Passenger Transport: August 25, 2023

FORTEVERYNIGHT

‘TfW 2.0’ will manage bus services in Wales

Initially set up to procure the Wales and Borders rail franchise, Transport for Wales will be tasked with nurturing a ‘multi-modal culture in Wales’

Transport for Wales has a new remit which will eventually include procuring and managing bus services.

TfW’s future bus role is set out in a letter, published this month, from Lee Waters, deputy minister for climate change, to Scott Waddington, chair of TfW. Waters says TfW will be “required to embed a multi-modal mindset” and nurture a “multimodal culture in Wales across the public, private and third sectors through its staff, procurement and engagements with partners”.

Pontypridd-based TfW was initially set up to procure the Wales and Borders rail franchise.

30% growth target for Bee Network buses

Greater Manchester’s ambitious strategy 04

Chiltern uses vegetable oil to power its trains

14

Use of HVO fuel reduces emissions

Words matter when debating transport

18

Jason Prince calls for a proper debate

The government has already given it additional responsibilities, with more likely to follow. TfW’s new remit, termed TfW 2.0, requires TfW to “maximise modal shift” while reducing the costs of running public transport networks; to deliver a fully integrated transport system in close partnership with local and central government; to

encourage and support people to adopt sustainable transport modes as their default; and enhance and develop greater commercial opportunities to maximise revenue, minimise costs, mitigate risks and exploit opportunities.

Explaining TfW’s new bus remit, Waters wrote: “Roles and responsibilities across the bus system are currently fragmented, with no overall guiding mind, leading to a lack of consistency and standardisation.

“The Welsh Government, through the Bus Bill, is proposing to hold the statutory responsibility for bus services in Wales.”

CONTINUED ON PAGE 11

Travelcard’s demise would be a travesty

Alex Warner defends go-anywhere ticket

CAREERS

20 Williams is new Northern boss

26

Current COO to replace Nick Donovan

“[TfW will be] required to embed a multi-modal mindset”

Lee Waters

TfW headquarters in Pontypridd

A war on motorists? It’s buses that are dying

IN THIS ISSUE

17

RUNS RUR A L WILTSHIRE DRT SERVICES

GO-AHE A D

An on-demand bus service linking rural communities in North Wiltshire is to be operated by Go-Ahead. The service comprises three zonesPewsey Vale; Marlborough and Great Bedwyn;and Marlborough and Hungerford.

OR GA NIS ATION PAG E

15

Robert Jack

Managing Editor

Unless I am mistaken, the last time I heard a transport minister lament the ‘war on motorists’ was when the Tory-Lib Dem coalition government came to power in 2010. The remark actually came from the new secretary of state, Philip Hammond, but in the years that followed he worked amicably with Norman Baker, his Lib Dem transport minister colleague, a supporter of modal shift away from cars towards public transport, who is today a columnist with this magazine.

It may be an effective rallying cry from opposition but pledging to free motorists of all constraints does not translate well to the business of government - because, by and large, once brave politicans and committed local authority officers have managed to implement policies that prioritise people rather than cars in our public realm, few voters actually want them reversed. So it was curious then to see the prime minister attack ‘anti-motorist policies’ in an interview with The Sunday Telegraph at the end of last month. It’s an old tune, but one we haven’t heard from the top of the government either.

If it exists, the long-waged ‘war on motorists’ has done little to reduce the number of cars on our roads and the negative impacts that brings. Contrast that with the fate of local bus services, which are dying at an alarming rate. At a time when buses are belatedly recognised as a solution to so many of our biggest challenges, the bus sector finds itself stuck in reverse. Who is on the side of bus users?

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LONDON NOW H AS 1,000 ZERO-EMISSION BUSES

London has now passed a major milestone of more than 1,000 zeroemission buses on the city’s streets, with the 1,000th zero-emission bus introduced on Route 204. This means that more than one in nine of the iconic red buses are zero-emission.

22 I S IT TIME TO REVIVE MOTORIN G BY TR A IN?

British Rail introduced what became the Motorail network in the 1960s - is it time for the service to be revived for a new generation? Nick Richardson thinks so. “There is considerable benefit from taking cars off busy roads,” he notes. 25

I SUSPECT TR A NSPORT WON’T G ET A LOOK IN

Our Whitehall insider imagines what’s going on inside the minds of the mandarins at Great Minster House, home of the Department for Transport. “The general consensus seems to be that Rishi Sunak is not much interested in the railways.”

Garnett, Robert Jack

Ambitious bus strategy aims for 30% growth

Greater Manchester unveils aspirational bus strategy to boost local bus patronage by 2030, but funding plans have yet to be

STRATEGY

Greater Manchester has published its ambitious bus strategy that aims for a 30% increase in bus patronage by 2030.

The comprehensive plan, forming part of the broader Bee Network initiative, aspires to make bus travel more appealing, affordable, and environmentally friendly, while fostering a sense of inclusion and accessibility.

The strategy notes that buses are the backbone of the local public transport network, currently serving three-quarters of all journeys. It also recognises the potential for buses to ease traffic congestion, improve health, and boost the economy.

It outlines the following key elements to boost bus use: Affordable fares and user-friendly network: The strategy aims to make bus travel more accessible and appealing by capping fares at £2 for a single ticket, £5 for a day ticket, and £21 for a week ticket across Greater Manchester. These fare caps, introduced last September, have already contributed to a 12% increase in bus use. In addition, planned combined tram and bus tickets, will be introduced to keep fares as low as possible;

Frequent and attractive services: The plan envisions buses running more frequently, with a goal of having buses operate at least every 12 minutes on key radial and orbital routes. Night-time travel options are also under consideration, catering to

workers and customers of the night-time economy;

Accessibility and inclusion: Ensuring the bus system is accessible to everyone is a critical aspect of the strategy. Measures include the deployment of electric buses, with the first 50 due to enter service in Wigan, Bolton, Salford, and Bury from September. These buses will feature two wheelchair bays, hearing induction loops, audio and visual announcement systems, and anti-slip flooring. Infrastructure improvements will include 500 more accessible stops and Real-Time Passenger Information displays at 300 stops; Better infrastructure for

reliable journeys: The strategy outlines plans for on-street bus improvements covering 70km of high-frequency, strategic bus routes by 2030. These improvements include bus priority measures, signal and bus stop upgrades, and enhanced access to bus stops by walking and wheeling, aimed at enhancing reliability and consistency; and Environmental considerations: Encouraging more bus usage aligns with Greater Manchester’s goal of achieving carbon neutrality by 2038. The strategy notes that congestion currently costs the region £1.3bn each year.

Bus franchising underpins the entire strategy. It notes that for the first time in nearly four decades, routes will be planned and fares set at the local level, integrating buses into the flagship Bee Network transport system.

Andy Burnham, mayor of Greater Manchester, said the

strategy sets out a vision “built on affordable fares, high quality services, swift and reliable connections, and clear democratic and customer accountability”.

He said: “Bus franchising will allow us to reimagine the role of buses within a wider integrated transport system and - over time - reshape this critical part of our infrastructure to serve the modern city region.

“More people using our better buses will help reduce congestion and air pollution, support economic growth, create access to opportunities, improve residents’ health and reduce social exclusion: vital elements in building the greener, fairer, and more prosperous Greater Manchester of the future.”

The Greater Manchester Combined Authority and the CA’s Bee Network Committee considered the bus strategy at the end of July where the issue of funding remained a critical factor in the ambitious plans.

Proposals for a new, longer-term funding method for the network are being developed to provide what officials have said are the stability and certainty for future improvements. These plans will be shared with the government and opposition parties during autumn party conferences.

Vernon Everitt, Greater Manchester’s transport commissioner, said: “This strategy shows how we will continuously improve all aspects of Greater Manchester’s buses, opening up opportunities for new jobs, homes, education and businesses.

“It is a very exciting time for passengers and all the hardworking staff who keep the bus service moving. Our message to Greater Manchester is - please ‘Get on Board’ and help us keep the improvements to your bus services coming.”.

confirmed

“Our message to Greater Manchester is - please ‘Get on Board’”

Burnham and Everitt plan low fare revolution

Stations to benefit from city-wide partnership

Network Rail and TfGM partner to revitalise stations

INFRASTRUCTURE

Network Rail and Transport for Greater Manchester (TfGM) have unveiled a unique partnership to jointly revamp Manchester and Salford’s main railway stations.

The collaborative agreement, the first of its kind, seeks to integrate both land and infrastructure to establish a more connected Greater Manchester.

The strategic alliance, formed in response to the burgeoning population in the UK’s fastestgrowing metropolitan area, aims to accommodate the predicted population growth to around 2,950,000 by 2031, with Manchester itself accounting for a significant proportion.

With Network Rail owning over 90 stations in Greater Manchester and more than 5.6 million daily journeys being made across TfGM’s network, partnership is poised to focus on transport enhancements and regeneration initiatives, aligning with the

demands of the area’s burgeoning population and further bolstering the regional economy.

Over the next 12 months, both organisations will collaborate with key stakeholders and future partners to devise proposals for six key stations: Manchester Piccadilly, Manchester Victoria, Manchester Oxford Road, Deansgate, Salford Central, and Salford Crescent.

TfGM said the Trailblazer Deal, secured with the government, presents Greater Manchester with a unique opportunity to realise its Bee Network vision for

a fully integrated public transport system, with ambitions for local rail service integration by 2030.

It added that as city centres adapt to the post-Covid landscape, stations offer substantial prospects for growth and regeneration by optimising their spatial usage and enhancing connectivity with the communities they serve.

The two organisations are committed to several shared key objectives:

Integrated transport: Forging a modern, cohesive transport system to boost public transport

usage and diminish car reliance; Development around stations: Employing a comprehensive strategy to secure additional funding and optimise commercial development prospects surrounding stations and assets;

Placemaking: Assessing each station’s role within the community, heritage, and culture context to ensure a more extensive social value delivery, guided by an integrated transport system vision; Towards Net Zero: Giving precedence to addressing climate change and the path to achieving Net Zero in pivotal decisions supporting the stations; and Access for all: Elevating accessibility around stations, streamlining movement between stations and the wider city.

