Monday 2nd September 2019
I’ve ridden round Birmingham (on both NatEx’s inner and outer circular bus routes); round Leicester with Centrebus; round Coventry before that city’s circular route (neatly numbered 360) got the chop so I thought it was time to take a ride on First Glasgow’s route 90, which almost completes an inner circuit of the city from Braehead Shopping Centre, west of the city centre close to the south bank of the Clyde round to Partick on the north side.
Route 90 is not one of First Glasgow’s high profile city routes. Running only every half an hour it doesn’t warrant a bright splash of colour on a bespoke route livery; it qualifies only for a grey colour on First Glasgow’s useful colour coded network route map. Most vehicles used on the route today were Wright bodied Volvo single deckers, but I did spot a couple of double decks and one single deck with some vinyl remnants from the old Simplicity branding extolling frequencies of every ten minutes.
While route 90 might not be high frequency or high profile, as I found today, it’s certainly busy.
We left Braehead shopping centre quietly enough at 13:20 with just one passenger in addition to myself, but we soon picked up a handful more as we stopped by the new Queen Elizabeth University Hospital (QEUH) – oddly not actually in the bus station itself – but alongside it.
It’s a bit of an endurance to ride the full 2 hour 16 minute journey, especially as we got significantly behind schedule; at one point being around half an hour late. Not particularly for any noticeable reason, just being busy. We finally arrived into Partick bus station, coincidentally with just one other passenger on board in addition to myself, at 16:04 instead of the scheduled arrival of 15:36.
In the meantime 145 passengers had got on at 44 bus stops, stopping at 20 more where passengers alighted. We carried one wheelchair and eight buggies, two at the same time as the wheelchair (one was folded).
Busiest bus stop was Forge shopping centre to the east of the city in Parkhead where 17 boarded while six adults and nine school children heading home got on at a stop in Springburn.
Aside from myself the longest journey undertaken by one passenger was from the QEUH to Celtic Park taking around 70 minutes. There was a lot of short journey lengths indicating the success of a circular route; our maximum load was 24 which was reached on three separate occasions with around 72 different passengers.
It’s an interesting way to observe the quite diverse nature of Glasgow’s inner suburbs and the people who live and work there. I don’t think at any point on the route we were more than 5 miles from the city centre – and that extreme was Braehead at the beginning – most of the route taken is only about 2-3 miles from the centre. . In addition to the QEUH we passed Glasgow Royal Infirmary, as well as Ibrox Park, Hamilton Park and Celtic Park. We passed through areas such as Govan where shopping streets are sadly dominated by shuttered up vacant shops and Hillhead with its well-to-do thriving cafe culture. We also passed a number of nice looking parks including the Botanic Gardens. We crossed the Clyde in the east as well as passing over and under a number of rail lines.
It was a fascinating afternoon and I learned a lot about Glasgow I didn’t previously know, just from observing.
After a brief refreshment stop in Partick I caught one of First Glasgow’s flagship routes back to Braehead – the high profile route 77 running every 10 minutes from the city centre via Partick and the Clyde Tunnel, to QEUH, Baerhead and Glasgow Airport. It runs every 10 minutes as far as Braehead and half hourly beyond there to the Airport.
Rather than 2 hours and 44 minutes, the 77 would get me back to Baerhead in just 18 minutes.
Except I got off at the Queen Elizabeth University Hospital to try the Stagecoach operated X19 Fastlink into the city centre via high profile bus lanes.
The branding is a bit lacklustre but there’s been serious investment in bus shelters and real time signs as well as the segregated bus lanes.
It was an impressive fast ride even through the evening peak and brought an interesting afternoon to an end.
Roger French
You have to hand it to Stagecoach. Whenever they give a new commercial service a go, they don’t hold back. Their South West Falcon introduced in 2016 linking Bristol with Plymouth was a massive investment involving a fleet of brand new coaches running hourly during the day as well as night journeys. It was a huge commercial risk which I’m pleased to see seems to have paid off.
Appropriately numbered M2, the route also serves a stop near Faversham town centre, the Hempstead Valley shopping centre, a stop in Rainham (the Gillingham ‘Rainham’) as well as Chatham’s bus station and Maritime quarter.
