Showbus, Duxford 09

Once again the LEYTR visited Showbus at Duxford. We happened across someone who featured highly from last year's visit - Stagecoach driver Ronnie 'Number 1', who posed for photos after parking his open-top Bristol FLF into position. There appeared to have been a switch around as this vehicle was the 1966 entry to celebrate 60 years of Buses magazine; on paper, the vehicle's closed-top sister was shown.

Ronnie - still caring in 2009! Stagecoach in Peterborough's Bristol FLF Lodekka deputised as the 1966 entrant in the 60 Years Line-Up after its closed-top sister from Northampton failed to make it.

The weather was nothing short of perfect for the rally today; the best Showbus weather I've ever experienced. Blue skies throughout and decent warmth from the sun. Going back about 4 or 5 years, you could always be assured a deluge or two at Showbus. It's quite possibly the 'up' side of global warming: Indian summers.

Not being in possession of a spare battery for my new camera, attempting to photograph all the 500+ vehicles in attendance would prove an impossible task. So for the first year ever I concentrated solely on 'fotting' the vehicles entered by operators in the LEYTR area as well as a selection of those that took my fancy from elsewhere in the UK.

If I'm honest, Lincolnshire and East Yorkshire has been better represented in previous years, though a bumper crop of Hull vehicles was to be found as well as a late entry by Lawton's of Stickney. Sleafordian have obviously chose not to sell their Neoplan single-deck coach and instead paint it in a very attractive and executive-looking all-over black livery and a Leyland Olympian new to Lincoln City Transport (I made a contribution towards its restoration) even formed part of the 1949-2009 line-up.

Preserved immediately upon withdrawal from RoadCar's Grimsby depot a couple of years ago is this Leyland Olympian/East Lancs decker, new to Lincoln City Transport in 1982. Its owner sold a large quantity of ties to myself, with proceeds helping to restore KTL 45Y to her former glory. The only obvious item missing is the skinny dot matrix destination box, fitted from new.

Arriving in a bus and being directed to our parking space seemed to take an absolute eternity this year. The queue itself was no longer than usual, it was the long periods of standing still within the site that took up our time. With an extension to the Imperial War Museum taking place at the eastern end, the vehicles normally parked there had to be somehow accommodated in the main bulk of what is the exhibition area, which was proving a tight and congested fit.

Hull Bus Restorers have owned ex East Yorkshire Leyland National Mk2 LAG 188V for a number of years and have entered her in numerous rallies. This year, she formed part of the special Hull line-up, with three KCHT vehicles next to three vehicles new to EYMS.

By the time I alighted from my vehicle (m'colleague wasn't able to attend this year), it was near as dammit 11am. With a departure at 5pm, this left only six hours to do everything. For what I plan on doing, this is simply not enough time! As ever, I commenced with a preliminary sweep of the stalls and spotted a few ties to 'bag'. It frustrates me that some of the most attractive, modern tie designs are only available as clip-on examples. Operators such as Trent Barton and Ipswich Buses only seem to have this type available now. I really hope it's not a sign of things to come, with 'elf' and safety dictating the end of the self-tied Windsor Knot.

Incidentally, if anyone has a current Trent Barton +/or Nottingham City Transport tie that is the traditional tie-up style, please email the Editors direct and I'm sure we can do business!

(l-r) Leyland Panther GAT 180G, Dennis Trident 2 YN06 LMM, and Leyland Atlantean TKH 270H, all wearing Kingston upon Hull Corporation Transport livery. The line-up is especially poignant since the city celebrates its 110th year of continual public transport service.

In previous years, prominence is given (be it accidentally or not) to the Routemaster. They're grouped together and parked in a nice linear fashion facing the runway. This makes it easy for them to all be captured on film as they're facing the sun (decent shots then!) and you simply walk four paces from vehicle to vehicle to 'fott' each one. Notwithstanding those people who seem to want to inspect each vehicle's chassis number, you can bag about 70 vehicles in 15 minutes.

This year, however, prominence in this area was given to the special 60 year vehicle line-up and the RMs were downgraded to the main exhibition area where they were parked haphazardly on the grass, with many un-photographable due to the sun. My photo collection this year features significantly fewer RMs than ever before.

EYMS sent a vehicle along, as ever, on this occasion a Volvo B7TL/Wrightbus Eclipse Gemini wearing a commemorative livery.

At the end of the special BUSES magazine 60 year commemoration line-up was one of the newest Van Hool Astromega double-deck coaches branded for the Oxford Tube that Stagecoach has been drip-feeding onto its flagship service since August. At the helm was the irrepressible Malcolm Crowe, of the Oxford and Chilterns Bus Page. As I met Malcolm, he was busy showing the judges round his rather impressive vehicle - not long since collected from the Van Hool factory. Later in the day, the coach won the Best Post-1990 Stagecoach Bus Award.

If I'm honest, aviation doesn't interest me at all, so I seldom enter the War Museum, though having reacquainted myself with some friends, ended up following them to see Concorde. The last time I saw Concorde here was in 2004 when she posed for shots next to RM1 - shots I later lost in the Great Hard-Drive Crash of the same year. Concorde most certainly is a fascination piece of machinery, so small and precise, yet looking that little bit outdated at the same time.

My favourite shot of the day: a National Express West Midlands MCW Metrobus joins the queue for home.