Network Rail chair Lord Hendy hailed thepartnership as a “landmark moment”. He continued: “Working jointly with the local authorities we are putting passengers and rail services at the forefront of infrastructure investment and wider neighbourhood improvements.”

Greater Manchester transport commissioner Vernon Everitt added it was vital for stations and their surroundings to evolve to meet the demands of a rapidly growing region.

Salford and Bury from September

BRANDING

A splash of Bee Network yellow has come to bus stations in three of the areas set to launch Greater Manchester’s new Bee Network integrated transport system.

The first phase of bus franchising will be rolled out in Bolton and Wigan as well as parts of Manchester,

24. Ahead of the launch, bus stations in Bolton, Wigan and Leigh have seen the Bee Network logo installed above the entrances to and around the three stations. There are also Bee Network signs on window glazing as well as new wayfinding totem graphics on display as franchising rapidly approaches.

All other stations and interchanges will receive the same treatment by January 2025 as bus franchising is rolled out across the region.

Lord Hendy with TfGM’s Eamonn Boylan and Steve Warrener

Bolton, Leigh and Wigan facilities have received Bee Network branding

Move made as franchising launch gets closer

BUS STATIONS WELCOME THE BEE

“We are putting passengers and rail services at the forefront of infrastructure investment and wider neighbourhood improvements”

Mobico planning to launch Eurostar rival?

Reports have suggested that Mobico and the Spanish Cosmen family are at early stages in plans to launch a new high speed cross-Channel operator

EXPANSION

The Financial Times has reported that a consortium of companies, including UK transport group Mobico and the Spanish Cosmen family, is engaged in advanced discussions concerning the launch of a cross-Channel train service aimed at challenging Eurostar’s monopoly.

The Cosmens are major investors in Mobico, formerly known as National Express Group, and the new rail service, tentatively named Evolyn, could potentially debut as early as 2025. However, final details are still subject to potential changes. The group has also explored securing funding from other investors.

If realised, Evolyn would serve as the first serious contender to Eurostar’s dominance in passenger rail services linking London to major European

STABLES LATEST TO LEAVE MOBICO

UK and Germany boss leaves former NatEx Group

RESTRUCTURING

Mobico UK and Germany CEO Tom

Stables has become the latest senior manager to leave the London-based transport group. It comes just weeks after it was revealed National Express West Midlands managing director David Bradford would leave the business (PT293).

The latest leadership change was announced by parent Mobico Group CEO Ignacio Garat at an investor

cities, including Paris, Brussels, and Amsterdam. While various operators have considered challenging Eurostar, financial and logistical challenges have thus far thwarted their efforts.

The consortium has initiated talks with France-based train manufacturer Alstom for the

conference following publication of Mobico’s results for the six months to June 30, a period that saw a group loss after tax of £39.4m on revenue of £1.57bn.

Mobico revenue was up significantly from the £1.32bn of the first half of the 2022-23 financial year (H1), but Garat notes that cost pressures and a reduction in government Covid-19 recovery funding led to a reversal of the £15.2m group profit after tax for that earlier period. H2 2022-23 is expected to perform better than H1, the group says.

Stables joined the group in

procurement of rolling stock. Additionally, they are seeking permission to operate services through the Channel Tunnel and on the High Speed One rail route between Kent and London. Mobico, the Cosmen family, and Alstom declined to comment, while Eurostar has yet to issue a

2011 and held several senior roles including business development director, managing director of the UK coach business and most recently chief executive of UK and Germany

statement about a competitor.

Eurostar has been grappling with capacity constraints at its stations due to post-Brexit border checks. Although the company has outlined plans to double passenger numbers by 2030, it has been forced to reduce routes, discontinuing services to Disneyland Paris and southern France. In the UK, Eurostar has abandoned stations at Ebbsfleet and Ashford in Kent.

Entering the market poses significant challenges, including securing capacity at London’s St Pancras and Paris’s Gare du Nord stations, and meeting the Channel Tunnel’s stringent safety requirements. While the consortium is actively exploring these potential pitfalls, it is one of several groups in discussions about entering the market.

Spanish rail operator Renfe expressed interest in a LondonParis service in 2021 but has yet to provide any concrete plans. Deutsche Bahn, the German national rail operator, abandoned it own high profile project to enter the market, citing difficulties in obtaining the technical clearances to operate through the Channel Tunnel.

since 2018. He has been seen as a steady pair of hands having helped revitalise the UK coach business and battle the effects of Covid-19.

Garat told investors Stables will be succeeded by Alex Jensen, the former chief executive of mobility and convenience in Europe and Southern Africa with oil giant BP. She will join the group in early September with UK coach managing director Chris Hardy acting as interim CEO in the meantime. Garat added the restructure of the UK business aimed to accelerate Mobico’s so-called Evolve strategy and to support its growth agenda.

Stables has been with Mobico since 2011

Eurostar could face Mobico competition

Northern initiates new train procurement plan

Train operator seeks to replace legacy ‘Sprinter’ units

ROLLING STOCK

State-owned train operator

Northern Trains has invited expressions of interest for a framework contract aimed at procuring up to 450 new trains.

The planned procurement exercise aims to address what Northern describes in its procurement notice as the replacement of “significant quantities of its ageing fleet”.

It is likely that this refers to the legacy ‘Sprinter’ diesel multiple units, some of which are almost 40 years old. The train operator is understood to have over 400 of these Class 150, 155 and 158 units.

The procurement process is planned to unfold in phases,

PASSENGERS CALL FOR INFORMATION

Transport Focus probes views on disruption

RESEARCH

Passengers want better information ahead of planned engineering works, according to a new report by Transport Focus.

The watchdog’s research highlights passengers’ feedback, offering insights into the repercussions of engineering projects related to the construction of the new Old Oak Common station on the Great Western Main Line/new HS2 route, as well as the electrification of the Midland Main Line heading north from Market Harborough to Derby, Nottingham, and Sheffield.

The report delves into how

starting with an initial order for what it terms as ‘multi-mode’ multiple-units. Northern retains the option to expand this order with additional sets and intermediate vehicles, including battery or electric-only trains.

Key prerequisites for the new rolling stock include a minimum design life of 35 years from acceptance. Importantly, these multi-mode units must possess

the adaptability to transition to electric or battery-electric power as part of an ‘in-life decarbonisation’ initiative.

The overarching goal of the ambitious plans is to secure medium and long-term benefits for Northern Trains, the Department for Transport, taxpayers, and passengers alike. This will be achieved by circumventing the rising costs associated with maintaining and leasing an ageing train fleet.

The proposed framework agreement is anticipated to span eight years, providing Northern with the flexibility to procure rolling stock across multiple phases. Each phase will comprise a train manufacturing and supply agreement alongside a technical support and spares supply agreement.

Among the supplier’s responsibilities will be the provision of tools and spare parts, with potential provisions for mock-ups and a cab simulator. Additionally, Northern is slated to initiate a separate procurement process to select an owning party. This entity will purchase each fleet and lease it back to the operator. The owner’s involvement will extend to each manufacturing and supply agreement, with the possibility of different owners for each order phase.

A supplier briefing day was scheduled for this week, while the deadline for expressions of interest is September 25. Invitations to tender are expected to follow around October 26. However, the procurement notice confirms Northern intends to continually refine the specification and award criteria throughout the tender process, meaning the procurement may not ultimately result in any contract awards.

passengers’ attitudes toward planned disruptions have evolved in the aftermath of the Covid-19 pandemic. It also incorporates findings from the watchdog’s 2022 study, Britain’s Railway: What matters to passengers.

“This is the first piece of passenger research about engineering work we’ve done post pandemic,” said Transport Focus chief executive Anthony Smith. “They have told us they want more and improved information ahead of time so that they can make an informed decision about their journey.

“We also saw different views on the timing of engineering works –with traditional weekend work not the best option for some passengers, and that longer duration works, such as a full week’s closure may be

preferable for some.”

The watchdog found that passengers are dissatisfied with the lack of information about upcoming engineering works and disruptions. They prefer longer but less frequent disruptions for easier planning and communication.

Passengers also expressed an expectation that alternative travel options and coordination with other transport services would be offered. However, they are willing to endure disruptions for wider benefits.

The report recommends the railway should carefully consider the timing of disruptive engineering projects and provide notification at least six months in advance.It also suggests the railway should offer some form of compensation during periods of sustained disruption.

NORTHERN PROBES FUEL EFFICIENCY

Autistic data scientists enlisted for improvements

ROLLING STOCK

Northern Trains is collaborating with Chrome Angel Solutions and autistic data scientists to optimise the fuel efficiency of its 276 diesel trains. Together, they are creating a scenario modeling tool to determine the ideal train speeds and braking patterns across the network.

By utilising real consumption data, the initiative aims to reduce emissions, lower fuel costs, and enhance asset condition, all contributing to a more sustainable railway system. The project is being funded by the Local Transport Decarbonisation programme.

End of the line for Sprinter fleet?

Rotheram’s bus plans ‘not fit for purpose’

Former Stagecoach UK bus boss criticises Liverpool City Region’s bus franchising plans, citing ‘fundamental errors’ and concerns over funding

BUS FRANCHISING

Former Stagecoach UK Bus managing director Robert Montgomery has voiced strong criticism of the bus franchising plans for the Liverpool City Region, describing them as “bold on rhetoric and making a passable case for change,” but ultimately “once you get past there, it falls completely flat”.

Montgomery, who now works as a consultant after departing from Stagecoach in 2017, conducted a thorough analysis of the 558-page franchising assessment published in April. He claims he has identified “19 fundamental errors”in the plans.

“Most fundamentally, there is no detail whatsoever on where the [extra] buses will run, how many additional buses and staff will be required, what they will cost

and how they will be funded,” he said. “There is no detail of how the development costs of those services will be met. Magically, lower fares won’t actually cost anything ... really ?

