Topping out

When the legislation regarding acceptance of the English National Concessionary Bus Pass was tightened in 2009, a number of hitherto bus (and coach!) services managed to struggle free of the scheme. Park and Rides was one, another was scheduled coach services, where the majority of seats were bookable in advance. Another was open-top tourist services.

We've not heard of any park-and-ride schemes openly refusing to accept the free bus pass in England (though please let us know if there are any examples), but National Express was soon to stop accepting bus passes for use on sections of its coach network that it registers as local stopping services to claim BSOG. Recently, North Yorkshire County Council has said it is looking into how feasible it will be to not offer any reimbursement for bus operators providing Scarborough's seafront service.

Shoreline Suncruisers used to operate this ex-GCT Daimler Fleetline, KBE 108P, along Scarborough's seafront. (Photo: Tony Wilson)

Service 109 is the bus route in question, running between Scarborough's North and South Bays, terminating at The Spa. Shoreline Suncruisers operate traditional open-top double-deckers. EYMS do the same. The frequencies vary depending on the height of the season. EYMS, for example, have three different timetables, with buses operating up to every 12 minutes. Shoreline Suncruisers (who used to run an ex-Grimsby-Cleethorpes Transport Daimler Fleetline/Roe for many years, complete with GCT notices inside) operate a bus up to every 10 minutes at peak times.

The County Council claim that enforcing the open-top exemption will save them £240,000 a year. We all know too well that local bus services are seen as an easy target when looking to balance the books. But is imposing this restriction to a seasonal, open-top tourist service going to have such a detrimental effect?

Locals are naturally concerned that people won't travel down the seafront as much and so money spent in shops could reduce. Holidaymakers could choose to not venture away from the area of the town where they're staying, or where they've parked their car. On the other hand, is it too much to ask tourists of a certain age visiting Scarborough to pay to use the open-top service? The government clearly doesn't think it is, otherwise they wouldn't have placed the exemption in the legislation.

EYMS's Scarborough & District operates along the seafront using Volvo Citybuses. If NYCC has its way all passengers will have to pay to travel on this service. (Photo: DWB Photos)

A consultation has been launched and the County Council has said it will consider very carefully the views expressed.

LEYTR Comment: Times are tough. As detrimental as locals may consider this move to be (if it's implemented) it is a better way for the local authority to save almost a quarter of a million pounds than taking an axe further to the local bus services that residents rely on so much. Councils that have seaside resorts have to pay a disproportionate level of reimbursement to operators than land-locked authorities. Many would argue that this is far outweighed by the benefits tourism on this scale brings to the local economy though. If Service 109 becomes exempt from the bus pass scheme, we can't see it forcing holidaymakers to go elsewhere.

Within 12 minutes...

In response to realitycheck's comment on the last post, we offer the following video, recently uploaded to the LEYTR video channel on YouTube.

As one London service departs, another arrives to form the second within twelve minutes. East Midlands Trains (EMT) departs at 0708 for Nottingham thence London via the Midland Main Line (MML) while East Coast's (EC) empty stock journey arrives from Neville Hill in Leeds to form the first Lincoln-London journey via the East Coast Main Line for 18 years.

Obvious differences between the two services include not only the route taken and traction type deployed but specifically the journey time. EMT's London service takes 2:52 while EC's takes 2:08. EMT's does offer Lincoln residents new direct journeys to localities along the MML, while EC's doesn't.

Oddly, EMT's departure does not present itself when using the impartial National Rail search engine - even when St Pancras International is specifically mentioned for the London station at which arrival is preferred. Unless you're a lover of the Meridian (or despise HSTs) there can't be many reasons why you'd opt for EMT's 0708 ex Lincoln.

The Flying Scotsman

M'colleague and I arrived at London King's Cross aboard the first direct ECML-operating train from Lincoln in 18 years just in time to welcome the arrival of one of Britain's most iconic railway sights - the Flying Scotsman. Booked to take just 4 hours, the train, operated by nationalised train operating company East Coast, departs Edinburgh at 0540 and stops only once at Newcastle.

Welcoming the train as it pulled onto platform 1 was a piped band and a purple carpet. Signage, a stage and spotlights had also been erected for the special occasion. The 9-carriage Class 91 and DVD made its appearance from Gasworks Tunnel almost on time and received a rapturous welcome.


