First's centralisation could hamper recovery

Transit journalist James Dark looked at why First is lagging behind its UK bus operator peers in the midst of the current recession. His findings offer a fascination insight, into which I've not looked properly until now:

• First's latest trading statement shows that revenue growth fell from 4% in April to 0.5% in September, while Arriva, Stagecoach and Go Ahead's revenue continues to grow by around 5%. He cites that generally these companies have not undergone significant service cuts to reduce overall daily mileage by 4-5%, though concedes Arriva slashed its mileage by around 3%.
  
  
• 'Severe pruning of routes and staff' is thought to not be as prevalent in Arriva, Stagecoach and Go Ahead as it has with First, who've made around 1,000 employees in their bus division redundant.
  
  
• Questioning why First has faired less well in revenue growth, he puts forward the idea that First's dominance in urban environments (c80%), such as Manchester, Bristol, Leeds etc could be to blame. Their peers operate in urban areas too, but have significant proportions of their operations in the shire counties as well as rural communities, which in some cases have been less-hit by the recession.
  
  
• But then National Express' West Midlands operation, centred in the second-largest urban area in the UK, has posted better results than that of First. He's right to say that it would be too easy to overplay the urban factor. If so, then what is the problem?
  
  
• He looks at an alternative explanation which is that Arriva, Stagecoach and Go Ahead have chose to generally not withdraw large numbers of services as the recession started, choosing to stand still for the short-term, with cuts only benefiting the short-term. Respectable cuts could harm long-term developments of their businesses. They're permitted to 'thin-out' their routes rather than undertake wholesale withdrawals.
  
  
• First's response to the recession has been the reduction of cost. As previously mentioned, 1,000 staff have gone, 4-5% reduction in daily bus route mileage has been saved, with further cuts scheduled. He understands that this has been ordered from their HQ in Aberdeen, with little room for individual managing directors' ability to react as they deem fit. "...at the precise time when skillful local management is needed, managerial and supervisory staff are being axed". He concludes by saying that the sheer size of many of First's subsidiaries means a very local solution is difficult to implement.
  

It does seem true that where the other large groups have given autonomy to each of their individual bus operations, First has opted for the more centralised approach. Not affording local operators the leeway to react uniquely to their own circumstances, could ultimately be the difference between revenue growth being 0.5% or 5%. Perhaps First's pay offers are too large? At 3% plus a host of add-ons, the latest payrise in South Yorkshire it recently offered has raised eyebrows in the industry as being too generous. Employees there would point to their reduced hourly pay rate compared to other subsidiaries. First would react to the relatively low bus fares they're thusly able to continue offering in the area.

The longer term will show whether the points raised by James Dark are indeed true. If nothing else, the way in which the UK's largest transport operator has reacted to the recession, compared to others of a similar size, will be a good study case for economics students when the green shoots of recovery are in full-flower. (GWB)

October Review

We blogged 25 times during October, in a month dominated by National Express' potential sale/merger and the Competition Commission looking into two of Stagecoach's recent acquisitions and deliberating on one.

1st: We started the month by reviewing a time when the sun shone and temperatures reached 30C; no, not 2006, but last August.

2nd: Transport Secretary Lord Adonis admits that the East Coast rail franchise will be in public ownership for the foreseeable future.

4th: We exclusively reveal plans for a new-look website that Stagecoach is developing and give details of the latest LEYTR magazine's contents.

5th: With the likelihood of Stagecoach acquiring National Express' rail franchises at this time, we look at how the number of operators running the UK's rail franchises has dropped significantly since privatisation.

6th: Potentially it was the biggest thing to hit the rail fare scene in decades, but a lack of funding meant the innovative SplitFare website had to close.

7th: Contributing writer 'The Stig' lightens our mood with his new-look Tube map.

8th: London Mayor Boris Johnson lays down minimum standards for his city's taxi drivers.

11th: BBC's Panorama plan to air a programme looking at how Ryanair rose to the giddy heights with which it is blessed today; however, Ryanair's press machine - fearful that it is to be a white-wash - went into overdrive.

12th: David Cameron admitted that under his Conservative government, the free national concessionary scheme in England would definitely continue unaltered.

13th: With his bus/coach tie collection approaching the 800 mark, the identity of one eludes one of the editors. Can you help?

14th: We look at Panorama's 'Why Hate Ryanair' programme, now that it's aired. Was it really 'BBC propaganda'?

16th: London Mayor Boris Johnson outlines price rises across TfL, with bus fares being hit worse with 12.7% rises in some cases.

17th: The Cosmen Consortium walked away from the planned purchase of National Express; official reasons were given but was there more to it?

18th: Virgin Trains gave us an exclusive: their best-ever punctuality performance.

19th: BUSES magazine is 60 years old and celebrated in style by arranging a special rally at the Wroughton Airfield near Slough; we visited and reviewed the day.

20th: One of the Editors undertook a Euston-Glasgow return trip along the recently-upgraded West Coast Main Line in style thanks to Virgin Trains. Read the prelude here, with a link to the main article on the LEYTRavels site.

22nd: Our latest Quotes of the Week concern the aviation industry; one offers a quirky comparison between high-speed rail and air, t'other is about Ryanair's boss and will make you smile.

23rd: Bus industry trade mag routeone upload their weekly publication online for free - something London's highest-selling newspaper has done recently. Will it work?

24th: If Robert Mugabe ran inter-city bus services in Zimbabwe...

25th: The Competition Commission clear Stagecoach's purchase of Eastbourne Buses, in something of a surprise about-turn. Does this bode well for their impending decision in Preston?

26th: We review Glasgow's Subway network.

27th: Trust the Americans to corner the market in Tube-style shower curtains!

29th: Stagecoach reveal the despite not being able to get its hands on parts of National Express via the Cosmen Consortium, it has approached NX with a view to a merger.

31st: Quite simply: does striking work?

And then there were 11

As Nooo Transit so eloquently put it recently: "The ranks of the council-owned bus operators in the UK have been further reduced with the news that Go Ahead has agreed to buy Plymouth Citybus from Plymouth City Council."

