Passenger Transport: August 23, 2024 by Passenger Transport Publishing Ltd

Action urged on new housing and transport

Former bus boss has raised the alarm after helping parish councils respond the local transport consequences of major new housing developments

The new government’s pledge to deliver 1.5 million homes over the next ﬁve years risks the creation of new car-dependent communities unless the current planning framework is urgently reformed.

This is the warning from Ben Colson, who spent his career in the bus industry - most notably as founder of bus company Norfolk Green (acquired by Stagecoach) and as chair of the ALBUM group of SME bus companies.

Colson has been working with parish councils to help them respond to the local transport consequences of major new housing developments, and the cross impacts of national planning

Go-Ahead Group named top transport employer AHEAD ON

The Go-Ahead Group has been recognised as the top apprenticeships employer in the transport industry for a third year running in a ranking accredited by the Department for Education. The bus and rail group, which has taken on nearly 1,000 apprentices in the last 12 months, was the seventh top apprenticeships provider in England overall.

policy, local policies, developer practice and ﬁnancing.

Speaking to Passenger Transport this week, he said: “My conclusion is that it is a complete not-ﬁt-for-purpose mess and one which, unreformed, will make sustainable transport solutions an ever more distant ideal if the rate of new build accelerates.”

Colson has written a paper on the subject. It includes a case study of South Wootton in West

“It is a complete not-ﬁt-for-purpose mess”

Ben Colson

Norfolk, where 1,350 new homes are being built in two development areas. Although designed to be otherwise, he concludes that these developments will in fact lead to car-dependency for current and future generations. The phased nature of the developments means that transport enhancements only begin once a certain threshold of new homes has been reached - by which time many households will have been living car dependent lifestyles for years. His recommendations include amending the rules to accept bus services as infrastructure (capital) expenditure when providing connectivity to new development zones.

Move fast and ﬁx fortransport housing devleopments

The new Labour government has set itself the bold target of building 1.5 million homes in the next ﬁve years - but how many of these will have one or two, or perhaps three or four, cars parked outside? When they move into their new homes and ﬁnd that there isn’t a bus service nearby, will householders be left with no choice but to travel by car ? Will they be forced to contribute to congestion, clogging up the arteries on which their local economy depends, increasing local air pollution, and making it even harder for transport to play its role in achieving our Net Zero carbon reduction targets?

The answer to all these questions, according to Ben Colson, is ‘very likely’. After a long career in bus company management, he has been helping parish councils in his area respond to the transport challenges posed by new housing developments and is alarmed by what he has seen. Colson has written a paper in which he laments that buses are not getting the status they deserve, there isn’t an appropriate regulatory model for developing new bus services, and the National Planning Policy Framework is being ignored. Meanwhile, the slow rate of housing development on a site-by-site basis is baking in cardependency because transport enhancements arrive too late. Transport secretary Louise Haigh promised to “move fast and ﬁx things”. It’s vital that she and her colleagues work with other departments to ﬁx this longstanding problem as quickly as possible.

IN THIS ISSUE

25 A PROMISING STA RT FOR PUBLIC TR A NSPORT

Transport campaigners are hoping to see transport secretary Louise Haigh act on her promise to “move fast and ﬁx things”. Rosie Allen and her colleagues at Green Alliance are encouraged by the new government’s enthusiasm for public transport

24 STEERING R A IL TO A PROSPEROUS FUTURE

With a few straightforward changes and no need for government funding, Anthony Smith explains how independent rail retailers could generate signiﬁcant additional revenue for the railways over the next ﬁve years

26 ARE WE ON TR ACK FOR REN ATION A LIS ATION?

We are expecting the railways to be renationalised alongside greater control over bus services but how much does it matter?

Nick Richardson writes: “A managed transition is possible provided that everyone keeps the faith.”

29 T HE T RE ASURY IS EXERTING A N IRON GRIP

Our Whitehall insider imagines what’s going on inside the minds of the mandarins at Great Minster House, home of the Department for Transport. “It always has done, of course, but it just feels like the grip is tighter and more intense than in the past.”

