten smaller companies and even some transport students from Aston and Huddersfield Universities.
The afternoon workshop session asked attendees what the bus industry will look like in ten years time. Everyone was randomly allocated to one of eight groups and given 45 minutes to come up with some pertinent highlights which were presented back with a time limit of no more than 3 minutes. Here are my notes of what these young, enthusiastic and energised bus managers foresaw……
The first group reckoned there’d be a north/south split on payment for fares with no cash in the south but cash continuing in the north. They expected to see MaaS (Mobility as a Service) subscription type accounts for transport use becoming common. There’ll be new safety features on vehicles which will mainly be powered by electric and gas. Wi-Fi will have been and gone as a fad, and they thought more similar fads would come and go. Recruitment of driving staff will still be a challenge but they foresaw more part time and flexible rostering. There’ll be more flexible operation in timetables (like DRT). Congestion will continue to present a grim picture. Overall they saw the next ten years as evolution not revolution.
Group two foresaw more car free zones as issues surrounding traffic and the environment increased. There’d be many more Park & Ride operations with buses having priority over cars. On ticketing there’ll be more integration across modes through the use of apps. Smartcard use would continue to supplement smartphone ticketing. They also foresaw more electric vehicles provided the challenge of smart charging can be sorted.
Group three thought the regulatory structure for bus operation would be adapted in different places to suit political will (e.g. franchising). They felt DRT would not succeed as the market was too small but they saw the growth of feeder services connecting into frequent trunk routes. They had concerns about the future of the High Street.
The fourth group didn’t foresee shock changes – more evolution. BSOG and Concessionary Fares will still be issues. Vehicles will emit 100% clean exhausts. There’d be limited use of autonomous vehicles for specific applications (e.g. airports). There’ll be more electric vehicles. They foresaw continued frustration with politicians who fail to tackle unfettered car use. Cash would still be commonly accepted for fares payment. Access to information will be better, there’ll be more multimodal tickets and better real time information. Electronically imaged timetables will be displayed at bus stops making it easier to update when services change. There’ll be more useful apps as a consequence of new Bus Open Data arrangements. There’ll be no change to passenger demographics but there will be a national fares scheme for young people and there’ll be work to simplify fares.
The fifth group thought the threat and opportunities presented by low emission zones will become more political – LEZs becoming the next revolution (previous one being low-floor buses). There’ll be greater partnership working with local authorities. Diesel will disappear as a fuel with cheaper alternatives but they thought grid supply challenges will make electric buses unlikely with gas becoming more common. Autonomous vehicles would be limited to garage shunting movements (freeing up depot space) and emergency braking on the move. Business will become less operational minded and more customer focused.
Group six highlighted electric vehicles with ULEZ schemes becoming commonplace. Vehicle interiors will continue to improve with wireless charging as standard (aimed at young people). There’ll be more new business models such as Snap and Vamooz. Tackling congestion will continue to be a dominate theme. Franchising as a model might be in place in some areas but it was thought partnership working will remain the favoured option with politicians. Regulatory arrangements will be modified to allow for more on demand type services. Contactless will be the main form of payment in urban areas. Google services (e.g. journey planning) will be dominant. Bus companies will increasingly target growth hubs such as universities, hospitals and airports. Another group who foresaw evolution not revolution.
Group seven went for some blue sky thinking. They thought bus companies would move beyond the farebox and look for alternative income streams like some airlines have done. Maybe mining and selling the vast range of data. There’d be much better utilisation of assets – Ryanair/easyJet style. They thought there’d be a Brexit effect on driver availability which may lead to bus companies concentrating on core corridors due to a shortage of staff. They wondered if bus companies will diversify more into other modes including ride sharing, cycle hire etc.
And finally group eight saw electric vehicles along with changes to regulatory arrangements to allow buses a greater level of accessibility in new greener zones with environmental concerns increasing. Urban areas will have cashless buses while rural areas may have DRT type services (or left without buses). Fares will be much simplified; staffing will be more flexible with more part timers. Some thought fares will be halved as a radical step.
It was a great end to a packed conference which included a frank and candid after dinner speech from Traffic Commissioner for the West of England, Kevin Rooney; a fascinating, and I must add, totally realistic presentation from Professor Graham Pankhurst (from the University of the West of England) on the impact of technology on public transport including smart and autonomous vehicles, propulsion and fuel options, managing congestion and ride sharing; presentations from James Freeman and Shalando Williams of First West of England including a site visit and ride on new metrobus route m2; and presentations from Claire Walters of Bus Users UK and Sarah Huntley of The TAS Partnership.
The conferences are a great opportunity for young managers in the bus industry to learn, share experiences and network with their contemporaries across all the main companies. It must be a unique set up – I doubt any other industry brings young people together from competing companies in a commercial environment to share knowledge and network in this way. Long may this continue.