There are now less than double the number of council-owned bus companies than there are train operating companies. We are perilously close to single-figure operators! Not that this will unduly worry Go Ahead Group's management team in the North East, for it is they who successfully beat off competition from Stagecoach to purchase Plymouth Citybus from the city council there for a cool £20 million.

A total of 180 vehicles are involved in the deal, which will see Go Ahead apply its know-how to the city and its environs. For those who like local identity and who prefer individual companies being allowed to operate with a significant degree of freedom, the sale to Keith Ludeman's company is the right choice. Had it gone the other way then Stagecoach in Plymouth fleetnames would surely have been visible before Christmas.

Not that there's anything wrong with Stagecoach coming to town nowadays - the people in Caerphilly borough of Islwyn (who's bus company astonishingly didn't even have a website!) will surely pay testament to this when the investment their new owner is likely to make arrives. But Go Ahead has made no secret of the fact that in its mind the likes of Stagecoach, First and Arriva standardising their fleet's livery is a waste of time. Bus travel is an incredibly local activity. Strong local brand identity, with names residents have identified with for decades, must surely have a more positive effect than that of some multi-national, whose name is forever on the lips of residents who hear about its misdemeanors hundreds of miles away.

Even if the operator was pretty poor, the fact that it has remained local will always sway opinion over the unknown, which is generally the prospect of one of the 'big boys' coming along and cutting the less profitable routes.

Basing its operation on the urban sprawl of Plymouth, the company has built up an excellent reputation locally and, operating at a relative arm's length from the city council, enjoyed a not inconsiderable level of autonomy - two assets that Go Ahead's chief executive Keith Ludeman said himself when commenting on the acquisition: “Plymouth Citybus has an excellent reputation and fits well with our strategy of investing in high quality bus companies in urban areas which then maintain a strong local brand and high degree of autonomy to ensure close links to local customers and other stakeholders."

In the previous month, First had tried to 'do a Stagecoach in Preston', with an attempt to operate competing services that would destabilise the company, though this didn't appear to bare fruit. Perhaps if the city council had delayed their plan to sell, the attempt by First could have been more successful.

Go Ahead are still no match for First, but are of a size to be able to easily absorb further predatory action, something the local city council in Plymouth weren't. Go Ahead also know what they're doing operating buses in dense urban areas, something many would argue First struggle to do. The future looks very rosy.

Remaining council-owned bus companies in the UK (size ordered)

1. Lothian Buses
   
2. Nottingham City Transport
3. Cardiff Bus
4. Reading Buses
5. Blackpool Transport
6. Warrington Borough Transport
   
7. Thamesdown Transport
   
8. Rossendale
9. Ipswich Buses
10. Newport Buses
11. Halton Transport (GL)

Transport mnemonic of the year

Deep breath.....

SINTROPHER - Sustainable Integrated Tram-based Transport Options for Peripheral Regions.

An organisation that investigates how trams and trains can better work together locally to enhance rail links to key economic centres.

.....and relax

Sixteen inches

Opened in 1960, the small Devonian station in the settlement of Axminster is undergoing a mini face-lift. Work has started on the installation of a passing loop, at a cost of £20 million, that aims to provide a double section of track on the main Waterloo-Exeter line. Once completed, South West Trains (SWT) will be able to operate hourly services to Exeter St. Davids from London Waterloo.

As you'd expect, the work is being undertaken by Network Rail (NR) - about as nationalised as the new East Coast Railway Limited company - and has been sub-let to a private contractor, who I won't name (and shame).

Things looked grim for a time when NR's contractor built a new platform at Axminster station sixteen inches too close to the railway line, the obvious result of which does not need spelling out! Consequently, additional time and money have been spent demolishing the new structure and hurriedly re-building it a little further back, in time for the December timetable alterations, which is the planned start-date for SWT's enhanced train service.

Ruler, anyone?

Understandably, NR didn't want to be drawn on the subject, and having wiped a small molecule of egg from her face, a spokesperson briefly admitted (very little!): The platform has been rebuilt, and this is not delaying the scheme. NR inspected the platform and found that it did not meet the guidelines set." (GWB)

First's decade-and-a-bit in South Yorkshire

With the recent disquiet amongst First's bus drivers in South Yorkshire, particularly Sheffield, and news last week that Stagecoach drivers in South Yorkshire are also set to strike, we thought we'd review First's time in South Yorkshire - just over a decade.

Deregulation in the 1980s saw South Yorkshire become known as The People's Republic of South Yorkshire on account of the incredibly low fares policy and service density that existed in the metropolitain boroughs of Sheffield, Rotherham and Doncaster - residents therein had bus services the envy of the country in many ways. However, in 1985 South Yorkshire PTE re-named its bus operation South Yorkshire Transport (SYT) in readiness for deregulation, and much was about to change.

Still council-run, the 1990s dawned and so too did a new name: Mainline. Initially the name was used to identify the core trunk routes the company operated but in 1992 the name was extended to all buses. The following year, the company was sold to its workforce and a year later Stagecoach purchased a 20% share.

Seen in 2005 at the Meadowhall Bus Rally is this Dennis Dominator in Mainline's red/yellow livery, though with First logos. The following year, all of this type - which once totalled over 300 - were withdrawn from the fleet.

1994 was also the year in which Stagecoach got into trouble in Darlington and so it wasn't long before the then-named Monopolies & Mergers Commission (MMC) ruled that Stagecoach had to divest its stake; as an aside, the MMC had also been looking at bus service developments in Sheffield, following a plethora of services bursting onto the city's streets, and weren't pleased that Stagecoach also owned nearby East Midland Motor Services, which ran numerous services into South Yorkshire, from its bases in Chesterfield and Worksop.

The 20% stake was snapped up by FirstBus, as the company was then known, and the company's chairman at the time, Trevor Smallwood - a local lad, who ironically used to work for competitor Yorkshire Traction - joined the Mainline board of directors. Mainline then operated until 1998 with First having a minority share. 13 July 1998 saw the company pass into First's hands completely, with the remainder of shares purchased. The new company name was First Mainline and the First logo started to appear immediately, though Mainline's red/yellow livery continued for many years to come.