Talking of vehicles that were the first of their kind, RT1 was in attendance and posed with the main sale stalls throughout much of the day, helping its proud owners raise money to help keep it here in the UK and not to be sent back to the dastardly old USA. Looking at this quite obvious iconic vehicle - who celebrates her 70th birthday this year, I mused on how much of RT1 was original 1939 stock! Not a lot.


LEYTR operators A&P Travel brought their two 'mainline' coaches to the event as ever, making it a social event for their families, friends and regular holiday-goers, and in keeping with tradition, made sure they didn't leave empty-handed, winning the Best 1990-99 Single-Deck Award for one of their DAF/Van Hools: V20 APT.


Perhaps some of the least-travelled vehicles to Showbus was the pair of bio buses Stagecoach operate from its relocated Huntongdon depot - about 10 miles up the M11 in the former Whippet premises at Fenstanton. These, along with the brand-spanking-new Volvo B12BT in Megabus livery for service out of Rugby depot, were parked perfectly for photographs throughout the day. A little better than a row of buses - in which three vehicles from the LEYTR area featured - were at the most northern extremity: Kimes and Delaine Buses' entrants. At no point were the fronts of any vehicles in this line facing the sun. There was absolutely nothing to stop the organisers rearranging the parking here to be 180 degrees in the opposite direction.

I had to touch up both the above photos since they weren't parked in the most helpful of locations!

Also in the same area - though facing the sun - was Fowler's entry: an ex Lochs & Glens tri-axle Volvo B12BT/Van Hool coach - of the same batch as that entered by Lawton's. Both looked very impressive indeed.


Centrebus' Grantham depot sent a vehicle again this year, looking resplendent in its brightly-coloured orange, white and dark-blue livery. Wearing a similar proportion of orange was the ex Grimsby-Cleethorpes Transport Leyland Tiger/Alexander P, now with Stanways of Kidsgrove - the second consecutive year E930 PBE has been entered. One of her first duties when new was to operate the short-lived 45X Immingham Flyer service in 1988.


Mick Rolley had brought Lincolnshire-liveried Bristol Lodekka OVL 473, a resident at the Lincolnshire Road Transport Museum - this vehicle is no stranger to Showbus!

All in all a most satisfactory day - until it turned time to leave. The queue was horrendous. I prefer to travel to Showbus using operators who choose a reasonable time to depart. Those who say any time between 1630-1700 end up queuing for around 45 minutes before reaching the M11, so last year, Stagecoach in Peterborough's sensible 1730 departure time served us well - we glided out and were trundling up the M11 at 40mph within five minutes.

Sleafordian had this Neoplan coach for sale for some time, but have chosen to retain it and apply a rather swish, executive look to it. The company have come on significantly in recent years - including a new-style fleetname, too.

No doubt preparations are well underway with planning 2010's event. Privately, we were told (some weeks ago), Showbus' organisers were a little concerned that the recession and the start-of-September hike in fuel prices would mean a significantly reduced number of entrants would turn up; this simply wasn't so - and with the glorious weather in so many people's minds, I'm hopeful of yet another bumper year of vehicles to come. (GL)

The first clear sign

It was in CBW editor Andy Sutcliffe's interview with Go-Ahead Group's chief execute Keith Ludeman, that the specific view of someone at the helm of a bus company was made known regarding drivers who persistently fail to meet improved driving economy standards.

Detailing how his technology works, Ludeman explained that the dashboard traffic light system his company is implementing would glow green for when the bus is being driven efficiently and red on the occasions it isn't.

"For those drivers who are consistently receiving [a] red [warning light] we'll have them in and discuss with them ways to improve their driving. If they continue to receive red [warning symbols] then we don't want them working for us".

So far as Go-Ahead is concerned, if its drivers do not try and drive more efficiently, they won't be drivers for the company much longer. (They're using a system very similar to GreenRoad Technology.)

This all sounds very ecologically sound and will no doubt have the green parties all clapping, but the company's contract of employment will need to be conformed to and no doubt the various trade unions that exist within all bus companies up and down the land will be looking at ways to ensure a strict procedure is adopted when dealing with drivers who persistently fail to drive as efficiently as their company would like.

They did well with the Stagecoach Fit Club initiative, effectively forcing the hand of the company's PR department to scrap its initial command to each managing director, which effectively permitted them to handle the situation as they so wished. Now, a company-wide, union-approved set of steps has been agreed and is slowly being implemented.

In many towns and cities up and down the country, the ability to drive much more efficiently is counteracted with the inability to run to the published timetables. This in itself can lead to financial penalties, as those operators who fail to run their services within VOSA's 'window of compliance' know all too well.

It's an issue to keep an eye on, that's for sure! (CW)

Deadlines looming

2017 isn't that far off - certainly not in the minds of local bus operators here in the UK, for it is at the start of this year that ALL double-deck buses need to conform to the minimum standards as laid out in the Disability Discrimination Act 1995 (DDA)

The following time scale has been conformed to thus far, though it is the 2017 date that is likely to be the biggest hurdle for operators to meet:

1. From 31 December 2000, all new, full-size single-deck buses in excess of 7.5 tonnes and new double-deck buses had to be accessible to disabled people, including those in an unfolded wheelchair. By the same date all new buses weighing up to 7.5 tonnes and new coaches had to offer improved access for ambulant and sensory impaired passengers

2. From 1 January 2005, all new buses weighing up to 7.5 tones and new coaches had to be wheelchair accessible.

3. From 1 January 2015, all buses weighing up to 7.5 tonnes must be fully accessible.

4. From 1 January 2016, all full-size single-deck buses over 7.5 tonnes must be accessible to disabled people.

5. From 1 January 2017, all double-deck buses must be accessible to disabled people.

6. From 1 January 2020, all coaches must be fully accessible to disabled people.

The above conformities only apply to Public Carrying Vehicles used on local or scheduled services, which can carry more than 22 passengers.