The train departed Edinburgh's platform 7 on time and ran up to 3 mins early through the North East and into Newcatle. Its departure from Tyneside was as booked at 0703 and the train once again made excellent time through North and South Yorkshire and Nottinghamshire, running up to 2 mins early. Between Claypole and Grantham, however, it lost four minutes and began to run up to 4 mins behind its non-stop journey towards the Capital, clawing back 50% of its delay as it arrived at King's Cross at 0942.

We joined the press in taking some very memorable photos and collected our free Flying Scotsman ticket wallet.

Elaine Holt, the CEO for Directly Operated Railways, the government company set up to operate train franchises brought in-house. East Coast is DOR's only responsibility to date

Edinburgh Waverley to London King's Cross is 393 miles, along the full length of the East Coast Main Line, and to complete the journey in 4 hours requires an average speed of 98.25mph to be attained.

By comparison, West Coast Main Line operator Virgin Trains has a similar Anglo-Scottish journey, though theirs is northbound from London Euston at 1630, calling once (Preston) and arriving in Glasgow Central at 2038 - a 4:08 duration, but covering 8.25 more miles (401.25 miles in total). This sees an average speed of 97.15mph.


There's been a fair amount of chatter within the industry about the Flying Scotsman and how its operation will cause reduced journey possibilities and increased journey times to other services south of Newcastle as Network Rail has kept a significant 'buffer zone' in front of the train to ensure it stands a good chance of making its headline journey time. But yesterday wasn't about that. Yesterday saw an icon of Britain's railways return. An iconic name. An iconic brand. An iconic journey time.

The online Way Out Map

A number of years ago I invested £5 in the Way Out Map. I'd never seen anything like it before. It has primarily been produced for people who don't want to be travelling on the London Underground network for any longer than is strictly necessary. Simply find the station you're travelling to on the map and it tells you which carriage to position yourself in when you board to ensure that you're adjacent to the exit at your destination.

With anything up to a potential of 500 people simultaneously disembarking with you, this can be a significant heads up.

Obviously the Way Out Map isn't as small as the conventional Tube Map - and nor is it free. Travelling on the Tube actually doesn't bother me either, but I was fascinated by the concept. I suspect many users will have made a strategic purchase along the same lines.


Trouble is, though, I can't remember the last time I've remembered to take it with me to London. It must have been years since it was a travelling companion of mine. Help is at hand however because an online version is now available. Although all sections of deep-level running see absolutely no mobile Internet coverage whatsoever, TheAtoB.com can at least be used prior to descending the depths.

Click here to visit TheAtoB.com website.

If you don't put an apostrophe in King's Cross the result comes back as 'no stations found'

The site is self-explanatory and offers the same result as the Way Out Map. Except this is free and updates are more easily made without the need for another print run. I've bookmarked it in my BlackBerry. Hope to use it on Monday when m'colleague and I head to that there shiny London aboard a certain historic train journey from the LEYTR area....

44 years old

The oldest Tube trains running on the London Underground network will have been withdrawn by the end of next month. Built in 1967, the stock of the same name has been plying its trade along the Victoria Line since new. It is being replaced by brand new 2009 stock and a line restriction north of Seven Sisters means that the last examples of 1967 stock to work end-to-end will do so on 27 May.

A recent Farewell to the '67 Stock journey was arranged and the unusual sight of seeing it pass through Eastcote (along with other stops on the Piccadilly Line) is seen here. Note the special headboard. (Photo: Bowroaduk)

Built by Metro-Cammell for use on the Victoria Line when it opened in the same year, the trains comprise two four-car units, making them some of the longest Tube trains on the network. 316 units were built for London Underground, equating to 39-and-a-half trains. They underwent their first refurbishment at Rosyth Royal Dockyard between 1991-5 and today, by no means do they look the most antiquated trains on the network.

During the '90s refurbishment, withdrawn sections of mk1 1972 stock were used to increase the number of 1967 stock used on the Victoria Line, being inserted into the centre sections of each train set. This increased the number of complete eight-car sets from 39.5 to a more rounded 43. These additional cars had operated the Northern Line for many years.

(Photo: Trowbridge Estate)

The Victoria Line uses ATO (automatic train operation), which sees the driver's responsibility for the overall safety of the train maintained, but otherwise he is a very well-paid door operative. The former 1972 stock elements of the trains were not fitted with ATO and this is why they were inserted into the centre of each unit.