In 2000 the company unveiled its bus equivalent to the iconic Underground philosophy: the Overground network. Initially, only a handful of routes in Sheffield were incorporated, with these being main trunk routes serving the city's busiest corridors. A network map based on that produced by Harry Beck for London Transport in 1931 was produced by cartographer FWT and attempted to show the Overground routes and how they connected at convenient interchange points to permit cross-city travel as easily as possible. Today, 27 routes in Sheffield form part of the Overground network there; Rotherham's network covers 15 routes and in Doncaster 21 routes operate under the Overground brand.

Sheffield's current Overground network - designed with the Tube Map in mind

The First Mainline name was dropped in favour of First South Yorkshire soon after, though it wasn't until 2006 that the lastmain batch of vehicles that dated back to the period of PTE-ownership were finally withdrawn - being the somewhat iconic Dennis Dominators, that had been stalwarts in South Yorkshire for decades. In 1998, the year the company purchased a majority shareholding in Mainline, the fleet it inherited comprised:

255 Dennis Dominators
180 Volvo B10Ms
94 Renault S56s
50 MCW Metrobuses
31 Volvo B6s
16 Volvo B6RLEs
16 Mercedes-Benz O814 Varios
13 articulated Leyland-DABs
11 Mercedes-Benz 709Ds
10 Volvo B10BLEs
9 Dennis Dart SPDs
5 MCW MetroRiders
1 Sherpa
1 Leyland National
692 - Total

In 1998 a total of five depots were operated from, three in Sheffield (Greenland Road, Olive Grove & Halfway), one in Rotherham (Midland Road) and one in Doncaster (Leger Way).

In order to start to replace the fleet, the first large batch of new buses came in 1999 and was Volvo B10BLEs, which were joined by second-hand Volvo B7TLs from First Manchester. Further Volvo B7TLs joined the fleet until 2004, with the majority of everything acquired being allocated to Sheffield thus far. During 2006 cascaded Wrightbus Eclipse Gemini-bodied Volvo B7TLs came from London and joined newer step-entrance 'deckers, namely Northern Counties-bodied Volvo Olympians; it was this push that ultimately spelled the end of the line for the Dominators - the last day in service for this type was 26 July 2006.

2007 saw the largest investment First had made to date, with £6.4 million being spent on 38 new Volvo B9TL/Wrightbus Eclipse Geminis - 20 to replace older examples on the flagship Service X78 (Sheffield-Doncaster) and the remainder for local services in Doncaster for use on a new initiative fostered by South Yorkshire PTE: the Rossington-Woodlands Quality Bus Corridor. The following year an even bigger order was made, for 58 of the same type of 'decker for use in Sheffield on Services 47/48, 75/76.

To date, the only ex Mainline vehicles seen in regular service are a handful of Alexander PS-bodied Volvo B10Ms. The majority have either been sent to First Glasgow or been converted into training buses, though it's still not too uncommon to see one in service.

One of the last vehicles to remain in the Mainline livery is this Volvo B6/Plaxton Pointer, new to Mainline in 1995

In more recent time, things haven't been going too smoothly for First South Yorkshire. The company was lambasted in 2005 for raising fares on four separate occasions as well as cutting a large number of marginal services. First was having to deal with the requirement to perform as well as other companies in the UK but against a backdrop of an expectancy of low fares and unrivalled service coverage. Stagecoach purchased the Traction Group in December 2005 and with came a significant foothold into Sheffield, with Yorkshire Terrier - one of First's main competitors. Stagecoach re-branded this operation as Stagecoach Sheffield and has invested heavily in new low-floor vehicles, as well as integrated ticketing with Supertram (which it purchased in 1997 and has a concession to operate until 2024) and its existing bus network to the south of the city. First still have the monopoly on Sunday operation, with only two of Stagecoach Sheffield's services running on the Sabbath - which really isn't on!

For the past half-decade, strikes at First South Yorkshire have occurred roughly annually, generally over pay and conditions. Akin with the relatively cheap fares offered still in South Yorkshire, the Company has paid its workforce a slightly lesser hourly pay rate to its neighbouring operations in West Yorkshire and Manchester. Accordingly, its South Yorkshire employees would like pay parity with their colleagues down the road and with the close-knit working environment that is accustom with a workforce that once owned the entire business, it doesn't take much for drivers to 'down tools'.

The latest negotiations that caused strike action in Sheffield was for 2.5%, which was unanimously rejected; this was bettered to 3% with a free travel pass for one child, a £100 shopping voucher and a financial settlement over a dispute over acrewed holiday pay. Rotherham and Doncaster depots both accepted this second offer, though Sheffield didn't as another issue had arisen, this time a disciplinary matter erupted, causing Sheffield-based drivers to continue their strike action at the end of last month, though now all strike action has halted. It's Stagecoach's turn now.

Some Dennis Dominators made it into First's 'Barbie' livery - seen here is one such example on Arudel Gate in Sheffield city centre.

From a passenger's perspective, travel in and around South Yorkshire with First remains competitively priced. Their day tickets for travel in the Sheffield/Rotherham/Doncaster areas is only £4, with a £4.50 ticket available for travel on any First South Yorkshire bus service (except into the Peak District). A Group ticket is also available, costing £8 for a family of up to 5 (max 2 adults). Weekly tickets cost £16 (Sheffield) and £15 (Rotherham/Doncaster), though certain Day/Week Savers are available on specific routes that work out at around £3 Day/£9 Week. South Yorkshire PTE also offer their TravelMaster range of tickets the offer unlimited travel on any bus, train or tram, though naturally cost a little more.

Once referred to The People's Republic of South Yorkshire, I think the area still boasts an excellent bus service coverage. Yes, fares have increased well above the rate of inflation and yes some marginal bus services have been cut, but compared to other cities in the UK and the ridiculous single fares offered by bus companies therein, Sheffield and indeed South Yorkshire as a whole is still a very affordable place to travel. (GL)

Photos: Caroline Matthews (2) and Michael Brown

The rail industry's David Bailey

Paul Bigland is a freelance railway photographer and anyone who dips into the rail media will be familiar with his work. Years ago, one of the first fotopic sites I bookmarked was that produced and constantly updated by Paul and I am happy to recommend it to anyone who likes rail photography.