Five vehicles are needed to run the service and I understand there’s one spare available. They’re nine year old Volvo B9R/Plaxton Elites which have been around the Group a bit having seen service in East Scotland as well as elsewhere. They’re decent coaches though and very suitable for this latest venture. There’s the usual Wi-fi and a three pin plug socket per pair of seats and an on board toilet at the rear.
Time comparisons with the rail alternative are not particularly favourable bearing in mind Canterbury and Faversham both enjoy High Speed trains whisking you to St Pancras (best time to Canterbury is 56 minutes) but whereas HS1 passengers are stung with premium ticket prices Stagecoach can offer more attractive fares.
Onward to Chatham bus station where we arrived ten minutes ahead of the scheduled departure at 11:59. There’s definitely some cautious running time allowances in this timetable.
We left via the Dockyard and Maritime quarter and then through the Medway Tunnel which brought us on to the A2 and the forty minute ride to North Greenwich. Traffic was as busy as usual even at lunch time as we neared Greenwich and the Blackwall Tunnel approach road and we lost five minutes negotiating the traffic light junctions before reaching the North Greenwich terminus alongside the Underground station and O2 at 13:49 instead of 13:44.
The driver and bus had stand time of 21 minutes until the return journey to Canterbury leaves at 14:05.
It was good to see timetable leaflets and other literature available inside the coach as well as in Stagecoach’s Canterbury travel shop and I also spotted supplies and information at Chatham bus station (bottom right).
It also didn’t surprise me to see TfL make no reference to the new M2 at North Greenwich. They really are hopeless.
It’s not very often TfL introduce a brand new service; these days it’s all about cut backs in frequencies and direct journeys, so it makes a pleasant change to try out a new bus route in London, and even more so one that runs every 12 minutes (15 minutes evenings and Sundays) and from 05:40 through to 01:00. Not bad going for a route that effectively parallels four other routes along the way rather than carving out any new territory. No hopper fare for passengers here; they can now travel through from Woolwich via Plumstead, Thamesmead, Abbey Wood and Long Lane to Bexleyheath without changing.
The lack of passengers wasn’t surprising bearing in mind we left Woolwich following a bus on the more frequent (every 10 minutes) route 472 which we parallel as far as Thamesmead…..
… then followed a bus on the more frequent (every 10 minutes) route 244 which we parallel to Abbey Wood …..
… then did pick one surprised passenger up as we paralleled the 15 minute frequency route B11, where we also came unstuck for a while in the rather narrow New Road by meeting a B11 coming the other way – whose driver got out to help us reverse…
… and then as we joined the fourth and final route to parallel for out last section – the 401..
There was no 401 to tailgate but there were still no passengers. Rather frustratingly we we got held at a bus stop to regulate the service at 15:18 ….
….only to get going again and get held again to regulate the service at 15:23…
….. with the Summer Saturday only route 271 from Newton Abbot to Widicombe.
Stand in Newton Abbot’s ‘bus station’ (bus stops either side of the bus only Sherborne Road) for a short time and aside from Stagecoach it soon becomes obvious just how dominant Country Bus has become in the local market.
Route 271 runs four times a day but only on Saturdays from June to mid September – that’s sixteen days in all. One minibus covers the schedule.
Interestingly no concessionary passes are valid on this route, it being deemed by Devon County Council who fund the service, to be a tourist route. Instead pass holders get a £1 discount on the round trip fare of £5, paying just £4. My experience this afternoon indicated this policy certainly hasn’t deterred seniors from travelling. Indeed, I suspect they value the service even more by handing over cash to travel. Two seniors on my journey paid up, like me, to just enjoy the trip right around the circuit which takes an hour and forty-five minutes. It’s certainly well worth it.
I travelled on the 13:40 departure from Newton Abbot this afternoon and there were five of us on board as we left although one didn’t travel far getting off at an exclusive looking private school, Stover School, just outside the town with another passenger joining us at Bovey Tracey getting us back to five again, although he alighted at the Moor’s Visitor Centre just past the hamlet of Haytor Vale where the Moor proper begins.