“In amongst all the rhetoric, the cost of more services, revenue risk, financial sensitivity, uncertainty, smart ticketing, fares simplification, journey speed and reliability risk, demand trends and pension costs are unquantified and unfunded.”

Three key aspects of the Liverpool City Region Combined Authority (LCRCA) franchising aspirations, transitioning to a zero-emission fleet, lowering fares, and increasing servicesare, according to Montgomery, fraught with risk due to being unfunded or partially funded, with some costs being “seriously

underestimated.”

LCR mayor Steve Rotheram has championed reregulation as the solution to the area’s bus network issues, criticising existing provision as “too confusing, too unreliable, and too expensive.”

Under the LCRCA’s plans, franchising would be introduced in five tranches, mirroring the approach in Greater Manchester. The first tranche, centred on St Helens, could see publicly controlled buses launching in September 2026. A decision on proceeding with the reregulation exercise is expected from Rotheram before the end of 2023.

Despite his critique of the franchising assessment, Montgomery acknowledges that reregulation might ultimately be the best option for bus reform in the region. He emphasises that his

analysis isn’t driven by ideological objections to franchising but by the poor quality of the proposal, which he believes fails to make a compelling business case as required by the Bus Services Act. Montgomery also raises concerns about the inclusion of evidence from “discredited” proposals for bus service reregulation in North East England, which had collapsed some years ago.

“It is crystal clear that the assessment is simply not fit for purpose and any decision based upon it to proceed would be reckless rather than rational,” concluded Montgomery. “It is simply not financially sustainable without the ongoing injection of substantial, and more fundamentally, unquantified amounts of public subsidy.

“If the mayor truly believes that franchising is the best way forward for the region’s bus network, he needs to level with the electorate on what the bill will be and what they will get for their money.”

Responding to Montgomery’s criticisms, a spokesperson for the combined authority, said: “The bus franchising assessment is a combined authority document that was predicated on factual data and independently audited by KPMG. The combined authority is still in the process of considering its consultation responses.

“Throughout every stage of this process, mayor Rotheram and the combined authority have been transparent about the financial options for both franchising and enhanced partnership models to ensure that the public receives the best value for money.

“Mayor Rotheram will be taking a final decision on the future of the city region’s bus network in the coming weeks.”

Montgomery criticised ‘19 fundamental errors’ in the bus franchising plans

Services cut as reduced Welsh bus funding bites

CPT Cymru says government’s most recent bus funding reduction could result in 20%-25% of the whole network being cut. Rhodri Clark reports

FUNDING

Several of Wales’ largest bus operators have announced service reductions in response to the Welsh Government’s inadequate bus funding and the continued shortfall in passenger numbers compared with 2019. CPT Cymru has warned that up to 25% of Welsh services could disappear. Some of the network revisions take into account the reduction in the default urban speed limit in Wales from 30mph to 20mph on September 17. Operators have previously expressed concern about the potential impact on journey times and frequencies.

Welsh deputy climate change minister Lee Waters recently said that investing in bus services was the fastest way to achieve reductions in transport carbon

RAIL REPLACEMENT COMPLAINTS ARE DISPROPORTIONATE

They don’t reflect service quality, says TfW chief

RAIL REPLACEMENT

Rail replacement bus services generate disproportionate complaints compared with ordinary scheduled bus services, Transport for Wales chief executive James Price has suggested in the House of Commons.

TfW has instituted replacement buses for prolonged periods during the £1bn Core Valley Lines modernisation. The current closure

emissions (PT294). However, the Welsh Government’s Bus Transition Fund for this financial year is said to be £7m to £9m lower than needed to sustain the current network. Some of the funding is top-sliced to maintain the government-funded TrawsCymru network.

CPT Cymru director Aaron Hill said the government’s most recent funding reduction could result in 20% to 25% of the whole network being cut. “We don’t want to be in that position in March and April. The industry wants to be able to

grow to run new services and to reach places that they are not able to at the moment, but the level of funding isn’t there.”

Announcing changes to most of its services, Cardiff Bus said: “For the last few months all bus operators across Wales have been working with Welsh Government, regional authorities and local authorities to work through the funding challenges that are coming to the fore as pandemic support is being withdrawn.” Just over 80% of pre-pandemic customers had returned to the

operator’s services. “This is now the new base level that we must work from as we move back to operating with reducing support.”

The new timetables factor in additional journey time to reflect the “worsened levels of traffic congestion we face”. “We also need to fully consider the changes that have been made to road layouts, loss of highway and junction capacity for bus movements, as well as preparation for new speed limits that affect journey times.”

Fellow municipal Newport Bus said its September 3 timetable changes resulted from the company’s efforts to improve stability and efficiency following changes in bus funding and travel habits. New services will meet demand in areas with growing patronage but some services are discontinued.

Operations director Morgan Stevens said: “Like many other bus operators, in response to the changes in funding level and passengers’ travel habits, we had to make some essential alterations to our services in order to preserve a sustainable and adequate bus network for the people of

of the Rhondda Valley line is scheduled to last approximately 10 months, and TfW offers a 50% discount to residents. In practice, many users of CVL replacement buses receive 100% discounts because the drivers do not have ticket selling facilities.

Questioned by MPs on the Welsh Affairs Committee, Price said:

“At the minute the performance of private sector bus services across the UK - Wales is no different - is truly quite poor, but I am guessing that you do not get lots and lots in your postbag about that.

“Some of the rail replacement bus services we have operated and got very bad publicity about were

running more on time and more reliably than the private sector buses operating alongside them.”

Transport commentator Roger French, former managing director of Brighton and Hove Buses, told PassengerTransport there was a greater propensity for users of replacement buses and coaches to complain. “They’re the three dreaded words: rail replacement bus.

“It’s seen as a downgrade. It’s adding to their journey time. They’re not going to feel warm towards the situation. They will complain about the slightest thing that isn’t right.

“Although there’s a lot of free travel going on, many people feel aggrieved that there’s no reduction

in the train fare although it’s going to take 45 minutes or an hour longer.”

Reflecting on his recent experiences, he said: “Where you get a big one-off job, they tend to put all the resources into it and it works well, for example when they closed the Brighton Main Line for nine days or recently between Didcot and Oxford and indeed Leamington Spa.”

The more routine closures of railways on weekends were not handled so well, he said. “In my experiences, on those buses passengers are left to fend for themselves.” Issues included poor or non-existent signage and rail staff not being on hand to direct and help.

“On the more minor ones, no-one

“The [bus] industry wants to be able to grow to run new services ... but the level of funding isn’t there”

Aaron Hill, CPT Cymru

Words matter when debating transport. Page 18

Newport and its surroundings.

“In addition, we need to adjust our timetables to take into account the upcoming implementation of the new 20mph speed limit regulation. Over the next six months, we will continue collecting data to monitor the situation and adjust the timetables based on traffic hotspots and customer demand.”

Arriva Cymru will make changes to many timetables on September 24. A spokesman told Passenger Transport that Arriva had worked with local authorities to minimise the effects of changes to the way the Welsh Government supports bus services after Covid. “In some cases services have been reduced but in others increased to reflect post-Covid changes in demand. Timetable changes are also being implemented to improve punctuality with no change to service levels.

“These changes have not been brought in as a response to reductions in speed limits, however, Arriva continually reviews our timetables and we plan to monitor our services once this change is implemented. We

checks tickets so it all feels as if the railway doesn’t want to know about it. Some of them go for the cheapest options and you get dirty old buses sometimes.” On the whole, however, the buses ran to time and the timings were as expected, said French. He had noticed improvements on the Marston Vale line, between Bedford and Bletchley, since replacement buses commenced last winter. The rail service is suspended following the demise of Vivarail, which had provided the line’s rolling stock. Initially the replacement buses were hit and miss but now there was better signage, French observed. The Marston Vale suspension is of similar length to that in the Rhondda.

will see what or if any impact it has on our services and adjust journey times if needed.”

Bev Fowles, managing director of Swansea-based South Wales Transport, said it was impossible for operators to know in advance how the large increase in 20mph roads would affect bus performance. His company was not amending registrations in advance but could ask the traffic commissioner for short-notice changes once the impact of the change was known. He had driven one home to school route at 20mph instead of 30mph, except for the section on the M4 motorway, and found that the end to end time increased to 29 minutes from approximately 17 minutes.

A rare piece of positive news for Welsh buses is that the public is responding positively to the upgrade to the T1 TrawsCymru service between Aberystwyth and Carmarthen, including introduction of electric buses. Overall passenger numbers were 36,000 higher in March to July this year as in the same period last year.

“When the rail replacement goes on for that long - one year - you know what to do if you’re a regular but if you’re an occasional passenger it’s stressful. You’re not sure what’s happening,” said French.

TfW 2.0 WILL MANAGE BUSES

Continued from Page 1

Waters acknowledged that bus operators and their staff are “crucial to the effective delivery of services to meet people’s needs”. Key stakeholders together would offer a guiding mind for the overall system.

“Local authorities will retain key responsibilities, including local intelligence and insight, local infrastructure and school transport while Transport for Wales, with ministers’ agreement, will bring together these partners and provide technical advice to allow them to set a joint strategic direction for bus services in Wales.”

If the final version of the Bill is agreed in the Senedd, TfW will: lead on development and delivery of the system as a whole; work with local and regional representatives to develop and dynamically manage bus networks and priorities, “recognising the significance and importance of local bus expertise, knowledge and relationships” and local authorities’ ongoing role in the transport system; be accountable for services and how they will run, including routes, vehicle standards, timetables, fares, branding, passenger information and ticketing; provide direction and consistency across Wales; procure and manage bus services; distribute funding to operators and manage revenue risk on behalf of Welsh Government within an agreed fiscal envelope.

Waters added: “In order to facilitate this, both the Welsh Government and local government will need to develop appropriate mechanisms to hold

TfW to account in its role in delivering the bus franchising programme on behalf of our democratically-accountable public authorities.”