One of my favourite shots of all times was recently uploaded to his site and it can be seen below.


I think in epitomises the ill-fortune with which the East Coast franchise has been plagued better than any words can, with the lasting impressions of both the NXEC and GNER vinyls still visibly noticeable. It's a sign of NXEC's lack of cash that this Class 91 still wears the livery of GNER.

There are many budding rail photographers out there and their work is easy to find using similar sites, but for me Paul Bigland's fotopic showcase (and his £3,000 digi-SLR camera!) beat the socks off the rest.

It's with regret that I must confess to having never got into photography, though people like Paul Bigland et al may well see me make a purchase come retirement time! ('Banshee')

Paul Bigland's fotopic site

Neville Hill derailment

At 0449 last Tuesday (17 November), two East Midlands Trains (EMT) Class 43 HSTs collided while performing shunting manoeuvres at the Neville Hill depot in Leeds. The Leeds-York line was particularly affected and a total of 5 train operating companies had to either re-route their trains in that area or provide replacement bus services.


CrossCountry's services between Leeds and York saw some diverted via Castleford during the morning of the 17th; new East Coast Railway saw a limited service on its entire network, with buses connecting Selby and Hull to the ECML at Doncaster; EMT services saw delays generally of around half-an-hour; and First TransPennine Express saw its Leeds-York trains diverted via Normanton with a knock-on effect of 30mins.


The operator affected the most, however, was Northern Rail, who replaced buses with trains between Leeds-Selby; all Leeds-York services; and from 0909hrs all York-Leeds services (the line had to be closed mid-morning to remove the derailed and horizontal Mk3 carriages from the tracks.


The accident took place at the depot's western exit with one HST set not having cleared a set of points before a second set took the road and the collision - albeit at a relative slow speed - took place. EMT were keen to point out that no one was injured as a result of the collision - one that looks like human error. While the accident itself didn't take place on the main line, the effort to re-rail the stricken train caused the passenger service disruption as this necessitated use of the adjacent main line.


'Minor' collisions are fairly rare, though Virgin had one on 29 March, rendering two of its Class 390 Pendolinos out of service after they collided at their Wembley depot. EMT, like Virgin, are now two sets down. EMT's managing director Tim Shoveller only last week spoke about how his company is short of the number of trains it ideally needs to operate its franchise. At the time, his shortfall didn't include Class 43 HSTs, though they may have temporarily been added to his list.


NickTheBatMan has a short video, taken from a passing train, that show the extent of the damage. Click here to view it. (GL)

Officially unofficial!

A few weeks ago, we produced an entry that looked at the likely route planned for the new High Speed 2 line, currently being worked on by the ad hoc quango, High Speed 2 Limited. We said that the company had given clear indications that it favoured a diamond shape route in Northern England, encompassing the East Midlands, joined to London by a linear route south of Birmingham - right through the middle of the Chilterns.

We hadn't dreamed this and then awoke to believe it was reality and then written about it!

Last weekend, High Speed 2's Chairman, Sir David Rowlands, outlined a totally different route in mind when interviewed on the BBC's Politics Show. This time, Sir David spoke of a line from London to Birmingham, via the Chilterns, and then mirroring in places the West Coast Main Line to service Manchester and on to Glasgow. Additionally, another line is to be suggested, bifurcating at Birmingham to Nottingham, Sheffield, Leeds and Newcastle.

Sir David said: “There’s clearly a business case to build what might be the first phase of a network as far as the West Midlands, going into Birmingham and joining back to the West Coast Main Line.....There’s also a clear business case to go beyond with a network that goes all the way up to Scotland.... My own personal view is that if all the Government wants to do is build a high-speed line to the West Midlands and no further I wouldn’t bother.”

Giving hints of previous unofficial briefings, Sir David went onto say that the bone of contention is the route taken north of Birmingham, with a line to Manchester omitting the East Midlands and South Yorkshire and vice versa. Clearly, a diamond shape route, which we believe quite strongly to have been considered - and maybe even proposed - by High Speed 2, would cover all these bases, though is currently out of favour.

Next month, High Speed 2 will hand over its findings in a report to the DfT, who will publish the details for public consultation next March. (GL)

The power of 1

In the latest CBW, news was carried of a recent public inquiry held by the Scottish Transport Commissioner (TC) Joan Aitken, at which Stagecoach's Strathtay Scottish Omnibuses subsidiary was called to answer questions over its performance.

What made the case unique is that Stagecoach Strathtay was seemingly brought to book following continued complaints by one passenger, and one passenger alone. Identified only as Ms C, the complainant contacted Stagecoach Strathtay on a 'significant' number of occasions by email during 2007/8 to complain about the operation of one service in particular. Scottish TC Joan Aitken described Ms C's correspondence with Stagecoach as 'cordial and balanced'; indeed from the quotes made it would appear to have been the case - with Ms C even apologising about having to contact the company.

Joan Aitken, Scottish Traffic Commissioner: "I will not disregard individual experience".

Ms C emailed to complain about the punctuality of the Service 77 group of routes on 27 occasions between February 2007-August 2008. The inference in the TC's report is that as a result of this, her compliance officers were sent to Tayside to scrutinise the validity of Ms C's complaints. The Service 77 group of routes (Kingoodie-Dundee-Balmerino) were checked, so too were Services 13/13A, 34, 39A, 73/73A, 74 & 85, with over 200 services monitored over a 9-day period. From the result, the TC suggested Stagecoach Strathtay had only been 'about 90% compliant'.

The 'window of compliance' is for 95% of timetabled bus journeys to operate within a 6-minute window: up to 1 minute early and 5 minutes late; thus Stagecoach Strathtay's non-compliance reached 5%. Under TC's Section 39 powers, a fine of between £50-£150 can be awarded per O Licence. The TC thusly fined Stagecoach Strathtay £140 per O Licence (160), totalling £22,400.

Most unusually, though, was the TC's direct and continued reference to the complaints Stagecoach had received from Ms C:

"I will not disregard Ms C's experience," said Ms Aitken, "even though it could only represent a tiny amount of the operator's overall service in the area. That I do not disregard it is because I will not disregard individual experience. First of all, it is real experience and a real live example of the intended traveller going for the bus and being let down. The operator has a legal duty to operate and run to time and route, and any failure to satisfy that intended passenger, without reasonable excuse, is a matter for me."

