30 April 2009
An Optare whisper
We've been lead to believe that as soon as bus bodybuilder Optare has completed its current double-decker orders, the company has no further orders on its books. We understand that LEYTR operator (and member) Delaine Buses is one of the companies who's got a current order with Optare for one of their Olympus 'deckers. To think that an bodybuilder who once had its own order book and also that of East Lancs could now have no further orders for double-deckers is very worrying indeed!
29 April 2009
BSOG reform kicks in
Back-dated from the start of this month, bus operators will see an increase in Bus Service Operators' Grant (BSOG), formerly known as Fuel Duty Rebate, of 6p per kilometer driven when undertaken by PSVs that emit low levels or carbon or who can show their fleets' fuel efficiencies have improved.
Operators able to improve their fuel efficiency by 6% or more will see a further 3p per km increase from April next year. This was one of a number of proposals put forward last year.
Transport Secretary Geoff Hoon announced the new measures at a conference organised by Passenger Focus, the rail pressure group that was awarded the role as Bus Passengers' Champion last year. He said: "I believe that this is an eminently achievable target. In fact, it has already been reached by forward looking bus companies who have invested in training aimed at improving driving techniques."
The Department for Transport defines a low carbon bus as one that delivers a 30% reduction in greenhouse gas emissions compared to a Euro 3 diesel bus carrying the same number of passengers. Of course new buses are significantly heavier than older vehicles. Take the once mainstay of the UK's double-decker fleet in the 90s - the Volvo Olympian. While this vehicle would not deliver the 30% reduction in greenhouse gas emissions needed to qualify for the increased level of BSOG, the amount of fuel needed to propel the vehicle day in, day out, is comparatively less than a more modern vehicle, say the Volvo B9TL.
The B9 is over a ton heavier than the Olympian and consequently uses more fuel, having a poorer mpg figure, around the 6.5 mark, compared to the Oly's 7-7.5mpg figure. Bristol VRs - the mainstay of many National Bus Company fleets in the 70s and 80s - were recording mpg levels of around 8 two decades ago.
While the Volvo B9TL may well see a 30% reduction in greenhouse gas emissions compared to a Euro 3-rated engine, these vehicles conversely use more fuel than there older, more polluting counterparts.
Consider a small, family-owned operator who runs a fleet of second-hand Volvo Olympians and B10M buses on school contracts and a small number of local market day bus services. Their fleet was built in the 90s and their buses' engines conform to Euro 2 & 3 standards. They, unlike a good proportion of the 'Big Five's' fleets, will not see an increase in BSOG, but they will be continuing to use less fuel and will ensure their vehicles travel further on the same amount of diesel, than these all-singing, all-dancing new vehicles used by Arriva, Go-Ahead, First, Stagecoach, National Express et al.
The small independent gets nothing for their efforts, unlike any operator with a newer, more costly vehicle, which ironically uses more diesel to cover the same distance. Is this really progress or another nail in the coffin for the small, independent bus and coach operator? (GWB)
Operators able to improve their fuel efficiency by 6% or more will see a further 3p per km increase from April next year. This was one of a number of proposals put forward last year.
Transport Secretary Geoff Hoon announced the new measures at a conference organised by Passenger Focus, the rail pressure group that was awarded the role as Bus Passengers' Champion last year. He said: "I believe that this is an eminently achievable target. In fact, it has already been reached by forward looking bus companies who have invested in training aimed at improving driving techniques."
The Department for Transport defines a low carbon bus as one that delivers a 30% reduction in greenhouse gas emissions compared to a Euro 3 diesel bus carrying the same number of passengers. Of course new buses are significantly heavier than older vehicles. Take the once mainstay of the UK's double-decker fleet in the 90s - the Volvo Olympian. While this vehicle would not deliver the 30% reduction in greenhouse gas emissions needed to qualify for the increased level of BSOG, the amount of fuel needed to propel the vehicle day in, day out, is comparatively less than a more modern vehicle, say the Volvo B9TL.
The B9 is over a ton heavier than the Olympian and consequently uses more fuel, having a poorer mpg figure, around the 6.5 mark, compared to the Oly's 7-7.5mpg figure. Bristol VRs - the mainstay of many National Bus Company fleets in the 70s and 80s - were recording mpg levels of around 8 two decades ago.
While the Volvo B9TL may well see a 30% reduction in greenhouse gas emissions compared to a Euro 3-rated engine, these vehicles conversely use more fuel than there older, more polluting counterparts.
Consider a small, family-owned operator who runs a fleet of second-hand Volvo Olympians and B10M buses on school contracts and a small number of local market day bus services. Their fleet was built in the 90s and their buses' engines conform to Euro 2 & 3 standards. They, unlike a good proportion of the 'Big Five's' fleets, will not see an increase in BSOG, but they will be continuing to use less fuel and will ensure their vehicles travel further on the same amount of diesel, than these all-singing, all-dancing new vehicles used by Arriva, Go-Ahead, First, Stagecoach, National Express et al.
The small independent gets nothing for their efforts, unlike any operator with a newer, more costly vehicle, which ironically uses more diesel to cover the same distance. Is this really progress or another nail in the coffin for the small, independent bus and coach operator? (GWB)
28 April 2009
LCLR Reborn
The Lincolnshire Coast Light Railway (LCLR) is getting ready to re-open its tracks to the public after being closed for almost a quarter of a century. The first day's operation is Sunday 3 May. Significantly, those heading to the former site between Cleethorpes and the Humberston Fitties chalet park will find no evidence of miniature steam engines, for the new LCLR has moved 40 miles down the coast to Skegness.
There will be full details of this historic event in the next LEYTR magazine.
Operational dates for the LCLR throughout the summer are detailed below:
Sunday 24 May, Sundays 19/26 July, Sundays 2/9/16/23 & 30 August.
Further information can be found on the LCLR's website (please click here).
We've been out with our LEYTR camera snapping the new station today (click on pictures for larger versions). (PW/GL)
There will be full details of this historic event in the next LEYTR magazine.
Operational dates for the LCLR throughout the summer are detailed below:
Sunday 24 May, Sundays 19/26 July, Sundays 2/9/16/23 & 30 August.
Further information can be found on the LCLR's website (please click here).
We've been out with our LEYTR camera snapping the new station today (click on pictures for larger versions). (PW/GL)
The new Lakeview station
Lakeview station looking towards the engine shed
The LCLR's line heads off to the left (behind the light aircraft) and runs alongside the airstrip. The Engine Shed can be seen in the distance on the right
The LCLR's line heads off to the left (behind the light aircraft) and runs alongside the airstrip. The Engine Shed can be seen in the distance on the right
MCN
It's not often we get the opportunity to include modes of transport other than bus. rail, sea and air, so to redress the balance, a short news item about motorcycles!
Last weekend (25/26 April), Butlins at Ingoldmells played host to the Motorcycle News event, which drew thousands of enthusiasts from all over the country. Along with trade stands, shows and suchlike, were some impressive displays of stunt riding performed by Dave Wiggins and Gary Taylor, the latter being the only UK rider to have completed a motorcycle backflip.
A few action photographs we took at the event can be seen below (please click on them for a larger version). (PW)
Last weekend (25/26 April), Butlins at Ingoldmells played host to the Motorcycle News event, which drew thousands of enthusiasts from all over the country. Along with trade stands, shows and suchlike, were some impressive displays of stunt riding performed by Dave Wiggins and Gary Taylor, the latter being the only UK rider to have completed a motorcycle backflip.
A few action photographs we took at the event can be seen below (please click on them for a larger version). (PW)
Adonis' Rail Blog
It's the first time I've known a Transport Minister keep his own blog about travelling through Britain by train, but then Lord Andrew Adonis is no ordinary Transport Minister. Those in the industry were cautiously optimistic when he was made Minister of State for Transport in Gordon Brown's re-shuffle last year; indeed, Adonis himself admitted in an exclusive interview with RAIL's managing editor Nigel Harris that he approached the PM, requesting his secondment to the DfT.
During the middle of this month, in typical hands-on Adonis fashion, the minister chose to undertake a week-long trip all over the country using the rail network. Equipped with only a standard-class railrover the minister undertook a fascinating meander.
Click here to read the minister's five-day blog, criss-crossing the country.
M'colleague and I undertook our own week-long railrover jaunt during June 2005, though in addition to lasting two days more than Lord Adonis, we also saved up a few more pennies and travelled first class. We alternated our overnights between sleeper and b+b. Having sampled the Cornish Riviera sleeper, along with ScotRail's Anglo-Scottish equivalents between Euston-Fort William/Inverness, I can't recommend them highly enough.
Adonis' jaunt has inspired me to dig my railrover shots out from the archive. A small selection of some of the most interesting will appear in the next few days. (GL)
During the middle of this month, in typical hands-on Adonis fashion, the minister chose to undertake a week-long trip all over the country using the rail network. Equipped with only a standard-class railrover the minister undertook a fascinating meander.
Click here to read the minister's five-day blog, criss-crossing the country.
M'colleague and I undertook our own week-long railrover jaunt during June 2005, though in addition to lasting two days more than Lord Adonis, we also saved up a few more pennies and travelled first class. We alternated our overnights between sleeper and b+b. Having sampled the Cornish Riviera sleeper, along with ScotRail's Anglo-Scottish equivalents between Euston-Fort William/Inverness, I can't recommend them highly enough.
Adonis' jaunt has inspired me to dig my railrover shots out from the archive. A small selection of some of the most interesting will appear in the next few days. (GL)
27 April 2009
Further rail fare hikes
From the May timetable change, some operators have chosen to increase their rail fares less than 6 months after the annual January increments. It's widely known that train operating companies have been frustrated at the DfT's decision to cap the percentage rise regulated fares can increase by - currently inflation+1% It will come as no surprise, therefore, that the forthcoming price hikes affect advance purchase tickets, i.e. those classed as unregulated tickets.