Bev Fowles, vice-chair of the Coach and Bus Association Cymru, said he had no idea how TfW would discharge its remit of managing bus services. “The best people to manage bus services are the bus operators in conjunction with the local authorities. The [service] registration is a local registration and therefore the people locally know best, not some people in the cathedral.

“We don’t even know who is in the cathedral in Pontypridd. We don’t know what regions people come from to take the positions there. How is a guy in Pontypridd going to know what the people of Machynlleth [in rural Powys] need?”

The government could point to the required input from local and regional representative in answer to that. However, Fowles said local government had lost many of the transport officers who understood local areas and networks, and other experienced officers were close to retirement. Some expertise has gone from local authorities to TfW, including former Caerphilly officer Huw Morgan who is now TfW’s head of integrated transport.

Core Valley Lines replacement bus

“How is a guy in Pontypridd going to know what the people of Machynlleth [in rural Powys] need?”

Bev Fowles

HS2 doubts persist as EWR gains ground

High Speed 2 faces challenges as the Infrastructure and Projects Authority downgrades delivery prospects, while East West Rail sees improvements

HS2

The Infrastructure and Projects Authority (IPA), the UK government’s expert body overseeing infrastructure and major projects, has released its Annual Report on Major Projects for 2022-2023.

The report assesses the deliverability of 244 major projects across the UK, with a combined whole-life cost of £805 billion. Among these projects, rail initiatives have exhibited a mixed performance. In particular the IPA has concluded that the troubled HS2 high speed rail project faces significant challenges.

Both Phase 1 and Phase 2a HS2 have seen their project ratings downgraded from Amber Red. In IPA terminology, a Red rating signifies that “successful

delivery of the project appears to be unachievable. This downgrade reflects major issues with project definition, scheduling, budgeting, quality, and benefits delivery.

While Phase 1 had previously been deemed feasible with an Amber rating, the downgrade for Phase 2a is particularly pronounced. Just last year, it had received a Green rating, indicating a high likelihood of successful delivery within the defined parameters.

One major factor contributing to the HS2 delays is the Euston station in London, which is now not expected to open until the 2040s. Following a National Audit Office report calling for a ‘reset’ due to spiraling costs, the Department for Transport and HS2 Ltd are embarking on a third redesign to bring the project

Fears over plans to slash Euston capacity

Reports reveal plans for seven platform HS2 terminus

A leaked internal report has suggested that the Euston terminus of High Speed 2 may be reduced to just seven platforms. The document, prepared by HS2 Ltd and disclosed by The Sunday Telegraph, outlines various options aimed at curbing costs for the troubled station project.

Slashing the number of

platforms is one of the options being considered and could ultimately bring down the cost of the Euston project to £3.5bn. Reportedly, this is just one of five alternatives on the table, with the least drastic option involving a rephasing of the existing construction plans, resulting in savings of only £400m.

Critics of the plan have warned

back within budget. The Public Accounts Committee has also weighed in, stating that the DfT “does not know what it’s trying to achieve with the station” (PT293).

The project’s chief executive Mark Thurston also resigned in July, and will be leaving HS2 Ltd in October (PT294).

However, despite these woes, the IPA has determined that HS2 Phase 2b, which has yet to receive Royal Assent for construction powers, has maintained its previous Amber rating.

In contrast to HS2, the East West Rail (EWR) project, connecting Oxford and Cambridge, has seen improvements in its outlook. The IPA report maintains an Amber rating for EWR’s Connection Stage 1 (CS1), signifying its

feasibility. Additionally, CS2 and CS3, which previously received a Red rating in the IPA’s last annual report, have moved up to Amber. This is attributed to the government’s increased support for the project in recent budget allocations, instilling confidence in its future success.

Furthermore, the confirmation of the route for CS3, running between Bedford and Cambridge, in May has contributed to an upgrade in its deliverability prospects according to the IPA.

In the broader context of major UK rail projects, only Crossrail, now completed, and the ongoing Midland Main Line upgrade between Bedford, Kettering, and Corby have received a Green rating from the IPA.

All other major rail projects, with the exception of HS2 Phases 1 and 2a, have been graded as Amber, indicating that successful delivery appears feasible but requires management attention to address existing issues promptly.

that a reduction in the number of platforms at Euston could have significant repercussions for the operation of services further north by inhibiting the number of trains that can physically reach the station due to platform dwell times. Meanwhile, HS2 Ltd has announced that two tunnel boring machines will be buried at HS2’s Old Oak Common site until plans for the Euston leg of the route are confirmed. Once that happens the machines would be recovered for use.

These projects include Network Rail’s flagship East Coast Digital Programme, East Coast Mainline Programme, East West Rail CS2 and CS3, Further Electrification of Midland Main Line, HS2 Phase 2b Western leg, Midlands Rail Hub, Northern Powerhouse Rail, Rail Transformation Programme, and Transpennine Route Upgrade.

In response, HS2 Ltd said the project was now hitting peak construction “with work intensifying and huge civil engineering structures taking shape along Phase One”.

The Department for Transport also reiterated that the government was committed to the HS2 project. “HS2 will bring transformational benefits for generations to come, improving connections and helping grow the economy,” a spokesperson added.

Chiltern uses vegetable oil to power its trains

HVO fuel is made almost entirely from used cooking oils and can reduce greenhouse gas emissions by up to 90% and particulates by 85%

ALTERNATIVE FUELS

Train operator Chiltern Railways has launched vegetable oil powered trains on its networkthe first instance of Hydrotreated Vegetable Oil (HVO) being used in passenger service in the UK.

The Arriva-owned operator’s Class 68 locomotive-hauled trains will now be powered with this innovative fuel, derived from used cooking oils, tallows and other recyclable wastes, rather than conventional diesel, drastically reducing the impact the trains have on the environment and air quality across its network.

HVO fuel is made almost entirely from used cooking oils and can reduce greenhouse

gas emissions by up to 90% and air particulates by 85%. A fossil free drop-in alternative to conventional diesel fuel, HVO contains few impurities and burns cleanly. It can reduce other emissions such as NOx and Carbon Monoxide, depending on engine type and usage.

Although HVO fuel is more expensive to buy than conventional diesel, Chiltern has decided to switch to using HVO fuel as part of its plan

to modernise and decarbonise its operations through the Right Route 2030 vision. This ambitious proposal sets out how fleet renewal and modernisation over the next decade will make journeys easier, greener and better for Chiltern customers.

All HVO fuel used by Chiltern Railways has been previously used and recycled to power part of its fleet, and the conversion is another exciting opportunity to both decarbonise and improve the

customer experience.

The Class 68 locomotives being fuelled with HVO haul six Mark III coaches when they are in passenger service, with seating for more than 300 customers. Chiltern has 25 of these coaches, and 89 vehicles in the Class 165 diesel fleet that is 33 years old, and 85 vehicles in the Class 168 diesel fleet that is 23 years old.

The transition is another step in the right direction for Chiltern Railways as the operator remains focused on delivering its Right Route 2030 vision for the communities it serves.

Richard Allan, managing director for Chiltern Railways, said: “We are determined to operate a railway that is easier, greener, and better for our customers. The conversion of a key part of our fleet of trains to HVO fuel will make a big difference in terms of emissions.

“We have listened to customers and stakeholders who rightly highlighted air quality as a key concern to us, and have taken action to minimise the impact on the environment that these trains have through cleaner, greener fuel.

“This is a strong step in the right direction, and we want to do more. In the next few days, we will be inviting train manufacturers for proposals for new trains to replace our oldest diesel trains.

Rail minister Huw Merriman, said: “Trains are already one of the greenest ways to travel, and we want to build on this further by creating a rail industry that helps us achieve our ambitious net zero targets and delivers even more benefits for passengers.

“A reduction in greenhouse gas emissions by up to 90% is an incredible achievement that gets us one step closer to realising these and I commend Chiltern on pioneering this fuel.”

“A reduction in greenhouse gas emissions by up to 90% is an incredible achievement”Huw Merriman

The Arriva-owned operator’s Class 68 locomotive-hauled trains will now be powered with used vegetable oil

London now has 1,000 zero-emission buses

One in nine of the capital’s buses are zero-emission vehicles

ZERO-EMISSION BUSES

London has now passed a major milestone of more than 1,000 zero-emission buses picking up passengers on the city’s streets, with the 1,000th zero-emission bus introduced on Route 204. This means that more than one in nine of the city’s bus fleet are zero-emission vehicles.

Since 2021, all new vehicles joining the fleet have been zeroemission. In addition, all of TfL’s other buses are low emission and meet or exceed Euro 6 emission standards, the same emissions standard as the Ultra Low Emission Zone.

Transport for London is currently on track to transition to a fully zero-emission bus fleet by 2034 but, with continued government investment, this target could be achieved by 2030. Since 2016, the number of fully

zero-emission bus routes has increased from 5 to 54, with a further 15 routes using a mixture of zero-emission and low emission buses. TfL’s zero-emission bus fleet is the largest in western Europe.

Louise Cheeseman, director of buses at TfL, commented:

“I am very proud that more than 1,000 zero-emission buses are now operating on our iconic bus network. It is a significant moment in our journey to achieving net zero by decarbonising our bus fleet

and improving air quality across the capital.”

Wrightbus trial

Bus operator Stagecoach is trialling the StreetDeck Electroliner - the first ever EV built by Northern Ireland-based manufacturer Wrightbus - on the streets of London. The bus, which was launched in 2021, has been on a UK-wide tour to give bus operators and local authorities the chance to see it in action.

AHMAD TO DRIVE FIRST BUS DECARBONISATION

He formerly led charging projects for Amazon

DECARBONISATION

First Bus has appointed a decarbonisation programme director to spearhead its ambitious environmental, decarbonisation and fleet initiatives. These include achieving a fully zero-emission fleet by 2035 and complete zero-emissions across all operations by 2050.

Faizan Ahmad joined the business at the end of June from Amazon, where he led Europe-wide EV charging strategy workstreams for the company. Reporting to chief sustainability officer Isabel McAllister, Ahmad brings with him a wealth of decarbonisation experience from across multiple sectors.