Ms C's emails were undeniably the catalyst for Stagecoach Strathtay receiving a fine equivalent to that of a driver's annual wage. You could argue that little could be learned if such a proportionately small fine is awarded, or that irrespective of the amount fined, having your dirty linen aired in public is punishment enough. In Stagecoach Strathtay's defence, the TC did acknowledge that temporary roadworks in the area, to some extent, did adversely affect punctuality while her compliance officers were monitoring, but this did not account for the unacceptable level of early-running.

This is a good example of how one passenger can force a multi-national bus company to face the most senior figure in the transport regulation industry. The power of one had genuine and far-reaching results. You'll note that Ms C first contacted the bus company in question and continued to do so for around eighteen months; she did not go straight to the TC. Undoubtedly, this sensible course of action was respected by Ms Aitken. (GL)

Need to contact your local Traffic Commissioner's office? Click here.

The 38 goes rigid

Saturday saw London's most frequent bus route change, with the articulated Mercedes-Benz Citaros being replaced by rigid double-deckers. The 38 operates between Victoria and Clapton Pond to a frequency that provided a bus every 4 minutes at peak periods - a feat not beaten by any other London bus service.

The conversion of London's articulated 'bendy buses' to standard 'decker operation was a pledge made by London Mayor Boris Johnson during his election campaign. It was seen as a 'get rid of the Bendies at any cost as they're not popular with Londoners and it will win be votes' manifesto pledge, and now in office, Johnson feels he has to go through with it - even though we understand he is believed to be less hostile towards bendy buses now he's no longer in 'opposition'.

So much so, that we were told by a well-known industry source at the North Weald bus rally in July that plans are being drawn-up to retain 'at least one' route operated by bendy buses.

Service 38 saw its Bendies removed following service on Friday, with a new timetable introduced from Saturday 14 November. To aid punctuality and make better use of the incoming 'deckers, only alternate journeys during the main period of daytime operation will operate the full length of the erstwhile route; between 0734-2006 ex Victoria, every-other journey will terminate at Hackney Central station, rather than continue to Clapton Pond. TfL claim this reflects the passenger flows to/from Clapton Pond. It also saves them 4 'deckers from their original figure.

The headline frequency has doubled from that of a bus every 4 minutes to one every 2 mins during the rush hours, though the operational timetable we were sent shows that in fact buses depart Hackney Central station at ONE MINUTE intervals from 0659-0713 on weekdays. Service 38 had a peak vehicle requirement (PVR) of 47 bendy buses, though this has shot up to 68 rigid 'deckers (52 x DB300/Wrightbus Eclipse Geminis and 16 x ADL Trident 2/Enviro 400). There is no bus route anywhere in the UK that requires 68 vehicles out at any one time to operate its timetable. The initial PVR for the 'deckers was 72, though turning alternate daytime journeys at Hackney Central station has save 4.

The service continues to be operated by Arriva London's Clapton depot, that currently houses a total of 109 vehicles (Services 242 & 393 are also operated from here, along with Service 38's through-the-night sister service: N38).

To put into some perspective the mammoth operational task of Service 38, during Mon-Fri daytimes, buses depart Hackney Central station (Graham Road) at the following times past each hour, heading towards Victoria:

xx02
xx05+
xx09
xx12+
xx15
xx19+
xx22
xx25+
xx29
xx32+
xx35
xx39+
xx42
xx45+
xx49
xx52+
xx55
xx59+

That's 18 departures an hour, compared with up to 14 when operated by bendy buses. Journey's marked '+' start from Clapton Pond 9 minutes earlier. Journey time between Hackney Central station and Victoria typically takes 66 minutes.

The Mayor's bendy bus removal policy commenced in July, when the two former Red Arrow-branded routes (507/521) saw their articulated Mercedes-Benz Citaros replaced by identical - but rigid - examples. The 'softener' here was the introduction of a new Saturday service on Service 507.

The 38 was one of the last Routemaster services to 'go bendy' in 2005.

There are many people opposed to replacing bendy buses with their rigid counterparts, and the cost involved in the conversion is something frequently mentioned: £13m per year, every year until the last route is converted - totalling £60 million is one figure recently quoted by the BBC, though we thought it was a little less. The rigid replacements need to operate more frequently as they have fewer seats/room for standees, so greater numbers are in operation (47 bendies -v- 68 'deckers), which directly affects congestion and pollution. Other factors include the ability for passengers to board through any door of the rigid single-deck Mercs operating Services 507/521 - failing to address Londoners' concerns about those choosing to ride for free.

Remaining bendy bus routes & their contract expiry dates:

Service 207 - 09/04/2010
Service 18 – 23/08/2010
Service 149 – 18/10/2010
Service 29 – 14/01/2011
Service 73 – 01/05/2011
Service 25 – 26/06/2011
Service 12 – 31/07/2011
Service 436 – 09/02/2013
Service 453 – 16/02/2013

Some contracts were expected to require negotiation during 2009, though have been extended to 2011 as a result of good performance. The list shows an approximation for when each remaining bendy bus route will be converted back to rigid. Services 436/453 are not expected to be converted during Boris Johnson's first term - will he have to potentially leave office with bendy buses continuing to operate on London's streets, after all the fuss he made? (GL)

Quote of the week

You may have read about the train fare that exists here in the UK that costs in excess of £1,000. The Newquay-Kyle of Lochalsh Anytime fare is more expensive than "a round-the-world flight via New Zealand, Thailand and Dubai".

Kyle of Lochalsh - an unlikely locality for a ticket costing £7 more than a Trans Siberian Express rail journey from Moscow to Beijing!

CrossCountry's response (for it was they!) was nothing short of amazing, informing the (now free) London Evening Standard that, "It doesn't matter because we've never sold one."

Oh, that's alright then! (GL)

Perverse and irrational?

Stagecoach lashed out on Wednesday, following news that the Competition Commission (CC) has ordered it to sell its recently-acquired Preston Bus company. Calling the CC's decision "perverse and irrational", Stagecoach said that it was an "irrational contradiction of competition law and common sense."