It staggered me that Network Rail's chief executive Iain Coucher should be the one to warn that passengers risk being "priced off" the rail network as a result of these further fare increases. Mr Coucher believes that the cost of rail travel, if it's perceived as being too high, is an issue for the rail industry to deal with and has warned against further price rises.
Network Rail (NR) was sharply rebuked recently by Transport Minister Andrew Adonis for choosing to close both Anglo-Scottish main lines on two occasions during March (14/15 & 21/22). Coucher himself offered an apology. NR's own governance has been brought into question in recent months, being cited as not fit for purpose and Lord Adonis has also hinted that NR's directors should look again at the massive bonuses they award themselves.
Hence why, of all the people to be politely critical of making the railways seem less attractive, Iain "no way to Scotland but bus" Coucher is perhaps one of the worst-placed to do so! (GL)
It staggered me that Network Rail's chief executive Iain Coucher should be the one to warn that passengers risk being "priced off" the rail network as a result of these further fare increases. Mr Coucher believes that the cost of rail travel, if it's perceived as being too high, is an issue for the rail industry to deal with and has warned against further price rises.
Network Rail (NR) was sharply rebuked recently by Transport Minister Andrew Adonis for choosing to close both Anglo-Scottish main lines on two occasions during March (14/15 & 21/22). Coucher himself offered an apology. NR's own governance has been brought into question in recent months, being cited as not fit for purpose and Lord Adonis has also hinted that NR's directors should look again at the massive bonuses they award themselves.
Hence why, of all the people to be politely critical of making the railways seem less attractive, Iain "no way to Scotland but bus" Coucher is perhaps one of the worst-placed to do so! (GL)
26 April 2009
1.83 million permutations
Those of us who have used the Oyster cashless ticketing system in London know how straightforward and easy it is. Neither me nor m'colleague live anywhere near London, yet we both possess an Oyster card. We top ours up on a 'pay as you go' basis. What swung it for me was the ability for Oyster to always charge the cheapest possible fare for the journey type(s) taken.
For example, travelling from King's Cross St. Pancras on the Underground to Victoria and then five trips on TfL's bus network sees the amount deducted not exceed the cost of a Zone 1-2 Travelcard (£5.60 off peak or £7.20 through peak periods). Initially, the cost per journey is immediately deducted, which sees £1.60 taken for the first Tube ride between King's Cross St. Pancras and Victoria (£4.00 for those paying cash) and £1.00 per bus ride thereafter (£2.00 for those paying cash). However, as soon as deductions totalling the cheapest possible ticket for the types of travel undertaken thus far is reached, the Oyster card caps itself and all subsequent journeys are free.
In this case, following the fourth bus ride (£5.60 is now reached), any other journey on a bus in the Greater London area that day will be free. Any other Tube ride in Zones 1 & 2 will also be free.
It's so easy to purchase a Zone 1-4 Travelcard (£6.30 off peak or £10.00 through peak periods) "just to be on the safe side" and never leave Zone 2! Rather than potentially waste £2.80, request an Oyster card and top it up either online or at any Tube station and travel safe in the knowledge that you never, ever pay more than the absolute minimum for your individual travels.
How does the Oyster card know to charge you the cheapest fare possible though? TfL has released details showing that their, now out-dated, technology can deduce within one-fifth of a second the correct fare (or to cap and deduct nothing) from 1,830,000 different permutations.
What Oyster card readers cannot do, however, is to recognise any of the non-London free concessionary bus passes, which are ITSO compliant, unlike Oyster, which will at some time in the future, need to be upgraded to meet ITSO standard. (GL)
How much you can save using Oyster in London compared to cash.
Further reading on ITSO compatibility.
For example, travelling from King's Cross St. Pancras on the Underground to Victoria and then five trips on TfL's bus network sees the amount deducted not exceed the cost of a Zone 1-2 Travelcard (£5.60 off peak or £7.20 through peak periods). Initially, the cost per journey is immediately deducted, which sees £1.60 taken for the first Tube ride between King's Cross St. Pancras and Victoria (£4.00 for those paying cash) and £1.00 per bus ride thereafter (£2.00 for those paying cash). However, as soon as deductions totalling the cheapest possible ticket for the types of travel undertaken thus far is reached, the Oyster card caps itself and all subsequent journeys are free.
In this case, following the fourth bus ride (£5.60 is now reached), any other journey on a bus in the Greater London area that day will be free. Any other Tube ride in Zones 1 & 2 will also be free.
It's so easy to purchase a Zone 1-4 Travelcard (£6.30 off peak or £10.00 through peak periods) "just to be on the safe side" and never leave Zone 2! Rather than potentially waste £2.80, request an Oyster card and top it up either online or at any Tube station and travel safe in the knowledge that you never, ever pay more than the absolute minimum for your individual travels.
How does the Oyster card know to charge you the cheapest fare possible though? TfL has released details showing that their, now out-dated, technology can deduce within one-fifth of a second the correct fare (or to cap and deduct nothing) from 1,830,000 different permutations.
What Oyster card readers cannot do, however, is to recognise any of the non-London free concessionary bus passes, which are ITSO compliant, unlike Oyster, which will at some time in the future, need to be upgraded to meet ITSO standard. (GL)
How much you can save using Oyster in London compared to cash.
Further reading on ITSO compatibility.
25 April 2009
Tunnel Academy
We weren't wrong. The enormity of Crossrail, specifically tunnelling under the centre of the world's fifth largest city and connecting these tunnels with existing stations and associated infrastructure, really is beyond our current capabilities. Well, certainly on this scale and to the Crossrail time frame.London Mayor Boris Johnson yesterday announced details of a new Crossrail Tunnelling Academy (CTA), the aim of which is to equip Londoners with the necessary skills needed to bore tunnels deep beneath the capital's streets. The CTA is likely to be based in Newham, once a suitable site has been sought and a structure built to house the students. Around 1,000 people are likely to gain a qualification as a result of studying at the CTA, which will open its doors next year for half a decade.
Mayor Johnson is allocating £8 million from TfL's funds to set-up the CTA, which will form the basis of what is now being called Europe's largest transport infrastructure project, creating around 14,000 jobs during construction, with a further 7,000 full-time positions required post-2015 to maintain the network. (GWB)
24 April 2009
Topless......
Stagecoach in Lincolnshire's open top bus service has now commenced at Skegness. The first of the MCW's back in service was 15952 (WOI 3002), which worked some service 1A's on Thursday 3 April, ahead of the introduction of the new low season timetable on 6 April, when the others re-entered service with the reumption of the service 3 (Skegness - Anchor Lane).
The open top fleet, all based at Skegness depot, is as follows:
15934 (NOA 439X)
15952 (WOI 3002)
15958 (BLZ 1423)
15972 (PIW 4456)
15977 (BLZ 1424)
15991 (TIL 7901)
15994 (WOI 3001)
15934 joined the fleet last year as a closed top, albeit in the Coastal Cruiser livery, as illustrated at Skegness in 2008 below:
Click any image for a larger version.
This year it has become "roofless" and is illustrated below at the new terminus of the service 3, Hardy's Animal Farm, on 24 April:
15934 replaces 15956 (MBZ 7142) which was withdrawn at the end of the 2008 season due to deterioration of the bodywork. At the time of writing it resides at a corner of the depot in Skegness and any re-usable parts are gradually being stripped to keep the remainder of the fleet operational. The engine is understood to be going to 15991 which recently suffered engine failure. An illustration of 15956 in its current state at Skegness depot can be seen below. Oddly, it appears to have been re-registered FX06 AOC!:
Further details will be in the next LEYTR. (PW)
The open top fleet, all based at Skegness depot, is as follows:
15934 (NOA 439X)
15952 (WOI 3002)
15958 (BLZ 1423)
15972 (PIW 4456)
15977 (BLZ 1424)
15991 (TIL 7901)
15994 (WOI 3001)
15934 joined the fleet last year as a closed top, albeit in the Coastal Cruiser livery, as illustrated at Skegness in 2008 below:
Click any image for a larger version.This year it has become "roofless" and is illustrated below at the new terminus of the service 3, Hardy's Animal Farm, on 24 April:
15934 replaces 15956 (MBZ 7142) which was withdrawn at the end of the 2008 season due to deterioration of the bodywork. At the time of writing it resides at a corner of the depot in Skegness and any re-usable parts are gradually being stripped to keep the remainder of the fleet operational. The engine is understood to be going to 15991 which recently suffered engine failure. An illustration of 15956 in its current state at Skegness depot can be seen below. Oddly, it appears to have been re-registered FX06 AOC!:
Further details will be in the next LEYTR. (PW)
By George!
Is there really anything wrong about celebrating a saint who has absolutely nothing to do with England and who slane an imaginary creature?The past few years has seen a massive increase in patriotism, no doubt spurred on by England's rugby, cricket and football teams having relative successes, while at the same time the influx of labour from elswhere in Europe and the world, plus a 'sprinkling' of assylum seekers.
St. George's Day cannot possibly be a bad thing. Whether or not its recent upsurgence qualifies a public holiday every 23 April is another matter.
Ipswich Buses chose to celebrate yesterday's latent festivities by promising free travel for anyone travelling on its services being accompanied by their own pet dragon. If that sounds a little far flung, anyone wearing an England shirt bearing the three lions logo or dressed in full body armour was also entitled to cashless travel.Depending on how well publicised this offer was, it's something that I think I'd be willing to take up (the England shirt, not taking the dragon for a bus ride)! (GL)
23 April 2009
UK Coach Rally 2009
This year's UK Coach Rally was held last weekend at its usual Madeira Drive haunt on Brighton's sea front.