Commenting on his new role, Ahmad said: “I am excited to be joining First Bus to help the organisation deliver a very exciting and industry-leading agenda in the decarbonisation of public transport in the UK. The bus industry has a once-in-a-lifetime opportunity to change how people travel and encourage more people to take public transport as we transition to zero-emissions.

Transdev’s £21m

e-bus investment

Flagship ‘The 36’ route will relaunch as all-electric

North of England bus operator

Transdev has placed orders worth £21m for 39 new buses and to equip its depot to convert its entire Harrogate fleet to fully electric power.

The orders are supported by £7.8m of funding from the government’s Zero-emission Bus Regional Areas (ZEBRA)

funding, following a successful bid by Transdev’s partner, North Yorkshire Council.

Transdev’s new vehicle orders follow successful trials of several types of all-electric buses. During the trials, bus users were invited to rate key design features, with feedback incorporated into the specifications of the new buses.

Transdev orders call for:

20 new Mercedes-Benz E-Citaro all-electric single deck buses, to be used on busy urban route 1 between Harrogate and Knaresborough, route 7 linking Harrogate, Wetherby and Leeds, and rural route 24 between Harrogate and Pateley Bridge.

19 new Alexander Dennis Enviro 400EV fully electric double deck buses, to relaunch Transdev’s flagship Route 36, linking Ripon, Harrogate and Leeds.

“This is a crucial time for the transport sector, as both employees and customers are increasingly concerned about the environmental impact of their travel choices.”

London’s 1000th zero-emission bus has entered service with Metroline

Faizan Ahmad

“It is a significant moment in our journey to achieving net zero”Louise Cheeseman, TfL

New interactive map for rail travellers

‘Rail has lagged behind in offering interactive live maps’

INFORMATION

A brand new live digital map has been launched showing Welsh rail users exactly where their train is at any given time.

The map shows the location of every train on the TfW network, allowing customers to view their journey in real time and see the expected arrival time at each station on their route. Transport for Wales has partnered with rail technology innovator, Signalbox to offer the interactive map which can detect the train smartphone users are on, share their live arrival time with friends and family or search for any other train.

TfW customer information strategy manager Teleri Evans says the train operator is “passionate” about using new technology to improve customer experience.

“We know our customers want the latest information made available to them while travelling to feel confident that they know what’s going on,” she said.

“Whether you’re sat on a train and want to get your bearings or are waiting at a station and wondering where your train is, the right information really can give you peace of mind.

“This fantastic live digital map shows exactly where you are and also any other trains you might be looking to connect to.”

Signalbox uses live data to estimate the location of trains as they pass key points on the

tracks. And later this year the technology will incorporate GPS data from trains to provide an even more accurate picture of where the train is.

Each train is colour coded depending on whether it is running on time, slightly delayed or delayed by more than 10 minutes. You can also see what that delay might mean for arrival times at stations further down the line.

Toby Webb, founder of Signalbox, said: “We know that travellers are reassured by seeing the progress of their journey in real time on a map, and find it useful to share with friends and family. Until now, rail has lagged behind other industries in offering interactive live maps for its passengers. So it’s been exciting to work with Transport for Wales to deliver this new tool that incorporates the best bits of Signalbox technology to detect, map and share trains in Wales.”

LNER FUTURELABS SHOWCASE

Tech start-ups complete final stage of pitching

INNOVATION

Train operator LNER has invited start-ups from across the UK to showcase their cutting-edge technologies aimed at making rail travel better, offering the chance to demonstrate their tech solutions to industry leaders.

Six companies reached the final stage of pitching at this year’s FutureLabs, LNER’s flagship annual accelerator programme. At a live demonstration event at York St John University attended by almost 100 rail industry leaders and hosted by tech journalist and expert Mary-Ann Russon, they presented their pioneering ideas.

LNER’s FutureLabs enables ambitious start-ups and SMEs to join its 12-week programme where they receive mentoring and funding opportunities to develop and scale-up technology solutions. The programme is now in its fourth year thanks to its continued success.

This year’s ‘Cohort Winner’, announced at the Demo Day, is Automedi. The project helps businesses turn plastic waste into usable products within minutes through 3D printing. This follows on from the success of last year’s FutureLabs, which helped LNER to repurpose unused estate to deploy algae bioreactors to capture carbon.

SpatialCortex Technology was awarded the 2023 ‘Collaboration Prize’, which recognises outstanding collaboration with the LNER teams. The project uses wearable technology as a bio-mechanical solution for manual handling injury risk assessment and management for rail workers. The team demonstrated the testing of its sensors with catering teams onboard LNER’s trains and analysed risks of musculoskeletal impact.

The map shows the location of every train on the TfW network, allowing customers to view their journey in real time

“This fantastic live digital map shows exactly where you are”

Teleri Evans, TfW

Go-Ahead runs rural Wiltshire DRT service

Wiltshire Connect service comprises three zones

DRT

An on-demand bus service linking rural communities in North Wiltshire is to be operated by The Go-Ahead Group on behalf of Wiltshire Council.

Called Wiltshire Connect, the network allows people to summon a minibus using a smartphone app to pick them up and take them anywhere within a prescribed operating zone. It will be run by Salisbury Reds, a subsidiary of The Go-Ahead Group, but funded and managed by the local authority with support from the government’s Rural Mobility Fund.

The network stretches across the North Wessex Downs Area of Outstanding Natural Beauty. The service comprises three zones - the Pewsey Vale which began operating this month;

‘GO2GATE’ DRT FOR HEATHROW

Thames Valley Buses hopes for 20,000 users

DRT

Recent weeks have witnessed several notable enhancements to bus services serving Heathrow Airport, aimed at improving accessibility and convenience for passengers and airport employees.

The move marks a turning point for the airport which pulled the plug on a number of transport links and axed the airport’s free travel area in 2020 following the onset of the pandemic.

The most prominent addition is the

Marlborough and Great Bedwyn which begins on September 4, and Marlborough and Hungerford which starts on October 30. All fares will be £2 under the government’s English national bus fare cap.

The Go-Ahead Group already operates three demandresponsive bus networks: JustGo in north Lincolnshire, PickMeUp in Buckinghamshire and The

PREDICTIVE AI CAMERA TRIAL

CENEYE system is able to predict and warn drivers

SAFETY

Robin in the Forest of Dean, Gloucestershire.

Mark Anderson, Go-Ahead’s customer and commercial director, said: “These buses are a terrific initiative, and we’re proud to be operating them for Wiltshire Council. We believe demand-responsive transport is an important concept in providing a reliable bus service to rural communities.”

A predictive artificial intelligence camera is in its final trial stage with “a leading North East bus and coach operator”.

CENEYE, which is set to be given the green light for launch once trials are complete in the coming weeks, is the latest product delivered by leading supplier of vehicle CCTV and telematics for fleet operators in the UK, Centrad.

The cutting-edge technology utilises the power of AI to warn drivers when a pedestrian or vehicle is within close proximity of the vehicle. The system is also able to predict and warn the driver in real time of a possible collision before it occurs.

Go2Gate minibus service, a demandresponsive initiative operated by Thames Valley Buses, a subsidiary of Reading Buses. It launched on August 19 and uses DRT technology from Padam.

The new service runs from 3am to 11.30pm seven days a week - and will be exclusive to the Dedworth area. Residents can book Go2Gate to travel between their home and Heathrow Terminal 5 on an app. The service is run by brand new highspec 12-seater minibuses.

Additionally, First’s RA2 RailAir service hourly between Guildford and Heathrow via Woking has seen improvements, with increased

frequencies from Woking to every 30 minutes.

A new RailAir service, the RA3, has also been introduced, connecting Watford Junction and Watford town centre with the airport. Unlike the now competing Greenline Route 724 service operated by Arriva, the new RailAir route operates non-stop between Watford and Heathrow.

Further expanding access, a new service from Chesham to the airport has been introduced. Operated by Rotala subsidiary Diamond Bus, the Route 710 service offers two early morning departures to assist airport workers and travelers in reaching the airport in the early morning.

Video footage of an event is then seamlessly uploaded to the Centrad Live portal for further analysis. Centrad has launched the new system in order to help reduce on-road deaths in the UK. The CENEYE system gauges the distance of a vehicle’s proximity and ascertains whether it is within an amber or red zone. Stationary objects will only trigger the system in the red zone, due to imminent collision possibilities. Objects in the red zone trigger a warning to the driver and the fleet manager.

Centrad managing director Geoff Cross commented: “Artificial Intelligence is already in the process of revolutionising the world as we currently know it, and through harnessing its power, will create a seismic shift that will lead towards helping to save thousands of lives per year.”

He added: “With feedback from trials already being positive, we are excited about the prospect of rolling out the product to fleet operators across the UK.”

The service began this month

“We believe demand-responsive transport is an important concept”Mark Anderson, Go-Ahead

JASON PRINCE

Words matter when we debate transport

After years of wrangling, I have decidedrather boldly - to use my first Passenger Transport article to come out.

I am a motorist. Yep, I drive a car. A plug-in hybrid that serves me well. There we go, I’ve said it!

But hang on, I also use the train (I am a bit of a train geek). I use trams - mostly the bright yellow ones in Greater Manchester. I enjoy a good bus journey, sitting on the top deck watching the world go by. I ride my bike (an e-bike that I love), admittedly mostly at weekends. And I also walk. Usually around 100,000 steps per week.

The question you may be asking is why does this matter? The reason is that in a world of identity politics, I cannot be all these things. I am sure that many readers will have seen the recent comments by the prime minister that he is “on the side of motorists”. All well and good. But where does that leave me, who as well as driving a car, also uses different forms of public transport each day? To be honest, I am like many ordinary folk across the country - using a mix of private and public transport options to do what they need to, depending on the demands of the journey, the location and so on. Which is why I am feeling a bit confused and conflicted by the “on the side of motorists” comment.