We picked up four more here and when we got to Widicombe one got off and there were eight waiting to board who’d all obviously travelled out on one of the two morning journeys and had enjoyed a walk across the wonderful scenic countryside.
After a short pause in Widicombe in the Moor we retraced our route up the steep narrow access road for a couple of miles before turning sharp left and heading up a narrow unclassified road, along which, after a few more miles we picked up three more walkers who’d travelled out this morning.
We then turned right along the narrowest of roads for the longest duration I think I’ve travelled along – it even beat some of the narrow roads in Pembrokeshire used by the Strumble Shuttle.
Inevitably we met a car coming towards us which had no option but to reverse some distance to enable us to pass.
At the village of Manaton one of the five passengers who’d got on at Newton Abbot alighted and we picked up three more making for twenty on board.
I heard the driver telling the lady alighting that he’d look out for her on the next and last journey of the day and he reassured her there’d be room but “I’m expecting the journey to be busy”. It had obviously been a busy first two journeys this morning; and it’s great to see that.
The photographs here cannot do justice to the amazingly spectacular scenery this bus route offers; sadly the bus windows were not particularly clean, especially the back window, but I still found it exhilarating and I rank it as one of the best scenic bus routes I’ve travelled on. It was also lovely to see so many Dartmoor ponies freely roaming around too.
It seems a shame the route only runs on a Saturday as I would have thought it would be just as popular on a Sunday with both walkers and people just enjoying the ride around. The fact that everyone pays a fare means the revenue is as it is with no discounted reimbursement issues.
Unfortunately the bus was not accessible having a three step entrance rather than being low floor so there was no provision for a wheelchair despite the capacity stating there was.
The standing capacity showing as zero indicates Country Bus are using the ‘get out’ clause of the vehicle being classified as a ‘coach’ so will only be caught by the accessibility legislation from next January when it will become illegal.
The interior of the vehicle also had an odd pair of seats which made for an unkept appearance.
That aside, it was a very enjoyable ride around with a friendly and helpful driver, expertly driven and scenery to die for. It was very encouraging to see it so well used too and not a free ride in sight. Definitely a bus route ‘to do’.
…. but entering X64 into the ‘Timetable’ look up brought no results. I’m grateful to John Crowhurst, who also encouraged me to ride the 271, for explaining the X64 has been replaced and revised and the section of route between Totnes, Newton Abbot and Exeter is now numbered 7.
I’m not sure how you’re supposed to know that as even the map dated April 2019 in what’s left of Exeter bus station is showing the X64 still operates.
Anyway we made good progress on the 41 minute journey to Exeter thanks to the free flowing A380…
…and arrived at the now truncated Exeter bus station where redevelopment of much of the former land is now well under way.
It may not rank as high as the West Highland Line, the Kyle of Lochalsh Line or the Far North Line in the great Scottish Scenic Rail Lines stakes but ScotRail have rightly designated the line down to Stranraer as a Scenic Rail Journey and very justifiably so too.
While I was in Glasgow on Monday in between consecutive night sleeper train travels I took the opportunity to take another ride down to Stranraer and remind myself why I ranked it thirteenth in 
It’s not that Stranraer itself is a must-visit destination, sadly the town is well past its prime now the Belfast ferry has moved further up the coast, leaving desolation where lorries and cars once formed their orderly queues before boarding.
It’s also not that the first part of the journey south from Glasgow is particularly scenic either. It’s not.
The line’s scenic reputation comes from the eighty minute ride south of Ayr on the single track section through the lovely stations at Maybole, Girvan, and Barhill.
It’s not that there are lochs. Nor mountains. Nor huge spectacular valleys.
It’s just mile after mile of stunning Scottish countryside with rolling hills, rivers and plenty of lush green landscape.
The Stranraer timetable is not particularly attractive either. It’s an approximate two-hourly frequency but only three journeys start in Glasgow (six hours apart at 0808, 1413 and 1813) with most of the other journeys starting in Kilmarnock. Even those Glasgow journeys are bettered by taking a later train on the more direct route to Ayr, saving twenty minutes, and having a handy 6 minute connection in Ayr to the earlier leaving Stranraer train that went the slower route via Kilmarnock.