Each 1967 stock unit comprises a north-facing car (given the letter 'A'), a south-facing car ('D'), a driving motor car ('DM') and an powerless trailer car ('T'). By 2001 London Underground introduced an automated announcement system to the 1967 stock, with Emma Clarke providing vocals. The 1967 stock was also the first for London Underground to feature wrap-around cab windows.

The depot at Northumberland Park is the only point the trains operate above ground. Seen here are a pair of Metro-Cammells dating back to 1967. (Photo: Bluey-Birdy)

The 43 trainsets are being replaced by 47 examples of the new 2009 stock, the first being introduced in July of that year and completion is expected by July. These new trains are being constructed in Derby by Bombardier Transportation and are part of the Movia family. Replacement of the 1967 stock has been at a pace, with only 9 examples believed to be currently operating on the Victoria Line. The signalling required to operate the 1967 stock is expected to be decommissioned during July.

The new 2009 stock is being constructed as 94 four-car units, comprising the 47 eight-car trainsets and one has entered service every fortnight since February 2010. They will seat 252 and accommodate 1196 standees, which, similar to the new S-Stock, replacing A-Stock on the Metropolitan Line, is a step in the wrong direction for anyone wanting to sit down, as an eight-car trainset of 1967 stock seats an additional 52 people though London Underground claim they would accommodate precisely 52 fewer standees than the new 2009 stock. Overall capacity, then, is constant, but I sure know which way round I would prefer! Transport for London's own publicity claims there is a 19% increase in capacity with the 2009 stock, but this may refer purely to standees (and omit the same reduction in seated passengers).

Side by side. 2009 stock surround a lone example of 1967 stock. The outgoing stalward trainsets are being taken to Rotherham for scrap. (Photo: Christopherfitzgerald1994)

The Victoria Line's track gauge is the same as that found elsewhere on the LU network, however the line's loading gauge is 1.6 inches (40mm) wider. With the 1967 stock this means very little other than the infamous gap to mind can be more noticeable on this route (are the tunnels a shade wider?), but the new 2009 stock has been built to the more generous loading gauge and consequently cannot be driven elsewhere on the network. Chances are, if you've overtaken a Tube train on the back of a lorry using the M1 it is headed for the Victoria Line (the new S-Stock is being transported by rail from Derby).

Victoria Line trains have always comprised 8 cars and with this continuing (the 2009 stock sees each car able to be uncoupled from the next, to ease loading onto road transport) they will be the longest trains on the network, coming in at 437ft 25in (133.275m), which is 9ft 8in (3m) longer than the 1967 stock. They just fit the platforms! That is until the S-Stock is fully in service on the Metropolitan Line, which will then take the crown for longest trains.

Like any modern train worth its salt, regenerative braking is employed, meaning the heat lost when braking occurs is effectively recycled, being captured and ploughed back into the track. You shouldn't feel the sudden gust of hot air when one enters the station. The units comprise an A Car (driving motor), B Car (trailer), C Car (non-driving motor) and D Car (uncoupling non-driving motor). The next unit is then attached with D Cars connecting.

They were first introduced in 1976 and this year sees their 35th anniversary. They've had more mid-life refurbishments than you can shake a stick at. Another nine years and they'll be as old as the 1967 stock that is being replaced, except these will have covered many million miles more. (Photo: Dave Forbes)

There aren't many trains running in every day service here in the UK that date back to 1967. Fast approaching their 44th birthday are the High Speed Trains (HSTs), known to many outside the railways as InterCity 125s. They've long exceeded their use-by-date and with their replacement programme not offering a precise implementation timetable (and with the Department for Transport saying that even when IEP is in full swing, HSTs will almost certainly still be needed for journeys to/from Penzance) the year 2020 suddenly doesn't seem too far away.

Twitter

Just a quick note to say we've both started to tweet more. Quite a bit more, actually. Feel free to check this page regularly to view our Twitter feed or to follow us directly.....

LEYTR Twitter Feed

A short time ago...

Over on Omnibuses the author has been considering what shape the bus industry will take in 25 years. We agree that it is completely impossible to say for sure. Just three-and-a-half years ago, m'colleague and I headed to Spilsby thence Boston for a day's transport fotting - 8 November 2007 to be precise:

From September 2007 TransLinc (Lincolnshire's largest independent bus/coach operator) withdrew its London Express service, which had its roots dating back to coach deregulation in 1980. The displaced coach had been downgraded and is seen here in New York, working a private contract.