More information about the Young Bus Managers Network can be found here. Conferences are administered by Transport Events Group and financially supported by the Chris Moyes Scholarship Trust set up in memory of the Go-Ahead Group’s Chief Executive Chris Moyes OBE DL, who left us far too early aged 57 in 2006.
Monday’s ‘Business Announcement’ outlining proposals to centralise even more of Arriva’s UK bus business mysteriously landed anonymously in my inbox. I’m told it’s a legacy plan left over from recently departed UK Bus MD Kevin O’Connor (formerly Regional MD of G4S) who’s now moved on to pastures new.
I thought I’d give some friendly feedback about the plan to Arriva Chief Executive Manfred Rudhart……
In a nutshell DON’T DO IT!
I know it’s tough running buses at the moment with ‘fewer people in the UK choosing to travel by bus every year and the overall bus market shrinking’ as Iain Jago, Interim Managing Director UK Bus explains in his letter to Arriva’s staff announcing the proposals. But when you’ve mistakingly got your foot on the accelerator heading towards a brick wall you don’t press down even harder; you realise what’s causing the problem and switch to the brake pedal for an emergency stop.
Here are three reasons why Arriva needs to hit the brakes on another bout of centralisation which will do nothing to halt the decline in passengers and only disconnect Arriva further from that elusive market growth you’re seeking.
1. The most successful bus companies in the UK realise the local bus market needs locally based management teams engaged and embedded in their communities, impassioned and empowered to make decisions. Commercial, marketing and operations (all key components of a successful bus company which your proposals aim to centralise) can only be effectively managed locally in the bus market.
The market for bus travel in North Wales is completely different to the Medway Towns and different again from Teeside. Locally based managers understand this best; centralisation may well ‘eliminate duplication’ (as the proposal boasts) and therefore save costs but it will be a classic false economy with unintended consequences. Far from ‘improving efficiencies’ as proposed it will lead to waste and inefficiencies.
Look at your Group’s introduction of a fleet of Mercedes Sprinter minibuses to Hemel Hempstead’s bus routes last November. It might have looked a sensible innovation to a remotely based central commercial ‘expert’ but anyone in tune with the local market should have pointed out it’ll never work and would end in tears, as it did.
The Go-Ahead Group’s companies, Transdev Blazefield, Wellglade Group, Nottingham City Transport, Reading Buses, Lothian Buses, Ensign Bus to name some of the UK’s most renowned bus companies have one thing in common: they all have locally based autonomous commercial, marketing and operational teams. Imagine if Arriva was lucky enough to acquire all those award winning companies into the Group portfolio, the absolute last thing that should be done is eliminate all that management ‘duplication’ in the name of corporate efficiency. You’d destroy those companies within months; just like Hemel’s bus routes.
The history of centralisation/mega-regionalisation in the bus industry is not a happy one. Stagecoach tried it many years ago (creating a massive south east region stretching from Margate to Andover and along the south coast) as did First Group (their infamous 3 Ps Region: Porthcawl to Portsmouth to Penzance). Both hair-brained schemes designed by Directors parachuted into the bus industry from outside thinking they knew out to save costs and introduce efficiencies; both unmitigated disasters and thankfully put back to more sensible locally managed arrangements as soon as the scheme architect had left to cause mayhem in another industry.
2. You want Arriva to be the ‘mobility partner of choice’ but meaningful partnerships for the local bus market are with local authorities, local enterprise partnerships, locally based business groups and local community groups. The clue is in the word ‘local’. Centralisation in the pursuit of eliminating duplication will not endear Arriva to influential locally based politicians, executives and community leaders.
Giving buses priority is often about a whole host of small schemes such as traffic light phasing at key junctions, maybe just by a few seconds; extending yellow lines by a few yards; improving roadworks coordination etc. These are the stuff of local detailed knowledge which locally based bus managers pick up, not from remote regionally or centrally based staff hundreds of miles away.
I was shocked to hear a local authority traffic engineer tell how he’d called a meeting of all the major bus operators in his county to draw up a list of congestion hotspots which would benefit from small scale improvement schemes. Guess the only operator which failed to attend?
3. The track record of centralised customer facing activities already in place at Arriva is not particularly encouraging. Customer Services taking a week to reply to a fares enquiry; inappropriate tweet replies with no knowledge of local issues; no helpline phone numbers promoted online; a clunky website which calls for a region to be specified only to ignore it when delivering timetables, with maps (where they exist) hidden under tickets, and no fares information by journey …. to highlight just a few shortcomings.
In summary, increasing centralisation is simply the wrong way to go. You’re blessed with some first class managers and great up and coming young people in the business with passion for the industry – give them the authority and autonomy to make decisions locally and you’ll find any costly management duplication will soon be more than compensated by achieving the very market growth you’re seeking.