Still, on the upside I had a bit of time to look at the major work now in progress to renovate and make safe the hotel above Ayr station which began as an emergency measure a few months ago when the building was suddenly declared dangerous necessitating the complete closure of the station and rail lines in the area at great inconvenience.
It turned out eight of us bound for Stranraer were left stranded in Ayr and in view of the two hour wait until the next train staff summoned an eight seater taxi which arrived in twenty minutes and we set off for the eighty minute drive down to Stranraer, which aside from the wait, took about the same journey time as the train.
I’d travelled this route before on Stagecoach’s route 60/360 and it’s a great scenic ride with some lovely coastal views contrasting with the more inland route taken by the train, so it made for an interesting and welcome variation.
This headland peninsular is officially called The Rhins but apparently the locals don’t call it that. It protrudes out towards Belfast in the south western corner of Dumfries and Galloway.
Luckily when I was in Dumfries earlier this year I took a photograph of a bus map displayed in bus shelters in the town as in the frustrating absence of finding a bus map online to refer to, this proved invaluable in working out which bus routes to travel on to explore both ends and both sides of The Rhins. Update is I found the online map after publishing this post thanks to a helpful reader – see below for more explanation.
The timing worked perfectly to travel on the 1155 one-return-journey four-day-a-week departure on the McCullochs Coaches operated circular route 412 from Stranraer to Leswalt, Envie and Galdenoch (see map above).
This was a lovely thirty-five minute run with just me and one other passenger who alighted in Leswalt leaving just me to enjoy the trip round. The route was slightly curtailed due to a road closure but it was still an enjoyable and quiet rural ride.
The Fiat minibus has an interesting staggered 2+1 seat layout ….
…. and a livery which seems to be the base colours for the ‘south west of Scotland transport partnership’ brand as I saw another bus wearing similar colours and sporting a logo to that effect on route 500 to Dumfries operated by Stagecoach.
When I’d investigated the 
This eight journey a day route is shared with McCullochs Coaches who operate two school journeys and Wigtownshire Community Transport who operate a journey at 1700. We took nine passengers as far as Sandhead which is half way along the 44 minute journey (see map above) but the second half was just me on board although we brought two back from Drummore and another half dozen from Sandhead on the return.
Stagecoach also operate route 408 up to Kirkolm to the north of The Rhines but sadly the 1410 departure didn’t arrive, or more possibly the driver of the 407 when he got back to Stranraer st 1402 didn’t change the blind. There’s one other route, the 387 to Portpatrick on the west coast which is shared between Stagecoach, DGC Buses and Wigtown Community Transport and a convoluted town route in Stranraer, the 365, which Stagecoach also operate.
Having enjoyed the scenic rides up and down the ‘hammer head’ I decided to head back to Glasgow on the 1500 ScotRail departure from Stranraer; the scenery as far as Ayr was as gorgeous as ever and I thoroughly enjoyed the journey.
Frustratingly this train arrives Ayr at exactly the same time a fast train leaves for Glasgow making a connection impossible so I continued to Kilmarnock (photographed below) where there’s a more convenient three minute connection across adjacent platforms to a train passing through from Carlisle and which gets into Glasgow at 1737, whereas if the connection had been possible in Ayr it would have meant an earlier 1710 arrival into Glasgow.
If ScotRail are serious about promoting the scenic delights of the Stranraer line I would strongly recommend reviewing those tight and missed connections and promoting the timetable better – for example whereas the Ayr trains which offer either tight or missed connections are shown in the Stranraer leaflet; the Kilmarnock connections aren’t.
Annoyingly my shower didn’t work (again) along with the toilet flush packing up during the night and only a trickle of water from the basin tap in the morning. I experienced the same plumbing problems on my inaugural journey at the beginning of last month which indicates snagging issues are still very much to the fore on the new sleeper carriages.
The city of Kingston upon Hull got its share of fame in 2017 with its designation as UK City of Culture leading to all kinds of whacky artistic displays and events.
Sited in the northwest corner of the city’s commercial centre adjacent to the main shops, the six platform rail station sits side by side under the same roof as a 38 bay bus and four bay coach station making for what we now like to call ‘seamless integration’ between modes.