Stagecoach had purchased RoadCar as part of the Traction Group almost two years earlier, and the Wrightbus Eclipse Gemini-bodied Volvo B7TL pictured here in Spilsby Market Place had never operated with RoadCar (though wore a livery designed by the company). As of February 2011 all visual reference to the RoadCar fleet livery has gone, with this batch of vehicles being the last to acquire the Stagecoach corporate livery, albeit with a purple element to represent the 'Connect' branding.

National Express-operated Central Trains was ready to be disbanded when this photo was taken, with Stagecoach and GoVia (Go-Ahead/Keolis) acquiring the two separate companies the company was to become: East Midlands Trains and London Midland. Seen here is a '153' at Boston station, en route to Skegness - a station, incidentally, unrecognisable now to how it looked at Christmas.

Going back to 2005 when we were both in London for the start of our 2005 LEYTR Railrover in June of that year, another nostalgic threesome has been spotted:

Hull Trains was operating its second fleet of DMUs, in the form of Class 222 'Pioneers', which were new to the company, displacing Class 170 'Turbostars', which had headed to ScotRail - one of which we spotted while on our Railrover, heading into Edinburgh, a few days later. The '222s' are now operating with East Midlands Trains, between The Midlands and London St. Pancras. In this shot it is worth pointing out the only evidence First has anything to do with the company at this time is the F-logo on the yellow frontage. Today, of course, 'dynamic lines' corporate livery adorns the Class 180 'Adelantes' that run the route.

Megabus started in 2003, linking Oxford with London and from 1 March 2004 expansion took place. Save the Anglo-Scottish services, ex-Hong Kong Leyland Olympians were the domain - seen here is one such example, arriving at London Victoria. In 2005 the company used Greenline's Bullied Way terminus. Today *proper* coaches compete head-to-head with National Express from Victoria Coach Station. Megabus was also the first major operator to introduce 15-meter coaches.

You can still see the Routemaster in this location - Hyde Park Corner, though only performing Heritage Route services. In 2005 the end was nigh for this vehicle type in mainline service - the last ran during December the following year. Service 38 (depicted here) saw articulated buses but from November 2009, these went in favour of rigid operation once more. It is safe to say that only the change of London Mayor saw rigids re-introduced.

These photos are a minuscule collection from our archive. There are literally thousands more where they came from. But with the speed of change being so fast, delving the files on the LEYTR computer has produced a number of feelings - shock being the main one. Shock that so much can change so quickly. For many people, 2005 or 2007 wasn't that long ago at all!!

Buses From This Stop

In my eyes, Derbyshire County Council's public transport department can do little wrong. Sure, they had a wobble a couple of years ago when they considered discontinuing their UK-leading transport timetable books, but that was resultant from 'pressure upstairs' forcing financial savings. This never happened and I'm very pleased that they still continue to produce the most comprehensive timetable information in all the country - thorough, accurate and very reasonably priced. That's not to say they don't have a couple of worthy advisories!

Timetable information is something that differs widely from operator to operator or local authority to local authority. Some choose to install expensive 'next bus'-style departure screens, while some opt for displaying the route's full timetable at each stop. Some choose to provide a timetable library in huge display cases at major stops/interchanges. Derbyshire choose to provide a list of departures, naturally in chronological order, using the basic Gill Sans Bold font, on yellow A4 paper that has been cut to size, depending on how many departures there are.

Cheap, simplistic yet incredibly effective, as I hope you can see from the photo below:

Click to enlarge

The stop is in Buxton and lists all Sunday/Bank Holiday departures. No fancy logos, no multitude of colour, no laminate reflecting the sun, just plain, simple text that those who can't fathom a timetable must surely concede is pretty straightforward.

There are a couple of restrictions: journey times, for example, are not shown, nor is the operator providing each service named. In my opinion, though, the simplicity of the timetable display, with clear, precise departure times (with ultimate destination and significant via points detailed as appropriate) far outweigh the trade-offs.

And for any operator or local authority to reproduce - they'd only need Microsoft Excel, some yellow A4 paper and a laser-jet printer. This is certainly all I need from a timetable display at a bus stop. If I need to get to Disley, for example, the duration will matter not one jot, nor will the operator providing the service. I've got to get there!

Striking the balance, Derbyshire do offer full timetables for all services calling at its major stops/bus stations/interchanges, in addition to the Buses From This Stop list. All bases covered. Long may they continue to provide such an excellent service in all areas of public transport.