KINGDOM Telephone (all enquiries): 020 3950 8000

Patronage boost sees Bee Network on track

Transport for Greater Manchester reveals a 5% increase in patronage on the ﬁrst phase of Bee Network routes with revenues £3m ahead of budget

PATRONAGE

Patronage on the ﬁrst tranche of franchised Bee Network services in Greater Manchester has seen a consistent increase, with a 5% rise in passenger numbers over the past six months, according to ﬁgures disclosed by Transport for Greater Manchester (TfGM) to members last month.

The week ending May 18 marked a record high in weekly patronage since the start of franchising in September 2023, with over 849,000 passenger journeys.

The rising patronage is also having an impact on the Bee Network’s finances - between September 24, 2023, and March 31, 2024, passenger revenues exceeded £20m, approximately £3m above the budgeted figure for the 2023/24 financial year. This positive revenue trend has continued into the current financial year, with revenues already surpassing the 2024/25 budget target by around 5%.

“This strong patronage and revenue performance helps to mitigate wider ﬁnancial pressures and risks across the franchised bus network and wider transport operations,” Steve Warrener, TfGM’s managing director, told members of the Bee Network Committee late last month.

In terms of service punctuality, Tranche One services, which cover Wigan, Bolton, and parts of Bury and Salford, are now consistently outperforming both the existing non-franchised

network and the pre-franchised network in the same area from the previous year.

Another key performance metric, the percentage of scheduled kilometres operated, has remained high, with over 98% of scheduled kilometres being delivered, showing a steady upward trend in the six-week period leading up to June 22, 2024.

Efforts to improve service delivery continue under a ‘Network Excellence Plan,’ including the addition of 20 vehicles to Tranche One routes in April, which has notably enhanced performance on the V1 and V2 Busway services connecting Leigh with central Manchester. Most amended routes achieved

punctuality rates above the 80% target in the four weeks ending June 22, with some signiﬁcantly exceeding this benchmark. Overall, Tranche One services recorded an average punctuality rate of 82.9% between April 28 and June 23, 2024, up from 68.7% in the same period last year.

Warrener highlighted ongoing collaboration with operators to address issues raised through the ‘Rate Your Journey’ survey and other passenger feedback, including targeted actions such as additional driver training.

Diamond Bus, which operates 69 vehicles across seven small franchises in Tranche One, has introduced 60 new Alexander Dennis Enviro 200 single deckers

“This strong patronage and revenue performance helps to mitigate wider ﬁnancial pressures” Steve Warrener, TfGM

since March and the new fleet has significantly improved reliability, with over 99.8% of scheduled kilometres operated in the four-week period ending June 22, 2024, addressing issues previously caused by the older interim fleet.

For Tranche Two services, covering Rochdale, Oldham, and parts of Bury, Warrener acknowledged initial performance challenges due to high staff absence at the Oldham depot, but noted that Stagecoach had quickly addressed these issues. He also conﬁrmed that TfGM had acquired bus depots in Oldham and Queen’s Road, with ongoing negotiations to purchase the Middleton depot from its landlord.

Warrener also revealed that plans for performance improvements for the Tranche Two network were now underway in partnership with Stagecoach and individual local authorities, to assess what interventions are necessary to improve the worst performing routes. He continued: “Our original patronage and revenue forecasts for Tranche Two were increased in light of the positive trends seen in Tranche One. Actual performance is tracking in line with these revised forecasts. However, it remains relatively early days and we need to observe performance over a longer period of time before reaching any conclusions.”

Meanwhile, turning to Tranche Three which covers the final round of Bee Network services in Stockport, Tameside, Trafford and remaining parts of Greater Manchester, the acquisition of the final depot in the area - Sharston - is in the final stages. Metroline, which won four of the five large franchises in Tranche Three has established a mobilisation office on Hyde Road as well as a training centre at the Arriva Wythenshawe depot site.

Plans to improve performance at Tranche Two are underway

“The Enhanced Partnership is a deliverable solution but is less likely to deliver the strategic outcomes”

Cambridgeshire pushes ahead with franchising

Regulation offers greater control over policy levers for CPCA

REGULATION

Members of the Cambridgeshire and Peterborough Combined Authority’s (CPCA) Transport and Infrastructure Committee have approved an independent bus reform assessment, paving the way for a public consultation which began last week. The consultation will inform a ﬁnal report and recommendation to mayor Dr Nik Johnson.