With a little over a dozen fewer entrants compared to last year's event, the excellent weather more than made up for the shortage of vehicles. Last year we visited on the Saturday; this year the Sunday would be sampled.
Spectators and the trade press were in abundance at the event.
At 1300hrs the vehicles undertook their second driving tests over the weekend, with precision being needed, as ever, by those behind the wheel. Last year's operator we chose to spotlight, TM Travel, was not in attendance this year.
Crawley Luxury's Darren Brown drove this vehicle better than anyone else at the event, earning himself the Coach Driver of the Year Award. Please ignore the italicised (illegal!) number plate.
The weather ensured a greater number of spectators were present compared to last year, despite the reduced number of entrants. Another change for 2009 was a different Coach Driver of the Year, with Crawley Luxury's Darren Brown taking the coveted title from Bibby's of Ingleton's Chris Bibby, who'd won last year and in 2007.
The Best in all Classes award went to Bibby's of Ingleton - a regular award winner here.
Coach of the Year went to Parry's International for their incredibly sublime Van Hool-integral Astron T9 in the company's distinctive maroon livery. Although the top prize alluded Bibby's of Ingleton, they did win the Best in all Classes and the Peter Bostock Trophy.
They have a small depot in Grimsby, but don't keep anything as prestigious as this vehicle there: Coopers Tours' Beulas.
The LEYTR area was not represented this year, although Coopers Tours of Killamarsh entered two vehicles (both of which won a trophy each); neither are based at the firm's Grimsby depot though. (GL)
With a little over a dozen fewer entrants compared to last year's event, the excellent weather more than made up for the shortage of vehicles. Last year we visited on the Saturday; this year the Sunday would be sampled.
Spectators and the trade press were in abundance at the event.At 1300hrs the vehicles undertook their second driving tests over the weekend, with precision being needed, as ever, by those behind the wheel. Last year's operator we chose to spotlight, TM Travel, was not in attendance this year.
Crawley Luxury's Darren Brown drove this vehicle better than anyone else at the event, earning himself the Coach Driver of the Year Award. Please ignore the italicised (illegal!) number plate.The weather ensured a greater number of spectators were present compared to last year, despite the reduced number of entrants. Another change for 2009 was a different Coach Driver of the Year, with Crawley Luxury's Darren Brown taking the coveted title from Bibby's of Ingleton's Chris Bibby, who'd won last year and in 2007.
The Best in all Classes award went to Bibby's of Ingleton - a regular award winner here.Coach of the Year went to Parry's International for their incredibly sublime Van Hool-integral Astron T9 in the company's distinctive maroon livery. Although the top prize alluded Bibby's of Ingleton, they did win the Best in all Classes and the Peter Bostock Trophy.
They have a small depot in Grimsby, but don't keep anything as prestigious as this vehicle there: Coopers Tours' Beulas.The LEYTR area was not represented this year, although Coopers Tours of Killamarsh entered two vehicles (both of which won a trophy each); neither are based at the firm's Grimsby depot though. (GL)
22 April 2009
Bollard training
Ok, this really is the last entry concerning Manchester's rising bollards.
Sparked amid concerns of their unreliability in the aftermath of a recent story that saw an ambulance crew prevented from administering first aid to someone within the Arndale Centre, bus drivers operating in the adjacent bus only area are to be given training after some have publicly claimed they are "frightened to death" of them.
One Metroshuttle driver has gone to the press claiming "We all have our hearts in our mouths when we go over them because you don't know if you're going to be next. We all agree with the restrictions but it does seem to be an outdated system. To be honest we're frightened to death of them. Everybody makes mistakes. Is it right that your mistake could end up with you or one of your children in hospital with your car written off?"
First Manchester, who operates Manchester city centre's three free Metroshuttle minibus services, is now giving drivers operating these routes training in negotiating the retractable telescopic bollards. This has come following a £6,000 claim from the Manchester Fire Service, who had one of their £330k fire engines damaged when it struck the bollards which didn't lower. The Manchester Evening News has reported on an incident when a Metroshuttle bus struck one set of bollards which hospitalised three people.
Manchester City Council has so far robustly defended the bollards, claiming that, to date, all accidents involving vehicles prohibited from the protected zone have been the fault of their respective drivers. Spokesman Nigel Murphy said "Even though there is nothing wrong with how the bollards operate we have been having discussions with First about what can be done to make it even clearer to drivers how they work."
With the slow yet definite decline in driving standards over the past few decades, with so many car and van drivers now thinking bus lanes do not prohibit their use, these bollards are an incredibly effective way of ensuring only permitted vehicles can pass into a designated area. They are not, as the Metroshuttle driver asserted, an "outdated system".
I suspect that either sensationalism or pure ignorance propelled the bus driver to go to the press linking the bollards with fears for his and his colleagues' life. It's incredibly short-sighted: would this driver prefer the bus-only restriction relaxed and to run the gauntlet with all other road users in the area? Of course he wouldn't.
Since we live in a health and safety dominated world, a refresher course is perhaps a happy compromise. I agree with the driver's comment claiming everyone makes mistakes from time-to-time - the average motorist causing an at-fault accident every million road miles driven. Bus drivers are no different. This wont be the last incident involving the bollards, but hopefully the last one where there is some doubt over their correct operation. (GL)
Sparked amid concerns of their unreliability in the aftermath of a recent story that saw an ambulance crew prevented from administering first aid to someone within the Arndale Centre, bus drivers operating in the adjacent bus only area are to be given training after some have publicly claimed they are "frightened to death" of them.
One Metroshuttle driver has gone to the press claiming "We all have our hearts in our mouths when we go over them because you don't know if you're going to be next. We all agree with the restrictions but it does seem to be an outdated system. To be honest we're frightened to death of them. Everybody makes mistakes. Is it right that your mistake could end up with you or one of your children in hospital with your car written off?"
First Manchester, who operates Manchester city centre's three free Metroshuttle minibus services, is now giving drivers operating these routes training in negotiating the retractable telescopic bollards. This has come following a £6,000 claim from the Manchester Fire Service, who had one of their £330k fire engines damaged when it struck the bollards which didn't lower. The Manchester Evening News has reported on an incident when a Metroshuttle bus struck one set of bollards which hospitalised three people.
Manchester City Council has so far robustly defended the bollards, claiming that, to date, all accidents involving vehicles prohibited from the protected zone have been the fault of their respective drivers. Spokesman Nigel Murphy said "Even though there is nothing wrong with how the bollards operate we have been having discussions with First about what can be done to make it even clearer to drivers how they work."
With the slow yet definite decline in driving standards over the past few decades, with so many car and van drivers now thinking bus lanes do not prohibit their use, these bollards are an incredibly effective way of ensuring only permitted vehicles can pass into a designated area. They are not, as the Metroshuttle driver asserted, an "outdated system".
I suspect that either sensationalism or pure ignorance propelled the bus driver to go to the press linking the bollards with fears for his and his colleagues' life. It's incredibly short-sighted: would this driver prefer the bus-only restriction relaxed and to run the gauntlet with all other road users in the area? Of course he wouldn't.
Since we live in a health and safety dominated world, a refresher course is perhaps a happy compromise. I agree with the driver's comment claiming everyone makes mistakes from time-to-time - the average motorist causing an at-fault accident every million road miles driven. Bus drivers are no different. This wont be the last incident involving the bollards, but hopefully the last one where there is some doubt over their correct operation. (GL)
21 April 2009
A Dunn deal?
There's a whisper that the Dunn family, behind the Dunn Line bus and coach company, may be ready to re-introduce bus services on the streets of Nottingham. In what is believed to be a completely new venture, the father and son team of Bob and Scott Dunn have applied for, and had granted, a 10-vehicle O Licence for the company Dunn Motor Traction Limited, trading as Your Bus.
The company has taken a leaf out of other operators' books and has its own Facebook page created, plus its own website up and running.
CBW magazine, who initially broke the news, expect an announcement in the next few weeks. (GL)
The company has taken a leaf out of other operators' books and has its own Facebook page created, plus its own website up and running.
CBW magazine, who initially broke the news, expect an announcement in the next few weeks. (GL)
20 April 2009
Not-so-grim 'Up North'
"Here's this useless bunch of railway services - run them as cheaply as you possibly can, and by the way don't even dream about doing anything interesting with them."
That is how the then named Strategic Rail Authority (SRA) effectively sold the Northern franchise back in 2004 when it asked operators to submit bids to run the collection of rail services covering mainly local stopping (though a few longer distance) services in northern England.
The SRA, disbanded two years later, with its role taken ostensibly by the Department for Transport (DfT), Office of Rail Regulation and Network Rail, announced that Serco-NedRailways was their preferred bidder for the Northern franchise on 1 July 2004. Comprising the British unit of Nederlandse Spoorwegen - NedRailways - and Serco, the new Northern Rail Limited replaced First North Western and Arriva Trains Northern from 1 December the same year.
Covering many depressed areas of northern England, including mining towns with unemployment in excess of 35%, and running Class 142 & 144 Pacer trains that were based on the Leyland National bus - a vehicle that had been removed from most bus fleets five years ago - it was never going to be a franchise that would be the jewel in the country's crown.
Journey times between Manchester and Leeds were - and still are - far too lengthy to make rail travel between these two up-and-coming cities seem incredibly attractive. Add to this the overcrowding problem that plagues this particular flow and yet another problem is added. Northern is to be the recipient of a large number of the DfT's 1000+ carriages to be slowly introduced from this year.
