Passenger Transport: August 20, 2021 by Passenger Transport Publishing Ltd

YEARS 2011 | 2021

ISSUE 247 20 AUGUST 2021

NEWS, VIEWS AND ANALYSIS FOR A SECTOR ON THE MOVE

Railway urged to share data on Covid risks

London TravelWatch wants RSSB to publish data that predicts potential deaths from Covid caught on trains, but safety body insists that ‘risk is low’ London TravelWatch is urging the rail industry to release its data on the risks of catching Covid on trains. The watchdog says it is “irresponsible” to launch a campaign urging people to return to rail travel without first informing them of the risks. Attendees from an industry conference call on August 12 told The Telegraph that modelling by the Rail Safety and Standards Board (RSSB) had found that the number of potential deaths from Covid caught on a train over the next four months “ranges from double to triple figures”. RSSB shares its findings with rail executives and the Department for Transport - but has not made the numbers public. Responding on August 15 to the

COUNTING DOWN TO CHRISTMAS LNER has put tickets for festive season on sale

Demand for travel on LNER services is recovering fast with patronage exceeding 90% of pre-Covid levels in recent weeks. Capitalising on this trend, LNER has this week put tickets for the festive period on sale early, to let people to book ahead. DAVID HORNE: PAGE 18

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story published in The Telegraph, RSSB said: “This is a highly misleading - rail travel is actually safe, and the Covid risk is low.” It added: “Our analysis does not provide a simple risk figure that would inform passengers so pulling out one hypothetical scenario, without any understanding of the assumptions, context and likelihood, does not really help anyone.” However, London TravelWatch is calling for greater transparency. Commenting on August 16, Emma

“Rail travel is safe, and the Covid risk is low” RSSB

Gibson, director of London’s official transport user watchdog, said: “[We] have repeatedly asked the rail industry to release their data on the risks of catching Covid on the train, so that passengers can make an informed choice about whether to travel. But they have refused to do so. “If a major supermarket were running an ad campaign encouraging us to stop shopping online and return to shopping in-store, but at the same time were sitting on statistics which showed the number of people who might die as a result, there would be a public outcry. The rail industry’s ad campaign is irresponsible and they must now release the data that they have, in order to build back trust with passengers.”

Christmas ticket sales have come early this year

NEWS

Growing confidence for recovery

Bus and rail users are returning

ENVIRONMENT

UK’s first rural electric bus fleet unveiled

Stagecoach West Scotland leads way

COMMENT

‘The planet is in danger - we must act now’

Jonathan Bray on decarbonisation

COMMENT

Lake District buses - ‘a huge opportunity’

Alex Warner enjoys a memorable bus tour

CAREERS

New Go-Ahead chief named

Christian Schreyer will take the top job

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CONTENTS

PASSENGER TRANSPORT PO Box 5496, Westbury BA13 9BX 020 3950 8000 editorial@passengertransport.co.uk

Should the railway share its data on Covid safety? The signs are encouraging. Restrictions have been lifted and passengers are flooding back to public transport - not everywhere, but in sufficient numbers to offer grounds for hope. This is not the time that the industry would have wanted to find Robert Jack itself in a public debate about the risks of catching Managing Editor Covid on its services and the number of people who might die as a result of doing so, but that’s where we are. The Telegraph reported this week that modelling by the Rail Safety and Standards Board (RSSB) had predicted potential deaths from Covid caught on a train over the next four months as ranging “from double to triple figures”. RSSB said this was misleading and claimed that it could not provide “a simple risk figure that would inform passengers”. But London TravelWatch, the official transport user watchdog for the capital, is pressing for greater transparency. RSSB argues that its modelling is designed to look at a range of potential scenarios to aid planning and safety decision making by rail companies and government. No other sectors are publishing data of this kind. We aren’t getting it from pub chains, restaurants, hotels, supermarkets, nightclubs. It’s right that the railway remains vigilant, but that vigilance could prove a disadvantage if analysis is published and then misinterpreted. How many people could be scared away from a mode of transport that is far safer than they might perceive and onto the road network where the risks are much higher? HAVE YOUR SAY Contact us with your news, views and opinion at: editorial@passengertransport.co.uk PASSENGER TRANSPORT editorial@passengertransport.co.uk forename.surname@ passengertransport.co.uk Telephone: 020 3950 8000 Managing Editor & Publisher Robert Jack Deputy Editor Andrew Garnett Contributing Writer Rhodri Clark Directors Chris Cheek, Andrew Garnett, Robert Jack, George Muir, John Nelson OFFICE CONTACT DETAILS Passenger Transport Publishing Ltd PO Box 5496, Westbury BA13 9BX, UNITED KINGDOM Telephone (all enquiries):

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IN THIS ISSUE 13

ABELLIO’S CLOUDCONNECTED FLEET

WE WANT TO TRULY TRANSFORM RAIL TRAVEL

ORGANISATION

PAGE

Abellio London 13 ALBUM 5 Arriva 5 Cardiff Bus 11 FirstBus 5, 13 First Cymru 9 Go-Ahead Group 12 K&P Coaches 8 Llew Jones 8 LNER 1, 4 London TravelWatch 1 Merseyrail 12 National Express West Midlands 7 Network Rail 4 Optibus 13 Preston Bus 7 Reading Buses 11 RHA 9 Rotala 7 RSSB 1 ScotRail 6 South Wales Transport 9 SP Energy Networks 12 Stadler 8 Stagecoach Group 5, 7, 13 Stagecoach West Scotland 12 Swansea Council 9 Team Pennine 11 Transdev Blazefield 11 Transport for London 13 Transport for Wales 8 Transport for Wales Rail 8 Transport for West Midlands 7 UK Bus Awards 10 Warrington’s Own Buses 5 West Midlands Metro 7 Wrightbus 4, 12 Yellow Buses 11

With commuting patterns probably changed forever, many more train journeys now involve an active choice. David Horne, managing director of train operator LNER, says the rail industry must adapt. “Our ambition is to truly transform rail travel,” he says.

A VICTORY FOR COMMON SENSE?

DOES TRANSPORT NEED ITS OWN DEPARTMENT?

After decades of competition between bus operators, the mantra of the free market has been jilted in favour of coordination. “Those involved in this peculiar market have known for decades that the system would break sooner or later,” says Nick Richardson.

Our Whitehall insider imagines what’s going on inside the minds of the mandarins at Great Minster House, home of the Department for Transport. “It’s interesting that a separate Department for Transport has existed for less than 40 years”

REGULARS NEWS ENVIRONMENT INNOVATION & TECH COMMENT GRUMBLES CAREERS DIVERSIONS

03 12 13 14 22 25 28

20 August 2021 | 03

18/08/2021 18:13

NEWS ROUND-UP

Rising confidence for patronage recovery Rail and bus operators have expressed a growing confidence for the future of the sector as rail minister says he believes passenger numbers will rebound RECOVERY

There is a growing sense of optimism across the public transport sector following the easing of lockdown restrictions across the UK and as society starts to return to normal. Last week Network Rail heralded the return of passengers to Leeds station as Saturday footfall returned to pre-Covid levels with a special ‘Back In Leeds Station’ event. The infrastructure controller revealed that footfall at the station has increased by 15% since lockdown restrictions were removed in England on July 19. Meanwhile, across the wider rail network, the Department for Transport this week reported that patronage across the National Rail network was back up to 57% of pre-pandemic levels, but some train operators are reporting

Network Rail event at Leeds station heralded growing passenger numbers

figures far in excess of that. Writing in this edition of Passenger Transport, David Horne, managing director of LNER, revealed that his company has seen patronage bounce back to 94% over the last three weeks. This growing sense of confidence also extends to Whitehall. Rail minister Chris Heaton-Harris said this week he was confident that rail passenger numbers would rebound, but warned that there

Wrightbus optimism sees 300 jobs created Growing order book will see bus manufacturer expand The growing confidence amongst transport operators also appears to be extending to the wider supply industry. Bus manufacturer Wrightbus this week announced it is to create up to 300 permanent jobs after winning a string of orders from the UK and Ireland. It will also convert 120 existing

temporary jobs into permanent positions as it looks to ramp up production at its Ballymena base. The move cements a remarkable turnaround for the business which employed just 56 members of staff when Jo Bamford bought the business out of administration in October 2019. Wrightbus hopes the roles,

have been great societal changes as a result of the pandemic. When he was asked if rail passenger numbers will recover, Heaton-Harris replied: “I think we will but I don’t think there will be the numbers at the same times of day that there used to be.” He said the rail industry would be “sweating the assets in a very different way” and that the leisure market is recovering, and recovering strongly.

which include skilled, semiskilled, general operators and support staff, will be filled in 2022. “Our order book is looking very healthy... we have multiple conversations ongoing with a number of bus operators from across the UK and Ireland,” said recently appointed Wrightbus MD Neil Collins. “And let’s not forget that this has all been achieved despite the terrible effects of the global pandemic over the past 18 months.”