Now let’s take a step back. The prime minister was announcing a review into low traffic neighbourhoods. When you remove the politics from his comment, I have no issue

with the premise that transport investment ought to be scrutinised. That is how you develop a robust evidence base to influence policy. As operators, transport providers and transport authorities, we should welcome scrutiny, embrace it! If we want to ensure we are getting the best bang for our buck, and meeting the needs of our communities, then we must monitor the success of our spend.

But the rub for me is that in the countdown to a likely general election next year, words matter. Why? Because the decisions made at the ballot box will have a significant impact on the future shape of transport for many years to come.

Now some may be thinking that I am being overly dramatic, but in all seriousness, I believe that public transport as we know it is under pressure. There are significant challenges everywhere. Affordability - both to use our transport systems but also to operate them. Trust - can we rely on transport networks to get us where we want and when? Safety - the real and perceived safety of our transport networks, especially for women and girls. Climate change - and the need to transition to green transport while at the same time, dealing with the increasing regularity of extreme weather events. And these challenges are compounded by a new normal. The world has changed. Travel patterns too, with an unevenness of recovery playing out in different countries across the globe.

In Great Britain, public transport patronage does appear to be returning at a higher rate than some other countries, like the United States, but we are still below pre-pandemic levels. For example, in the recent Office of Rail and Road annual review, passenger journeys are improving, with levels in the last quarter of 2022-23 near those of the last quarter of 2019-20. However, revenue is still well below that of the same period. As for buses, this is a story of continued decline when comparing to pre-pandemic statistics, with bus miles 9.2% lower in England (outside of London) compared to the financial year ending 2020.

Now I do believe there are reasons to be optimistic. We have new trains entering service across the Merseyrail network as well as new fleets of trains coming online soon on the Tyne and Wear Metro and the DLR in London. And we have seen Greater Manchester and the West Midlands sign devolution deals that have the potential to re-shape local transport in their areas, with greater control and flexibility being handed down from government. For Greater Manchester, this is closely aligned with the launch of the #BeeNetwork this September, where franchising of bus services becomes a reality.

At a national level, the government introduced a £2 fare cap on buses in England,

In the run up to the next general election, I ask politicians to think carefully about what they say and have a proper debate

The prime minister is allying himself with motorists

“I believe that public transport as we know is under pressure”

with the scheme extended up to the end of October 2024, albeit with an increase to £2.50 from November this year. They also launched a summer campaign, one which the Urban Transport Group supports, to get concessionary users back on the bus.

However, against this we have the ongoing debate about intercity transport investment (most notably HS2) inflation eating away at the capital pots of money that were announced a few prime ministers ago and the continuing rigmarole of local areas having to bid tirelessly for relatively small pots of money to support their local bus networks. There are some areas that are hugely dependent on buses but are getting no funds at all.

This brings me to my fundamental point: that now is the time, in the run up to the next general election, for a proper debate about how we sustainably fund our public transport systems.

We are approaching a tipping point, with

the path before us hugely uncertain. And this is frustrating. It is frustrating for local transport authorities who need to plan now, to design and implement transport networks that will support their economic, social, and green ambitions for the next decade and beyond. It is frustrating for operators, who as businesses need certainty to spur investment. And it is frustrating for passengers, who just want to be able to get where they want, when they want, reliably, in comfort and in safety.

The narrative needs to change, so that we see spend on public transport as an investment, not a zero-sum game. We need to maximise the opportunities that greater devolution can bring, with a new approach of how we fund transport investment between local and national government.

We also need those involved in delivering public transport to come together, with one voice, to drive this message home. Whether you are a transport authority, an operator, or

a passenger group, we all start from the same point that we want to deliver good transport networks that support thriving places and vibrant economies.

So, in the run up to the next general election, I ask politicians to think carefully about what they say because words matter - they shape and influence the debate about what our future transport should look like. A debate that is more nuanced than simply ‘coming out’ on the side of motorists versus public transport users or those who walk, wheel or cycle.

There is a sector that is willing, able, and frankly eager to help deliver sustainable public transport networks across the country with a new funding approach at its core. We stand ready to help.

ABOUT THE AUTHOR

Jason Prince became director of the Urban Transport Group, the UK’s network of city region transport authorities, in July 2023. He was previously head of public affairs for the Greater Manchester Combined Authority, a position he held for over three years, and prior to that, he worked for Transport for Greater Manchester

Motorists like me also use other forms of transport

“Now is the time, in the run up to the next general election, for a proper debate about how we sustainably fund our public transport systems”

ALEX WARNER

End the Travelcard? What a travesty!

There are four things in life I’ve always found tedious and shown no interest in. The first are curtain and blinds shops, followed by horse racing and board games. Then, it’s politics. The last time I voted was in 1997, for John Major. I did so because my Mum told me I couldn’t complain if I didn’t vote and he came across as a nice, affable, normal, middle-aged bloke, like my Dad and crucially he was a fellow Surrey County Cricket Club fanatic. There are few politicians to have ever resonated with me or stuck in my mind as doing something that has been remotely impressive. The one exception is Ken Livingstone - not because I was particularly enamoured with him, but he is one politician that actually did something that made me think ‘that was a great initiative’. As the leader of the Greater London Council (GLC), Ken launched a ‘Fairs Fare’ policy in 1981 which slashed the cost of tickets across London by 25% and led to the creation of the London Travelcard in 1984, a simple cardboard ticket that granted freedom to travel anywhere in and around London. A year later Ken launched the London Capitalcard, which was a season ticket equivalent of the One Day Travelcard. It was a Labour mayor - ‘Red Ken’ who presided over the birth of this game-changing ticket and it’s a mayor of the same political persuasion who is now extinguishing all life out of it in early 2024, under the auspices of cost-cutting, but more likely spite in his ongoing battle with the Tory government

around the funding of Transport for London. It’s easy for younger readers, who have grown up in the world of so-called smart ticketing, Oyster, contactless and wretched Apps not to care for the demise of the Travelcard or appreciate its place in the history of London’s transport. Around the time it was created, public transport in the capital was on its knees. The late 1970s with all its discontent and strikes ran parallel to a general slumber across London Underground and British Rail - an inertia that had bred poor standards of service and slovenly safety, that continued sluggishly into the recession and riot-dominated early 1980s, made worse by the conflict in Northern Ireland which not infrequently led to terrorist threats and outrages on London’s network,

decreasing demand for travel. Violence on the picket lines, rampant inflation, the cold war and football hooliganism, this was an era like nothing else and the mood was so doldrumlike across the UK population that it clearly had an impact on discretionary spend and also the inclination of folk to venture out. It was a six-day economy too with Sundays a write-off, dull as dishwater, everywhere was closed and there was nothing to do.

The Travelcard was a simple and commonsense product, unheard of before in the UK or overseas. For around a couple of quid you could travel across London and its environs, on buses, trains and the Tube. Its USP wasn’t just its great value but also the simplicity - of not having to faff around paying lots of times or working out the cheapest fare. In turn it relieved queues at busy London Underground ticket offices because folk from British Rail routes could just saunter through with their Travelcard.

My Dad recently admitted that in our household of five in Orpington, the Travelcard stimulated journeys that we wouldn’t have otherwise made as a family and also increased our frequency of travel. This was because it was both affordable and convenient to use, particularly for someone such as him who used to get stressed over-planning trips out for us all. It created the kind of spontaneity of travel that was at odds with his penchant for routine and complex plans. I recall around the time of its birth, a sudden gush of trips we made across all parts of suburbia, across London, to watch our local non-league football team, Bromley, whereas previously we might have got on the supporters’ coach or not travelled. And then, as I became independent, the Travelcard was the gateway to me spending day after day in school holidays trainspotting and travelling on buses, without my parents worrying about me running out of cash.

Around this time, public transport was enjoying a sudden renaissance, with the Travelcard playing its part. Chris Green created Network South East and sectorisation was in its prime, driving a mix of local and regional entrepreneurialism unseen on the railway since pre-nationalisation. The Network Card was born not long before new developments, such as the Docklands Light Railway in 1987 and the cross-London Thameslink service a year later. Frequencies were also being increased after the barren years of the early 1980s. The City

London’s Travelcard liberated transport users. It’s withdrawal joins ticket office closures as a big backward step by today’s politicians

This beautiful, freedom-loving ticket product must be saved

economy was booming under Thatcher - the advent of ‘yuppies’ occurred alongside a growth in overseas tourism to London - the Travelcard making it easy for them to use our network.

The Travelcard, like most successful products enjoyed longevity because it wasn’t, until its latter years, tampered with unnecessarily. Although, there were ‘add-on’ zones for far flung places such as the extremities of the Metropolitan line. The boundary zones remained consistent and the shape and design of the London Connections map, which showcased the product and journey opportunities, has also remained almost entirely unchanged - even newly constructed lines and modes have been tastefully added without altering the style and shape of this work of beauty. However, there was never a sense of complacency, the product, until recent times, was consistently marketed.

Sadly, in the past 15 years, Transport for London seemed content to let the product wither with marketing drying up. Before 2011, they used to offer a full range of zone-to-zone versions but scrapped 50% of these! Despite this, in 2018, the Travelcard enjoyed record popularity, with sales of 27 million, which makes it even more ridiculous that barely six short years later it’s on death row. The pandemic has been blamed for its demise, 12 million sold last year, which is still a big number, particularly in the post-pandemic era. With leisure travel offering the greatest glimmer of hope for the future, only the negligent and incompetent would scrap a product with a track record of success in penetrating this market, particularly at a time when we should be giving folk reasons to travel and making it easy for them to do so. TfL claims that the Travelcard costs it £40m. It’s pretty well impossible for anyone to genuinely determine how such a calculation was made.

TfL and the DfT laud the fact that contactless, ‘tap in, tap out’ means that a Travelcard is now irrelevant to folk. This is ludicrous because vast swathes of stations between zones 4-6 aren’t part of the contactless area. And even if they are, then you cannot use a Railcard with them, whereas you can enjoy a discount currently with a Travelcard. How long before the authorities suck all value out of Railcards such that they can conveniently be euthanised? They tried that one when a minimum fare was introduced

on the Network Card a few years ago. Choose any station outside of Zone 6 and the increase in fares could be up to 62%, as is the case, for instance, if you are used to travelling from Maidenhead to Tottenham Court Road. There are some Railcards which can be added to Oyster Cards (those cards that have long since been in decline), but you cannot add them to a Two Together, Network or Family & Friends Card and none can be used with contactless debit or credit cards. A Zones 1-6 One Day Travelcard currently costs £15.20 and only £10.64 with a Railcard!