So that's no merger with NEG and no Preston Bus. What now?

I read a very candid rant on a transport news forum some weeks ago by a transport planner for a local authority, who lambasted the CC, following its preliminary report, for even contemplating that Stagecoach's acquisition of Preston Bus was likely to reduce competition. It's safe to say that this individual had nothing to do with any party involved and yet despite his position, and openly naming himself, paragraph after paragraph was churned out, slagging the CC off (my favourite was "don't these b*stards realise the car, yes the ****ing car, is the competition here, not other bus operators"). It's perhaps not strange to see that he no longer posts to this forum.

"The CC concludes that the sale of a reconfigured Preston Bus will be the most effective way to restore competition and safeguard passenger interests. The CC will approve the successful bidder to ensure that it is capable of operating as an effective competitor to Stagecoach. The sale will include a bus depot, other assets and a network of routes, including services formerly run by Preston Bus but since transferred to Stagecoach following the acquisition." forms the opening paragraph in the CC's full report.

Taking each aspect in turn, we first come to 'network of routes'. Since Stagecoach purchased Preston Bus, changes have been swift and relatively wholesale. Does Stagecoach have to turn the clock back to its competing routes pre-purchase and agree the newcomer to operate routes akin to Preson Bus' upon its commencement?

'The depot' could be construed to be relatively straightforward, but with the changes to routes comes inter-vehicle swaps between depots to operate the existing services. Sure, the services can continue to be operated but from separate bases, but this will mean additional dead running and therefore an increase in costs.

Who is likely to want to buy Preston Bus? The nearest large group is Transdev's Blazefield subsidiary, who've taken on work from Stagecoach in Burnley during 1998. First in Manchester, Arriva in Merseyside? Will smaller operators try and have a go? Remember MAS Transit in Grantham, when RoadCar closed its depot there - a complete disaster; today, Centrebus operates services a shadow of their former selves. A year ago, you might have thought Veolia could come and have a go - maybe they will, especially since their planned merger with fellow French operator Transdev is well advanced.

Finally, the CC made a lot of noise about safeguarding the best service for the passenger, which is fair enough. But at the moment, a Preston-wide Megarider is available, offering travel on all Stagecoach and former Preston Bus routes. This will surely be offered only Stagecoach services after the Preston Bus sale has taken place. With the Tories thought to be against Quality Partnerships, even this possibility for trunk routes in the area is likely to be a non-starter.

What if no operator shows an interest in the former Preston Bus business? What if they, like MAS Transit in Grantham, cannot make a go of it and head off to the hills with their tail between their legs, what then? (GWB)

The CC report in full (86 pages in pdf form) can be read by clicking here.

November 2011 anyone?

Almost two years ago, m'colleague and I visited the East Coast Main Line (ECML) and took some last-ever photos of trains in the livery of the then East Coast franchise operator, GNER. Days later, and the GNER livery would be faded out and the vinyls that depicted the grand gold-lettered company name would be replaced with all-lower-case 'national express'.

Little did we know at the time that two years later, we'd be back at the same bridge overlooking the same stretch of line, eager to capture some similar shots of yet another East Coast franchise operator about to be 'gone for good'!

Yesterday's shot, taken from Bridge 202 at Essendine, Rutland: a Class 91 heads at near-top speed along the Down Main at approximately 1430hrs. The white stripe along the train was added under NXEC tenure, though on this train, the red GNER doors remain; others have seen the doors painted dark-blue.

For just over a mile, the ECML passes through the picturesque unitary authority of Rutland, and two bridges cross the line here. One is the main A6121 through the village of Essendine, the other is a quarter of a mile north, along the Pickworth Road, known only as 'Bridge 202, Essendine', and leads from the minor road to a farm. From here, a reasonable vantage is gained over passing trains through Rutland.

Same bridge, same view, same train, different operator. Stand here tomorrow and a third operator will be operating this Class 91! GNER agreed to NXEC removing its name up to a week before the December 2007 handover, though this didn't seem to be the case with East Coast Railway and NXEC, from the hour or so we were loitering in Essendine.

For those who may have just 'surfed on in' to this blog and today's entry, we've been following the fate of the East Coast franchise for quite some time. At 2359hrs today, East Coast Railway, a government-operated company, will assume command for the franchise, relieving National Express East Coast after almost two years' operation. Franchise handovers generally take place at 0200hrs, so the 2359hrs for the East Coast seems odd, though many would agree the date - Friday the thirteenth - is synonymous with the route's bad luck of recent years.

Our NXEC/GNER archive is listed below for your convenience:

27 Nov 2007 - The End is Nigh. GNER gets ready to bow out.

17 Dec 2007 - Farewell to GNER. The LEYTR tribute.

6 Feb 2008 - King's Cross NXEC departures. NXEC announce they plan to remove departures from screens at KX up to 10 mins before departure. A sign of things to come methinks....

3 Jun 2008 - First Class 91 in NXEC livery.

27 Jun 2008 - More focus on trains to Lincoln & Grimsby. NXEC officially requests paths.

2 Aug 2008 - Two rail links cut. NXEC cut the Hampton Taxibus and Lincoln 225 service, both instigated by GNER.

10 Aug 2008 - NXEC Website. We review on of the best TOC website around.

23 Jan 2009 - NXEC considers seat reservation fees.

1 Feb 2009 - Beware changes to NXEC website. NXEC cease accepting AMEX for payment.

23 Feb 2009 - A curt response. NXEC rebuke Richard Branson's offer to relieve them of their franchise.

4 Apr 2009 - Good news from NXEC. An about-turn sees AMEX card accepted again.

15 Mar 2009 - The 'Poo Train'. NXEC cover commuters in sewage.

17 Mar 2009 - They just don't get it, do they? NXEC deny plans to bar photographers from its stations.

1 Jul 2009 - But what about Lincoln? NEG officially hands back NXEC.

21 Jul 2009 - At arm's length. We look at how NEG hope not to fall foul of the cross-default clause.

7 Nov 2009 - NXEC handover date set. (GL/PW)

Oyster is not always the cheapest

"Some say he was responsible for easyJet dropping its capital 'E'; and that his grey matter looks suspiciously like the circuit board from a Wayfarer 3 ticket machine. All we know is, he's called The Stig!"