But what does the 2017 milestone actually mean? If you assumed it spells the end to the good old Volvo Olympian, for example, then you'd be wrong. 'Fully accessible' doesn't mean 'low-floor, one-step entry'. The full regulations make for interesting reading. They're pretty heavy going, but confirm what we've long been told that floors do not have to be a certain colour, nor do hand poles. A link to the regulations is at the end of this post.

The fitting of an electronic lift to the centre of a Volvo Olympian, for example, is effectively all that needs doing to make it conform to the DDA standard. Obviously, within the lower saloon a couple of additional hand poles will need fitting and a 'communication device' (bell) so the disabled passenger can alert the driver to a problem/his or her stop to alight, and that's about it.

It's a fallacy, for example, to think the wheelchair symbol depicted here has to be a white symbol on a blue background. So long as the symbol is shown (in the proportion as that above), it can be any colour you like.

If you've taken pride in your fleet and don't want to be forced to sell it on by 2017, the retrospective fitment of a mid-vehicle wheelchair lift may well be the cheaper option than buying new. You can be sure of a sudden rush on second-hand low-floor buses immediately prior to 2017 (or 2016 for single-deckers) and that this will inflate their cost.

Take hand poles: they simply do not have to be orange or silver. Read the regulations and you'll see colour is not mentioned at all. Spray them all black if you like.

There is also the prospect of the 2017 date being put back following the downturn in the economy. Operators both large and small are being forced to scale back their purchases of new vehicles, which in turn is leading to wholescale redundancies by the vehicle manufacturers. If the economy doesn't pick up soon and multi-nationals don't revert to placing large orders of new vehicles, there is a very real chance the industry may not physically be able to conform. (GL)

The Public Service Vehicles' Accessibility Regulations 2000

On a jolly

Today the LEYTR is making its annual pilgrimage to the EFE Showbus International event at the Imperial War Museum, Duxford - just off the M11.

As ever, this year's rally promises to be the UK's biggest and best bus and coach rally, with over 100 stalls and around 600 vehicles. We'd once again like to thank those LEYTR operators who extended an offer of a ride down to southern Cambridgeshire aboard the vehicle they're entering (you know who you are!). Our plan is to work our way through the operators alphabetically each year.

If you're reading this, you're probably stuck at home (or have Internet access and visiting Duxford - if so, why aren't you meandering the exhibits and snapping up a bargain or two?!) and may like to review our past write-ups from past Showbus experiences.

Showbus 2008

Showbus 2007

Working in tandem

We've not covered anything from Merseyside to date so thought we'd give a mention to a new, innovative scheme that will be in operation in a year's time and will see a total of 18 stations on the Merseyrail network offer secure cycle storage facilities.

It's a move that the bus industry is starting to cotton on with: increase provision for cyclists and expect to reap the financial rewards.

The Merseyside scheme is a joint venture between Merseyrail and Merseytravel that has seen its bid for £1 million to install these secure cycle facilities at key stations approved. Merseyrail is to become a national Cycling Demonstration Train Operator.

This electrical multiple unit Class 507 is as old as one of your editors - though looks in better shape, wearing a special European City of Culture livery for events in Birkenhead, taken last year.

The cash has come from the DfT through its Cycling England organisation, having additionally been supported by Sefton and Wirral borough councils, and will allow Merseyrail to provide secure cycle storage facilities on two lines of route for all stations between Southport and Blundellsands and Crosby stations on the Northern Line and for all but one station from Birkenhead Central to Hooton on the Wirral Line.

A cycle hire and cycle repair facility at Southport station, in partnership with Sefton Borough Council, will also be formed.

In keeping with other train operating companies, Merseyrail already affords each of its trains four free cycle spaces at any time of day. The 18 stations in line for this £1mil windfall will benefit from a range of new measures, including cycle storage, racking systems and/or secure lockers.

On Merseyrail's Northern Line, affected stations are Southport, Birkdale, Hillside, Ainsdale, Freshfields, Formby, Hightown, Hall Road, Blundellsands and Crosby; and on the Wirral Line: Birkenhead Central, Green Lane, Rock Ferry, Bebington, Port Sunlight, Spital, Bromborough, Eastham Rake and Hooton. (GL)

Top photo: Phil Trotter

A team in tandem (l-r) – Cllr Chris Blakeley, Chair of Merseytravel’s Rail Committee, Bart Schmeink, Cllr Mark Dowd and Merseytravel Chief Executive Neil Scales launch the new £1 million initiative.

FREE Showbus programme online

If you fancy saving £3 on the Showbus 2009 programme on Sunday, why not view it and print off for free right now?