They might not give the best ride and they may have been based on a now withdrawn bus dating back to the 70s, but the Class 142/4 Pacers have given good service to Northern and look very attractive in the company's new livery.
However, comparing the last year's balance sheet with that from year ending March 2007, operating profit is up (2.6%) and profit for the year is up (2.4%). There are a few losses, such as a net annual loss of 5.0% and the company's worth took a nose-dive of 24.2%, but taken in context with exceptional year-on-year passenger growth - double figures on some routes - in tandem with new services improved frequencies on existing routes, things have most certainly been transformed at Northern Rail!
In addition, operational performance and customer satisfaction levels have both increased markedly and consistently, with profits always being made year-on-year.
The Pacers are still in service though and it is estimated that Northern's overcrowding problems will take many years to iron out since the new rolling stock will take time to fully enter service and provide the much-needed additional seating. Upgrades to Northern lines in the LEYTR area (between Bridlington-Scarborough) and the possibility of the re-opening of the Hull-Pocklington-York line, plus both the Tories and Labour pledging to look into linking Leeds and Manchester with the almost inevitable High Speed 2 line, there are many positives coming Northern's way, not least the way in which they've turned the image of their franchise around.
Sheffield is one of Northern's busiest stations. Along with Leeds and Manchester, hundreds of thousands of commuters and leisure travellers use their trains each week.
It might interest you to know that Northern operate the most parliamentary trains (token gesture services), serving either one station or line, which is far cheaper than to go through the costly closure process of a rail line and/or station. Northern's 'parly trains' are:
1. Two daily journeys between Sheffield-Pontefract Baghill-York
2. A summer only one-way train between Chester-Runcorn
3. Five Ellesmere Port-Helsby trains with 4 in the opposite direction (two extending to Warrington)
4. A Friday only one-way Stockport-Stalybridge service
5. Three Saturday journeys in both directions via the Brigg Line Sheffield-Cleethorpes
6. One eastbound and two westbound journeys 6 days per week between Knottingly-Goole (GWB)
That is how the then named Strategic Rail Authority (SRA) effectively sold the Northern franchise back in 2004 when it asked operators to submit bids to run the collection of rail services covering mainly local stopping (though a few longer distance) services in northern England.
The SRA, disbanded two years later, with its role taken ostensibly by the Department for Transport (DfT), Office of Rail Regulation and Network Rail, announced that Serco-NedRailways was their preferred bidder for the Northern franchise on 1 July 2004. Comprising the British unit of Nederlandse Spoorwegen - NedRailways - and Serco, the new Northern Rail Limited replaced First North Western and Arriva Trains Northern from 1 December the same year.
Covering many depressed areas of northern England, including mining towns with unemployment in excess of 35%, and running Class 142 & 144 Pacer trains that were based on the Leyland National bus - a vehicle that had been removed from most bus fleets five years ago - it was never going to be a franchise that would be the jewel in the country's crown.
Journey times between Manchester and Leeds were - and still are - far too lengthy to make rail travel between these two up-and-coming cities seem incredibly attractive. Add to this the overcrowding problem that plagues this particular flow and yet another problem is added. Northern is to be the recipient of a large number of the DfT's 1000+ carriages to be slowly introduced from this year.
They might not give the best ride and they may have been based on a now withdrawn bus dating back to the 70s, but the Class 142/4 Pacers have given good service to Northern and look very attractive in the company's new livery.However, comparing the last year's balance sheet with that from year ending March 2007, operating profit is up (2.6%) and profit for the year is up (2.4%). There are a few losses, such as a net annual loss of 5.0% and the company's worth took a nose-dive of 24.2%, but taken in context with exceptional year-on-year passenger growth - double figures on some routes - in tandem with new services improved frequencies on existing routes, things have most certainly been transformed at Northern Rail!
In addition, operational performance and customer satisfaction levels have both increased markedly and consistently, with profits always being made year-on-year.
The Pacers are still in service though and it is estimated that Northern's overcrowding problems will take many years to iron out since the new rolling stock will take time to fully enter service and provide the much-needed additional seating. Upgrades to Northern lines in the LEYTR area (between Bridlington-Scarborough) and the possibility of the re-opening of the Hull-Pocklington-York line, plus both the Tories and Labour pledging to look into linking Leeds and Manchester with the almost inevitable High Speed 2 line, there are many positives coming Northern's way, not least the way in which they've turned the image of their franchise around.
Sheffield is one of Northern's busiest stations. Along with Leeds and Manchester, hundreds of thousands of commuters and leisure travellers use their trains each week.It might interest you to know that Northern operate the most parliamentary trains (token gesture services), serving either one station or line, which is far cheaper than to go through the costly closure process of a rail line and/or station. Northern's 'parly trains' are:
1. Two daily journeys between Sheffield-Pontefract Baghill-York
2. A summer only one-way train between Chester-Runcorn
3. Five Ellesmere Port-Helsby trains with 4 in the opposite direction (two extending to Warrington)
4. A Friday only one-way Stockport-Stalybridge service
5. Three Saturday journeys in both directions via the Brigg Line Sheffield-Cleethorpes
6. One eastbound and two westbound journeys 6 days per week between Knottingly-Goole (GWB)
18 April 2009
How Voyagers & Class 90s will fair
New contributor 'DB' compares the three traction types in service with Virgin Trains - two of which on a temporary basis to cover for the damaged Pendolino. He opines that suitable replacement stock has been sought to maintain punctuality by attaining the top line speed and acceleration needed on one of the UK's busiest rail lines, even though they may not be to passengers' tastes.
The Class 390 Pendolinos utilised by Virgin Trains are only permitted the top West Coast Main Line (WCML) speed of 125mph when their tilt systems are fully operational; otherwise only the nominal 110mph is allowed. The higher speeds are so-called Enhanced Permissible Speeds or EPS for short.
Rugby was the cause of one of the most significant bottlenecks on the WCML, though, as a whole, much remodelling has taken place in this area, which has seen the ability of the Pendolinos to run at their maximum 125mph be increased significantly. I think the impact of a few Class 90-hauled trains with Mk3 carriages, with their lower maximum speed of 110mph, won't have much of an effect on Virgin Trains' Very High Frequency timetable.
Why? Class 90 acceleration is top class - better than an Class 43 high-speed train (Intercity 125) when hauling 8 or 9 coaches. The WCML's top line speed of 125mph is only permissible for Pendolinos and Class 221 Super Voyagers when their tilting mechanisms are working. Nothing else. Non-'super' Voyagers (Class 220s) are the lighter but non-tilting variant and are prevented from travelling above 110mph. In terms of speed and acceleration the Class 221s acquit themselves fairly well alongside the Pendolinos, even at a slightly lesser speed. (DB)
Further reading can be obtained by visiting the Railway Performance Society's website.
Click here to learn more about Virgin Train's Very High Frequency timetable.
The Class 390 Pendolinos utilised by Virgin Trains are only permitted the top West Coast Main Line (WCML) speed of 125mph when their tilt systems are fully operational; otherwise only the nominal 110mph is allowed. The higher speeds are so-called Enhanced Permissible Speeds or EPS for short.
Rugby was the cause of one of the most significant bottlenecks on the WCML, though, as a whole, much remodelling has taken place in this area, which has seen the ability of the Pendolinos to run at their maximum 125mph be increased significantly. I think the impact of a few Class 90-hauled trains with Mk3 carriages, with their lower maximum speed of 110mph, won't have much of an effect on Virgin Trains' Very High Frequency timetable.
Why? Class 90 acceleration is top class - better than an Class 43 high-speed train (Intercity 125) when hauling 8 or 9 coaches. The WCML's top line speed of 125mph is only permissible for Pendolinos and Class 221 Super Voyagers when their tilting mechanisms are working. Nothing else. Non-'super' Voyagers (Class 220s) are the lighter but non-tilting variant and are prevented from travelling above 110mph. In terms of speed and acceleration the Class 221s acquit themselves fairly well alongside the Pendolinos, even at a slightly lesser speed. (DB)
Further reading can be obtained by visiting the Railway Performance Society's website.
Click here to learn more about Virgin Train's Very High Frequency timetable.
17 April 2009
Manchester's bollards again
They've provided much mirth for thousands of YouTube viewers and have ensured a similar number of car and van drivers have been kept out of part of Manchester city centre, but the moving bollards there have made the news recently for the wrong reason.
An ambulance was responding to a 999 call earlier this week when it was denied access to the protected area of the city centre on Corporation Street after the transponder it was carrying failed to lower the bollards to permit it access. Crews dis-mounted the mobile device from its dock within the vehicle and waved it frantically at the obstruction but to no avail.
Witnesses then saw the frustrating sight of the ambulance crew having to drive round the block to the Cross Street bollards, to gain access to the Arndale Centre, only to find that they would not lower either.
Perhaps it would be a little premature to claim the bollards were simply not working, since eye-witnesses said that buses were able to lower and pass over both sets of bollards without any problems within minutes after the paramedics had run on foot into the shopping centre. It is more than likely the ambulance's transponder was faulty.
However, this type of incident does not play well with public opinion and with Manchester losing out on TIF money last year, the city is likely to see very few bus priorities - and any new schemes will not be as effective as bollards!
The ambulance could've just followed a city centre shuttle bus when its transponder lowered the bollards, but this can have devastating consequences.... (GL)
An ambulance was responding to a 999 call earlier this week when it was denied access to the protected area of the city centre on Corporation Street after the transponder it was carrying failed to lower the bollards to permit it access. Crews dis-mounted the mobile device from its dock within the vehicle and waved it frantically at the obstruction but to no avail.
Witnesses then saw the frustrating sight of the ambulance crew having to drive round the block to the Cross Street bollards, to gain access to the Arndale Centre, only to find that they would not lower either.