The Editors have recently discovered that they've not always been getting the best deal when using their Oyster Pay As You Go (PAYG) cards on Transport for London's (TfL) extensive transport network. I've said I'll happily offer enlightenment.

It is misleading for TfL to state that their electronic Oyster PAYG card always offers the cheapest fare. There are two occasions when purchasing a One Day Travelcard is cheaper than using Oyster PAYG. The first concerns Travelcards added to the cost of a rail ticket for travel to/from London and the other is for those in possession of a National Railcard.

For residents living within what is known as the London Commuter Belt, the cost of an One Day Travelcard can be added to the total cost of the train journey into the Capital. On these occasions, it's worth checking the comparative cost for the type of journey(s) within London you plan on making if you're in possession of an Oyster PAYG. Why? Well, the add-on Travelcard is an all-zones (1-6) example and costs less than the cost of an identical Travelcard when purchased within London.

A One Day Travelcard, covering Zones 1-6, off peak, costs £7.50, while its add-on equivalent from a commuter locality such as Reading costs as little as £4.50 when purchased with an Off Peak Return (£15). Ultimately, the number of journeys on TfL's network the user plans to make, the type and extent to which they will travel within London, also has a baring on whether the add-on is better. If, say, the traveller will only be making three or four bus journeys while in London, then Oyster PAYG will be the cheaper option, as these cost £1 each. Those who gain the most are those who plan on travelling into Zone 6 once within London, or making three or more Tube journeys.

From the north, Peterborough has its own version: an Off Peak Return to London is £26, though only £3.50 more with a One Day Travelcard added (£29.50). Oyster PAYG users should keep their card locked in their purses/wallets and purchase a One Day Travelcard add-on from Peterborough.

If you're planning on visiting London and have never heard of an Oyster card, then what you must do is simple: spend five minutes online searching for your desired ticket to/from the Capital, then do the same again but this time add a One Day Travelcard to your request and calculate the difference. The add-on version covers Zones 1-6, that would otherwise cost £7.50 when purchased in London or rung up using Oyster PAYG. Any amount less than this is almost certainly worth purchasing.

Off Peak Travelcard prices are shown below ('off peak' is regarded as post 0930 Mon-Fri and at any time during weekends):

Zones 1-2 - £5.60
Zones 1-4 - £6.30
Zones 1-6 - £7.50

Using the two examples above (Reading and Peterborough), the saving made on both occasions is greater than the cheapest (Zones 1-2) Travelcard so is almost certainly going to be cheaper. The One Day Travelcard, and its capped equivalent on Oyster PAYG, still remains excellent value for those who live further away from London than those who are classed as living within the Commuter Belt and thus entitled to a Travelcard add-on.

The second occasion where Oyster PAYG is not the cheapest option is when travelling with a National Railcard. Until recently, only holders of the Disabled and Senior versions could save, but now all classes benefit (Disabled, Senior, 16-25 and HM Forces). A reduced-rate One Day Travelcard is available to holders of a National Railcard provided they purchase this from a London Underground ticket kiosk, i.e. only the adult version is available as an add-on for purchases online or at stations offering this facility outside London.

Here, the One Day Travelcard, off peak, is a straightforward £5 and covers Zones 1-6 (i.e. the same as the add-on). These special reduced rates can be loaded onto an Oyster PAYG or printed onto a standard One Day Travelcard, but they can only be purchased by joining the queue to speak to a human at an Underground station.

While this reduced rate is more than purchasing an Adult add-on if travelling in from a locality classed as within the London Commuter Belt (£4.50 Reading, £3.50 Peterborough), the Railcard will have assisted the traveller in receiving up to 34% off the train fare in the first place, usually making it worthwhile to queue up once in London for your discounted One Day Travelcard.

In summary, despite TfL's claims that Oyster PAYG always charges the least amount, there are occasions when, for those living with London's Commuter Belt and who travel occasionally into the capital, this is not the case. Additionally, holders of ALL types of National Railcard benefit further with reductions for One Day Travelcards, which can be loaded onto Oyster PAYG if needed. (The Stig)

September Review

We blogged 28 times during September and covered a vast array of subjects!!

1st: We reveal how Stagecoach have altered their party line on drivers who exceed the maximum weights for certain driving seats.

3rd: Contributing writer 'GWB' gives details of First's large pot of money, available for its drivers who can demonstrate they've been driving more efficiently. Looking at the size of the pot available, First hope to save many millions of pounds! We also revealed for the first time the approach by the Cosmen Consortium for National Express Group.

4th: The Competition Commission make a preliminary statement over Stagecoach's acquisition of Preston Bus, and it's not good news for Stagecoach.

5th: We review our entries for July.

6th: With news of Greyhound's imminent operation, National Express retaliate with news of additional coaches to the same destination as those targeted by Greyhound.

7th: Govia's London Midland train operating company cancels hundreds of journeys after its drivers legitimately choose to stay at home.

8th: Contributing writer 'GWB' says: "We've all heard of 'jobsworths' - especially those that prevent genuine hobbyists from going about their peaceful hobby. Upminster station is the location of one such incident, though we understand LUL have apologised for the 'confusion' (ill-education? - Eds)."

9th: Stagecoach make no secret of the fact they're interested in as much of the National Express Group as they can get their hands on. We report that Stagecoach has made representations to the Cosmen Consortium to take off their hands anything they don't want, should their purchase of NEG be successful.

10th: Christian Wolmar provides our quote of the week. We also provide a little spot the difference of our own.

11th: Contributing writer 'CW' exclusively reveals that in some areas of the UK, the majority of texts sent to numbers affixed to bus stop flags are abusive and threatening.

12th: We update the situation regarding free bus travel for concessions in England.

14th: We give further insight into Network Rail's vision for High Speed 2 and welcome our very own The Stig, who spills be beans about the new-look Tube Map.

18th: We delve deep into the LEYTR Postbag in our own Points of View-style entry and detail that the railways in Europe aren't always as good as people would have us believe.