In recent years the programme has formed part of the free online trade magazine Bus & Coach Buyer. To view (and to be emailed each week when the latest copy is ready to see) this publication you'll first need to register. Thereafter this quirky magazine is all yours - the Showbus programme is within the edition dated 24 September. (GWB)

Bus & Coach Buyer website

Tube map rethink

"Some say that he taught Lord Adonis everything he knows; and that if he was building Cambridgeshire's guided busway, it'd have been finished on schedule six months ago. All we know is, he's called The Stig!"

It's with some relief that I can confirm that Transport for London (TfL) have chosen to re-print all its Tube Maps following the latest produced at the start of last week, which saw simplification to a level that meant the historic design became less clear and more complicated.

Not since the map's production in 1933 has such a drastic change occurred to the schematic plan which details the world's oldest subterranean railway network. Removing the Thames is one thing, but then removing the fare zones is something altogether more detrimental. Let's be clear: the Thames means nothing when you're actually underground, its inclusion being ostensibly to make the map look more London-like. The fare zones have a significant role to play in the ease of use of the system.

Take the fare zones away from the map - incidentally it's TfL's most popular paper production - and you cause confusion, which could ultimately put people off using the system - and in a time when everyone's budgets are being squeezed, it's something TfL ought not to have spotted and ruled out.

I can assure readers that those working in this department have long made their feelings known about the micro-management of those higher up to food chain in subject matters that they simply know nothing about. The re-printing of the map would ordinarily cost a few thousand pounds, though it's being delayed until December when the Circle Line becomes, well, less circular, and a re-print would be needed in any case. It does mean, however, that die-hard Thames fans will need to hang on a little longer unfortunately. The delay in re-printing the map will also mean that this three-month farcical production won't be a collectors' item anytime soon - far too many about.

There have been suggestions that the removal of the Thames is in some way linked to the Tory mayor. I'm happy to dispel this theory: Boris actually stated via his Twitter portal that the Thames "will be reinstated".

You may also have spotted that TfL's official website still refuses to allow the public to download the version of the Tube Map that has caused such outcry. The reasoning here is simple: don't let the public at large see for themselves the hash-up that's been created.

My favourite quotes during the debacle is below:

"They'll have employed a firm of consultants to make this decision, then another one to assess the outcry, then another one to reverse the decision...all paid for by you the stupid taxpayers...to all those people who voted Blair into power all those years ago, I hope you feel an ounce of responsibility and remorse at the joke Britain has become..." ('The Stig')

We reproduce the two maps below, new and old. See what you think - Eds.

More on HS2

Prime Minister Gordon Brown gave the clearest indication yet that he is personally in favour of the proposed second high-speed line (HS2), likely to cost many billions of pounds, and that his party would give the green light for its production, should Labour be given another term in office.

If you were a betting man, the chances of the latter aren't as likely as HS2 being built, since the Tories seem equally keen on the idea.

In a pamphlet produced by Labour ahead of its party conference, Mr Brown is quoted as saying: "I am excited by the role that high speed rail could play in a low-carbon future. High-speed rail would provide a fast, low-carbon network linking the nations and regions of the UK. It is telling that those countries that have built high-speed rail are now building more of it. The figures are compelling: there is currently 5,598km of high speed lines in Europe, 3,474km under construction and a further 8,500km planned.... As a country we need to now move further, faster. We must show how we are going to be part of the high-speed rail revolution sweeping across the world."

HS2 is a make-or-break deal for Transport Secretary Lord Andrew Adonis, who's made no secret of his desire for a high-speed line. In his first interview as Transport Minister, he told RAIL that there would definitely be proposals for electrification and that it was likely a study group would be formed to look at the case for HS2. Everything so far has happened. He also told Nigel Harris that he wouldn't work under another administration - I can't think there's a rail worker or enthusiast who isn't dismayed to hear that! The Tories would appear to be rather upset at an Adonis-less prospect, too, should their party be elected next spring; so much so, we understand they're making representations to Adonis to move across.

Keeping with the HS2 theme, the plan laid out by Network Rail a fortnight ago has now been criticised by pretty much everyone in-the-know. We understand that the High-Speed 2 Company, commissioned by the DfT - and expected to report its findings by the end of the year - has its own route plan in mind - a diamond shape. London-Birmingham then a line to Manchester, across to Leeds, south to Sheffield and via Derby back to Birmingham. Due to building constraints, many of the stations will take the form of parkways, which is a shame. Leeds-Manchester in 30 mins but another 30 mins to get to the city centre.

Of course, the final details will be published in January, so we'll have to wait until then. It's the first time in my life I've witnessed such enthusiasm in the rail industry. Sure, it still has its problems - franchises are too short to warrant meaningful investment and its fare structure leaves a lot to be desired, but importantly the industry is not being allowed to stagnate while more motorways are being built! (GL)

Impotent

Imagine the scene: you're in a rush to catch a train - the 1805 Newark Northgate to Lincoln Central to be precise. You've arrived at the station but need to purchase a ticket. With literally a minute to spare you run over the footbridge to the furthest platform from the entrance (isn't it always the case?) and actually thank the guard for waiting, even though you're pretty sure he was simply just stood there, minding his own business anyway.

You sink into your seat, thankful that you've made your train. A minute passes, maybe two; "Why haven't we left yet?" To be honest, you're not that bothered since you've made the train in any case.

Just as you start to fall asleep, you hear a whistle sound and Tornado, the world's newest steam engine flies through on the 'up' line faster than you can stand up, let alone get your camera out while dashing to leave the train.