Perhaps it would be a little premature to claim the bollards were simply not working, since eye-witnesses said that buses were able to lower and pass over both sets of bollards without any problems within minutes after the paramedics had run on foot into the shopping centre. It is more than likely the ambulance's transponder was faulty.
However, this type of incident does not play well with public opinion and with Manchester losing out on TIF money last year, the city is likely to see very few bus priorities - and any new schemes will not be as effective as bollards!
The ambulance could've just followed a city centre shuttle bus when its transponder lowered the bollards, but this can have devastating consequences.... (GL)
15 April 2009
Free rides in Perth
One of the 'big five' has competition on its hands, and in its home city, too. Stagecoach has found itself on the receiving end of a ploy it instigated in the mid-90s in the north-east town of Darlington, bringing the municipal operator there to its knees within two weeks - free bus rides for all.
Bankfoot Buses is the operator who is causing the stir in Stagecoach's first city. The company was forced to cancel its bus services last week following the Scottish Traffic Commissioner (TC) Joan Aitken ruling that they had been deliberately causing ill-will towards Stagecoach through using similar driver uniforms and vehicle branding to the latter as well as using a forged O Licence disc and had interfered with city centre bus stop arrangements.
Bankfoot Buses - a local operator, running buses between Dunkeld-Bankfoot-Waterloo-Perth - had its licence revoked for 3.5 years as a result of the above findings by the TC. They intend to appeal against Ms Aitken's decision as they claim to have been unaware an inquiry was ongoing and thus unable to represent themselves.
Their immediate plan is to operate Service 22, linking the above places to central Perth, for free. One of Bankfoot Buses' initiatives on Thursdays during December was to offer its passengers free mulled wine, something which they claim the TC suggested was a contributing factor towards what she saw as ill-will towards Stagecoach.
Stuart Newing-Davis, a Bankfoot Buses director, said "Other operators seem to want to snuff us out quite quickly and unfortunately we're not going to oblige." Mr Newing-Davis said that any donations made by passengers using its free service in the future will go towards the restoration of a church in the nearby village of Stanley.
Surely Stagecoach have nothing to worry about? They're not a fledgling municipal in need to sell, having just accepted an offer from another, smaller operator for their purchase!!
In all likelihood, Bankfoot Buses will almost certainly disappear in the next few months - though probably though a lack of finance rather than further action being taken by the TC. As Stagecoach know themselves, running free buses requires no registration with the Vehicle & Operators' Standards Agency, but the outlay is equally as costly as if you were running a registered bus service. This is what will ultimately see off Bankfoot Buses. (CW)
What happened in Darlington during 1994 can be seen (pdf) by clicking here.
Bankfoot Buses' website can be seen by clicking here (and you can read their 'interesting' reaction to TC Joan Aitken's decision to remove their licence).
Bankfoot Buses is the operator who is causing the stir in Stagecoach's first city. The company was forced to cancel its bus services last week following the Scottish Traffic Commissioner (TC) Joan Aitken ruling that they had been deliberately causing ill-will towards Stagecoach through using similar driver uniforms and vehicle branding to the latter as well as using a forged O Licence disc and had interfered with city centre bus stop arrangements.Bankfoot Buses - a local operator, running buses between Dunkeld-Bankfoot-Waterloo-Perth - had its licence revoked for 3.5 years as a result of the above findings by the TC. They intend to appeal against Ms Aitken's decision as they claim to have been unaware an inquiry was ongoing and thus unable to represent themselves.
Their immediate plan is to operate Service 22, linking the above places to central Perth, for free. One of Bankfoot Buses' initiatives on Thursdays during December was to offer its passengers free mulled wine, something which they claim the TC suggested was a contributing factor towards what she saw as ill-will towards Stagecoach.
Stuart Newing-Davis, a Bankfoot Buses director, said "Other operators seem to want to snuff us out quite quickly and unfortunately we're not going to oblige." Mr Newing-Davis said that any donations made by passengers using its free service in the future will go towards the restoration of a church in the nearby village of Stanley.Surely Stagecoach have nothing to worry about? They're not a fledgling municipal in need to sell, having just accepted an offer from another, smaller operator for their purchase!!
In all likelihood, Bankfoot Buses will almost certainly disappear in the next few months - though probably though a lack of finance rather than further action being taken by the TC. As Stagecoach know themselves, running free buses requires no registration with the Vehicle & Operators' Standards Agency, but the outlay is equally as costly as if you were running a registered bus service. This is what will ultimately see off Bankfoot Buses. (CW)
What happened in Darlington during 1994 can be seen (pdf) by clicking here.
Bankfoot Buses' website can be seen by clicking here (and you can read their 'interesting' reaction to TC Joan Aitken's decision to remove their licence).
14 April 2009
Class 90 traction for Virgin
The evening of 29 March saw a shunting accident at Alstom's Wembley depot in north London in which two of Virgin Trains' Class 390 Pendolino trains were damaged.
390006 was shunting into a wheel lathe when it derailed over a set of points and hit sister train, 390008. There were no injuries but both trains sustained damage. 390008 re-entered service last week, while 390006 had its axles inspected and while the damage sustained was less severe than first thought, the train is expected to be out of action for a couple of months.
The points over which 390006 was reversing are thought to have moved, causing the collision. It is this aspect which Network Rail is looking into, leading an investigation to which both Virgin Trains and Alstom (who built and maintain the Pendolinos) are assisting with.
Following a collision at Alstom's Wembley depot between two of these 9-car Pendolino trains, Virgin has been forced to hire-in a Class 90 and Mk3 rake of carriages.
In the mean time, this has seen Virgin Trains fall short of Pendolinos for their daily peak vehicle requirement of 48 out of 52. They have chosen to re-introduce a Class 90 and Mk3 rake of carriages to plug the gap left with a Pendolino out of service.
Stephen Knight, Virgin Trains' Communications Manager, told LEYTR that the Class 90 will be allocated to a specific Virgin Trains diagram as follows:
0743 Euston-Birmingham New Street
0930 Birmingham New Street-Euston
1143 Euston-Birmingham New Street
1330 Birmingham New Street-Euston
1543 Euston-Birmingham New Street
1730 Birmingham New Street-Euston
Each seat on board the Mk3 set will have a letter explaining why this type older carriage is being used and goes into some detail to explain the incident at Wembley at the end of last month. In addition to the above, altered diagram, the 0630 Rugby-Euston and 1846 Euston-Preston services will be operated by Class 221 Super Voyager.
Seen here is a Class 221 Voyager that Virgin replaced its Class 90s with on its CrossCountry franchise, which is now operated by Arriva. A Voyager is to operate a return trip for Virgin on their West Coast franchise while Pendolino 390006 is out of action.
Virgin Trains used Class 90s before the introduction of Voyagers and Super Voyagers on its erstwhile Virgin CrossCountry franchise and Pendolinos on the West Coast Main Line (WCML) . Class 90s have never really left the WCML, with EWS and now DB Schenker using them to haul freight. A total of fifty Class 90s were built between 1987-1990 at British Rail's Crewe Works. The electric locos can attain a top speed of 110mph - somewhat slower than that which Pendolinos can reach.
Class 90s were regularly used on the CrossCountry and West Coast franchises by Virgin until 2004. Seen here is a sight once very familiar.
The last Class 90 Virgin Trains operated in normal service was 900015 on 27 August 2004 on a return trip between Euston-Glasgow Central. Most of Virgin's Class 90s moved to National Express' 'one' franchise, now National Express East Anglia. Occasionally Virgin Trains has used Class 90s to haul additional services, and on these occasions has hired Class 90s in from EWS/DB Schenker. (GL)
390006 was shunting into a wheel lathe when it derailed over a set of points and hit sister train, 390008. There were no injuries but both trains sustained damage. 390008 re-entered service last week, while 390006 had its axles inspected and while the damage sustained was less severe than first thought, the train is expected to be out of action for a couple of months.
The points over which 390006 was reversing are thought to have moved, causing the collision. It is this aspect which Network Rail is looking into, leading an investigation to which both Virgin Trains and Alstom (who built and maintain the Pendolinos) are assisting with.
Following a collision at Alstom's Wembley depot between two of these 9-car Pendolino trains, Virgin has been forced to hire-in a Class 90 and Mk3 rake of carriages.In the mean time, this has seen Virgin Trains fall short of Pendolinos for their daily peak vehicle requirement of 48 out of 52. They have chosen to re-introduce a Class 90 and Mk3 rake of carriages to plug the gap left with a Pendolino out of service.
Stephen Knight, Virgin Trains' Communications Manager, told LEYTR that the Class 90 will be allocated to a specific Virgin Trains diagram as follows:
0743 Euston-Birmingham New Street
0930 Birmingham New Street-Euston
1143 Euston-Birmingham New Street
1330 Birmingham New Street-Euston
1543 Euston-Birmingham New Street
1730 Birmingham New Street-Euston
Each seat on board the Mk3 set will have a letter explaining why this type older carriage is being used and goes into some detail to explain the incident at Wembley at the end of last month. In addition to the above, altered diagram, the 0630 Rugby-Euston and 1846 Euston-Preston services will be operated by Class 221 Super Voyager.
Seen here is a Class 221 Voyager that Virgin replaced its Class 90s with on its CrossCountry franchise, which is now operated by Arriva. A Voyager is to operate a return trip for Virgin on their West Coast franchise while Pendolino 390006 is out of action.Virgin Trains used Class 90s before the introduction of Voyagers and Super Voyagers on its erstwhile Virgin CrossCountry franchise and Pendolinos on the West Coast Main Line (WCML) . Class 90s have never really left the WCML, with EWS and now DB Schenker using them to haul freight. A total of fifty Class 90s were built between 1987-1990 at British Rail's Crewe Works. The electric locos can attain a top speed of 110mph - somewhat slower than that which Pendolinos can reach.