The minster’s words echo those of Network Rail chairman Sir Peter Hendy who warned earlier this year that traditional commuting patterns may never return and the industry needed to adapt to a new marketplace where leisure and weekend traffic dominate (PT236). “Probably for the first time in the railway’s history you’re getting as many people travelling on Saturdays and Sundays as you are during the week, and in lots of places more,” said Heaton-Harris. However, he also warned that “rail has to compete for its market” against other modes of transport. Meanwhile, bus operators are also reporting encouraging signs of growing patronage. One senior industry figure told Passenger Transport that at their business patronage was 70% of pre-Covid levels on weekdays and 74% at weekends. “It’s a fair figure,” they said. “In general terms urban and tourist networks are the best, interurban weaker; park and ride very poor.” However, they said commercial passenger growth was stronger than concessionary travel. “How to get more [concessionary travel] back is an issue - they are still scared and have got used to car again,” they added. Another senior bus manager also warned there was still a very strong perception that public transport was unsafe. “We’ve still got a mountain to climb on public perception that has still not been undone in any notable statements, despite lots of evidence to prove that public transport is not unsafe,” they said. “This desperately needs addressing, and it’s not a message that operators alone are going to be able to convincingly communicate, despite our best efforts.” DAVID HORNE: PAGE 18

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www.passengertransport.co.uk

18/08/2021 16:58

“Talking to a remote based call centre just doesn’t cut it”Roger French

ALBUM warns on bus driver shortages Lorry driver crisis looks like its heading for the bus industry STAFFING

Fears over a shortage of bus drivers appear to have been confirmed after ALBUM, the organisation that brings together Britain’s municipal, independent and smaller group operators, wrote to buses minister Baroness Vere to highlight growing member concerns about the issue. While the nationwide shortage of lorry drivers is well known, a combination of the fallout from both Brexit and the pandemic means that bus operators too are also increasingly reporting problems in recruiting, training and retaining staff. ALBUM warns that the situation is such that its members believe that

STAGECOACH’S CONTACT CENTRE

Group to centralise customer contact in 2022 CUSTOMER SERVICES

Stagecoach has announced plans to launch a dedicated centralised customer contact centre for its bus operations across the UK. The onestop phone and digital contact point is planned to open in spring 2022 and will be based in Perth. The group says the new multiskilled team who will be employed in the centre will operate an improved seven-day a week service as soon as the centre opens, but it will move to fully extended opening hours on weekdays and weekends within the year to “align better with how people travel”. www.passengertransport.co.uk

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it will start to have a significant impact on some bus networks from September. In its letter to Vere, ALBUM warns the minister that bus mileage from next month may not be as high as it could be nor as high as is desired by operators, local transport authorities and government alike. The organisation highlights the shortage is as a direct result of increased competition for qualified driving staff from hauliers, couriers and supermarkets. This has already led to some bus operators offering ‘bounty payments’, sometimes in excess of £1,000 to qualified PCV drivers who take up an offer of employment. ALBUM also reports there are problems at the Driver and Vehicle Standards Agency that are

exacerbating the recruitment issue. Some potential new recruits are experiencing delays in receiving their provisional PCV licences, while driving test capacity is similarly constrained. This, says ALBUM, is contributing to the driver shortage by making bus driver roles “less attractive”. This week the government announced that it will launch a new campaign to recruit 40 new vocational examiners and that it had already increased the number of vocational driving tests from 2,000 a week pre-pandemic to 3,000 by overtime and allocating additional employees into testing. But ALBUM members say this is not enough to tackle the backlog and have asked Vere for powers to use Delegated Driving Examiners - company employees that conduct practical driving

“This is a clear demonstration of our commitment to providing the best possible service to customers,” said Carla Stockton-Jones, Stagecoach’s UK managing director. “Our major investment in a dedicated new customer contact centre will allow us to provide a significantly improved service, and our highly-skilled and trained team will have all the latest information on our services and UK-wide network at their finger-tips to be able to quickly help our customers.” She added there was a “huge opportunity” to attract people to more sustainable public transport in the years ahead as governments look to move to net zero. Stockton-Jones added: “Delivering the best experience to every single customer is central to helping people

make the switch away from cars to public transport. The new central contact point will allow us to provide extended opening hours and a seven day service so we’re there to support our customers when and how they need us.” The move means that Stagecoach follows Arriva and First Bus in centralising customer service

Stockton-Jones: ‘Centre will offer a significantly improved service’

tests for staff from the same organisation - for candidates from other employers. “Our members fully appreciate the issues created by the pandemic and are extremely grateful to the government for the support it has shown,” said a spokesperson for ALBUM. “However, we’re seeking a temporary dispensation for Delegated Driving Examiners (employed by some of our larger members) to be expected to test the recruits of our smaller SME members, subject to capacity, until such time as the DVSA has dealt with this backlog.” They added: “We believe this is a reasonable adjustment that is easily deliverable and would undoubtedly help the bus industry to ensure it has enough drivers.” The move has been backed by bus operators. Ben Wakerley, managing director of Warrington’s Own Buses, noted it would be “pragmatic and fast to allow bus companies to share Delegated Examiners”.

operations. It’s a move that has drawn criticism from some quarters within the sector. Roger French, the noted industry commentator and former managing director of bus operator Brighton & Hove, said Stagecoach’s move was misguided and that “there is nothing better for passenger reassurance than being able to speak to someone with local knowledge about their local bus services”. “Talking to a remote based call centre just doesn’t cut it,” he told Passenger Transport. “[My] experience of public transport companies who’ve tried this approach confirms it just doesn’t work. It might work for the satellite television market but it’s no good for a local bus journey with all its individual idiosyncrasies.” 20 August 2021 | 05

18/08/2021 16:58

NEWS ROUND-UP

Under 22s to get free Scottish bus travel Scottish Government confirms plans to launch scheme in 2022 CONCESSIONARY TRAVEL

The Scottish Government has confirmed it will proceed with plans to introduce free bus travel for people under the age of 22 from January 31 next year. In February 2020, the Scottish Government committed to extend free bus travel to young people aged under 19. Work was paused due to the pandemic but restarted with a public consultation which was launched last October. Following the completion of that process, the Scottish Government said it would launch free bus travel for under-19s as soon as practicable in the financial year

2021-22. However, in March it was decided to extend the new scheme to include 19-21 year olds and committed to make as much progress towards this as possible during 2021-22. A new Scottish Statutory Instrument (SSI) is required to amend the under-19s scheme to extend it to 19-21 year-olds. It is anticipated this will be introduced to the Scottish Parliament shortly. The Scottish Government says the scheme will be delivered in partnership with the

“Free travel that is accessed easily ... will open doors for young people”

SCOTRAIL LAUNCH SPORTS CARRIAGE

Improvement Service, the National Entitlement Card Programme Office and Young Scot. It is expected that 930,000 young people will be eligible for the scheme. A third of Scotland’s population already benefits from free bus travel through the existing concessionary travel schemes for older and disabled people. Scottish transport minister Graeme Dey said the introduction of the scheme would create and embed more sustainable travel behaviour among young people. He claimed this would assist with Scottish goals of reducing the number of kilometres travelled by car by 20% by 2030 and reaching net zero emissions by 2045. Dey continued: “Young people have been disproportionately

impacted as a result of the Covid-19 pandemic, so it’s never been more important that we support them to achieve their fullest potential. Reducing barriers created by transport costs is one really positive action we can take. “Our National Transport Strategy commits to a fairer, greener transport system which will reduce inequalities and take action to protect our climate. I’m really pleased to be taking decisive action on both of those points by setting out this timetable to provide free bus travel for all under-22s living in Scotland.” The plan to introduce the free travel scheme has been endorsed by the organisations that will work with the Scottish Government to deliver the scheme. Kirsten Urquhart, interim chief executive of Young Scot, said the scheme would have a positive impact for young people in Scotland. She continued: “Free travel that is accessed easily ... will open doors for young people.”

Exterior artwork was created by Scottish artist Peter McDermott

‘Highland Explorer’ aims to open up active pursuits TOURISM

ScotRail is aiming to open up the picturesque West Highland Line to cyclists and outdoor pursuits enthusiasts with the launch of its ‘Highland Explorer’ service. Since July 19, three converted Class 153 ‘bubble car’ units have been introduced on the line which have been converted to offer accommodation for up to 20 bikes, including an e-bike charging point, and bulky sports gear. The Highland Explorer Class 153s, which also offer additional seating, are attached to the usual ‘Sprinter’ units that have been employed on the line since the 1990s. 06 | 20 August 2021 PT247p06-07.indd 6

The ‘Highland Explorer’ units can carry up to 20 bikes

Three single carriage Class 153 units have been converted for the new service

www.passengertransport.co.uk

18/08/2021 17:43

“It is too easy to forget about the untapped potential of buses”

Mayor’s values to shape future transport plans Dr Nik Johnson’s revamped strategy due next month POLICY

Dr Nik Johnson, the recently elected mayor for Cambridgeshire and Peterborough, has announced he plans to place his values of “compassion, co-operation and community” at the heart of a fresh approach to transport strategy in the region. Late last month the region’s combined authority board agreed to proceed with a “reinvention” of the transport strategy in the region through a revamped Local Transport Plan (LTP). An update on the work, which will focus on Johnson’s values of prioritising left behind communities, tackling inequalities and accelerating carbon

NXWM REVEALS NETWORK PLANS Operator expects return to normality next month NETWORKS

National Express West Midlands has announced it will make a series of network changes from August 29, including new links to previously unserved areas, revised frequencies and some route changes. The operator says the alterations will improve journeys by adjusting services to meet passenger demand and also take into account the increase in traffic NXWM expects from September as the region returns to normality following the pandemic. Some of the changes also reflect recent and emerging travel patterns as a result of Covid. www.passengertransport.co.uk

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on London’s roads

IN BRIEF

BIG CHANGE AT PRESTON BUS Rotala subsidiary Preston Bus scrapped its exact fare policy last month in a move that aims to encourage passengers to return to the bus. The company claimed the policy, which has been in place since the 1970s with the exception of the brief period when Stagecoach owned the operation, had deterred passengers and, when combined with the recent introduction of contactless payments, was a barrier to travel.

“We must look at buses with a fresh eye”

Work is also progressing on the region’s Bus Service Improvement Plan, with the mayor highlighting the need to explore options for bus franchising and how it could make a “transformational impact on connectivity”. “It is too easy to forget about the untapped potential of buses for better connecting communities, and helping reduce the weight of transport’s carbon footprint,” said Johnson. “We must look at buses with a fresh eye, that will fully explore the potential for a franchised system which makes services work better for people and places, and cleaning up air.” The mayor has also called on the combined authority to slash the use of consultants in favour of in-house expertise whenever possible.

“Children are going back to school in September, so roads will be busier and more people will be travelling,” said Chris Gibbens, NXWM’s commercial director. Several areas of Birmingham will see improved bus links as a result of the changes, including Castle Vale, Castle Bromwich, Chelmsley Wood, and Bartley Green. Warren Farm is also being served for the first time. As revealed last month (PT245), in the Black Country, the joint operation of five services with Diamond Bus has now ended with that operator’s tickets no longer accepted on NXWM vehicles. Last month NXWM cut the cost of its Day Saver, weekly, four-weekly and monthly subscription ticketing products and also introduced three and seven-day contactless capping.