If only you'd been on time arriving at the station, you'd have seen the hoards of camera-laden people and would have asked what they were waiting for. You'd probably have seen the plume of smoke coming from her funnel as she approached in the distance and would have double-checked with your train guard that your train wouldn't be 'given the road' until she'd passed through.

"Still," I thought to myself, "it is only a world-famous, iconic steam engine after all" and seconds later Grand Central's swish-looking new-liveried Class 180 'Adelante' ("James Heriot") shot by on the 'down' line!! Grrrrr. (GL)

100% in Derby

13 June 2009 was a milestone day for Arriva Derby, for it was then that the company achieved 100% low-floor operation on its commercial bus services. At this date a few step-entrance 'deckers remained for schools and they did make occasional appearances on city services up until the loss of all schools contacts in July. However, from the start of the new school year, even contract and school services are now low-floor operated. (RW)

Here are 3 Volvo B9TL/Wright Eclipse Geminis ready and waiting to enter service the next day at Ascot Drive depot on 22 February 2009 (Richard Woodhead).

Here is brand new Solo 2919 at Blagreaves Lane, Littleover on 14th June 2009 (Richard Woodhead).

Two rallies in two days

Saturday saw the annual Bristol VR running day, with Johnson Bros. Tours and their sister company Redfern Travel. 2009 would break with tradition slightly, with the event being based at Redfern Travel's Mansfield Woodhouse depot.

A rather impressive line-up of Bristol VRs at the Mansfield Woodhouse depot belonging to Redfern Travel, sister company to Johnson Bros. Tours.

There were three regular shuttle services operating throughout the day: one linking the site with Mansfield town centre, one with Johnson's base at Hodthorpe and the other offering tours of Rufford Park and Newstead Abbey.

Not every vehicle at the Redfern depot is in their livery - take this preserved Mercedes 811D, J216 AET, looking resplendent in its original Chesterfield Transport livery.

The main event was the 1030 tour, utilising two VRs, that would take-in a tour of north-east Derbyshire, skirting South Yorkshire for a time, visiting three operators' sites and back in time for a spot of lunch.

Vehicles operated in pairs, so the 0950 to Mansfield town centre and back consisted of HTU 155N and OSF 305G - the former being pictured here.

RWT 544R, new to West Yorkshire in 9/76 and based at York, was accompanied by KKY 835P, which was new to Yorkshire Traction in 1/76, leaving a little late due to a late incoming service from Worksop, which wasn't shown in the itinerary.

Is this what it's come to - hi-vis jackets, even for bus photographers. The chap second from left stands out more as he's the only one not wearing a vest!

We wound our way in a circuitous fashion to Killamarsh, the base for Coopers Coaches, taking in a couple of turning circles for photos. However, as we arrived at the Norwood Industrial Estate in said locality, we were asked not to leave our respective vehicles as there's been an incident involving the Police at the site last night and an "area" had been cordoned off and it was thought best not to permit 60 people with cameras to meander around. In actuality, one coach had been effectively wrapped in Police tape for unknown reasons. We about-turned and left, bound for Halfway.

With restricted access, the only decent shot at Coopers Tours was of their sister fleet of trucks.

For it is here that TM Travel moved recently, having outgrown their original depot on Fan Road in Staveley. The site is the former First bus depot at Halfway, a five minute walk from the Supertram terminus.

I spotted this immediately, hence the photo - can you guess from the advert where this bus last operated? (Clue: not on mainland Britain.)

TM Travel's fleet is so big, they were the largest independent bus and coach operator in Derbyshire until they crossed the border into South Yorks last year. The company is currently awaiting a Public Inquiry with the Traffic Commissioner after one of its vehicles was involved in a fatal collision earlier in the year and the fall-out this then caused. Consequently, everything at this depot is done by-the-book. Specifically, no one is permitted onto the site without a hi-vis jacket.

One of the reasons for TM Travel's expansion was the purchase of Thompson Travel a couple of years ago. Vehicles operating the former Thompson Travel routes initially wore the same overall red livery that the former operator used. This Solo still wears said livery.

Much of the fleet was out and about, so there weren't that many vehicles of note. It was the first time I'd visited the depot and was surprised at how small it was. I assumed it would be much larger than it was. If the fleet continues to expand at the size it has done, it wont be long before they outgrow this one, too.

We re-boarded our VRs and headed to McEwen's Coaches depot in Mansfield where we were now so late, we were asked to undertake a whistle-stop tour, taking photos and back on the buses within five minutes. I've never been to McEwen's Coaches depot before either.

Of note at McEwens was this Beford VAS5/Plaxton, new to Glynglen in 5/85.

Immediately recognisable with this ex Greater Manchester Leyland Atlantean/Northern Counties, A751 NNA.

Back at Redfern Travel HQ, the company's three immaculately preserved vintage vehicles had been positioned for photos: the Bedford OB, the VAL and the Volvo B58.

The company has spent many thousands of pounds and hundreds of man hours restoring these vehicles to their former glory. They look absolutely stunning.
L-r Bedford OB, Bedford VAL, Volvo B58.

The next trip we undertook was the 1415 to Johnson's depot at Hodthorpe. In the event of our late-arrival, this departed at 1430 and formed two VRs, this time sisters ODL 661/4R, both new to Southern Vectis in 4/77.