The assessment concluded that bus franchising offers greater strategic advantages than other approaches, despite ﬁnancial risks. Judith Barker, CPCA’s executive director for place and connectivity, noted that the primary goals of the reform are to expand the bus network’s reach and efﬁciency, advance economic,

FUNDING FOR TICKETING CAP

Manchester’s bus and tram ticketing integration plan

INTEGRATION

Transport for Greater Manchester’s Bee Network Committee has approved £7.3m in funding to implement integrated capped ticketing across Greater Manchester’s bus and Metrolink light rail services.

The move forms part of a wider £10m of funding released from the region’s City Region Sustainable Transport Settlement (CRSTS) and more than £10m from the Mayor’s Challenge Fund.

The ticketing element of

social, and environmental objectives, and enhance the passenger experience.

Barker said that while both an Enhanced Partnership and franchising could achieve these goals, taking control of the local network via franchising provides the CPCA with greater control over service levels, network design, and fare integration, leading to a more uniﬁed and accessible system.

“The Enhanced Partnership is a deliverable solution but is less likely to deliver the strategic outcomes, leaving key decisions around the network in the hands of bus operators, with any outcomes subject to negotiations with operators,” Barker explained.

The assessment also considered a “Do-Nothing” scenario, which would involve continuing with the current low-investment Enhanced Partnership. This scenario is

the package will introduce a contactless pay-as-you-go system, allowing passengers to pay with a contactless card or device, with fares automatically capped for the best value. The funding also includes measures to reduce fare evasion, such as devices to check contactless payments and a feature for passengers to view their journey history in the Bee Network app. In addition, the committee approved funding for several other transport and infrastructure projects. These include the development of the ‘Streets for All’ scheme in Middleton, with £0.7m allocated to advance the project, which aims to improve walking, wheeling, and cycling connections in

expected to result in stable or declining patronage and fare revenue, rising costs, and ongoing requests for additional ﬁnancial support from operators.

Economically, the assessment finds that both franchising and an Enhanced Partnership could offer high value for money, with benefit-cost ratios above 2. However, franchising is projected to deliver a higher level of benefits, with a Net Present Value of £188m, compared to £123m for the Enhanced Partnership option. This is attributed to franchising’s ability to offer greater control over policy levers such as performance contracts and integrated ticketing.

The assessment also estimates the total annual value of the bus market in the region is approximately £50m. Fare box revenues account for about £26m of this, with the public sector

the town centre.

The committee also released £2.1m for the ‘Improving Journeys’ project focused on enhancing bus services between Rochdale, Oldham, and Ashton. This project seeks to improve bus reliability and connectivity along one of the region’s busiest bus corridors.

A further £10.5m was approved for four active travel schemes. These projects aim to develop nearly ﬁve kilometres of high-quality, safe routes for cyclists and pedestrians.

“We are moving quickly to bring about improvements that will make a real difference to how people get around Greater Manchester,” said Vernon Everitt, Greater Manchester’s transport commissioner.

already providing funding of approximately £24m from a range of funding streams. Around 88% of bus mileage is commercially operated with Stagecoach holding 72% of the market by mileage and 90% of the total patronage. Barker added the Covid-19 pandemic has led to a signiﬁcant reduction in patronage and cuts to commercially-operated services.

“This lack of meaningful ‘in the market’ competition, results in passengers receiving a sub-optimal service overall,” she concluded.

Barker said the commercial case for franchising indicates that it could foster a competitive market for contracts where the CPCA has more capacity to achieve its objectives, although it stresses that this would come with signiﬁcant risks and delivery challenges.

She continued: “In contrast, an Enhanced Partnership would not provide the same level of risk and delivery challenges, but neither would it provide the same level of control and inﬂuence as franchising, to deliver the objectives.”

CUMBERLAND’S BSIP FUND PLAN

Services reintroduced and frequencies enhanced

PARTNERSHIP

The recently formed Cumberland Council has announced plans for the £2.4m of funding it received for its Bus Service Improvement Plan. It will see some services between key towns reintroduced with frequencies improved elsewhere. The council has said it also plans further enhancements in the autumn. “We are excited about growing the local bus network together,” said Tom Waterhouse, managing director of dominant local operator Stagecoach Cumbria and North Lancashire.