WEST MIDLANDS METRO UPGRADE Work is well underway to install a new junction in Birmingham city centre that will allow West Midlands Metro light rail services to eventually serve the new HS2 station at Curzon Street. The work is being undertaken in tandem with the replacement of track on Corporation Street after just five years’ service. Michael Anderson, Transport for the West Midlands metro programme director, claimed the early track replacement will “improve ride quality as well as reducing the need for any future maintenance”.

reduction, will be brought back to the board in September. That meeting will also decide the future of the controversial Cambridgeshire Autonomous Metro (CAM) project as well as the future use or permanent closure of delivery body One CAM Limited. Work on the CAM programme has been suspended while a review is undertaken and pending the outcome of the revised LTP. However, the combined authority added this week that some of the work undertaken on the project could be used to inform future transport strategies.

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20 August 2021 | 07

18/08/2021 17:43

NEWS ROUND-UP

TfW Rail seconds over 100 employees to TfW Expansion also sees purchase of rail engineering business RESTRUCTURING

Transport for Wales Rail has seconded more than 100 employees to TfW Group so that different modes of transport benefit from their skills. The initiative reflects a reduced duplication of roles since TfW Rail, a subsidiary of TfW, took over operation of the Wales and Borders franchise from KeolisAmey in February. TfW has also ceased contracting out of train cleaning and catering. The rapid pace of consolidation continues, with TfW announcing last week that it had signed a deal to purchase Pullman Rail from Colas Rail UK. Pullman provides specialist engineering for rail vehicles and is based at Cardiff Canton rail depot. TfW’s involvement in bus services has increased over the

SNOWDONIA BUS ACCESS BOOST

Traws Cymru pilot service boosts connections NETWORKS

Transport for Wales has launched a 12-month pilot Traws Cymru bus service which aims to improve access to the Snowdonia National Park and improve public transport connections across North Wales. The T10 service will operate between Bangor and Corwen. Connections with the existing T3 service in Corwen will allow passengers to continue their journey on to Llangollen and Wrexham. 08 | 20 August 2021 PT247p08-09.indd 8

positive and the support of our colleagues has ensured the changes have been made with minimal disruption.” Acquiring Pullman Rail will give TfW control over the entire Canton depot, where TfW Rail was facing capacity challenges during the introduction of new fleets over the next two to three years. Legacy fleets will continue to operate and require serving, stabling and maintenance while the new trains are tested and crews are trained. Price said: “High performing and enterprising, Pullman reflect many of TfW’s own values. Pullman has been operating in the UK for more than 25 years, delivering high quality products and services. This technical expertise, quality workmanship and innovation are integral to the UK rail industry, ensuring legacy fleet can be maintained. “TfW are proud to be aligned with this strong heritage and of the opportunities this partnership will present for the growth of both organisations in the future, in improving rail services for our passengers and securing jobs locally in Wales.”

last 12 months, partly as a result of operators agreeing to changes under the Bus Emergency Scheme. TfW is overseeing TrawsCymru long-distance services on behalf of the Welsh Government, has assisted with introduction of fflecsi-branded demand-responsive services in each region and is working on bus network reviews. It is also developing expertise to support local authorities’ delivery of active travel schemes, and is due to take over the Welsh Government’s management of trunk roads. TfW chief executive James Price has long argued that this widening remit opens the door to utilising skills and knowledge across modes. He suggested, by way of illustration, that if TfW were to become an operator of buses - as the Welsh Government has previously mooted - the engineering aspect could be integrated with TfW’s rail fleet

management expertise. TfW’s board was informed that the seconding of over 100 staff from TfW Rail to TfW Group covers areas including marketing, commercial, ticketing, performance, IT, finance and HR. “It also presents an opportunity for people to move around different parts of the group as a normal part of doing business and, where people want do to so ... and to develop themselves.” Lisa Yates, TfW’s director of people and organisational development, said: “This change will allow us to work together as one team and help us to operate in a more integrated and effective way when planning and delivering a series of activities on a multimodal basis. “It is also an opportunity for people to move around different roles within the TfW Group and build on their existing knowledge and expertise. “Staff feedback has been very

Independent bus operators K&P Coaches and Llew Jones have won the contract to operate this new service. Lee Robinson, TfW’s development director for the area said securing the funding for the pilot service would not only provide a more sustainable means to access the National Park, but also formed part of the wider integrated transport plans as part of the North Wales Metro Programme. “It’s great to see the transport connections we’re able to bring to more rural areas of North Wales and to support our communities by staying connected,” he added.

NEW TRAIN FLEET TESTS COMMENCE Swiss rolling stock manufacturer Stadler has begun testing the first of the new fleet of trains for the Transport for Wales Rail fleet. Following tests in Switzerland and across the Welsh network, the new fleet is due to begin entering service from the end of 2022. www.passengertransport.co.uk

18/08/2021 18:07

“They’re doing something to promote the bus, whereas other authorities are sitting back and taking the money”

Free summer bus travel scheme for Swansea Council is funding free bus travel on Fridays to Mondays for the summer as other in Wales instead offer free car parking. Rhodri Clark reports NETWORKS

Bus travel is currently free for everyone in Swansea on Fridays to Mondays, to encourage people to return to the shops and leisure areas without using cars. The initiative, funded by Swansea Council, started on July 30 and continues until the end of the school holidays. If it proves successful, the council will repeat the offer in future school holidays. The free bus travel coincides with neighbouring Neath Port Talbot County Borough Council suspending its town-centre car parking charges throughout August. Councillors approved the free parking offer on July 28, arguing that it would help town-centre businesses as well as families suffering hardship because of the pandemic. The offer excludes families and individuals who have no car. Other councils in Britain have also offered free parking in an effort to stimulate local trade, but Swansea Council decided to spend some of its £20m Covid Economic Recovery Fund on free bus travel, while retaining its usual car parking charges. Swansea Council leader Rob Stewart said: “We want to do everything we can to support residents and businesses to recover and succeed post pandemic. Our free bus travel will give everyone the chance to travel for free during the summer and make the most of what’s on offer. “We know many people will not be going abroad this summer so www.passengertransport.co.uk

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First Cymru is one of six operators participating in the scheme

this gives them the chance to get around and discover the magic of Swansea and Gower for free. “And it will help boost our tourism, retail and leisure businesses by encouraging more people to explore parts of Swansea they perhaps wouldn’t normally visit.” Mark Thomas, cabinet member for environment enhancement, said: “By encouraging people to travel by bus we can also reduce emissions and road congestion which will contribute to the council’s commitment to tackling climate change. This really is a win-win for everyone.” Six bus operators are taking part, including First Cymru, Swansea’s main operator, and independent operator South Wales Transport (SWT). A First Cymru spokesman said: “The first weekends of the initiative were busier than normal. It’s encouraging to see more people back on the buses.

Our message to users is to enjoy their journeys but do plan the trip, including the one home, because services are very popular.” Bev Fowles, SWT’s managing director, praised Swansea Council for acting quickly to introduce the free travel. “They’re doing something to promote the bus, whereas other authorities are sitting back and taking the [Bus Emergency Scheme] money from the Welsh Government.” He was disappointed that Neath Port Talbot had opted to offer free parking instead of free bus travel. “That does nothing for air quality or to promote the bus and get the bus back to where it needs to be. “We’re probably the main operator in and out of Neath. Our revenues haven’t risen in line with the success of the [Covid-19] vaccination, and measures like free car parking don’t help. “Free car parking robs the bus and robs the council - it’s a no win, no win situation.”

PSVAR PROPOSAL CALLS FOR FOCUS ON ‘JOURNEYS’ Move would offer greater accessibility claims RHA ACCESSIBILITY

The Road Haulage Association is urging transport ministers to focus on access to journeys rather than vehicles when it comes to applying Public Service Vehicle Accessibility Regulations (PSVAR) to rail replacement and school transport. Earlier this summer, buses minister Baroness Vere expressed fury after the government agreed to a further exemption to PSVAR. She also warned she was minded to beef up the legislation to widen its scope to include vehicles deployed on coach holidays and private hire. But the RHA, which has a growing number of coach operator members, claims that focusing on journeys would offer greater inclusivity much quicker than if they relied on every vehicle being accessible. “Where it’s known that accessibility isn’t required, operators shouldn’t have to provide an accessible vehicle; we believe this is still achievable within the spirit of the Equality Act 2010,” said RHA. “It’s clear there’s an appetite to extend the scope of inclusivity for coach services. This would achieve that, and the requirement to take reasonable steps to offer 100% accessible journeys should take that into account.” Andy Warrender, RHA coach operations manager, added: “PSVAR is well-meaning legislation but it doesn’t achieve what it’s been set out to do. It’s long been recognised that the focus on the vehicle largely ignores other elements to make journeys 100% accessible. “Ministers will be reviewing the regulations shortly. We urge them to amend the regulations to focus on the journey rather than the vehicle.” 20 August 2021 | 09

18/08/2021 18:07

NEWS ROUND-UP

Bus and Coach Awards are open for entries The UK Bus Awards and UK Coach Awards will go ahead this year with a joint video presentation on November 16. Nominations are welcome AWARDS

Prior to Covid-19 the UK Bus Awards had held an awards ceremony in London for 24 consecutive years - with a mission to “recognise, reward and inspire”. With major restrictions on events in place last November it was not possible for the 2020 event to go ahead. However, the organisers shared a three-minute video on social media to draw attention to the ways in which the bus industry “stepped up to such a huge, monumental challenge”. This year the UK Bus Awards will again take on a different format in recognition of the changed environment that the industry is operating in. The event will team up with the UK Coach Awards and a joint video presentation will be produced. It will include a look back at what the industry has done during the pandemic, highlights of how businesses are responding to the changed world which now exists and the presentation of the winners. This film presentation will last approximately 25 minutes. The video presentation will be professionally compiled, edited, and produced by the company that helped to produce the November 2020 video tribute. It will go out on November 16 this year via social channels, YouTube and websites. The purpose is to use both of the leading bus and coach award schemes to highlight and share all the outstanding contributions that 10 | 20 August 2021 PT247p10-11.indd 10

have been made during the last 18 months and which will carry the communities forward. The aim is to recognise, specifically, the contributions from individuals and teams throughout the bus and coach world. It is therefore open to all in the bus and coach industry - operators, suppliers, trade bodies

and alliances and partnerships with local and central government. “We want it to be a total celebration for all,” the organisers explain. “Nominations are welcome from all quarters, so please feel free to tell us about any of your partners, suppliers or customers who deserve

“It is as important as ever that we recognise the exceptional contribution made by the bus and coach industry” Mark Yexley, UKBA chairman

Bus services were vital to key workers during the pandemic

recognition. Ultimately, we would hope that this production is used as a marketing tool and shared very extensively with the specific purpose of highlighting our industry far and wide!”