The Bristol VR count at Johnson's site was, I think, four - two of those we'd travelled in. Whether they'd been moved to Redfern Travel for the running day or whether they now reside there operationally wasn't made clear, but the Hodthorpe site is now the mainstay of the worse-for-wear ECW-bodied Leyland Olympian. Numerous examples were from the LEYTR area, including ex EYMS A530-2 OKH, B533-5 WAT and H548/50 VAT. Ex RoadCar B503 FFW was operational in its commemorative 75 years of Lincolnshire RoadCar livery!

If the LEYTR had a fleet of ageing vehicles, it could look something like this - RoadCar meets East Yorkshire Motor Services.... in Hodthorpe.

We also identified a near-cannibalised former RoadCar Leyland Olympian/ECW, OWG 608X, in the adjacent field - identifiable only by its dental records!

Upon our return we had to disappear. It was nevertheless a fascinating day out. Very little advertising online takes place for this event. Even less publicised is the £10 fee that is payable as you're allocated a Redfern Travel hi-vis jacket.

===

Yesterday saw the annual Meadowhall Rally take place. It's the last big event in the area before the 'biggy', Showbus - next week. I'd travelled courtesy of First Transpennine Express (TPE) where I initially wondered if they'd sorted the climate control settings out on the Class 185 'Desiros' as it wasn't too chilly onboard; that was until we departed Doncaster, when the driver must have turned the system on! My friend at TPE claims it's set at 21C and there's nothing anyone can do to alter the temperature, though it is being looked into.

Having warmed up outside, I couldn't help but take a photo from within the confines of Meadowhall Interchange, having had many a curt discussion with their security people over the years. It's a little tradition I have whenever I visit one of the SYITA-controlled sites - take as many blatant photos as possible before I'm accosted.

Said shot - a First South Yorkshire Volvo B9TL/Wrightbus Eclipse Gemini on the flagship Service X78, operating between Doncaster-Rotherham-Meadowhall-Sheffield.

Happily, I wasn't antagonised security guards, so I headed to the site of the former heliport where the rally is held. It was a good turnout and the weather was exceptional. The heat of the sun was quite unexpected and as I type this I can see a bit of sun burn! So many vehicles had turned up this year that a fourth tier had to be accommodated. A few more ties for the ever-growing collection were acquired and with one of Europe's largest shopping centres next door, those extortionately-priced burger vans stay well away (they'll be at Showbus next week though)!!

The Huddersfield Bus Company is owned by Centrebus Holdings, which in turn Arriva has a 40% stake in. Centrebus Holdings took over the former Yorkshire Traction operation in the town and K-Line business last year and is now the second largest operator in Huddersfield.

The only rear-engined Leyland Tiger in existence. It's owned by TM Travel, though spent much of its life in the LEYTR area with Applebys of Conisholme and then Amvale, Grimsby.

Arty shot 1: One year and 10 month-old Arriva CrossCountry meets 119 year-old Delaine Buses of Bourne.

Yet another LEYTR presence was in the form of GAT 180D, a Leyland Leopard/Roe new to Hull Corporation in 6/66.

Arty shot 2: Delaine Buses of Bourne are 120 years old in 2010; we hear they're planning something special...

It's been far too long since I last visited the Meadowhall Rally and I intend to make the pilgrimage again next year. It'll be interesting to see if Johnson Bros. Tours/Redfern Travel feel they've come up with a winning combination of hosting their running day at Mansfield Woodhouse, should it return unaltered in 2010. (GL)

Bling My Coach

National Express has commissioned budding artists and designers to come up with a new design for the sides of one of its coaches. The winning design will be applied to one of its coach fleet and the entrant, along with his/her friends, will be taken anywhere they like in that coach for a weekend.

Interested? Then click here. (GWB)

Schadenfreude

Unless you're either German, studied the German language or a massive fan of the hit Broadway and now West End musical Avenue Q, chances are you wont have come across the word Schadenfreude before.

It's a German word that describes 'laughing at the misfortune of others'. It's a very succinct word indeed. You wouldn't immediately, therefore, expect to see it attributed to the transport industry. It appeared in the latest edition of New Transit on page 25, in a piece looking at whether public transport crises are unique to the UK.

Citing Metronet, the East Coast franchise and Railtrack as examples (I'm sure we could all name some more!) it would appear that 67% of Berlin's S-Bahn trains have been out of action recently, following safety concerns. This resulted following the crash north-east of Berlin in May and as a consequence safety procedures were tightened; this then lead to shortcommings in the trains' maintenance being identified and a considerable number of trains required new wheels!


At its height in July, only 330 of the 1,104 trains in its employ were operational. Matters are improving now but it's not expected to be all-clear until December. Having the finger firmly pointed at them is S-Bahn's boss and his team of directors.

"Some UK passenger transport professionals couldn't resist in indulging in a little bit of schedenfreude" is how New Transit put it. It's true that the grass on the other side of the river/Channel isn't always greener and that problems of this sort and on this magnitude can occur even on a system we all assumed conformed fully to eutopian German efficiency.

The big difference though - and possibly time for a small portion of Schadenfreude Pie - is the way in which the Germans attribute the blame and how they overcome the problem. There, the managing director of S-Bahn, Tobias Heinemann, and his board of directors, have all be sacked by their parent operator, DB Schenker.


Would that happen here in the UK?