The wilful demise of the Travelcard is in keeping with a rancid atmosphere in transport right now, at odds with the conviction and positivity that greeted this great product’s birth in 1984 as part of the other good initiatives in play at the time. The Travelcard consultation process appears to have been deliberately buried below the higher profile and hugely contentious ticket office consultation - an experience that someone in Transport Focus last month described as “living hell”. Indeed, the day after my article last time round (PT294) about this subject went to press, I was approached on a late evening train from Leeds to Manchester by a blind chap with a guide dog, walking through the carriages handing out leaflets and pleading people to petition against the absurd proposals. He sat down next to me and said: “If this goes through, you will not believe the impact it will have on my life. I will really struggle to go out anymore and travel, I am so scared and upset.”

As we all know, the ticket office closure threats aren’t the only grim PR issues affecting perceptions right now. The continued cutbacks to HS2 which now make this whole scheme so miniscule in terms of benefits that you’d laugh if it wasn’t so utterly tragic, alongside the no end in sight rail strikes and continued cuts to bus routes create a backdrop like never seen before. Even someone so politically agnostic and uninterested as I, cannot fail not to pick up on the disquiet felt at senior levels and throughout management and beyond in transport towards the government for its disregard for public transport.

A few vox pop surveys among family and friends in and around London, revealed that there will be even less inclination and spontaneity to travel when One Day Travelcards are scrapped. The Railcard issue

is a factor, but so too the need to buy multiple tickets or, depending on where you live, keep tapping in and out. Contactless may feel convenient but there are still too many folk who accidentally mis-tap, particularly when changing modes or at interchanges, and there are others who also don’t feel comfortable not knowing how much they are actually paying, it just doesn’t feel transparent, and they can’t be bothered to check bank statements. There are also many clowns like me who accidentally tap in with one card and then erroneously forget which one I’ve used and tap out with another, therefore getting an additional charge. I despair when I hear the authorities and suppliers waffle on about their initiatives to make fares and ticketing easier to understand and purchaseall this talk about geo-fencing enabling fares capping and multi-modal tickets - you hear of trials and are told to get excited about the future, but I’ve been hearing this chuntering for so long now, it sounds like the kind of political promises that turned me to apathy.

So, there you go, I’m feeling animated, bordering on enraged - maybe politics now moves off my list of subjects that bore me, replaced by listening to people talk about their make of car. Ticket office closures and the murder of the Travelcard is on the watch of today’s politicians. Ken Livingstone’s legacy was the inception of this beautiful, freedom-loving ticket product that resuscitated transport in London and Sadiq Khan’s will have been to extinguish it. Even a political agnostic must realise what a dreadful legacy our current mayor will be leaving. You would have thought that to mark the 40-year anniversary of such an iconic product, there would be a big celebration and an opportunity to reinject life into it and remind folk of its worth. But, no, instead of a celebration we’ll be having a wake. Shove that on your CV Sadiq. I hope you feel proud.

ABOUT THE AUTHOR

Alex Warner has over 30 years’ experience in the transport sector, having held senior roles on a multi-modal basis across the sector. He is co-founder of recruitment business Lost Group and transport consultancy AJW Experience Group (which includes Great Scenic Journeys). He is also chair of West Midlands Grand Rail Collaboration and chair of Surrey FA.

“The wilful demise of the Travelcard is in keeping with a rancid atmosphere in transport right now”

COMMENT NICK RICHARDSON

Is it time to revive motoring by train?

British Rail introduced what became the Motorail network in the 1960s - is it time for the service to be revived for a new generation?

The relationship between trains and cars has always been somewhat strained. The rise of motoring has undermined passenger transport use for decades and continues to do so. Many potential users find the train entirely irrelevant to them, especially if it involves getting to a station by a means other than car. However, attracting car users to stations presents many opportunities evidenced by the rise in ‘parkway’ functions, an expanded version of the traditional station car park. Many car parks have been decked to accommodate more vehicles, ironically just as the pandemic curtailed the scale of commuting by train. Station car parks exploit the fact that onward travel to a key destination such as a major city centre is difficult and expensive to a point where intercepting car users along the way makes sense all round. The appeal to car users is that they can take advantage of trains provided they can use their cars to get to the point of access for regular commuting and business trips, despite the recent decline in both. While the railway supposedly aims at this market, the recent suggestion to withdraw wifi on trains completely undermines business activity and takes the industry backwards in its understanding of the customer base.

Cars on trains

The relationship between trains and cars has not always been straightforward. We have Le Shuttle through the Channel Tunnel to convey cars and thus provide what motorists

want, that is driving without the difficult part. Europe has a few car-carrying trains but they are dwindling in number. Previously on our island we had Motorail, a service that enabled car users to load their vehicles onto a train at selected locations to be conveyed to distant places while they sat in a conventional carriage in the same train. The original concept was tested in 1955 when the Car-Sleeper Limited was introduced between London and Perth prior to the rollout of the Motorail network in 1966. At that time the motorway network was yet to be available and vehicle speeds were somewhat slower than today.

This was a good concept in many ways because it acknowledged that driving hundreds of miles is not what some people

want to do and is not particularly sensible environmentally. In enabling car users to use trains without the challenge of driving all the way, the prospects for many longer journeys become less predictable and more expensive by the day. For London, Motorail loaded at Kensington Olympia (still known as Kensington Olympia Car Park P4) which was not ideal for many would-be users in that traffic had to be negotiated to get there, but it enabled links to various destinations in the South West, South Wales, the North and Scotland. Further services were added from 1972 plus an overnight London to Carlisle service. The limited number of embarkation points and departure times were constraints but the other was price, the service eventually not representing good value when compared with undertaking the whole journey by car. The steep petrol price rises of the 1970s caused by the OPEC actions made a significant difference though with petrol no longer being 35 pence a gallon (less than 8p per litre!), two thirds of which was tax. Weighing up the options supported the populist view that cars were the solution to everything. Operational considerations didn’t help with a later move towards the use of covered vans to convey the cars rather than vulnerable open wagons. Space efficiency wasn’t good because not many cars could be carried on each train, although double deck vans were adopted later on, but the concept was interesting and continued for several years.

Motorail lasted until the first service withdrawal in 1989 and all had gone by 1995 when British Rail ceased. However, First Great

Trains transport cars through the Channel Tunnel

Western introduced a London Paddington to Penzance train in 1999 as part of the Night Riviera offer which lasted until 2005.

Expanding the concept

Perhaps there is something to be learned from Motorail. The successful operation for a number of years suggested that a new relationship between trains and motorists could be forged provided that the service could offer demonstrable benefits. In the wider context, there is considerable benefit from taking cars off busy roads but a commercial case for the railway is clearly harder to justify and the number of vehicles that could be conveyed was relatively small. Perhaps the scope could be limited to smaller cars, bucking the trend for bigger and heavier cars but much depends on price and convenience - overnight journeys could prove tempting. A further option could be on-train charging of electric cars, overcoming another long distance problem.

Another approach is to develop the car hire concept with travel to an origin station by car (hired or otherwise) with secure parking, then travel the bulk of the journey by train to link with a hire car at the other end. It works for airports and seaports so for longer distance journeys in the UK, there could be significant advantages in avoiding miles of boring driving, long and unpredictable journey times, traffic congestion and fuel consumption. As with all integrated transport, it needs to be as seamless as possible i.e. removing barriers to uptake. A single transparent payment, quick pickup/ drop off and other incentives could certainly compete with domestic air travel, particularly if destinations were more conveniently located than airports. The car option at one end could be reflected by other options at the other end of the journey, substituting onward train, coach or bus journeys for a hire car. This would then overcome the usual problem that the rail station is not an end in itself because the destination is often beyond. It would make sense if the stations involved were not in urban centres and therefore more likely to have more space for hire car parking and be less subject to urban traffic. Users could travel in the train with reserved seats alongside everyone else or even in a prescribed part of the train. Improving the interface between trains and car users may be achievable, particularly if

the pricing is attractive particularly for two or more people travelling together. All modes have to co-exist but they need to exploit their relative advantages if any shift from car is to be achieved. One of the persistent problems with transport is a lack of integrated thinking in which we think and design for one mode with limited consideration of those around it. In places where limited space is available, compromises need to be made and for all schemes, interaction with other elements of a journey are vital. Treating car options as part of a rail option are similar to those for ferry journeys and need to consider how to get to the starting and finishing points as well as the part in between.

Modes do not necessarily compete and in some instances can complement each other. A train journey is not always a substitute for a car

journey and vice versa due to the location of stations, journey times and costs but this can be overcome through effective integration. Painless car or cycle hire from stations is achievable and with appropriate pricing and marketing could be very effective. It also offers the option of incremental development to reduce risk and could be applied in areas where there is a strong visitor economy or where a rail station is well connected by road to a variety of destinations. Bearing in mind the constraints to driving in certain places such as low emission zones, rural/National Park areas and urban traffic then the option becomes more attractive. Perhaps the concept has something to offer.

ABOUT THE AUTHOR

Nick Richardson is technical director at transport consultancy WSP and chair of CILT’s Bus and Coach Policy Group and is a former chair of the Transport Planning Society. In addition, he has held a PCV licence for over 36 years.

“Motorail lasted until the first service withdrawal in 1989 and all had gone by 1995 when BR ceased”

A Motorail service at Kensington Olympia in the 1960s

GREAT MINSTER GRUMBLES

I suspect transport won’t get a look in

With the collective consensus being that Rishi Sunak will call a general election for the autumn of 2024, I think we can take it that the impending party conference season will fire the starting gun on general election campaigning. For those with a distinct dislike of politics - I’m guessing that’s the majority of the population - the next 12 months or so could be quite testing! Doubtless we will see the Conservative government reel out policy initiative after policy initiative as it desperately seeks to claw back Labour’s 20% lead in the opinion polls.