20th: National Express details how you can bling your own coach.

21st: We visit the Johnson Bros./Redfern Travel running day and the Meadowhall Bus Rally over the same weekend.

22nd: Contributing writer 'RW' reports how, without a fanfare, Arriva's Derby operation has conformed to 100% low-floor running for quite some time.

23rd: We've all had bad days. One of the Editors' included missing numerous photographic opportunities because he was in a rush.

24th: We detail how the Prime Minister gives his backing to a new high-speed rail line and are one of the first to report what is understood to be HS2 Ltd's preferred route options.

25th: The Stig reports that following the Mayor of London's intervention, the Thames will be reinstated on the Tube Map and we detail how you can view the Showbus Programme for free online.

26th: Our pun of the month goes to today's entry, detailing a bike-relating initiative for Merseyrail.

27th: Showbus 2009 took place today, so we had our own out-of-office reply.

28th: There are various deadlines looming for PCVs to comply to UK-determined accessibility law. We outline which types of vehicle are affected and when they must conform.

29th: Go-Ahead's Keith Ludeman gives the first clear sign that drivers who do not/cannot improve their driving efficiency will be shown the door.

30th: We review Showbus 2009 - a day so warm I got sunburnt.

Fourteen years ago

1995 was a milestone year for Optare - its tenth anniversary. Formed with bus deregulation around the corner, its was initially well-placed though problems came in 1993 when United Bus collapsed. However, one decade on, Optare was offering a full range of models: Prisma, Sigma, MetroRider, Spectra and the Vecta being some of the most popular at the time.

1995 was a year when 21 local authority-controlled municipal bus companies existed: Blackburn, Blackpool, Bournemouth, Burnley & Pendle, Cardiff, Chester, Eastbourne, Great Yarmouth, Halton, Hyndburn, Ipswich, Islwyn, Lothian, Newport, Nottingham, Plymouth, Reading, Rossendale, Thamesdown and Warrington. A further 3 had been purchased by their respective managements and employees: Brighton, Preston and Tayside. Stagecoach controlled 5 - Chesterfield, Cleveland Transit, Grimsby-Cleethorpes, Hartlepool and Kingston upon Hull; the company now known as Arriva (British Bus/Cowie) owned 3 - Colchester, Derby and Southend; and then-named FirstBus owned 3 - Grampian, Leicester & Northampton.

ChesterBus was very much a municipal operator in 1995.

1995 was a year in which Dennis celebrated its centenary. Having developed an uncanny nack of being in the right place at the right time, Dennis had success after success: look at the Dart and its SLF variation. A vast range of Dennis models were offered, from 8.5m citybuses and coaches to 12m 'deckers. The Lance was being modified to offer the first low-floor version bought in decent numbers. The Javelin was one of the most popular coaches of the time.

1995 was the year when Badgerline and GRT merged to form FirstBus. Back then, FirstBus was the second-largest bus operator in the UK after Stagecoach. The 'Bus' was dropped following subsequent successes during rail privatisation, in favour of 'Group', though latterly simply stating 'First' seems to suffice. Grampian Regional Transport (GRT) was the first Scottish local authority-owned company to be sold and Badgerline took advantage of one of the first English sales, Bristol Omnibus.

The Badgerline name started to disappear from buses (and ties - Ed!) in 1995.

1995 was the year that Trent Buses introduced rare Alexander (Belfast) Q-bodied Volvo B10Ms to its Rainbow 1 'Transpeak' service, linking Nottingham and Derby with the Peak District and Manchester. The service today operates the full-length journeys using Plaxton Premiere Interurban-bodied Volvo B10M coaches in a special all-over green 'TransPeak' livery, having lost its Rainbow-branding and route number many years ago.

Unusual-looking Alexander Q-bodied Volvo B10Ms were making appearances on the flagship R1 route between Nottingham-Manchester in 1995. Ironically, the one posed for this shot is working the D1 park & ride service to the Meteor Centre in Derby!

1995 was the year when Stagecoach was still in the news following the previous year's antics in Darlington, having forced Dartlington Transport to cease trading after it set up competing services that didn't charge passengers to travel. Slowly, new vehicles were being introduced to the town, providing some interesting shots from my archive: Dennis Falcons in Stagecoach stripes alongside brand-new Northern Counties Paladin-bodied Volvo B10M-55s.

Many put the Competition Commission's comprehensive scrutiny of all Stagecoach's acquisitions down to its antics in Darlington in 1994. Inherited were ageing buses such as this Mercedes-Benz L608D, new to Ribble in 1986.

1995 was the year in which the low-floor bus took off. Previously, very few examples had been ordered, mainly due to the average 15% increase in overall cost to the conventional step-entrance single-decker. The Dennis Lance SLF was the first example to be sold in any real quantity. Another example is the Scania MaxCi, of which Midland Red took examples for Shrewsbury. Greater Manchester opted for the not-quite low-floor Volvo B10B, but chose to advertise it as a low-floor 'superbus' in any case. Ulsterbus placed an order for 60 Volvo B10Ls - a proper low-floor bus . Nottingham took delivery of one of the first Scania L113s. On mainland Britain, Rider York was the operator of the year to have the greatest number of low-floor buses in its fleet: 20 Scania L113/Wright Axcess-ultralows.

The Dennis Lance SLF was purchased by Badgerline and additionally by First once the merger with GRT had happened. Seen here, bound for Redditch, is one such example.

1995 was the year when the latest guided busway in Leeds opened, on Scott Hall Road, running north from the city centre. This scheme cost around the £2 million mark and while it is much smaller in length to the delayed Cambridgeshire example - due to open any time now - the proportionate cost is greatly reduced.

1995 was the first full year of privatised bus operation in London. CentreWest, London General, London United and Metroline had been sold to their workforces; East London and Selkent had been sold to Stagecoach; Leaside and South London had been sold to Cowie; London Central went to Go-Ahead and London Northern was bought by MTL Holdings. The London privatisation netted the government £233 million and a total of 4,795 buses were involved in the sale. Transport Minister Steven Morris decreed that all London buses must be 80% red, and many liveries were disappearing to conform. (GWB)