“The Enhanced Partnership is a deliverable solution but is less likely to deliver the strategic outcomes”

Cambridgeshire pushes ahead with franchising

Regulation offers greater control over policy levers for CPCA

REGULATION

FUNDING FOR TICKETING CAP

Manchester’s bus and tram ticketing integration plan

INTEGRATION

Transport for Greater Manchester’s Bee Network Committee has approved £7.3m in funding to implement integrated capped ticketing across Greater Manchester’s bus and Metrolink light rail services.

The move forms part of a wider £10m of funding released from the region’s City Region Sustainable Transport Settlement (CRSTS) and more than £10m from the Mayor’s Challenge Fund.

The ticketing element of

social, and environmental objectives, and enhance the passenger experience.

The assessment also considered a “Do-Nothing” scenario, which would involve continuing with the current low-investment Enhanced Partnership. This scenario is

expected to result in stable or declining patronage and fare revenue, rising costs, and ongoing requests for additional ﬁnancial support from operators.

The assessment also estimates the total annual value of the bus market in the region is approximately £50m. Fare box revenues account for about £26m of this, with the public sector

the town centre.

A further £10.5m was approved for four active travel schemes. These projects aim to develop nearly ﬁve kilometres of high-quality, safe routes for cyclists and pedestrians.

“This lack of meaningful ‘in the market’ competition, results in passengers receiving a sub-optimal service overall,” she concluded.

CUMBERLAND’S BSIP FUND PLAN

Services reintroduced and frequencies enhanced

PARTNERSHIP

Hyslop axes ScotRail peak fares removal

Scheme found to disproportionately beneﬁt wealthy

FARES

Transport Scotland has released the results of its ScotRail Peak Fare Removal Pilot, revealing only limited success in achieving its key objectives. The pilot, subsidised by the Scottish Government at a cost of £40m for a year, aimed to make rail travel more affordable and encourage a shift from private car use to rail.

The analysis, which covers daily patronage data from April 2022 to early July 2024, shows that while there was a slight increase in passenger numbers during the nine months of the pilot, it fell short of signiﬁcantly reducing car travel in favour of rail. However, the removal of peak fares did lead to an average saving of around 17% across all ticket types, with users reporting substantial savings.

SCRUTINY FOR TRANSPORT

Internal review to probe DfT spending plans

PROJECTS

The UK government has announced an internal review of the Department for Transport’s capital spend portfolio to ﬁnd ways of closing a £2.9bn gap for unfunded transport commitments this year.

Chancellor Rachel Reeves announced last month that an audit of the government’s ﬁnances revealed a £22bn black hole for this ﬁnancial year alone and made immediate cuts to start closing it.

Regional variations were noted, with the most signiﬁcant impact observed in the Central Belt, particularly on the East Suburban network around Edinburgh and the Edinburgh-Glasgow Express routes. Some evidence suggested that the pilot encouraged commuting from smaller towns to larger population centres, though this effect was localised and might be better addressed by adjusting individual fare levels.

The pilot’s value for money was found to be marginal. Transport Scotland calculated a BeneﬁtCost Ratio (BCR) of between 1.2 and 1.5, translating to £1.20 to £1.50 of value for each pound

“This level of subsidy cannot continue in the current ﬁnancial climate”

Among her immediate actions were the cancellation of the controversial A303 Stonehenge Tunnel and the Restoring Your Railways programme.

Transport secretary Louise Haigh has been tasked with exploring other options for cuts from the spending plans inherited from the previous government in a bid the plug the funding gap.

In her written statement to parliament, Haigh claimed that “there has been a lack of openness with the public about the status of schemes - some of which were cancelled or paused by the previous government, without proper communication to the public”.

spent. However, when factoring in the income levels of those who beneﬁted - typically higher earners within the Central Beltthe BCR dropped to between 1.0 and 1.25, indicating just £1 to £1.25 of value for every £1 invested.

Transport Scotland acknowledged that while the pilot had some success in raising awareness of rail travel and improving access, its impact on reducing car usage was minimal and primarily beneﬁted higherincome individuals. Consequently, in light of the ﬁnancial challenges facing the Scottish Government and the pilot’s limited contribution to key goals like tackling climate change and child poverty, the initiative will end on September 27.

“The pilot primarily beneﬁtted existing train passengers and those with medium to higher incomes,” said Scottish transport minister Fiona Hyslop. “Although passenger levels increased to a

She said that “external expertise” will be brought in to help make recommendations about current and future schemes.