Class 90s were regularly used on the CrossCountry and West Coast franchises by Virgin until 2004. Seen here is a sight once very familiar.The last Class 90 Virgin Trains operated in normal service was 900015 on 27 August 2004 on a return trip between Euston-Glasgow Central. Most of Virgin's Class 90s moved to National Express' 'one' franchise, now National Express East Anglia. Occasionally Virgin Trains has used Class 90s to haul additional services, and on these occasions has hired Class 90s in from EWS/DB Schenker. (GL)
13 April 2009
A Commercial Manager writes...
Dear Editors,
I'd like to say how fascinating I find your blog. From top tips warning Hatfield train travellers from certain platforms at their station and humorous signs on train windows offering heavily drugged sloths as a transport alternative, to the more serious such as today's excellent Crossrail revue and details of the recent troubles in Sheffield, A Transport of Delight is a very entertaining read.
I am the Commercial Manager for [removed by request] and we, like Stagecoach, utilise Best Impressions for our external advertising. I took particular notice when I read your entry suggesting there was a proof-read oversight in East Anglia and certainly concur with 'CW's comments about the missing hyphen and apostrophes, though feel I ought to offer some form of reasoning on behalf of those of us out there who employ third-party ad' agencies.
Yes, we proof-read and yes, what is placed on our vehicles is ultimately down to us - errors and all. We have, in recent years and in my opinion, become perhaps a little too reliant on these agencies dreaming up new initiatives and slogans for us, though if we didn't want it then we simply wouldn't pay for it. However, in the specific case of the rear advert Stagecoach applied to its Peterborough fleet, its defence is almost certainly that no one in their Commercial Department thinks it's wrong or that they did spot the faux pas yet the 'feel' to the advert dictated the way it was produced, i.e. omitting certain grammatical punctuation to fill certain criteria. Many of these ad' agencies have latched onto the massive impact the Internet is having and how people tend to write far more notes than letters - notes tending to see relaxed S.P.A.G. and this style has simply been transferred to this style of advertising.
Hence 'Tube' in Oxford tube is in lower-case lettering and even 'trent barton' as a company name! Yes it's literally wrong - unforgivably so in the eyes of many academics and anyone with at least an A Level, but it reflects the overwhelming writing style of many people bus companies want to attract. It also subliminally makes things look simple, easy and a lot less cluttered.
Removing hyphens and apostrophes is merely reflecting the way in which online correspondence is changing - arguably for the worse - and that fewer and fewer people know how to use grammar correctly. My company use Best Impressions and we've seen unprecedented levels of growth, much of which is directly attributable to the advertising and branding they provide for us.
The adoption of small-case lettering in company and service names is grammatically wrong.
In summary I feel there are two defined writing styles: that which should be accurate and for dedicated readerships, such as magazines, books, newspapers (even blogs) and that which should be less so - for slogans and strap-lines, for the use on buses, for example.
One of the biggest problems we large operators face, that I can see looming on the horizon, is that the true beneficiary of our re-branding exercises are the ad' agencies. While visiting relatives in Abingdon last month, my 7 year old daughter thought my company had started running buses there as City of Oxford's Abingdon Express buses were almost identical in the style to that used by my company and we couldn't be further detached from their business if we tried.
A 7-year old spotted that this livery is very similar to another operator's livery elsewhere in the UK. Certainly, when a fleet is 'Best Impressionised' it is immediately noticeable as such.
That woman, pictured peering above the rear engine flap on the rear of the Stagecoach Dart in Peterborough, can be seen on at least three different bus operators' vehicles around the UK, for example and while Stagecoach's corporate livery is very unique, others around the country - who have used the same ad' agency - are far less so than at any time post-deregulation in my opinion. If a 7 year old girl can tell the similarities, I shudder to think how many others can.
This has been a fascinating subject. We've received 8 communications regarding the rear-end post in Peterborough. Everyone agrees that CW's observations about the grammatical shortfall, that both Best Impressions and Stagecoach let slip through their nets, is accurate. One pointed out that there was an unnecessary hyphen in rear-end, which we believe to be true, others were a little confused as to why 7 days' should have an apostrophe at all! Having chatted with CW plus a few others who've cared to listen, we believe that adding an apostrophe, hyphen and capital letters where necessary, can be done without detracting from the 'feel' of the advert or image that is trying to be portrayed. (PW/GL)
I'd like to say how fascinating I find your blog. From top tips warning Hatfield train travellers from certain platforms at their station and humorous signs on train windows offering heavily drugged sloths as a transport alternative, to the more serious such as today's excellent Crossrail revue and details of the recent troubles in Sheffield, A Transport of Delight is a very entertaining read.
I am the Commercial Manager for [removed by request] and we, like Stagecoach, utilise Best Impressions for our external advertising. I took particular notice when I read your entry suggesting there was a proof-read oversight in East Anglia and certainly concur with 'CW's comments about the missing hyphen and apostrophes, though feel I ought to offer some form of reasoning on behalf of those of us out there who employ third-party ad' agencies.
Yes, we proof-read and yes, what is placed on our vehicles is ultimately down to us - errors and all. We have, in recent years and in my opinion, become perhaps a little too reliant on these agencies dreaming up new initiatives and slogans for us, though if we didn't want it then we simply wouldn't pay for it. However, in the specific case of the rear advert Stagecoach applied to its Peterborough fleet, its defence is almost certainly that no one in their Commercial Department thinks it's wrong or that they did spot the faux pas yet the 'feel' to the advert dictated the way it was produced, i.e. omitting certain grammatical punctuation to fill certain criteria. Many of these ad' agencies have latched onto the massive impact the Internet is having and how people tend to write far more notes than letters - notes tending to see relaxed S.P.A.G. and this style has simply been transferred to this style of advertising.
Hence 'Tube' in Oxford tube is in lower-case lettering and even 'trent barton' as a company name! Yes it's literally wrong - unforgivably so in the eyes of many academics and anyone with at least an A Level, but it reflects the overwhelming writing style of many people bus companies want to attract. It also subliminally makes things look simple, easy and a lot less cluttered.
Removing hyphens and apostrophes is merely reflecting the way in which online correspondence is changing - arguably for the worse - and that fewer and fewer people know how to use grammar correctly. My company use Best Impressions and we've seen unprecedented levels of growth, much of which is directly attributable to the advertising and branding they provide for us.
The adoption of small-case lettering in company and service names is grammatically wrong.
In summary I feel there are two defined writing styles: that which should be accurate and for dedicated readerships, such as magazines, books, newspapers (even blogs) and that which should be less so - for slogans and strap-lines, for the use on buses, for example.
One of the biggest problems we large operators face, that I can see looming on the horizon, is that the true beneficiary of our re-branding exercises are the ad' agencies. While visiting relatives in Abingdon last month, my 7 year old daughter thought my company had started running buses there as City of Oxford's Abingdon Express buses were almost identical in the style to that used by my company and we couldn't be further detached from their business if we tried.
A 7-year old spotted that this livery is very similar to another operator's livery elsewhere in the UK. Certainly, when a fleet is 'Best Impressionised' it is immediately noticeable as such.That woman, pictured peering above the rear engine flap on the rear of the Stagecoach Dart in Peterborough, can be seen on at least three different bus operators' vehicles around the UK, for example and while Stagecoach's corporate livery is very unique, others around the country - who have used the same ad' agency - are far less so than at any time post-deregulation in my opinion. If a 7 year old girl can tell the similarities, I shudder to think how many others can.
This has been a fascinating subject. We've received 8 communications regarding the rear-end post in Peterborough. Everyone agrees that CW's observations about the grammatical shortfall, that both Best Impressions and Stagecoach let slip through their nets, is accurate. One pointed out that there was an unnecessary hyphen in rear-end, which we believe to be true, others were a little confused as to why 7 days' should have an apostrophe at all! Having chatted with CW plus a few others who've cared to listen, we believe that adding an apostrophe, hyphen and capital letters where necessary, can be done without detracting from the 'feel' of the advert or image that is trying to be portrayed. (PW/GL)
11 April 2009
Crossrail: The story so far...
While passing Tottenham Court Road Tube station in central London last week, I asked the friend I was with - who's been connected with the rail industry for many years - if the absolute magnitude of how I see the Crossrail project is a true reflexion on the actual task-in-hand? His response?Yes.
He then elaborated, confirming much of what I'd considered to be the incredible task ahead (the first exploratory works commencing beneath our feet at the time). While his words were pretty pessimistic in terms of timescale and likelihood of coming in on time and budget, they stopped short of Go-Ahead Group chief executive Keith Ludeman's remarks recently: "Let's be honest about Crossrail. Can we actually say that this thing is fundable and will happen? I think certainly in my working lifetime, absolutely no chance."
So, what exactly is Crossrail and where are we so far? Plenty who read this blog are only interested in buses and will have no doubt heard of this "London thing" that's the next big event to open after the 2012 Olympic Games, but know little else.
Originally called Cross London Rail Links Ltd, Crossrail Ltd is a new cross-London railway line that will link Maidenhead in the west with Shenfield in the east, with spurs to/from Heathrow and Abbey Wood. From just west of Paddington Station, the line will descend below the streets of London, not emerging until Stratford (Shenfield branch) or just before its Abbey Wood terminal on the branch of the same name, although on this stretch both Custom House and Woolwich stations will be above ground. A total of 38 stations will be served, 8 of which will involve creating new, underground interchanges between existing Tube lines and mainline over-ground rail termini.