Entries and judging. The 2021 event has specific categories with the organisers claiming that the whole process will be as easy to enter as they can possibly make it. “An email with a picture or video, that’s it!” they explain. “We will have the benefit of our expert, independent judges selecting winners in each. “Please do nominate or encourage entries from anywhere within your bus and coach network, we want to highlight as much as possible. Entries are open now and it couldn’t be easier!” The last UK Bus Awards was held at Troxy in east London in November 2019 (PT222) and attracted an audience of 700 people. Commenting on the plan for 2021, UKBA chairman Mark Yexley said: “It is as important as ever that we recognise and share recognition for the exceptional contribution made by the bus and coach industry to the wider community by sustaining services through the pandemic, supporting many local initiatives and now looking to the future.”

KEY DATES Entries close: August 27 Judging: September Event: November 1

2019 winners

UKBA chairman Mark Yexley at the 2019 awards

For more information visit www. ukbusandcoachawards. org.uk email admin@ ukbusandcoachawards.org.uk or call 0330 010 3451

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18/08/2021 17:01

“We will invest in the quality of service immediately”

Hornby outlines Team Pennine growth plans New identity and ambitious plans for former Arriva business ACQUISITIONS

Former Arriva subsidiary Yorkshire Tiger has been relaunched as Team Pennine following the completion of the acquisition of the business by Transdev Blazefield at the end of July. The company’s new owner has outlined ambitious plans to grow the business in the coming weeks and months. The new brand identity and distinctive pink livery will be progressively introduced on a route-by-route basis as part of a company-wide transformation plan over the next 18 months. Key routes will also be branded individually to raise their profile and attract new passengers; the first to be launched is the new ‘Denby Darts’ route linking Denby Dale, Clayton West and Skelmanthorpe

with Huddersfield. Alex Hornby, chief executive of Transdev Blazefield, said his company planned to make a positive impact with the new Team Pennine identity, a new name that aims to be symbolic of Transdev’s “local and peoplefocused approach”. “We will invest in the quality of service immediately by replacing one in three of the old Yorkshire Tiger bus fleet by the end of October, as part of our mission to create buses people will be proud

Kim Groves, chair, West Yorkshire Bus Alliance, with Transdev CEO Alex Hornby

CityZap fares slashed to £1 for August Operator expands promotion to seven days a week Transdev Blazefield has slashed the cost of return fares on its CityZap premium express service between Leeds and York to £1 every day of the week for the month of August. The operator had previously introduced the fare offer on Wednesdays in June. Now the promotion will apply seven days a week throughout the summer

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to be seen on,” he said. “Denby Darts will be our first new branded bus route. In the coming weeks we’ll also be revealing upgrades to further routes in the Huddersfield and Holmfirth areas, while a brandnew fleet of Mercedes minibuses will land in the Halifax area too.” Meanwhile, Hornby revealed Transdev was also engaging with local councils and community leaders, with further announcements to follow in the coming weeks.

holidays as part of the operator’s latest phase of its ‘Back to Bus’ campaign that aims to restore passenger confidence and demand following the easing of Covid lockdown restrictions. Alex Hornby, Transdev Blazefield’s chief executive, said the operator had been so heartened by the response on Wednesdays that the decision had

been made to expand the offer to every day of the week. He continued: “Our service runs direct between the two cities and takes customers straight to the heart of both, without parking charges or long walks to and from the railway station. “With this incredible low fare, we hope to welcome many more people onto CityZap and at the same time, deliver a welcome boost to the visitor economy in both York and Leeds in this staycation summer.”

on London’s roads

IN BRIEF

GREEN LINE UPGRADE Council-owned operator Reading Buses has expanded the number of vehicles dedicated to its Green Line-branded operations with the acquisition of a former demonstration vehicle from Alexander Dennis. The high specification vehicle, which has been repainted into Green Line livery, will replace one of Reading Buses’ ‘silver generic’ vehicles that has formed the Green Line fleet since the company started running the 702 service in December 2017. READING’S TECH UPGRADE Reading Buses has completed a £1.5m project to upgrade audio and visual next stop announcement hardware on its fleet and install new bus departure screens at Reading and Newbury stations. Improvements to back office systems will also bring improvements to the ‘real time’ predictions on the company’s app, website, bus shelters, railway stations and control room. Funding for the project was secured through the government’s Local Growth Fund via the Thames Valley Berkshire Local Enterprise Partnership. HOLIDAY ON THE BUSES Council-owned Cardiff Bus and the now independentlyowned Yellow Buses operation in Bournemouth have secured loan vehicles for the summer period from Reading Buses. Six double deck vehicles have been hired out to Yellow Buses to allow it to increase capacity for the high summer season. Meanwhile, Reading’s single open top bus has been loaned to Cardiff Bus for use on a special summer service between Cardiff city centre and Penarth Pier.

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18/08/2021 17:01

ENVIRONMENT

UK’s first rural fleet of e-buses Six buses use on-route charging at Kilmarnock bus station, part-funded by SP Energy Networks ZERO EMISSION BUSES

The UK’s first fleet of six fully electric buses serving rural communities was unveiled last month by SP Energy Networks in partnership with bus operator Stagecoach West Scotland to support reducing Scotland’s overall CO2 emissions, contribute to the country’s Net Zero strategy and improve air quality in towns and villages. Five of the six new all-electric buses were funded by £2m from SP Energy Networks’ £20m Green Economy Fund and will operate on a Stagecoach West Scotland route connecting villages along the Irvine Valley with Kilmarnock town centre. Due to the length of the rural bus route, this project will be the first in Scotland to introduce opportunity charging where buses benefit from rapid and intense charges of power on route, rather than the traditional technique that sees buses charging overnight for hours at a time.

Six vehicles have joined the Stagecoach West Scotland fleet

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The introduction of Scotland’s first ‘pantograph’ charging point at Kilmarnock Bus Station will provide the on-route charging for the new zero-emission vehicles. This fast-charging point supplies the power through connectors built into the roof of the buses. The new innovative opportunity charging point is leading the way for the roll-out of electric infrastructure in East Ayrshire allowing for charging across 24 hours and more flexibility for transport operators. The new electric buses, built by Volvo, benefit from opportunity charging of 300kW. A full day’s service with a daily distance of up to 270 miles will be covered per vehicle. Fiona Doherty, managing director at Stagecoach West Scotland, said: “This is a great day for the team at Stagecoach West Scotland and we are very proud to have worked in partnership with SP Energy Networks’ Green Economy Fund to secure the investment needed to launch the UK’s first fleet of fully electric buses ... Traditionally electric buses have only ever been used on urban routes and this is a fantastic opportunity for Stagecoach and its partners to show that fully electric vehicles can be used across more challenging, nonurban routes.” SP Energy Networks is part of the ScottishPower group, a principal partner for the United Nations Climate Change Conference (COP26), to be held in Glasgow in two months’ time.

ROUND-UP

BAMFORD’S FUZE

GA’S GREEN HUB

Asset finance company to boost zero emission buses

Carbon calculator helps to inform travellers

ZERO EMISSION BUSES

INFORMATION

Jo Bamford, owner of Ballymena bus manufacturer Wrightbus, has launched an asset finance company to get more zero-emission buses on the roads in a bid to help the UK reach its net zero targets. FUZE is a ‘one-stop-shop’ solution, offering finance for the vehicles themselves and all of the associated infrastructure and fuel that operators need.

Train operator Greater Anglia has launched a new online ‘green hub’ which includes a new carbon calculator to help travellers see how much they could help the planet by switching from car to train. The hub at greateranglia. co.uk/GreenerAnglia offers information about why it’s more sustainable to travel by rail and lets people calculate the environmental impact of different transport modes.

GREEN LIGHT FOR GO-AHEAD Science Based Targets initiative approve targets STRATEGY

Steve Rotheram

MERSEYRAIL BATTERY TRAINS Technology could help network to extend BATTERY TRAINS

Liverpool City Region mayor Steve Rotheram’s ambition to create a ‘Merseyrail for All’ has taken a step forward with the successful testing of new battery powered trains in the region. The technology could allow the Merseyrail network to Rainhill in St Helens, Woodchurch on the Wirral and Widnes in Halton, or even as far afield as Skelmersdale, Wrexham, Warrington and Runcorn.

The Go-Ahead Group’s emissions reduction targets have been approved by the Science Based Targets initiative (SBTi) as consistent with levels required to meet the goals of the Paris Agreement. In a climate change strategy published last month (PT246), Go-Ahead announced that it intends to achieve a 75% cut in emissions by 2035, and become a fully carbon neutral company by 2045.

Carbon neutral by 2045

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18/08/2021 17:28

INNOVATION & TECHNOLOGY ROUND-UP

Abellio’s cloudconnected fleet 900 vehicles connect over 4G to Journeo Edge IoT gateway CONNECTIVITY

21st Century is connecting Abellio’s entire bus fleet of 900 vehicles to its Journeo Edge IoT gateway, to enable it to connect over 4G to Journeo’s cloud-based video management software and services. Abellio has worked with 21st Century for several years and this is the first fleet-wide adoption of cloud-based video management services in London. By connecting its buses to the Transit module in the Journeo Portal, Abellio will dramatically increase the scope, power and functionality of its on-board data. It provides real time access to CCTV footage, reducing the time taken to gather evidence from days and weeks to just hours. Journeo technology will also enable Abellio to monitor vehicle diagnostic information to inform them of issues that might require

attention, and this extends to the battery state of electric vehicles, an important part of its fleet. Abellio’s 852 buses and 77 ancillary vehicles on 53 London routes will have Journeo protection, with information, data and images being sent to the right people at the right time with a much more powerful solution. Jon Eardley, engineering director of Abellio London bus said: “The addition of the Journeo Edge gateway and advanced modules unlocks further system integration potential and will serve as a fantastic platform for future IoT technologies to keep our fleet connected.” Mark Johnson, director of fleet systems at 21st Century, added: “A growing number of operators are adopting our solutions to improve performance and drive down costs where we are able to combine end-to-end security and scalable architecture with intuitive software and responsive support services”.