For Labour, I think we can take it that the party will be relatively policy-lite, perhaps keeping its collective head down on an assumption that the general election is for the Labour to lose rather than for the Conservatives to win. That said, after months of consultation and internal debate through its National Policy Forum, I am told that the party is developing a suite of policy initiatives to wow the electorate. We shall see. But a tactic of keeping its powder dry is not risk-free, given that the recent by-elections suggest that the electorate is yet to be convinced by Sir Keir Starmer, and has fallen out of love with the Conservatives rather than fallen in love with Labour. That dynamic could easily change over the next 12 months.

What does all of this mean for transport, and public transport in particular? Actually, probably not very much. Indeed, so far as the Conservatives are concerned it might actually be quite bad news. The rhetoric coming out

of No 10 following the Uxbridge and South Ruislip by-election is positively pro-motorist, while the general consensus seems to be that Rishi Sunak is not much interested in the railways. Indeed, transport very rarely, if ever, features as an issue in general elections (as opposed to by-elections) and aside from some pro-motorist initiatives, I suspect transport/ public transport simply won’t get a look-in. Which is a curiosity, given that nothing works without transport. The economy is totally dependent on a well-functioning transport system, including public transport. As we are reminded in almost every press release we issue, everybody is dependent on

transport for everything they do every day, and multiple times a day. Pretty much every other policy area and government department is dependent on a well-functioning transport system to be able to deliver.

And our own approach to transport policy sometimes feels bizarrely out of kilter. As our secretary of state Mark Harper has happily reminded us from time to time, we spend 60% of our budget on a mode of transport (rail) that accounts for only about 5% of all transport journeys actually made. And we seem to be pressing blindly on with HS2 despite the Infrastructure Projects Authority (IPA) saying that successful delivery of the project is undeliverable and that its overall viability needs to be reassessed - which I take as the IPA basically saying it has no business case anymore, assuming it ever did. In my view we would be best off to just pull the plug now, accept all the sunk costs but justify them on the vast amount of money that would still be saved. Our approach to HS2 lacks any kind of logic. There’s no other word for it - the project is a grotesque waste of money.

In the meantime, the bus industry continues to struggle under the weight of a lack of funding, despite ministers and others regularly telling us how important the bus is to so many people, and despite the fact that it is the most heavily used form of public transport. I wonder how many bus services could be provided for just 1% of the cost of HS2. It just doesn’t bear thinking about. So we spend 60% of our budget on a form of transport that accounts for only 5% of all journeys made while we splurge billions and billions of pounds on a rail project that the IPA says is undeliverable and has no business case. If somebody can explain the logic of our transport policies, I would like to hear from them.

So let’s prepare ourselves for a year of general election campaigning, and let’s resign ourselves to the inevitability of public transport barely featuring in any policy initiatives that the main political parties will be rolling out. And in any transport initiatives that are announced by the current government over the coming weeks and months I am pretty sure it will be the motorist that will be the winner. Oh, and just in case you think it will be better for public transport under a Labour government, think again. It never has been before, and I see and hear nothing from Labour that suggests that this will change should it form the next government.

Our Whitehall insider imagines what’s going on inside the minds of the mandarins at Great Minster House, home of the DfT

“I wonder how many bus services could be provided for just 1% of the cost of HS2”

Williams is Northern’s MD

APPOINTMENTS

FIRST BUS

CARDIFF BUS

Tricia Williams will take on the role at Northern Trains early next year,

succeeding

Nick Donovan

Train operator Northern has announced the appointment of Tricia Williams as managing director. Williams, currently serving as Northern’s chief operating officer, will succeed Nick Donovan when he steps down from his role in spring 2024. Donovan, who took the helm in March 2020 when Northern became publicly-owned under the operator of last resort, will have led the UK’s second-largest train operator for four years. Reflecting on his tenure, he said: “It is a huge privilege to have had the opportunity to lead Northern - a real highlight of my career - and now feels like the right time to hand over to someone else. We have a brilliant leadership team in place, and I’m so pleased that our current chief operating officer will take over from me in the spring.”

Donovan also praised Williams’s leadership abilities and expressed confidence in her ability to continue transforming the

business, benefiting customers and communities.

Under Donovan’s leadership, Northern has made notable strides, earning recognition from YouGov as one of the UK’s top 10 most improved brands for two consecutive years. The train operator has also received various accolades and awards for enhancements across its operations, including Investors in People Gold, recognition from the Institute of Customer Service, and achievements in digital and innovation.

Northern has confirmed it will soon commence the recruitment process for a new chief operating officer to replace Williams.

Commenting on her promotion, Williams said: “After three great years as chief operating officer, it’s an absolute honor to be taking on the managing director role.

“Nick has set the standard - not only for driving this business forward but the standard for truly supportive and inclusive leadership. We know we still have big challenges ahead of us. Nick will leave us in a strong position, and the team and I are ready to continue the great work he has started.”

First Bus has announced the appointment of Gary Hitchmough as its new chief growth officer, with executive responsibility for delivering the growth elements of the business strategy.

Hitchmough (pictured) will oversee franchise bids with local authorities – including the current procurement of Tranche 3 of the Transport for Greater Manchester franchising process – and will help secure major commercial contracts. He’ll also grow key commercial services through a business development function and a portfolio of First Bus businesses, including First Travel Solutions, Specialist Passenger Solutions and Aircoach.

Hitchmough started his career in transport with National Express Group before moving to KPMG Transport Advisory. He has also successfully led growth for outsourced service providers Sodexo, ISS and Serco in the UK, Middle East, and Australia.

OXFORD

BUS GROUP Go-Ahead subsidiary Oxford Bus Group has announced the appointment of Neil Butler as finance director.

Council-owned bus operator Cardiff Bus has announced the appointment of Craig Hampton-Stone as managing director. He will succeed Paul Dyer who retires at the end of September after four years with the operator.

For the last two years HamptonStone has worked in the construction and consultancy industry for Mace Group on a variety of infrastructure and public sector programmes. Prior to that he enjoyed a varied career over 26 years in the military which culminated with him leading one of the largest Logistic Regiments in the British Army.

STAGECOACH WEST

Stagecoach West has announced the appointment of Chris Hanson as operations director. He joins from First Bus, having most recently acted as general manager with First Cymru as a follow-up to over nine years spent with First West of England in a variety of leadership positions.

WARRINGTON’S OWN BUSES

Tricia Williams

Robin Gisby, chair of the Northern Trains board said: “I want to thank Nick for the incredible work he’s done to rebuild trust in Northern and get things back on track. We asked him to come for two years - and he took very little persuasion to stay for two more.”

Butler (pictured) has previously held several senior positions in corporate finance, including managerial roles at Vodafone UK and KPMG and most recently as finance director for luxury furniture brand OKA.

Commenting on the appointment, Oxford Bus Group managing director Luke Marion said: “This is a significant appointment for the group.”

In a surprising move, former Trentbarton and Kinchbus managing director Jeff Counsell has joined councilowned Warrington’s Own Buses as electric vehicle director.

Counsell (pictured) retired earlier this year, but he will now oversee the conversion of Warrington’s entire bus fleet to electric operation. This includes the successful delivery of over 100 electric Volvo buses, which are due early next year, and preparing the operator’s new depot facility.

DIVERSIONS

A grand day out on Salisbury Plain

Imberbus raises a record amount for charity

Last weekend saw the annual Imberbus event return once again, allowing public access by bus - many of them vintage Routemasters - to the lost village of Imber on Salisbury Plain. It’s also known as possibly the greatest networking event in the bus industry calendar as familiar faces come together to give their time for free and raise money for charity! And this year was a great success. What started in 2009 with

RAILWAY PLANS TO GO GREEN

In environmental news, a UK train operator is converting a sixth of its fleet to silent, zeroemission operation thanks to a grant from HS2’s Community &

five buses is now hugely popular and this year’s event in particular was a runaway success, perhaps influenced by difficulties in travelling to last year’s Imberbus due to train strikes and cancellation of the event

Environment Fund.

The Ruislip Lido Railway Society in Hillingdon has received a £75,000 cheque to convert one of their narrow gauge diesel locomotives to clean and green battery power.

The lido was originally built in 1811 as a reservoir to supply drinking water for London. After the second world war, it was converted into a lido and tourist attraction for war-torn Londoners and that work included the construction of a miniature railway running around the

in 2020 and 2021 as a result of the Covid-19 pandemic.

By 10am the queue for buses had snaked out of Warminster station and into the car park of the neighbouring Lidl supermarket, and it didn’t stop there as more and more people arrived in Warminster to catch a Routemaster to Imber. Extra buses were drafted in and journeys run, but everyone who wanted to got to Imber (and the neighbouring villages), eventually.

At the end of the day and when the cash was counted, almost £40,000 was raised by this year’s event, smashing the previous Imberbus record of £24,000. Well done to all concerned!

perimeter of the 60-acre lake. Today the Ruislip Lido Railway runs over 200 days a year and is entirely managed and operated by a team of over 130 active volunteers.

Forming part of a fleet of six locomotives that operate on the railway, the locomotive - Graham Alexander - currently fitted with a 4.5-litre Perkins engine - will be converted as part of a wider drive from the society to reduce local noise pollution and move the 12-inch narrow gauge railway to zero-emission operation.

WELL WORTH A TRIP TO TALLINN

Passenger Transport columnist Jonathan Bray reports from Tallinn in Estonia where a new exhibition has opened exploring the history of Hungarian Ikarus buses in the country.

The first Ikarus buses arrived in Tallinn in 1956 and soon made up two-thirds of the buses in the Estonian capital. The bus station exhibition, which from the pictures looks like it has been beautifully designed, explores the story of Ikarus, and introduces its legendary models, among them, what the curators claim is probably (well.. maybe) the most beautiful bus of all time, the Ikarus 55/66.

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