However, the transport secretary said the move would “support the development of our new long-term strategy for transport, developing a modern and integrated network with people at its heart and ensuring that transport infrastructure can be delivered efﬁciently and on time”.

She concluded: “I am determined that we build the transport infrastructure to drive economic growth and opportunity in every part of the country and to deliver value for money for taxpayers. That

maximum of around 6.8%, it would require a 10% increase in passenger numbers for the policy to be self-ﬁnancing.

“The pilot will have been welcome in saving many passengers hundreds and in some cases thousands of pounds during the cost of living crisis but this level of subsidy cannot continue in the current ﬁnancial climate on that measure alone.”

Hyslop added she was aware there was a signiﬁcant minority of people who cannot choose when they travel to and from work who did and would beneﬁt from lower priced rail travel. As a result a 12-month discount on all ScotRail season tickets would be introduced and the terms of the Flexipass scheme would be amended to allow for 12 single journeys for the price of 10, used within 60 days, equivalent to a 20% discount for those who travel less frequently. Super off-peak tickets will also be reintroduced.

Hyslop added the Scottish Government would be open to consider future subsidy to remove peak fares should UK budget allocations to the Scottish Government improve.

ambition requires a fundamental reset to how we approach capital projects - with public trust, industry conﬁdence and government integrity at its heart.”

Several major transport projects could be affected by the move, amongst them the decision about whether to resume work on the HS2 link between Old Oak Common and Euston which was “rephased” by the last government.

Haigh has previously said she was “working at pace” to determine what to do with the proposed station and wider redevelopment which she said had been left as a “massive hole in the ground” by the last government.

Haigh hails breakthroughmajor in talks

ASLEF recommends new offer to members after intensive talks

INDUSTRIAL RELATIONS

After a series of positive discussions with the government, the train drivers’ union ASLEF has agreed to recommend a new pay proposal to its members, signalling an end to the 22-month pay dispute that has disrupted rail services across England.

The proposed deal offers ASLEF members a phased pay increase: 5% for 2022/23, 4.75% for 2023/24, and 4.5% for 2024/25. The union is now holding a referendum to allow its members to vote on the offer.

The Department for Transport hailed the agreement as a signiﬁcant step towards improving industrial relations

TfL READY TO PUSH DLR EXTENSION

Work to progress

Thamesmead extension

PROJECTS

Transport for London has conﬁmed it will now develop a business case and further plans for extending the Docklands Light Railway from Gallions Reach to Beckton Riverside and Thamesmead.

The move follows overwhelming public support for the proposals which could help unlock the delivery of 25,000-30,000 new homes and create thousands of jobs in the area.

A recent consultation revealed strong support for the extension, with 57% of respondents saying it would reduce their journey times and 75% believing it would

and resolving the protracted rail dispute. The inclusion of a pay offer for the upcoming year is seen as a safeguard against future national rail disputes.

Transport secretary Louise Haigh said the breakthrough demonstrated the government’s commitment to prioritising passengers.

New industry estimates reveal that the strikes, ongoing since June 2022, have resulted in approximately £850m in lost railway revenue. The broader economic impact, including

“When I took this job, I said I wanted to move fast and ﬁx things”

make journeys into wider East and South East London easier.

TfL also ran sample polling in locations in Beckton, Gallions Reach, Thamesmead and Abbey Wood where 85% supported or strongly supported the proposals.

The proposed extension would connect two Opportunity Areas, key zones for new homes, jobs, and infrastructure, along with four development sites. The extension would include a new DLR station at Beckton Riverside, with a tunnel under the River Thames leading to a new terminus at Thamesmead. The project would build on the successful 2009 DLR extension to Woolwich Arsenal, which spurred housing growth in Woolwich, Canning Town, and the Royal Docks.

In 2023, TfL and its partners

losses from reduced workplace attendance and decreased spending in hospitality and retail sectors, likely exceeds £1bn.

The government credits the swift progress in negotiations to a shift in its approach, which brought unions back to the negotiating table. Recent intensive talks led by senior ofﬁcials at Haigh’s direction have culminated in this important breakthrough for the traveling public.

“When I took this job, I said I wanted to move fast and ﬁx things - starting by bringing an end to rail strikes.” said Haigh.