Crossrail map - click to enlargeServing Heathrow, the West End, Canary Wharf and the City, Crossrail is expected to open in 2017 and to carry 200 million people annually. The main construction work commences next year.
It was on 5 October 2007 that Crossrail effectively got given the green light, with PM Gordon Brown announcing a funding package of £15.9 billion for the scheme. This started the process of having the Crossrail Bill read in both chambers within the Houses of Parliament and was finally given Royal Ascent on 22 July 2008. The final significant milestone to date was on 4 December 2008, when London Mayor Boris Johnson and Secretary of State for Transport Geoff Hoon signed the scheme's key agreements that were underwritten by the Department for Transport and Transport for London (TfL). This saw the Crossrail Limited scheme become a wholly owned subsidiary of TfL the following day.
Crossrail was justified for many reasons. The route passes through a significant number of regeneration sites. Stratford, the Thames Gateway and Heyes are seen as depressed areas and contributed to the 3:1 benefit:cost ratio Crossrail is calculated to give, generating an estimated £36 billion in Gross Domestic Product benefits over 60 years. Building the system will employ around 14,000 full-time employees around its construction peak in 2014 and will make substantial use of local people. Once operational in 2017, Crossrail will employ around 1,000 people. Perhaps the main reason for building Crossrail is that it will bring an impressive 1.5 million people within a 1 hour commute into central London and that this will significantly contribute to the 200 million annual journeys made using Crossrail.
It will be possible to, for example, board a Crossrail train service from Tottenham Court Road and travel direct to Heathrow Airport, or board at Slough and alight at Whitechapel.
An artist's impression of a Crossrail train emerging from the central London (subterranean) section.The Crossrail route will cover 73 miles, 60 miles of which is existing railway and 13 miles being new, mostly underground lines, at a typical depth of 85 feet.
As for tunnel boring, the west of London will be the easiest, passing through London clay. The further east boring takes place, the more chalk, gravel and sand is found. There's also a fault line right next to Farringdon station that is likely to cause problems. I've always considered the boring process to be relatively easy compared to the mammoth task of linking these newly-bored tunnels with existing Tube stations and escalators and lifts to the surface for interchange with mainline rail stations. It seems to have taken contractors an eternity to complete the King's Cross St. Pancras Tube station, so imagine how long it could take to connect 8 simultaneously!
To date, the first new underground station has started to be built at the Isle of Dogs, with work starting on 31 March and its completion needed before tunnel borers can start to excavate the line towards Abbey Wood, starting in 2011 and being completed in time for a short break for the Olympic Games.
Crossrail linear map showing connections with other rail and Tube services - click to enlarge.As to who will operate Crossrail train services, franchises for services in the vacinity and operating along affected lines will be renewed in 2014 (National Express East Anglia) and 2016 (First Great Western). These may be extended pending operational performance nearer their end dates, but any subsequent contract renewal beyond the projected Crossrail start date of 2017 will see London's Mayor and TfL make the decision and will tender for this nearer the time.
Whoever is awarded the Crossrail franchise will have to initially operate 24 trains per hour through the central area (subterranean London), which will bifurcate eastbound to Shenfield/Abbey Wood, both branches receiving 12 trains per hour. Westbound, 14 trains per hour will terminate at Paddington, 2 per hour extending to and terminating at West Drayton, 4 per hour to Heathrow and 4 per hour through to Maidenhead. Not every train will call at all stations above ground.
Network Rail will manage the track and signalling throughout. Stations that directly interchange with Tube stations will be managed by London Underground with other stations being operated by whoever wins the Crossrail franchise. (GL)
10 April 2009
Interesting merger in Edinburgh
Although it's not yet built, Edinburgh councillors have chosen to merge its flagship bus company - the largest council-owned bus fleet in the land - with its arms-length tram promoter, Tram Initiatives Edinburgh (TIE).
What's particularly strange about the decision to merge Lothian Buses with tram operations in the city is that the latter network is to be operated by French group Transdev. With work on the tram network coming to a halt mid-way through digging up the famous Princes Street in the city centre, Edinburgh City Council has indicated that it could sell some of its shares in the Lothian bus business to increase the £500 million it has already pledged to the scheme.With the merger now very likely between Lothian and Transdev through the TIE, it could well be that Transdev gets its foot in the municipal bus-operating door in Scotland's first city, as it has done in Nottingham, being a minority share-holder in Nottingham City Transport.
There are challenges to overcome first, such as a plethora of legal hurdles to pass, including ministerial consent to pass Lothian Buses' shares to TIE.In Nottingham, the city council (NCC) there indicated last week that when its Nottingham Express Transit Phase 2 is complete and operational, it wants a single operator to take over the running of everything. As Transdev currently operates NET Phase 1, it would be well-placed to operate everything else, as per NCC's requirements. Having a 35% stake in the council's bus company wont do the firm any harm, either! (GWB)
09 April 2009
Guess who?
Below are some quotes; see if you can guess who said them.
"Just because I don't believe in re-regulating them [buses] doesn't mean that I underestimate their huge importance to our transport system."
"I can say formally today that I've learned to love bus lanes. It wasn't always an easy process. But I'm now fully convinced of their importance in delivering the improvements to service reliability that we need."
"I am not modally neutral... This is a mantra that would bite the dust under a new [government]."
"Whilst I resist measures designed just to bully people out of their cars I see it as a crucially important part of the job of Secretary of State to promote lower carbon transport options; to find ways to make it easier for people to make travel choices that generate less pollution; in short, to make it easier for people to be green."
I suppose, had it been 1 April I might have suggested that Jeremy Clarkson had finally seen-the-light and abandoned his hate-filled campaign against any mode of transport other than the motor car, but these are genuine quotes by a member of a political party.
The LibDems? The Greens? Monster Raving Looney, even?
Nope. These quotes were made by none other than the Shadow Secretary of State for Transport, Theresa Villers of the Conservative Party. They formed part of her speech last month, organised by the pressure group Campaign for Better Transport, the Tories headlined with the hitherto unimaginable "Pressure to be put on local authorities to introduce more bus lanes and bus priority measures".
Perhaps if Sheffield City Council were 'change hands' to Conservative-control, the voluntary Quality Bus Partnership there which fell to bits recently, would be resurrected? Are the chances of pigs flying greater at the prospect of a Tory council being elected in Sheffield or that the hot air many feel the Conservatives are pedalling on public transport will ever come to fruition?
Ms Villiers implied that the current government is "modally neutral". Really? Is this the same current government who has built *fifteen times* more road than new railway and as a recent editorial in trade magazine Transit put it: "[The current Labour Government has] skewed the funding formula so that anything other than road expansion is unlikely to get the green light".
As Robert Jack eloquently states: "NATA, the DfT's cost benefit analysis for appraising transport schemes still penalises schemes that lead to a reduction in fuel duty revenues - i.e. ones that get people out of cars and onto more environmentally-friendly forms of transport, like buses, trains [and trams!]. This perverse rule must be scrapped".
Indeed it must. Who'd have thought that it'd be a Tory administration that could possibly do it though!! (GL)
"Just because I don't believe in re-regulating them [buses] doesn't mean that I underestimate their huge importance to our transport system."
"I can say formally today that I've learned to love bus lanes. It wasn't always an easy process. But I'm now fully convinced of their importance in delivering the improvements to service reliability that we need."
"I am not modally neutral... This is a mantra that would bite the dust under a new [government]."
"Whilst I resist measures designed just to bully people out of their cars I see it as a crucially important part of the job of Secretary of State to promote lower carbon transport options; to find ways to make it easier for people to make travel choices that generate less pollution; in short, to make it easier for people to be green."
I suppose, had it been 1 April I might have suggested that Jeremy Clarkson had finally seen-the-light and abandoned his hate-filled campaign against any mode of transport other than the motor car, but these are genuine quotes by a member of a political party.
The LibDems? The Greens? Monster Raving Looney, even?
Nope. These quotes were made by none other than the Shadow Secretary of State for Transport, Theresa Villers of the Conservative Party. They formed part of her speech last month, organised by the pressure group Campaign for Better Transport, the Tories headlined with the hitherto unimaginable "Pressure to be put on local authorities to introduce more bus lanes and bus priority measures".
Perhaps if Sheffield City Council were 'change hands' to Conservative-control, the voluntary Quality Bus Partnership there which fell to bits recently, would be resurrected? Are the chances of pigs flying greater at the prospect of a Tory council being elected in Sheffield or that the hot air many feel the Conservatives are pedalling on public transport will ever come to fruition?
Ms Villiers implied that the current government is "modally neutral". Really? Is this the same current government who has built *fifteen times* more road than new railway and as a recent editorial in trade magazine Transit put it: "[The current Labour Government has] skewed the funding formula so that anything other than road expansion is unlikely to get the green light".
As Robert Jack eloquently states: "NATA, the DfT's cost benefit analysis for appraising transport schemes still penalises schemes that lead to a reduction in fuel duty revenues - i.e. ones that get people out of cars and onto more environmentally-friendly forms of transport, like buses, trains [and trams!]. This perverse rule must be scrapped".
Indeed it must. Who'd have thought that it'd be a Tory administration that could possibly do it though!! (GL)
08 April 2009
Qulaity Bus Partnership breaks down
First South Yorkshire gave notice a fortnight ago that it intends to pull out of Sheffield's groundbreaking Qulaity Bus Partnership, in conjunction with South Yorkshire PTE/ITA, after talks between the two parties broke down.
SYITA claim that First wanted to reduce the number of services in one of more of the QBP areas, and would have been forced to pay compensation to them, under the terms of the QBP. First refused to do this and so have pulled out of the Partnership altogether.