Electronic departure screens are placed above each bus bay as well as monitors listing up coming departures of buses on one screen and trains on another placed over the circulating area.
Impressively this includes a TransPennine Express operated rail ticket office on one side…
…
Because the rail ticket office counters have extensive opening hours it means bus passengers have access to the displays of timetables for both bus companies whereas in many places they’re often locked away behind closed doors or windows ‘out of hours’.
But even the bus and coach counter opening hours are attractive – all three were open on my visit at eight o’clock this morning including two people on hand to sell me a National Holiday had I been interested (photographed above).
There’s also a rather swish and colourful Visitor Information Centre in the entrance to the Interchange which has got a brilliant large scale map of the city centre which I noticed was proving very helpful for visitors. I suspect this may be a legacy of the 2017 City of Culture and if so it’s good to see it still thriving although ominously at least one of the staff members was a volunteer, according to the back of his t-shirt.
Kingston upon Hull’s Paragon Interchange really is a model of best practice and shows what can be done to integrate both trains and buses under one roof. Long may it continue.
Presentation is all important; take the image portrayed by smartcards, for example. Everything invested in their technology is smashed when a notice about them appears in a folded hole punched sleeve!
The long standing former EYMS livery prior to Go-Ahead’s ownership has always been very traditional befitting the Company’s erstwhile culture and it’s good to see a sympathetic transition evolving to a bright new look for a first class bus company. Some of the former route branding used by EYMS was also an acquired Marmite like taste!
Meanwhile Stagecoach have been using its ‘simplibus’ branding for a few years now for its network of city bus routes.
I like the concept but it’s application lacks a certain flair and design expertise. On balance I prefer the ‘citi’ brand used in Cambridge and Peterborough.
It looks like someone came up with a few ‘simpli’ slogans, got them printed, and stuck them up.
And some of the single deck rears come across as anything but simple with lots to read as the bus passes by. A multitude of messages makes for ‘complexbus’ if you’re not careful.
More positively the Stagecoach colour coded map and timetables for city routes in two leaflets are very easy to follow and understand….
… if a little large once unfolded….
…. and it’s also good to see Stagecoach’s X62 route to Leeds now has new double decks and the previous rather naff ‘❤️ your X62’ slogan dropped.
However it might be worth making more of this route than just being another strand of the ‘simplibus’ brand; perhaps along the lines of the Humber Fast Cat branded route across the Humber to Scunthorpe which always looks eye catching.
The rears photographed below on some Stagecoach buses have a great message for following motorists, if somewhat in your face presentationally. I doubt that anyone would ever be able to read the full message on the lower rear commercial advert, which is just as well so as not to take away from the overall message from the upper image! The overall end result is sadly a bit of a mess.
…..but above all else, whatever the future holds, please keep that paragon of virtue, the Paragon Interchange.
Finally a fascinating follow up to the blog about Breich station on Thursday and thanks to everyone who got in touch particularly John who gave this interesting background: “The station was proposed for closure in the late 1990s, but ‘rescued’ by a resident of Breich who had considerable form as a campaigner on local issues. In return for keeping the station open, a timetable was provided specifically for the needs of this individual, a daily pick-up stop at around 08:04 towards Edinburgh, where this person worked, and a daily set-down stop at about 18:37 from Edinburgh. The entries and exits at Breich tracked quite clearly the progress of Breich’s passenger, from full-time employment, to part-time, and eventual retirement. Very shortly after his death, NR proposed Breich for closure. However, station closures have become politicaly impossible in Scotland (see also IBM), which helps explain the amount spent on upgrading Breich, which was non-compliant in so many ways with modern electrification standards.”
My 
Cheaper and quicker too. And the scenery from the train window is just as delightful especially looking north as the tracks follow the course of the River Tyne as it gradually gets smaller and more meandering as shown above.