“If accepted, this offer would ﬁnally bring an end to this long-running dispute and allow us to move forward by driving up performance for passengers with the biggest overhaul to our railways in a generation.”

submitted a Strategic Outline Case to the government for the Thamesmead extension, detailing how it could signiﬁcantly impact the area. The next step is to develop an Outline Business Case (OBC), expected to be complete by spring 2025, which will address government feedback and guide development and funding discussions.

As the project is currently unfunded, the OBC will also focus on creating a funding and ﬁnancing strategy, likely involving contributions from both private and public sectors, including TfL and various local, regional, and national sources. The goal is to secure an affordable solution by 2025, enabling construction to start as early as 2028, with the extension potentially opening in the early 2030s.

HAIGH CONCERNS AT CROSSCOUNTRY

Train operator warned over training backlog

PERFORMANCE

Transport Secretary Louise Haigh has expressed “serious concerns” about poor performance in a letter to the interim directors of CrossCountry Trains, warning that action will be taken if services do not improve. Haigh has “reluctantly” approved its request for a temporary reduction in services in order to reduce a backlog of driver training, but warned she would take further action if it failed to deliver.

HEATHROW RAIL PLAN GROUNDED

Western

link project withdrawn for now

PROJECTS

Plans for a rail link between the Great Western Main Line and Heathrow Airport have likely been abandoned. The project, which has been stalled since 2021, has now seen its pre-application process withdrawn.

Originally launched in 2012 and revised in 2017, the proposed link would have spanned four miles, connecting the line east of Langley station near Iver to a station box which already exists beneath Heathrow’s Terminal 5, with most of the route running through a tunnel beneath the M25.

Work on the project was put on hold during the Covid-19 pandemic, when Heathrow Airport was unable to commit to its portion of the funding. Since then, Network Rail had described the delay as a “controlled pause,” but the latest developments suggest that the plan is no longer moving forward.

Network Rail has said plans for the rail link could still progress if funding is found in the future.

Arriva exits partnership and faces competition

Operator ends X38 partnership as Boddice launches assault

COMPETITION

Competition is hotting up in the Midlands with the news that Trentbarton and Arriva will end their long-standing joint operation of the X38 bus route between Burton-upon-Trent and Derby at the end of the month.

Trentbarton claimed this week that Arriva “unilaterally ended” the nearly 30-year partnership, where both operators provided a joint 20-minute daytime frequency on the corridor.

Starting this month, Arriva has registered additional journeys that overlap Trentbarton departures and conﬁrmed it will no longer accept Trentbarton tickets.

“The unilateral and surprise

OPERATOR MULLS LEGAL ACTION

Grant Palmer blasts Bedford Borough Council

CONTRACTS

Bedfordshire-based bus operator

Grant Palmer is considering legal action after Bedford Borough Council awarded a bus contract to local rival Stagecoach East, which now directly competes with its commercial operations.

Grant Palmer had operated Route 25 between Bedford and Rushden under contract with the council for over a decade, until the contract expired on July 31. As the contract end date approached, Grant Palmer decided to continue operating some segments of the route commercially. The company registered these

decision by Arriva to run X38 buses at the exact times of our buses marks the disappointing end of what has been a friendly partnership which since 1995 has worked well for the public on this key connection between Burton and Derby,” said Trentbarton managing director Tom Morgan.

“To anyone thinking ‘why don’t Arriva and Trentbarton just sit down together and sort this out’, we have tried to. Derby City Council, at our request, tried to organise a meeting but Arriva would not engage.”

“We’re happy to be able to deliver a really good bus service”

Toby France, Arriva

journeys, produced timetables, and informed the council of the changes.

However, Grant Palmer claims that the council re-tendered the entire Route 25, awarding the contract to Stagecoach East. This move has led to Stagecoach operating subsidised services at similar times to Grant Palmer’s commercial journeys, creating direct competition.

The operator also alleges that Stagecoach is currently providing free bus services on the route, having missed the required deadline for service registration.

Thomas Manship, Grant Palmer’s commercial manager, expressed frustration at the council’s decision.“Despite the challenges of operating bus services post Covid-19, we recognised a commercial opportunity to provide bus services

In response, Arriva claimed that it had attempted “to discuss the evolution of the route in April 2024” but that Trentbarton “chose not to engage” when it approached the operator via the city council. Arriva added that the decision to register additional X38 journeys was based on passenger feedback and it speciﬁcally highlighted the reliability of its departures on the corridor, with more than 99% of its X38 journeys running punctually.