“A growing number of operators are adopting our solutions to improve performance and drive down costs” Mark Johnson, 21st Century www.passengertransport.co.uk

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BRIDGE ALERT

OPTIBUS HITS 500

Stagecoach to invest £4m in tech following trials

Fast growing company celebrates milestone

SOFTWARE

ARTIFICIAL INTELLIGENCE

New bridge alert technology has been successfully trialled by Stagecoach on its buses in Cambridge, one of Europe’s leading technology hubs. The new technology will now be installed on around 4,000 double decker buses and high coaches across England, Scotland and Wales as part of a £4m investment. Stagecoach is the first bus operator in the country to invest in the national roll-out of this technology, which will strengthen existing measures.

Optibus has announced that Park City, Utah, has become the 500th city to boost the performance and efficiency of its public transportation network using Optibus. The company’s AI platform for planning and scheduling mass transit is being used in 23 countries and counting, in North America, South America, Europe, Asia Pacific and Africa, including New York, Los Angeles, London, Melbourne, Brasilia, Hong Kong and Singapore.

ABLEMAN TO LEAD TfL INNOVATION New role for Snap Travel Technology CEO LEADERSHIP

TICKETING

Thomas Ableman is joining Transport for London as innovation director. Commenting on his new role, the founder and CEO of Snap Travel Technology and former commercial director of Chiltern Railways, said “There are so many opportunities as we emerge from the pandemic and I’m lucky enough to be joining a superb team of motivated people.”

A partnership between First Bus, Ticketer and Littlepay has led to the implementation of one of the largest Tap On / Tap Off (TOTO) schemes outside of London. The First Leicester fleet launched 92 Tap Off readers in June, which were installed over a four-day period, and First Bus Potteries have introduced 105 readers across their fleet.

Thomas Ableman

TOTO reader

TAP ON / TAP OFF SCHEME LAUNCH

First Leicester and Potteries fleets equipped

20 August 2021 | 13

18/08/2021 17:28

COMMENT DECARBONISATION

JONATHAN BRAY

Be like Rotterdam and ‘make it happen’

The planet is in danger. The trouble is that all too often targets and declarations can become ‘sign and forget’ - we need to act now “The frequency and intensity of heavy precipitation events have increased since the 1950s over most land area for which observational data are sufficient for trend analysis (high confidence) and human-induced climate change is likely the main driver.” Climate Change 2021 : The Physical Science Basis, Intergovernmental Panel on Climate Change (IPCC) Get off your train (powered by renewable energy - because they all are) at the modernised Rotterdam Centraal station. Turn north out of the station (crossing the river of cyclists) and turn right. Close by you will find a public square with space for ball games. Much of the square is recessed, because that way the square can hold and store 1.7 million litres of water in a storm. The rain may fall fast but the water collects slowly in the square and then can be slowly released into the groundwater and nearby canal, thus reducing the risk of flash flooding. Circle round the station and head down into the underground car park. It isn’t obvious but above you is an enormous water storage tank - its construction integral to the wider station rebuilding project. Again designed to hold rainwater to slow its release and reduce the risk of flooding when the hard rain falls. Keep exploring the immediate vicinity of the station and you will find watercourses that were underground but are now open to the sky, tram lines set in a carpet of green and urban farms (ground level and on rooftops). 14 | 20 August 2021 PT247p14-15.indd 14

Organising principle Targets, visions, speeches, declarations: the planet is in danger - we must act now. The trouble is that all too often targets and declarations can become ‘sign and forget’, displacement activities. International, national, regional, local, sectoral targets that don’t link up with each other. Hanging wires. On the kind of timescales we need to work on to limit the scale of climate damage what really matters is not what declarations an organisation has signed but what staff do when they go to work on Monday morning. Is it contributing to decarbonisation - or is it not? The key challenge now of decarbonisation is not Extinction Rebellion finding ever more sensational ways of stopping buses and trams from moving in city centres, or delivering more earnest speeches. It’s organisational strategy and management, because the need to decarbonise is no longer a debating point, it’s a practical challenge. And for national and local government in particular it’s a very complex challenge: a three dimensional game of chess. The first of the three dimensions is sectoral. The big three carbon generators are energy production, transport and the built environment. Carbon emissions from energy

have fallen rapidly, transport is the worst offender at present (but there is some kind of plan) and then there’s the built environment (where the plan is sketchy to say the least). The clock is ticking so we need to move across all the sectors simultaneously and in sync. Like Rotterdam does - but also like Islington, which has sourced waste heat from the underground to heat council estates. Or Leeds, which put in the piping for district heating at the same time as making the city centre roads that sit on top of them favour active travel, buses and trees. The second dimension is temporal. Some things you can do quickly and relatively easily on carbon reduction (replacing old buses with zero emission buses) and some things will take time and are hard (decarbonising the existing built environment). But if you don’t start on the hard stuff now then inevitably it isn’t going to happen in time. We need to get carbon emissions down as soon as possible so it would also be wrong not to crack on with the easier stuff. And different actions have different costs attached - some of which will fall over time (though only if somebody else invests in them when they are expensive so that unit costs can come down for everybody else). So given finite resources how do you get the sequencing right? The third dimension is the balance between taking measures to decarbonise what an organisation is doing now and reducing the impacts of the carbon that is already in the sky. For example, do you use your land holdings and roof space to generate renewable energy through turbines or solar panels? Or do you use it for making your city spongier and cooler through urban drainage systems and more greenery? Winning this three dimensional game of chess is the challenge of the age. It means decarbonisation has to become everyone’s job within an organisation (as Covid was). It means working across disciplines and departmental boundaries and budgets. All this set against finite resources and the danger that if you touch too many public raw nerves then the backlash could set you back by years we don’t have.

“What really matters is not what declarations an organisation has signed but what staff do when they go to work on Monday morning” www.passengertransport.co.uk

18/08/2021 16:48

“Organisations will need to put their money where their mouth is” Rotterdam Centraal station

Putting the money where the mouth is

A crunch is coming

As well as reorganising around the climate imperative, organisations will need to put their money where their mouth is. The most important part of any organisation’s plans and strategies is not the vision at the front - it’s the annex at the back (which shows what the money is actually being spent on). And the annexes at the back on transport haven’t been changing fast enough. There are still too many road schemes in them and not enough roadside gardens. Meanwhile, car use is too cheap and public transport use is too expensive. As long as this mismatch persists we are in danger of putting more subsidy into public transport just to keep it in the game. Not winning the game - just losing the game more slowly. The way forward is for national and local government to find the opportunities where they can to level up the score between the car and public transport - which in turn needs to find a new and more attractive equilibrium on fares (lower and simpler than they are now).

The forthcoming multi-year spending review will be a key test of whether government is putting its money where its mouth is on decarbonisation. In previous spending reviews the government more widely has not treated transport as a protected department but within its beleaguered budget intercity road and rail spend has been given a degree of protection not afforded to local transport. However, it’s not credible in any way, shape or form to continue to give priority to a bloated £27bn national road programme which will pump yet more traffic into cities (which have tough air quality and climate goals to achieve) and stimulate more car dependent sprawl around junctions. This is money which is being squandered at the same time as active travel and bus strategies have set out ambitious aspirations for delivering everything which the national road programme won’t do - reduce pollution and carbon, less social exclusion and fewer death and injuries on the roads. And although the £3bn promised for transformational bus funding sounds a lot - if you subtract what’s

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been spent already and then divide what’s left by three years, then by capital and revenue, and then by 79 local transport authorities then it won’t come even close to the magnitude of what the bus strategy rightly envisages.

Utopias and dystopias The strange thing about the moment we find ourselves in, at a time when we face a dystopian threat at a global level, is that the most practical thing we can do is be inspired by what might be seen as utopian ideals; greener cities, public transport as a universal service. But only if we organise ourselves methodically and adopt the slogan of the City of Rotterdam: ‘Make it Happen’.

ABOUT THE AUTHOR Jonathan Bray is the director of the Urban Transport Group. Throughout his career in policy and lobbying roles he has been at the frontline in bringing about more effective, sustainable and equitable transport policies.

20 August 2021 | 15

18/08/2021 16:48

COMMENT SCENIC BUS ROUTES

ALEX WARNER

Lake District buses - a huge opportunity

I was blown away by my bus tour of the Lake District. The Day Rover was good value and scenery was epic - but it could be better Sometimes I stumble across opportunities and kick myself that I hadn’t dreamt them up. One example is a concept called ‘Top Golf’ which is a jazzed-up golf range with microchips in the balls. Customers score points by aiming at strategically placed holes. It’s like the glitziest bowling alley, with beers and burgers delivered to your bay, funky music and a clientele that is the antithesis of your usual golfers. It has spiced up a stuffy sport. Top Golf is a variation on a sport perceived as pale, male and stale. It’s a simple concept that has caught on and I wish I’d invented it. So too, I pinch myself for not, at the start of my career, finding some investment and approaching bus companies to do something more with the services they run close to or right through the most scenic parts of the UK. At a time when foreign holidays were all the rage and our coastal resorts in systemic decline, it would have taken a brave person to predict a future for buses serving our most glorious scenery, but I wished I’d done so. A fortnight ago, I visited the Lake District for the first time, following an inspired trip a week earlier on First’s magnificent Dartmoor Explorer - part of its new Adventures by Bus brand. I cannot recall being so mesmerised by scenery as I have been on these trips. I’d been planning my trip to the Lakes for a year. Despite the talk about digital marketing, there was no penetration of my screen by Stagecoach trying to seduce me to travel, despite copious googling on my part and social 16 | 20 August 2021 PT247p16-17.indd 16

media and web searches that might hint that I’d hanker for a trip of this kind. Certainly, a lot less than the barrage of online titillation that pops up on my screen regarding model railways, county cricket and third-rate football matches. So, in the absence of any marketing, I asked retired transport chums and scenery boffins, Roger French and Michael Holden. They suggested circular trips and I sense tested them with the Stagecoach website, which offered an excellent online brochure. Simple stuff like a network map was the biggest inspiration, even if it could have provided more detail around the scenery on each route and connectivity with steam railways, lake cruises and similar attractions. There was also a lack of itineraries that would have avoided Stagecoach’s 555