I wasn’t too disappointed to find the 1255 from Newcastle to Carlisle arrive from Middlesbrough in platform 7 being a Pacer especially as it was a refurbished one with more comfy seats and there won’t be many more opportunities to travel in these workhorses of the tracks before they’re withdrawn by the end of the year. What did surprise me was just how busy the journey was with pretty much all seats taken on the two car train leaving Newcastle and lots of luggage too. Although, as expected, a few got off at the MetroCentre, they were replaced with boarders. The majority of passengers were travelling all the way to Carlisle.
Interestingly the new timetable from 19th May includes an extra train an hour between Newcastle and Carlisle on weekdays giving three per hour to Hexham and two to Carlisle (strong competition for the hourly 685) but there’s no increase in frequency on Sunday which based on my albeit limited experience would suggest would be welcomed by passengers.
It’s not quick, by any means; two and a half hours to Barrow and another hour beyond there to Lancaster but it’s well worth the ride for mile upon mile of coastal views as well as changing landscapes inland as the Lake District’s western peaks become visible from time to time.
Until last May there was no Sunday service between Whitehaven and Barrow and a restricted twelve hour operational day on weekdays due to the high cost of manning that section with old manual signal boxes and at least three old style manual level crossings (one at Silecroft station) and two more south towards Millam where the tracks cross the A585.
A real anachronism in today’s tech rich world and all the more so as nuclear waste is regularly carried on the line in connection with the Power Station at Sellafield.
With a new franchise commitment from Northern there’s now a regular hourly Sunday service until around 1800 hours and it was encouraging to see over a dozen passengers on board my journey (1616 from Carlisle) south of Whitehaven.
Narrow roads and steep inclines restrict the routes to small vehicle operation and Stagecoach allocate Optare Solos with 28 seats.
Indeed this morning we left with just two on board, in addition to myself, picking two more and a dog up in nearby Portinscale. They’d all alighted for a morning’s walk by the time we reached Honister where we picked three more up, two of whom went to Buttermere and one returned to Keswick.
By comparison on returning to Keswick not long after 1000 the queue was already forming for the 1030 departure which would see a bus on both 77 and 77A routes, and just as well, as there were passengers standing as both buses left.
The 77A runs hourly 0830 to 1130 then two-hourly until 1730 while the 77 runs two-hourly 1030 to 1630. It takes two buses to run the timetable with a third needed between 1030 and 1117. Concessionary passes dominate, especially at this time of year with schools and colleges in session.
It shows what can be achieved with an attractive network of routes well marketed with an abundant supply of timetable books readily available to pick up on board buses and at many locations throughout the area.
I lost count of the number of passengers I saw clutching their timetable book and no doubt getting inspired to make more journeys. Managers in bus companies adopting the foolish mantra ‘it’s all online’ really need to get out more and see how it’s done and works a treat.
The queuing arrangements at Keswick bus terminus are very chaotic when things get busy and I noticed a lot of bad feeling among passengers who’d been queuing and waiting but lost out in the scrum with a risk of not getting on board as the buses drew up. It needs to be made clear which side of the bus stop pole and flag to queue and this should be strictly enforced to maintain discipline and a fair outcome for everyone.
As the much travelled and great walking enthusiast Ray Wilkes observed on Twitter it would also be good to put pressure on Cumbria County Council to install bus shelters here too.
Interestingly Barrow had its own municipally owned bus company (Barrow Borough Transport) until it went bust thirty years ago since when Stagecoach have run a neat network of local town routes as well as the X6 to Ulverston and Kendal and the less frequent 6 to Windermere – both lovely double deck operated routes to travel on.
Barrow is synonymous with ship building but the town is now dominated by a huge BAE Systems presence who also own the airport on Walney Island and from he recruitment centre I spotted are obviously big in submarines.
It’s connected to the mainland by a lovely looking road bridge so this morning I took an early ride on routes 1 to Biggar Bank in South Walney and route 2 to West Shore, Earnse Bay in North Walney.
Both turned out to be delightful terminal spots right on the coast and it was lovely to see dog walkers and joggers out enjoying the early morning sunshine even before 8am this morning.
Route 1 stops outside an unusually shaped Chinese restaurant while route 2 stops alongside the West Shore holiday-cum-permanent home park complex.