Covering the Wicker, Hillsborough and Glossop Roads in the city, Sheffield's largest bus operator had signed the agreement with the then named SYPTE back in May 2007. First then pledge to invest £10 million in new vehicles, increased cctv use on existing vehicles and improved driver training. They also pledged to inform SYPTE of any alterations it planned to make to the network in the areas covered by the QBP. In return, SYPTE invested £4.4 million in 2006/7 and £2.5 million in 2007/8.
First claim that it is withdrawing from the QBP following SYITA's non-delivery on some of its pledges, through Sheffield City Council; specifically that SCC said they would not reduce bus priority measures at key locations along Hillsborough Road and the Wicker areas of the city and yet they have decided to do so. They also claim that SCC is still not properly enforcing many of the existing bus priority measures - specifically those along Glossop Road, which should be camera-fitted but are not.
They claim they first raised these criticisms with SYITA and SCC as early as last September and that nothing has been done.
The city council's ruling LibDem group said that it will refuse to accept the termination of the agreement, citing First's decision to pull out as a means to having not to pay compensation for service alterations it planned to make. Quite what SCC hope to achieve by simply denying First's departure from the QBP is anyone's guess. Could this simply be ineffective action by a local authority, effectively sticking its head in the sand as it knows it is impotent to act as it would like to?
First South Yorkshire were one of the first large operators to show an interest to be involved in a similar QBP being drawn-up in Doncaster. We suspect quite strongly that it will simply not happen here unless both sides agree much stronger terms. (GL)
SYITA claim that First wanted to reduce the number of services in one of more of the QBP areas, and would have been forced to pay compensation to them, under the terms of the QBP. First refused to do this and so have pulled out of the Partnership altogether.
Covering the Wicker, Hillsborough and Glossop Roads in the city, Sheffield's largest bus operator had signed the agreement with the then named SYPTE back in May 2007. First then pledge to invest £10 million in new vehicles, increased cctv use on existing vehicles and improved driver training. They also pledged to inform SYPTE of any alterations it planned to make to the network in the areas covered by the QBP. In return, SYPTE invested £4.4 million in 2006/7 and £2.5 million in 2007/8.
First claim that it is withdrawing from the QBP following SYITA's non-delivery on some of its pledges, through Sheffield City Council; specifically that SCC said they would not reduce bus priority measures at key locations along Hillsborough Road and the Wicker areas of the city and yet they have decided to do so. They also claim that SCC is still not properly enforcing many of the existing bus priority measures - specifically those along Glossop Road, which should be camera-fitted but are not.
They claim they first raised these criticisms with SYITA and SCC as early as last September and that nothing has been done.
The city council's ruling LibDem group said that it will refuse to accept the termination of the agreement, citing First's decision to pull out as a means to having not to pay compensation for service alterations it planned to make. Quite what SCC hope to achieve by simply denying First's departure from the QBP is anyone's guess. Could this simply be ineffective action by a local authority, effectively sticking its head in the sand as it knows it is impotent to act as it would like to?
First South Yorkshire were one of the first large operators to show an interest to be involved in a similar QBP being drawn-up in Doncaster. We suspect quite strongly that it will simply not happen here unless both sides agree much stronger terms. (GL)
07 April 2009
March Review
We blogged 23 times in March and have detailed the subjects covered in a post-by-post summary below:
1st: It was the start of the month that Stagecoach in Lincolnshire and EYMS chose to unveil their new FastCat livery and branding that replaced Service 350 between Scunthorpe-Barton-Hull, with an improved frequency.
2nd: Following one of the Editor's trips to northern Scotland, an account is written that shows a tendency for a free-for-all in livery and vehicle allocations in the Far North between Stagecoach and Citylink; we mused on whether Stagecoach's stake in the latter was facilitating this practice.
4th: We report on a cracking deal for the best bus/coach industry trade magazine, CBW, costing just £1 per issue!
5th: Wrexham, Shropshire & Marylebone Railway are the first open-access rail operator to admit that the recession is having a negative effect on its business and that it has decided to withdraw some journeys from its timetable.
6th: Lothian Buses announced success from selling some if its fleet on Ebay; we look at other novel ways operators have chosen to 'sell' their business, though not in quite such a literal manner.
9th: We review the West Highland Line between Fort William and Mallaig on a bright yet wet late-February day.
10th: In the throws of the worst recession in living memory, the Office of Fair Trading cause a stir in the bus industry by signalling their intention to undertake a full inquiry into the industry.
11th: At last, Transport for London release information detailing the true cost of replacing the Capital's bendy bus fleet with low-floor deckers.
12th: We report on a David vs Goliath story with a not-so-happy ending.
13th: One of our members took a trip to Sheffield by National Express and reported a rather unusual, as well as humorous, announcement made by one of his drivers. We also use the entry to link to our five-star YouTube clip of a Veolia Birmingham driver's coach announcement
14th: Stagecoach announce their new Megabusplus venture: a truly integrated transport initiative.
15th: Last year we brought you the Graffiti Train, today we brought you the Poo Train.
16th: It's one of the largest bus rallies in England, and it's also the first 'biggy' of the year; we drop a reminder of the impending Cobham Rally.
17th: The TSSA Union go to the press about National Express East Coast's intention to ban train spotters from all its stations once automatic ticket barriers are in place. NXEC immediately jump to the defensive, calling the Union liars. Who do you believe?
19th: First's UK Bus operation has chosen to give all its workforce mandatory customer service training; their decision to do so was based on one of their director's visits to a Sainsbury's store where he made an interesting observation. Others within the industry are quoted with their views on whether bus services should sign-up to a minimum standard of customer service.
We also quash a supposed age-old fact about the Forth Rail Bridge.
23rd: We link to the Office of Rail Regulation's annual Station Usage Figures, detailing which are the busiest stations in rank order. This always proves a very interesting subject.
24th: National Express choose to remove its coach timetable guide from not only the public arena, but also prevent its drivers and ticket agents from getting their hands on a copy.
25th: Stagecoach East Midlands send us official photos of their FastCat launch in Scunthorpe town centre.
26th: Having been made aware of some grammatical errors on a specific rear-end advert on Stagecoach buses in Peterborough, one of our members tracks the offending vehicles down and tells us all about it.
27th: One of the largest UK airports chooses to follow the lead of smaller ones and offer a fee to jump the security queues there.
28th: The DfT closes loop-holes that were contained within the Concessionary Free Travel Scheme in England. We report on one of the biggest casualties: National Express no longer has to accept concessionary passes for free travel on some of its services.
For February's summary click here. January's summary can be found here.
1st: It was the start of the month that Stagecoach in Lincolnshire and EYMS chose to unveil their new FastCat livery and branding that replaced Service 350 between Scunthorpe-Barton-Hull, with an improved frequency.
2nd: Following one of the Editor's trips to northern Scotland, an account is written that shows a tendency for a free-for-all in livery and vehicle allocations in the Far North between Stagecoach and Citylink; we mused on whether Stagecoach's stake in the latter was facilitating this practice.
4th: We report on a cracking deal for the best bus/coach industry trade magazine, CBW, costing just £1 per issue!
5th: Wrexham, Shropshire & Marylebone Railway are the first open-access rail operator to admit that the recession is having a negative effect on its business and that it has decided to withdraw some journeys from its timetable.
6th: Lothian Buses announced success from selling some if its fleet on Ebay; we look at other novel ways operators have chosen to 'sell' their business, though not in quite such a literal manner.
9th: We review the West Highland Line between Fort William and Mallaig on a bright yet wet late-February day.
10th: In the throws of the worst recession in living memory, the Office of Fair Trading cause a stir in the bus industry by signalling their intention to undertake a full inquiry into the industry.
11th: At last, Transport for London release information detailing the true cost of replacing the Capital's bendy bus fleet with low-floor deckers.
12th: We report on a David vs Goliath story with a not-so-happy ending.
13th: One of our members took a trip to Sheffield by National Express and reported a rather unusual, as well as humorous, announcement made by one of his drivers. We also use the entry to link to our five-star YouTube clip of a Veolia Birmingham driver's coach announcement
14th: Stagecoach announce their new Megabusplus venture: a truly integrated transport initiative.
15th: Last year we brought you the Graffiti Train, today we brought you the Poo Train.
16th: It's one of the largest bus rallies in England, and it's also the first 'biggy' of the year; we drop a reminder of the impending Cobham Rally.
17th: The TSSA Union go to the press about National Express East Coast's intention to ban train spotters from all its stations once automatic ticket barriers are in place. NXEC immediately jump to the defensive, calling the Union liars. Who do you believe?
19th: First's UK Bus operation has chosen to give all its workforce mandatory customer service training; their decision to do so was based on one of their director's visits to a Sainsbury's store where he made an interesting observation. Others within the industry are quoted with their views on whether bus services should sign-up to a minimum standard of customer service.
We also quash a supposed age-old fact about the Forth Rail Bridge.
23rd: We link to the Office of Rail Regulation's annual Station Usage Figures, detailing which are the busiest stations in rank order. This always proves a very interesting subject.
24th: National Express choose to remove its coach timetable guide from not only the public arena, but also prevent its drivers and ticket agents from getting their hands on a copy.
25th: Stagecoach East Midlands send us official photos of their FastCat launch in Scunthorpe town centre.
26th: Having been made aware of some grammatical errors on a specific rear-end advert on Stagecoach buses in Peterborough, one of our members tracks the offending vehicles down and tells us all about it.
27th: One of the largest UK airports chooses to follow the lead of smaller ones and offer a fee to jump the security queues there.
28th: The DfT closes loop-holes that were contained within the Concessionary Free Travel Scheme in England. We report on one of the biggest casualties: National Express no longer has to accept concessionary passes for free travel on some of its services.
For February's summary click here. January's summary can be found here.
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