the need for me to plan everything. I was so worried about going all the way to the Lake District and then missing out on something. I needed the reassurance you get in a museum or IKEA where there’s arrows guiding you all the way. I had just one day to pack it all in - enough to credibly flex on Facebook that I’d been to the Lake District. Waking in Keswick on Saturday morning, I made my first schoolboy error by staying on the first bus, the 66, all the way to Barrow-in-Furness because I hadn’t enough faith in the remote looking bus stop in Newby Bridge where I needed to interchange to work my way up Lake Windemere. Never mind, the trip was pretty and, on the return, I sat upstairs at the front as we hugged the lake, whilst listening to two young ladettes discuss their hangovers and other unedifying proclivities. It felt like the 61 bus through Orpington back in the day, but with more glorious scenery. At Bowness I boarded a boat across the lake to Ambleside, then the stunning 555 to Keswick, followed by journeys on the 505, 77A, 78 and X4, culminating at Penrith station for my connection to Blackpool for the night. I could regale you in detail about my trip but I’d need a supplement in this mag to do the highlights justice. Waiting to change buses at Seatoller at a completely remote stop in wonderful serenity surrounded by luscious green hills and the sight of the small bus winding its way round the corner from some distance away was one such. So too, the driver who chirpily told me the journey time for the trip back on the 77A to Keswick via Honister and how beautiful it would be, “providing we don’t break down”! The trip was utterly breathtaking - a single decker navigating the narrowest of roads, reminding me of a hair-raising childhood tour of the Amalfi Coast. Surrounded by slate mines, mountains and lakes, at what must have been one of the highest elevations of any UK bus route, it was the most stunning, jaw-dropping journey ever, just like every journey that day. And all for only £11.90 with a Day Pass. INCREDIBLE! There were other reflections, though, that played on my mind. The drivers were all friendly, salt of the earth types. They could have been as at home driving a First Potteries bus in Burslem as they were on a Stagecoach 555 in the most stunning of settings. They weren’t tour host types, even though, to www.passengertransport.co.uk

18/08/2021 16:49

“With some canny approach play, unlimited potential could be unleashed” an extent, with training, they could have played this role and created a more engaging journey, heightening excitement and creating a compelling narrative in tandem with the scenery. USB chargers would have helped - I ran out of battery taking endless snaps. The power of marketing for the lazy worked on me. When reading the glossy leaflet, I relied on a few lines from Rob Jones the local Stagecoach top dog. He was apologising for admitting that he had a favourite route - the 505 to Consiton. I’ve never met Rob, but then again, Stagecoach MDs are a decent, trustworthy bunch, so that was good enough and even though I disagreed with his Number 1 choice, it was nonetheless a fab journey. Another observation was the slightly low-key promotion of the incredible value of the Day Rover as the passport to a geographical area as large as the Lake District and its incredible sights. On Rob’s favourite route, a mother spent the entire journey bemoaning the cost for her family of five to travel a few stops to Keswick, only realising when she disembarked and complained to the driver, that what she had purchased was valid everywhere in the region. It’s worth reflecting on the Rover’s spellbinding value, particularly when comparing to attractions which, in my view, offer far lesser an experience - a trip to Madame Tussauds, London Dungeon, London Eye, Alton Towers and so on - with all those mind-numbing queues, obnoxious fellow customers and staff trying to mug you of ancillary revenue at every turn. There’s not a lot in it, scenery wise, between the sights on the 77A through Honister than my other favourite scenery hotspot, the Bernese Oberland region in Switzerland, and I’d think nothing of paying 20 times as much for a tour through there as the measly sum I gave Stagecoach for the experience. Robbo shouldn’t shove his prices up though - anyone hanging round the Lake District and far beyond, needs to know they can experience a lifetime-lasting memory of a bus trip for such incredible value. This is where digital marketing done properly is game changing. Talking of sales pitching, I must dutifully advise you lot that I’m working on First’s ‘Adventures by Bus’ design and roll-out with the team in Somerset, Devon and Cornwall. It’s a massive journey we’re on and you can’t transform a bus service into one of the eight www.passengertransport.co.uk

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wonders of the world overnight. We have been providing tourism training for driver and external stakeholders who promote the bus services. We’re refreshing the onboard experience, so that it is very much an experience, rather than a bus trip and we’ve developed a brand personality for each route. Everything we’re doing is designed to ensure that the journey is THE reason to take a trip to the region, because we’re utterly convinced that the scenery on offer on the collection of Adventures by Bus routes is an unrivalled reason to choose the West Country as a destination. More of this in a future article. But it’s not easy. It is about unlocking the potential for the drivers and inspectors (or ‘hosts’ as we call them) to take on the role of excited tour guides, to share in the excitement of their customers and for the brand to be caressed by themselves and management alike, with a zero-tolerance approach to anything that undermines its integrity and strength. The old adage that ‘every journey counts’ is never truer than on these services - like me in the Lake District, the bus journey I am making is the highlight of my year - the experience I’ve counted down to when stuck at in the office on a miserable November Monday morning. I don’t expect anyone to be going through the motions. There’s unlimited potential in the Lake District. The core product is awesome a half-decent fleet that could be made to feel a bit more special with some TLC, perhaps a few more ‘open toppers’ too. The drivers could move from being quite impressive to being ultimate brand ambassadors for the Lake District and their product. Connectivity could be improved. When disembarking the boats at Grassmere, for instance, it’s difficult to determine where the bus stops are, and which ones provide the next step of the best joined-up tour. So too at other locations. Bus and rail operators should be more entwined, marketing should be more specific about the railway network as the gateway to an incredible experience by bus. If you’re a car heathen living far away, you’d be hard pushed to realise you could have as good a holiday in the Lake District by public transport as with a car. There needs to be some kind of strapline, brochure, or map that spells out there’s an amazing vacation to be had exploring all parts of the Lake

District, from anywhere across the UK and beyond, by bus and rail combined. Entrancing, marketing material should be full of pictures of mesmerised customers on open-top buses surrounded by the belief-defying scenery. Let customers create the content by encouraging them to post on social media. The local authority needs to do its bit too - whilst timetable information is good, the appearance of stops is ‘old school’, rather than standing out as essential ingredients to a tourist attraction. Some of my services had delays and when you’re miles from civilization, it’s unnerving wondering whether the bus has been cancelled and what to do if it has been, particularly with an uncharged phone! It was also hard to find that great brochure I’d printed off the Stagecoach website before leaving home. They need to be on every bus, B&B, hostel, cafe, ferry and amenity. The on-board brand experience could also be reinforced. Few buses had coves illustrating the routes we were taking; it felt half-done. There’s an opportunity not just to inform but also to let customers know about other scenic routes to take, and to immerse them in adventure. Too much signage was bus related and not enough experiential. Titbits about landmarks, heritage and scenery would be great. Having been introduced to Stagecoach in the Lake District, I can’t get it out of my head. It’s not hyperbole, but I have been pinching myself that I actually crammed into one day, such an incredible, unforgettable experience of a lifetime, in my own country, on a conventional bus and for only £11.90. Imagine being able to prepare the local Bus Service Improvement Plan (BSIP) submission right now. It’s a one-off opportunity to achieve partnership support and investment to take the foundations of a great product to a legacy lasting new dimension. With some canny approach play, unlimited potential could be unleashed. It’s an absolute cash cow ready to be teed off, not just for Stagecoach but for the local economy too. This could be the bus industry’s Top Golf. I just wish I was Rob Jones.

ABOUT THE AUTHOR Alex Warner has over 28 years’ experience in the transport sector, having held senior roles on a multi-modal basis across the sector

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COMMENT COVID RECOVERY

We want to truly transform rail travel With commuting patterns probably changed forever, many more train journeys now involve an active choice. We need to adapt Data released earlier this month by the Department for Transport shows that use of the National Rail network in Great Britain is back up to David Horne 55% of pre-Covid levels, with LNER use of London Underground at around 50% of the equivalent week in 2019. What the national figures hide is the strong return to rail for leisure travel - certainly on LNER where our passenger numbers over the past three weeks have been back up to 94% of pre-Covid levels. Our figures reveal that the number of people taking an LNER train for leisure is actually significantly higher than it was pre-Covid. Plenty of us are making up for time lost during lockdown, taking trips to meet up with family and friends we have been unable to see for a long time, or to take a trip this summer to explore somewhere new. This is important, not least because of the significant benefit of such travel to the wider economy, jobs and prosperity. New research released this month by the Rail Delivery Group highlighted the significant connection between train travel and retail, hospitality and leisure businesses. The research found that train passengers travelling for days out spend a total of £46bn per year on food and drink, shopping, accommodation and entertainment and culture. The strong recovery we are seeing at LNER is testament to the hard work and determination of the many colleagues who have been focused on our recovery from the pandemic, starting last year when we focused on reassurance investing in additional cleaning, employing extra cleaners and improving our seat reservations system to ensure social distancing. Since the start of this year, we have been getting ‘Match Ready’ for the easing of Covid restrictions - working on a multiplicity of projects to ensure that the LNER experience for our customers is the best yet. 18 | 20 August 2021 PT247p18-19.indd 18

Our newly-launched LNER mobile phone app has soared in popularity to become one of the most highly rated within the industry, making it easier for our customers to book and access their tickets in one place whilst on the go. Seat reservations can now be made via our app with a simple process as close to five minutes prior to travel, whereas it used to be hours in advance. The app is also the place to go for our new customer loyalty scheme, LNER Perks, which gives customers benefits to spend on future journeys, gifted as an LNER eVoucher to friends or family or donated to a charity partner. Delay Repay is now available with just one click on the app - making it even easier to get compensation when delays impact a journey Just as your favourite restaurant or local pub introduced the technology so you could order your meal or favourite tipple from your seat, so did we! Our Let’s Eat At Your Seat service enables our customers to scan a QR code, then order and pay for refreshments without the inconvenience of walking to the buffet car. At our stations, we have built new car parks at Durham and Grantham and we’re rolling out a programme of station improvements for example, York’s first-ever First Class lounge and new toilets. Alongside these improvements, we’ve been working hard to promote rail travel to an audience facing another summer of disruption to traditional holiday options. At the beginning of June we launched the first LNER Green Guides, showcasing the best places to stay, eat and drink during trips to Edinburgh, Newcastle or London - revealing local hotspots and even some hidden gems.