I think not. It's difficult enough getting Network Rail's directors to turn down their bonuses in the middle of a recession, let alone be permitted to go in with a new broom! (GL)

Photos: Mainline

Postbag

Tuesday's entry, by our new writer The Stig, saw 19 emails to the LEYTR inbox on the subject of the new Transport for London (TfL) Tube Map. The second to communicate was from a source working for TfL who said that the Tube Map has been produced on a trial basis though with a production running into many tens of thousands of copies. This is why, at the time of writing, the previous edition is still downloadable from the TfL website.

The TfL respondent, who asked not to be named, said that the maps displayed at Tube stations - specifically those at the self-service ticket machines, will continue to show "at least" the 9 different zones. With the advent of Oyster and the buses and trams no longer conforming to zones, it would appear they're becoming less and less relevant.

As for The Stig, only one person enquired as to his identity. We'll let this be known the day Clarkson et al unveil their Stig on Top Gear. Incidentally, another question we've been asked a few times in the past, is whether or now our contributor 'CW' is in fact Chirstian Wolmar. Sadly not.

Finally - comments. Many emails to the LEYTR inbox start with "sorry to email you directly, but you've not got a comments feature on your blog..." That's ok, we don't mind. By emailing us your thoughts and comments, we're able to respond to them all - eventually. The comment feature is something we've considered enabling, but while the steady stream of emails continue, and we're able to respond at a similar velocity, we're happy to keep things the way they are. (PW/GL)

New-look Tube map

"Some say that his breath conforms to Euro 5-emission standards; and that if he headed the Competition Commission he'd stop being so utterly anal and move onto some other industry to persecute. All we know is, he's called The Stig!"

I'd like to thank the esteemed Editors for permitting me use of their organ for this, my opening gambit: The new Tube Map.

Transport for London (TfL) has released the latest version of its most popular publication, the Tube Map. Based on the iconic design by Harry Beck in 1931, the map has undergone numerous amendments, tweaks and upgrades to that on offer right now.

However, TfL's most recent offering is causing something of a storm. Some cartography boffins are referring to the latest version as "the biggest alteration to the map in two decades". Why? Well in order to make the map as clear and un-cluttered as possible, a few rather significant features have been removed - namely the River Thames. Prior to Beck's diagrammatic design, from 1924 all Tube Maps have shown the Thames - until now.

I can cope without the Thames I suppose, but in tandem with its banishment - possibly to the 'naughty step' - also removed are the zonal boundaries. Now this is significant! The casual London visitor often arrives at a London rail terminal and, having queued for 20 minutes to get to a ticket machine, is conscious of the melee continuing to ensue behind him/her and so wants to purchase the right ticket as quickly as possible. A Zones 1-2 or 1-4 pass? Is Tooting Bec in Zone 2 or will the Zones 1-4 be needed?

Other purposeful omissions include the East London Line bus links; walk distances between specific stations (Leicester Square-Covent Garden, for example); junctions that offer through services at limited times only (Chalfont & Latimer-Chesham, for example, is now shown as if all services travel through which is incorrect and the same for Mill Hill East); and also removed is the superfluous text information boxes within the map offering specific, important details about certain interchanges to be avoided.

Only four types of little blue symbol are now deemed necessary to convey additional information on the network diagram alongside the station names. The National Rail symbol is the most prolific, and then there are a few for connections to riverboat services; the Tramlink symbol, which on this map applies only to Wimbledon and absolutely nowhere else; and finally airports.

There are lots of other alterations, too. Now the Thames is no longer a requirement, stations either side of said water mass can be evened out, which has a knock-on effect. Following the eradication of the zones, simplification can be made to the suburbs: the Central Line to Epping and the Hainault loop now face north, for example.

As one of my associates said earlier this evening "You can screw with our Routemasters, but for God's sake leave our Tube Map alone!" (The Stig)

Network Rail's *clouded* vision for HS2

Last week we brought you details of the vision Network Rail (NR) had for the UK's second high-speed line (HS2). They suggested the route should operate from "London Central" to Scotland, with spurs for Edinburgh and Glasgow. The main body of the route would roughly follow the West Coast Main Line route, with branches for Heathrow, Birmingham and Liverpool/Manchester.

The cost of the scheme was put at £34 billion and we were initially of the opinion that, while pre-empting what the government's own High Speed 2 company was set-up to study and report on by the end of the year, at least now a figure is being banded about. We were wary that, in keeping with the planned speed restrictions for normal running that Southeastern will enforce when it operates its full timetable on HS1 from December, HS2 should not fall into the same trap.

RAIL columnist, transport writer and journalist Christian Wolmar feels that there are many other pitfalls bestowed on NR's vision; indeed, quite a few industry insiders are now speaking of how ludicrous NR's vision is.

In describing perhaps the real reason for NR's vision, Wolmar likens it to "NR parking its tanks on the government's lawn", with its timing being less than helpful. What will the public think when the government releases full details of the official High Speed 2 company's report at the start of next yet? Confusion.

However, the section of Wolmar's thought-provoking article that made me laugh out loud concerns the cost:benefit ratio for such a scheme. The DfT will not consider any scheme unless its cost:benefit ration is at least 1.5, preferably 2+. NR's vision was to ignore HS2 if it were only to be built as far north as Manchester (and with a Birmingham spur) because the cost:benefit ratio here was less than 1. Fair enough. Only, why is it less than 1? Apart from the notional and tenuous methodology utilised by NR to calculate the benefits, the line - being built from scratch, remember - would only carry 4 trains per hour to Manchester and the same again to Birmingham, yet the line's capacity would be more than double this. Therefore, the line would be greatly underused.