Barrow’s town routes are mainly operated by Optare Solos but my journey on the 2 had an Enviro 300 which I understand had previously operated in Carlisle. Loadings were average for pre 8am travelling in a small-size town and it was noticeable that many passengers were using Stagecoach smartcards including a few topping them up on board for the week ahead.
After that island foray I could have got the X6 from Barrow over to Ulverston for my second island visit but I’d preplanned using the train as I wanted to get off and admire the town’s station which previously I’d only travelled through but got an inkling how gorgeous it is.
I’m really pleased I did as it really is a lovely station with ‘three’ platforms although only Lancaster bound trains use the island platform 3 with platform 2 effectively disused as Barrow bound trains use the main ‘station building’ platform 1.
After a late breakfast break in Ulverston I headed down to the town’s main bus stops intrigued to see what would arrive for my next journey on bus route 11 which I was taking via the coast road back towards Barrow but alighting on Roa Island.
Route 11 is operated by Blueworks – which must be the only bus company to be running a regular timetabled bus service without an O licence. Instead the owner, Phil, is valiantly keeping this route and his other routes (the X12 from Ulverston to Coniston and the Ulverston local X70) going using his taxi licence until 30th May when a Public Inquiry being held by the Traffic Commissioner determines whether his O licence will be reinstated.
I’m not an expert on taxi licensing but was intrigued to see four eight-seater taxis draw up for the 1015 departure to Barrow and Phil and the drivers organising the passengers to board the appropriate vehicles in the most efficient way depending on their alighting bus stop as well as taking the individual ‘bus’ fares or swiping concessionary passes, presumably for reimbursement from Cumbria County Council.
Cumbria are renowned for not providing any funding whatsoever for bus routes across the county and Phil confirmed to me he receives no subsidy for running these routes so I have to admire his perseverance at keeping these three services going on what must be a very costly arrangement. Presumably he’s concerned Stagecoach might step in if he gave up.
It’s obviously much appreciated by all the regular passengers who’ve got used to the new arrangements (which seem to have been in place since January) despite the awkwardness of getting in and out of an eight seater taxi, especially from the back three seats when passengers are occupying the middle set of three seats blocking the exit doors!
It was quite a business but everyone took it in great spirit.
The Duke of Buccleuch gifted the 50 acre island to the people of Barrow in 1920 and as well as the landlord of the pub/restaurant/cafe on the island (and being designated King of Piel) there reportedly are three other permanent family residents occupying the little row of five terraced houses.
The only other building on the island is the ruins of Piel Castle built in the early 14th Century to protect the harbour from Scottish raids.
Around a dozen people travelled during the two hours I spent on Piel which was enough time to wander all around and sit and have refreshments in the cafe and chat to the locals who are all friendly and welcoming including the regulars who take the crossing to soak up the peaceful and convivial atmosphere.
I needn’t have worried as precisely at 1419 my eight seater arrived with two passengers already on board in the rearmost seats heading home with shopping from Barrow having caught one of the flotilla of taxis which had left Ulverston earlier at 1015 for the town.
At Ulverston we had a brief pause along with the second (slightly larger) taxi which was also heading for Coniston and had a few passengers already on board.
I stayed on my taxi and was joined by one passenger heading home for a ride about half way along the route, otherwise we didn’t pick anyone else up.
Arriving in Coniston and time for another break before catching the 1640 Stagecoach route 505 over to Ambleside (from where this particular journey continues south to Kendal).
This is a lovely route along the twisty and hilly B5285 via Hawkshead Hill and Hawkshead rather than the more direct A593.
At Ambleside I switched to the Lake District’s main spine bus route the famous 555 heading north to Keswick to end my day’s travels.
Every time I travel on this route I drool at the amazing and spectacular scenery whether it be the serenity of the water the bus drives alongside …
…. or the magnificence of the mountains which tower up in contrast.
Open top route 599 supplements the 555 as far north as Grasmere (and south to Windermere – and Bowness – from Ambleside) at an impressive 20 minute frequency and the livery of buses used on both routes is simply Best Impressions’ best.
It’s also always great to see timetables available on board buses throughout the Lake District and earlier in the day I spotted a local guide for Barrow buses. Well done Stagecoach in Cumbria.