“Over the past three weeks have been back up to 94% of pre-Covid levels”

With contributions from LNER staff and passengers, Visit Edinburgh, Newcastle Gateshead and Visit London, the ‘Green Guide’ can be downloaded for free at www.lner.co.uk/greenguides. Indeed our partnerships with the destination management organisations along our route have probably never been more important. In July we ran our LNER Lincoln Experience train, taking a normal scheduled Saturday service and showcasing everything that Lincoln has to offer, on the weekend when the city launched its Lincoln Imp sculpture trail. Not only did we take significantly more people to Lincoln than we do on a normal weekend, but two thirds of our customers on that trip had never been to the city before. We’ve expanded our LNER Family Tickets to more destinations, providing savings for up to two adults and four children at a fixed price. We’ve also cut the cost of parking at our stations, most recently at Newark Northgate and Grantham stations where the cost to park is £5 all day for the summer. And we’re looking forward. This month we’re putting our tickets on sale for Christmas 2021 travel. For years it has been an industry tradition to get tickets on sale 12 weeks in advance but that is a tradition we are keen to break for the better, and for the convenience of our customers! With traditional commuting patterns probably changed forever by the pandemic, many more train journeys now involve an active choice. In response, our choice as a train company is to change how we think. Over the past 16 months, we have grasped hold of every opportunity to innovate, invest and improve for the benefit of our customers and those who are yet to travel with us for the first time. Our ambition is to truly transform rail travel in the UK and we believe that this pioneering approach is key as we look to welcome customers back to rail. We’re not at our destination yet but the train has departed and life is getting back on track.

ABOUT THE AUTHOR David Horne has been Managing Director at London North Eastern Railway (LNER) since June 2018.

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COMMENT COMPETITION

Carrying on or u-turning?

NICK RICHARDSON

A victory for common sense?

After decades of competition between bus operators, the mantra of the free market has been jilted in favour of coordination The economists’ dream of a free market to provide train services has fallen apart. Along the way we have seen franchise holders come and go with several failures, open access operators facing an uphill struggle and the operator of last resort being called upon more than once. What was once a unified business was shattered into hundreds of smaller businesses, all needing contracts with each other and baffling customers everywhere. A core principle was that the people who ran the trains weren’t the same people that looked after the infrastructure. Hindsight is a wonderful thing but the truth is that it is never going to work. A combination of rising costs, government involvement and an everdecreasing number of providers meant that it ended up being competitive in name only. The number of companies bidding dwindled and some had walked away, an indication that the system was hugely risky. The series of monopolies that was the legacy were facing difficult times and some were on the verge of failure. This was an unhappy picture all round but it has taken years for the penny (actually billions of pounds) to drop. Now we have a similar spectacle for bus services. After vears of competition between providers, it is all being cast aside. Those involved in this peculiar market have known for decades that the system would break sooner or later but we have a had a long time to argue, challenge and deal with regulatory authorities to make sure that the customer 20 | 20 August 2021 PT247p20-21.indd 20

benefits. Sadly, the customer has in many places not benefited because, as with the railways, transport and competition are not necessarily good bedfellows. The recent national bus strategy for England prides itself on throwing away the competitive market so that operators can work together for the public good. At last, government has woken up to the fact that buses compete mainly with cars, not each other. It is cars that cause congestion and pollution and have often dire effects on bus services and the communities they serve. Conversely, it is buses that get people to work, to the shops and other places they need to be. Bus travel is currently free for everyone in Swansea on Fridays to Mondays during August. Could this initiative be expanded?

It’s not all roses though - while government appears to have been converted to a new bus mantra, its wider policies have remained as hopeless as ever. Revolution should be in the air, not enabling everyone’s travel behaviours regardless of the consequences - this is a fundamental failing of the adopted approach to decarbonisation. Change for the better is not replacing petrol and diesel cars with electric cars even if were possible; it isn’t about aviation having new forms of propulsion as if by magic. Essentially while the need for bus services is now more acute than ever but now with a heroic strategy, everything else carries on more-or-less unchanged. The wake up call that is climate change doesn’t seem to have hit Whitehall just yet because we are told we can carry on regardless of the consequences. Let’s deal with one major flaw: shiny new buses on their own won’t make much difference unless other measures are in place. Allied to this is the apparent theory that more bus services will instantly generate new demand and hence cover all their operating costs. Here the changing role of competition appears to be radically different with bus operators cooperating by sharing tickets, identities and offering coordinated services to the travelling public. At last some common sense but translating the current scenario to the future scenario will be a bumpy road for some. What is particularly interesting about the new approach is that much of it directly contradicts existing legislation. So here we have government guidance contravening the laws and regulations that surround collaborative working to coordinate fares, timing services to be helpful rather than fighting for the same customers and so on, a long way away from what the established rules allow. Setting up an Enhanced Partnership is possible under existing statute but some of the measures that might be included require primary legislation to catch up. In the meantime, legal challenge is certainly an option but government presumes that everyone will now all be friends working towards a common purpose. Then we have the means of actually implementing some of what the bus strategy requires. Any infrastructure works will need to be subject of a temporary process given the ambitious timeframe envisaged; this www.passengertransport.co.uk

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means that converting schemes to make them permanent is where the fun begins because objections are invited and the arguments are played out long after the new initiatives have been in place. As with other emergency Covid-19 walking and cycling schemes, they can be created then removed to assuage the backlash from the noisiest opponents. Clearly the highway authorities caught up in this don’t read their own policies. Now it appears that authorities that remove what they have recently created don’t get any more funding.

Inbuilt conflicts Politically, the bus strategy is inviting a struggle between carrying out the intended changes to support bus services or avoiding the barrage from local decision-makers who can’t possibly see why restricting car use is a tenable proposition. The local representatives are invited to contribute to Enhanced Partnerships but some will no doubt end up blocking proposals rather than delivering them as government intends. Legally, they are entitled to do so because they constitute the highway authority but they have government directing them in ways they might not like. The accelerated programme for delivery does not include time for debate or obstruction so some Enhanced Partnerships will struggle, despite their case being set out in a combination of messy legislation and government guidance. Should proposals be too hard to swallow, then there is the spectre of central government withholding funding to authorities that won’t play the new game. Talking of money, there is apparently a need for some fares to be reduced or at least semi-standardised. Who then will make up the shortfall if lots of new consumers fail to appear? This leaves bus operators doing what have always done but for less return. It still isn’t clear if the real or imagined £3 billion will support additional services and/ or fare reductions. If it doesn’t then it is hardly incentivising anyone. If direct revenue support is made available for services that were previously commercial but now with reduced fare income, state aid rules may kick in. Then we have the role of the competition regular, the Competition and Markets Authority, a government agency which is in effect being told that its jurisdiction no longer applies to buses. In many ways, this is a bold www.passengertransport.co.uk

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Bus operators are supporting the ‘Big Bus Conversation’ in the north east of England that aims to shape future bus policy

“Perhaps we can look forward to some broad-minded policies?” step forward but until legislation changes, it could be argued that the principles enshrined in the bus strategy have very dubious legal standing. For buses, regulatory control currently has mixed results with operators being fined for problems over which they have no control. However, with a partnership arrangement, perhaps the competition authorities could turn their attention to the behaviour of highway authorities. For example, a democratically elected authority that reallocates road space in favour of buses might face challenges on the basis of mythical but vocal rights of car users. By then it will all be out of hand and instead of actually helping buses to play their key role in local transport, there will be lots of squabbling. Backfilling legislation and regulatory arrangements will be necessary but in the meantime it appears that guidance trumps statute.

If competition doesn’t work for transport, perhaps we can look forward to some broadminded policies? For example, if buses are in competition with car use, then we should see some policies that reinforce this, such as fiscal measures applied to car users but greater subsidy for bus services. Perhaps the Swansea example of free bus use might help if applied more widely, although we know that getting people out of cars is far harder than a flick of the economist’s keyboard. Principles of social inclusion could resurface having been buried by those who think that ‘Levelling Up’ is some sort of social equity mechanism. Add in proper sustainability initiatives (not electric cars) and we might get the transport system to which everyone aspires.

ABOUT THE AUTHOR Nick Richardson is Technical Principal at transport consultancy Mott MacDonald, a Director of the Chartered Institute of Logistics and Transport (UK) and Chair of PTRC Education and Research Services Ltd. In addition, he has held a PCV licence for over 30 years.

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COMMENT

GREAT MINSTER GRUMBLES

Does transport need its own department? Our Whitehall insider imagines what’s going on inside the minds of the mandarins at Great Minster House, home of the DfT I’ve commented in the past on the critical role that transport plays in the UK’s economic and social fabric and suggested that this department needs to have a much more powerful voice in Whitehall - and be recognised as a much more senior department in the Whitehall hierarchy than has historically been the case. More recently I’ve begun to wonder. What prompted this rethink was an observation that the recent Covid “pingdemic”, which has forced so many people to self-isolate, has demonstrated how many “essential” workers there are that keep the economy and our society going. It’s not just doctors and nurses, the police, those that maintain our energy supplies and utility services, but also HGV drivers, those that stock the supermarket shelves and operate the check-outs, refuse collectors and many more besides. This list of “essential” workers is almost endless the more you think about it. But there are three categories of workers missing from this list - members of parliament, government ministers and civil servants! Makes you wonder, does it not!? I did have a little chuckle to myself when this thought popped into my head! We tend to treat government ministers, MPs and senior civil servants with such reverence, but here we are effectively admitting they aren’t “essential” at all! I jest of course, but this did just cause me to stop and think and wonder how “essential” the Department for Transport as a separate Whitehall department really is, despite its 22 | 20 August 2021 PT247p22-23.indd 22

apparent critical economic and social role. It’s worth remembering that for a very long time transport was always part of a bigger department and it was only in 1976 that the then Labour prime minister, James Callaghan, set up a separate Department for Transport with its own cabinet minister. But in 1979

“It’s interesting that a separate Department for Transport has existed for less than 40 years”