Christian Wolmar regularly makes speeches and is regarded as the "most eminent transport journalist of our time".

As Wolmar so eloquently put it: "the line currently being examined by HS2 [company] is [therefore] not worth building!" NR thusly state that only by extending trains to Scotland can the capacity of the new line be utilised more. So basically, if High Speed 2 company report a comparatively straightforward London-Birmingham-Manchester line, using the figures calculated by the government's arms-length company (NR), the cost:benefit ratio would make it a non-starter.

With HS2 being built in stages - we suggested it would be at least 2040 before it would be completely operational, you can bet your bottom dollar that the "north of Manchester" section would be built last. Would the political will still exist in, say 2025 when the construction work would commence for this section? Would there be another recession by then?

Towards the end of Wolmar's article he states pretty clearly that NR only chose this vision as it is the most costly to built because it requires the most track to lay, and since NR's old mission statement was 'engineering excellence', if you listen carefully you can probably hear their cash register chiming.

So NR's vision may not be as it seems. While it is very welcome to progress the debate on HS2, we fear it may serve only to confuse matters more - especially when the official report is released at the start of next year (it will be handed to the DfT by the end of this year for consideration). (GL)

Photo: Paul Bigland

Christian Wolmar on Twitter
Christian Wolmar's website

The whole concessionary thing

We've covered the detail surrounding the English National Concessionary scheme on this blog on a few occasions. It's a controversial issue for bus operators. Instigated on 1 April 2006, free local off-peak travel was initially permissible: residents were free to travel between 0930-2300 on weekdays and at all times during weekends, but only in their local authority's area (district council, unitary authority or PTE area).


This was the precursor to the scheme that was rolled out on 1 April 2008, which in effect righted all the wrongs of its predecessor. While the 2006-8 scheme benefited hundreds and thousands of people over 60 and those registered disabled, it also inconvenienced many thousands of others, who were unlucky enough to live by the edge of their authority boundary and in whose neighbouring area was to be where their regular haunts were to be found. There were some interesting loop-holes, too, which were closed by April 2009.

Now, though, so far as the passenger is concerned (except perhaps if you live on the England-Wales or England-Scotland border) things have settled down nicely. For the bus operators and local authorities themselves, things continue to be fraught.

One of the most interesting loop-holes that was closed on 1 April this year, saw ENC pass-holders permitted to travel for free on great swathes of National Express' coach network.

The Department for Transport (DfT) allocats around £1 billion to the ENC scheme each year and this effectively is divvied up between all local authorities who are given their share to reimburse bus operators for the free trips taken. The DfT has said all along that it does not want bus operators to be any better- or worse-off as a result of the relatively new ENC scheme. Therefore, operators do not receive 100% of the adult fare for the journey each pass-holder makes.

This is Problem 1 - the amount given as reimbursement differs wildly from authority to authority. Some pay below 50%, others just under 80%. Problem 2 concerns the authorities, who simply do not have enough in their allocated budgets to reimburse the operators - even at the reduced percentages. Problem 3 sees authorities and operators located in honeypots suffering the worst - areas in with popular tourist attractions, National Parks, the seaside etc.

So bad have things got in some parts of the country, that operators have actually taken their local authority to court - and won - over the shortfall in reimbursements. In order to remedy this, and in response to a recent consultation, the DfT plans to remove the responsibility for reimbursing operators from the local authorities and entrust it to the county councils.

The consultation was issued at the start of May and elicited over 200 responses, 23% of which thought the current system was appropriate and 24% thought a centrally-administered DfT scheme would be the best way forward. Passener Focus conducted their own review of the ENC scheme; their results can be viewed by clicking here.

This leaves the issue of the discretionary concessions made by some local authorities, namely permitting travel outside the 0930-2300 weekday 'window'. In Lincolnshire, for example, all but one local authority (South Kesteven) permit un-metered free travel. If Lincs CC takes on responsibility for the ENC scheme, how will the local districts fair? How easy will it be to keep things as they are? Other discretionary concessions include taxi tokens, free local light/heavy rail travel, flat fares for children/students and in some cases reductions on ferries.

In areas that offer no discretionary concessions, travelling on buses between 0930-1000 on weekdays has become a nightmare for fare-payers since a '0930 phenomenon' has been identified.

Of the 200 responses, around 47% felt local authorities should retain the ability to establish discretionary concessions - not county councils - but 40% disagreed. 26% of respondents (virtually all bus operators) felt the ability to establish discretionary schemes should be limited to county councils only. We understand that just under one-fifth of the £1 billion made available by the DfT goes purely towards discretionary concession payments, with PTEs spending more (24%) than local authorities (12.5%).

We believe it is a step in the right direction to have fewer authorities responsible for reimbursing operators. This in itself will increase efficiencies - and perhaps remove some existing loop-holes - though could passengers lose out if they benefit from discretionary payments right now? That is something we'll have to wait to find out. The potential for ENC holders having to pay pre-0930 on weekdays may come as an afront to many, though it's the lesser of two evils - the other being having the entire scheme scrapped. (GL)