Margaret Thatcher merged transport into what was then the Department of the Environment and transport had no separate cabinet minister of its own. It was only as part of a major cabinet reshuffle in 1981 that transport once again had its own individual department with individual representation in the cabinet. Yet when Labour won the 1997 general election Tony Blair merged transport with environment once again under John Prescott’s superministry, the Department for Environment, Transport and the Regions. So a genuinely separate Department for Transport with separate representation in cabinet has existed for less than 40 years despite it being a critical department in economic and social terms. A bit of a contradiction don’t you think? Forgive the history lesson, but I wonder how many people in Great Minster House realise this. It makes you wonder, doesn’t it, whether we really do need a separate transport department? If it is an “economic” department, as Grant Shapps himself has said, then perhaps it should really sit in the Department for Business, Energy and Industrial Strategy (BEIS) or even - God forbid - the Treasury. Think about it. Our transport infrastructure - roads, railways, ports and airports - are a by-product of other policy requirements. Bus policy should, arguably, be driven by local authority requirements (as the national bus strategy seems to acknowledge) so perhaps should sit in the Ministry of Housing, Communities and Local Government. The new Great British Railways agency could just as easily report into BEIS as the DfT, as could aviation policy (aviation used to sit in the old Department of Trade until 1983 anyway). International aviation issues, principally the negotiation of Air Services Agreements with other countries, is arguably more of a Foreign Office or International Trade matter than a transport matter. The ports and shipping industries, which are essentially private anyway, could also easily be sponsored by BEIS. I labour the point. But the more I think about it the more I believe there is a real issue here. Now, you can argue that even if responsibility for transport issues was divided up among other departments, then the policies themselves would not change. But is that really the case? If bus policy was driven by the department responsible for local government, might the evolution of bus policy www.passengertransport.co.uk

18/08/2021 16:47

“Transport is a by-product of other policy needs, not a policy need in and of itself” have been completely different? Walking and cycling are now seen as critical aspects of transport policy, but they are essentially local issues or even more of a health policy matter so should arguably sit either with the local government department or the Department of Health. Would health officials be better placed to evaluate the benefits and cost savings to be achieved by investing properly in walking and cycling schemes, I wonder? There are counter arguments to all of this, of course. You could argue that spreading responsibility for transport policy across a number of departments could create real inconsistencies in approach, even conflicts. But surely what drives bus policy is local in nature and totally different to what drives rail policy or aviation policy, for example. Of course, many aspects of transport are strategic in nature - we have a strategic road network for example and some railways fulfil a national, strategic need - which point to a need for a single department with oversight of this strategic need. But these broader strategic needs are largely economically driven and are not driven by “transport” per se. Travel is a by-

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product of wider economic and social needs. So I find myself asking this question: does the existence of a separate Department for Transport actually distort transport decision making? An absurd question you may think. But the truth of the matter is that transport policy really is a by-product of other policy requirements, be they economic or social, and I just think that it’s interesting that a separate Department for Transport has existed for less than 40 years, which is only a moment in time in the history of Whitehall. So if I were prime minister, would I be tempted to abolish the Department for Transport? Quite possibly not, not least because changes in the structure of Whitehall are disruptive, costly and too often don’t lead to better policy outcomes. I am no fan of Whitehall reorganisations just for the sake of it, and John Prescott’s super ministry was not a great success. But let’s not forget that there has also been a suggestion, which pops up from time to time, that there should be a new Department for Infrastructure which should take on much of the DfT’s and other departments’ roles. I think there is a lot of

merit in this, and if I were prime minister I would be very tempted indeed to proceed with this idea. If I did, then I think the case for breaking up the DfT is very strong indeed. I would put responsibility for local roads, buses, walking and cycling into the local government department, international aviation into the Department for International Trade, with the new Department for Infrastructure responsible for broader strategic policy requirements. BEIS could take on responsibility for most other transport issues. I have a strong hunch that in the process we would see policy evolve in a quite different way, hopefully with better policy outcomes. There is no point in this kind of departmental reform unless that happens. But in this case I am pretty sure it would. Perhaps I’ve lost the plot. But I can’t shake this emerging thought in my mind that transport is a by-product of other policy needs, not a policy need in and of itself. I almost wish that thought that members of parliament, government ministers and civil servants aren’t seen as “essential” workers hadn’t popped into my head. But at least it made me laugh!

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CAREERS

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Schreyer named as Go-Ahead chief exec Transdev senior manager will succeed David Brown Go-Ahead has announced Christian Schreyer will join the London-based group as chief executive in early November. His appointment follows David Brown’s surprise decision to retire by the end of the year. He will step down from his role and from the group’s board at the conclusion of the Annual General Meeting on November 5. He will retire from Go-Ahead at the end of the year to support a smooth transition. Schreyer, a German national, has worked for Transdev since 2014, most recently as chief executive of north and central Europe. He was a member of the executive committee and has led the development and

MANAGEMENT CHANGES AT NCT Operator slims down its board in Covid move David Astill, the new managing director of Nottingham City Transport, has announced notable changes to the management team at England’s largest municipal bus operator. This follows the decision by engineering director Gary Mason to retire later this year. Astill said he had made a significant contribution to the business and will always be associated, amongst other things, with driving through the bio-gas bus project at NCT. “Indeed, with 120 such buses and more on order, Nottingham can boast the largest fleet of biogas powered www.passengertransport.co.uk

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transformation of multi modal operations across seven countries with 26,000 colleagues. However, he was previously Transdev’s chief strategy and performance officer and in that role worked to diversify the French group’s operations away from B2C transport businesses by expanding its work with regional and local governments including

Christian Schreyer

double-deck buses in the world,” he added. “On behalf of all staff, I wish Gary a well-earned long and happy retirement.” Marketing director Nicola Tidy will also step down from the board and will move to a new part time role as strategic projects manager. In that position she will continue to oversee NCT’s ticketing and IT developments. Meanwhile, NCT has announced that Liam O’Brien, the operator’s chief engineer, has been appointed to the role of head of engineering. Marketing manager Anthony Carver-Smith has also been promoted to the new role of head of marketing. Both of these appointments will be effective from September 1. In view of the uncertainty over the future shape and size of the business

developing end to end transport solutions such as Mobility as a Service. Prior to joining Transdev, Schreyer worked for more than 15 years for Deutsche Bahn in roles that included head of corporate strategy, and he was a member of DB’s mergers and acquisitions committee. Meanwhile, Go-Ahead has also announced a number of changes within its senior team. David Statham, who has been managing director of train operator Southeastern since 2014, will be moving to a new group role as strategy director. Meanwhile, taking on the leadership of Southeastern will be Steve White, presently deputy CEO of Govia Thameslink Railway. Both appointments will be effective from October 2021.

in the post-Covid environment, the opportunity is being taken to slim down the board to three executive directors. NCT’s new board of directors will comprise of Astill as MD, Rob Hicklin as finance director and deputy managing director and Ben Potgieter, currently head of human resources as HR director.

Liam O’Brien (left) and Anthony Carver-Smith

APPOINTMENTS TRANSPORT FOR WEST MIDLANDS The West Midlands Combined Authority has appointed Transport for West Midlands managing director Laura Shoaf as its interim chief executive. While Shoaf (pictured) fulfills her role at the combined authority, Anne Shaw has been named as interim MD of TfWM. Shaw was latterly the organisation’s director of network resilience. WRIGHTBUS Ballymena-based bus manufacturer Wrightbus has announced the appointment of Neil Collins as managing director. Collins (pictured) joins Wrightbus from Austrian mobile crushing firm Rubble Master, where he was Ireland MD. Before that he worked for Dimplex where he was MD for Northern Ireland before becoming manufacturing director for the Dimplex Group’s heating and ventilation division. He will run the business alongside executive chairman Jo Bamford and chief executive Buta Atwal. ALEXANDER DENNIS Bus builder Alexander Dennis has announced that Chris Gall has joined the business as group engineering director, Gall (pictured) is a chartered mechanical engineer and joins ADL from Jaguar Land Rover where he most recently held the position of chief engineer for new electrified architecture. Prior to Jaguar Land Rover, he spent 17 years with Ford.

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DIVERSIONS

Akse’s writing is on the station platform

the opening words of the 1977 hit and aims not only to celebrate the station’s anniversary, but also show rail passengers are reconnecting with friends and family once again as lockdown restrictions ease across

the UK. “We know now, more than ever, that getting together has never felt better and we wanted to celebrate the important role we have in reuniting friends, family and loved ones right across the North and into Scotland,” said Kathryn O’Brien, TPE’s customer experience director. Akse said it was a joy to work on the special installation. “There was a definite uplift in the atmosphere at the station and I’m sure that customers will enjoy reading or singing the lyrics as they travel on the trains to reunite with family and friends,” he said. It’s gonna be, a lovely day.

famously located on Infinite Loop - yes, you guess it, the road is a rather large roundabout with Apple’s offices located in the centre. Closer to home, South Yorkshire Police’s headquarters adjacent to the former Sheffield City Airport site are at, wait for it, 999 Letsby Avenue (geddit?). So, it’s in this vein that the ‘I Loves The ‘Diff ’ website, which is dedicated to all things related to Cardiff, recently launched a social media campaign for the approach to the city’s new bus station to be named Cheers Drive - the well

known saying synonymous with Cardiff Bus passengers wanting to express their thanks to the driver for the journey. The site’s idea was so well received that it led local councillor Jayne Cowan to launch a petition calling on Cardiff Council to officially adopt the name. As Passenger Transport went to press, 2,670 people has signed. Now Cardiff Council leader Huw Thomas has backed the idea, so it’s not impossible to think that local residents could soon be taking a trip up Cheers Drive?

Train operator celebrates station’s 175th birthday Train operator TransPennine Express recently celebrated a ‘lovely day’ with the lyrics of Bill Withers’ much-loved song etched on the platform at Huddersfield Station to mark the facility’s 175th birthday. TPE commissioned well known street artist Akse, who was behind the Marcus Rashford mural in Greater Manchester, to help celebrate the milestone. The temporary artwork repeats

Cheers!

CATCH A BUS TO CHEERS DRIVE

What’s in a street name? Well, sometimes people clearly enjoy themselves when it comes to names for new roads - Apple’s headquarters in California are

Something without warning?

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‘BEAVER PASS’ TO NEW TUNNEL Network Rail engineers have constructed what is believed to be the first ‘beaver pass’ in Scotland under the Highland mainline. It follows the discovery the rare animals were damming culverts under the railway track. The new tunnel aims to solve this issue by allowing the beavers to pass under the track while mitigating the likelihood of flooding issues being caused by the animals building dams across the drainage culvert. “To a beaver, a culvert probably looks like a hole in a dam, so they are very popular damming spots,” noted Network Rail Scotland ecologist James Morrison. SEEN SOMETHING QUIRKY? Why not drop us a line at editorial@passengertransport.co.uk

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