“The X38 is an important service for people as it links a city with a major town,” said Toby France, Arriva’s head of commercial in the Midlands.

“We always listen to what our customers want and need and we’re happy to be able to deliver a really good bus service that I’m sure will be really well-received.”

for customers on service 25,” he said. “It is frankly astonishing that Bedford Borough Council is choosing to waste taxpayer’s money, at a time when local authority budgets are strained.”

The council, however, defended its actions, stating it had “speedily undertaken a transparent tendering process” in response to Grant

On another front, Arriva is facing new competition on its X65 service between Tamworth and Lichﬁeld from Bus Link, a new operator co-founded by James Boddice. Boddice, who sold his Burton-based company Midland Classic to Rotala in 2022, launched Bus Link last year with Tom Culling. Initially focused on rail replacement services, Bus Link expanded earlier this year to operate two local Lichﬁeld routes.

The company has now introduced a limited-stop Route X66 between Tamworth and Lichﬁeld, offering a 30-minute daytime frequency compared to Arriva’s hourly X65 service, which is supplemented by an additional hourly stopping service on the corridor.

Bus Link is using a ﬂeet of refurbished Wrightbus-bodied Scania single deckers sourced from a variety of operators on the new operation and offering competitive fares, capping single journeys at £2 with a £3.30 day return ticket.

Palmer’s decision to deregister and alter parts of the route in order to ensure that rural communities affected by the withdrawal of the non-commercial elements of Route 25 continued to have a bus service.

“We continue to work with Grant Palmer on its reduced 25 route but refute any claims that we have wasted taxpayers’ money,” said Jim Weir, Bedford Borough Council’s deputy mayor and portfolio holder for environment. “Stagecoach will be providing a similar 25 service - however, this will be covering all villages.”

It is not the ﬁrst dispute to emerge between Grant Palmer and the council. The operator recently withdrew from the area’s multioperator Cygnet ticketing scheme on August 1.

Council has refuted Grant Palmer’s claims

“There is a wide variation in scores for waiting time and value for money”

Survey ﬁnds Scottish satisfaction at 86%

Watchdog reveals ﬁrst Scottish Your Bus Journey survey ﬁndings

CUSTOMER SERVICE

Passenger satisfaction with bus services in Scotland stands at 86%, but improvements in punctuality and waiting times are needed, according to the ﬁrst-year results of Scotland’s Your Bus Journey survey by Transport Focus.

The survey, which used field data gathered last year, received feedback from passengers across six Regional Transport Partnership areas. The watchdog found that 77% of passengers were satisfied with their waiting times, and timeliness was identified as a crucial factor in determining whether a journey was satisfactory

or exceptional.

Passengers in Strathclyde reported the highest overall satisfaction at 89%, with the region also leading in value-formoney satisfaction at 76%. In contrast, satisfaction levels were slightly lower in other regions: 87% in the South West, 86% in the South East, 83% in Tayside and Central Scotland, and 80% in both the Highlands and Islands and Aberdeen and Aberdeenshire.

A significant finding was that half of the surveyed passengers relied solely on buses for their journey, underscoring the importance of services being punctual, reliable, and offering good value for money. Overall, 68% of fare payers were satisfied with value for money, with 28%

being very satisﬁed.

However, satisfaction with value for money varied widely, from 38% in Aberdeen and Aberdeenshire to 76% in Strathclyde. Lower ratings in some areas were linked to less reliable services or recent fare increases for frequent passengers.

In its ﬁrst year, the survey gathered feedback on over 3,000 journeys, evaluating passenger satisfaction with their most recent trip, including the onboard experience, interactions with the driver, and value for money.

“It is good to see many passengers are satisﬁed with their journey,” said Robert Samson, the watchdog’s senior engagement manager. “However, there is a wide variation in scores for waiting time and value for money.”

IN BRIEF

STAGECOACH

LIVERY U-TURN?

Stagecoach appears poised to abandon the livery it introduced in early 2020 as several buses have recently been spotted in a new, simpler navy blue design. The company has not yet made an ofﬁcial statement regarding the change, but it is believed that the decision is driven by the high costs associated with the more complex 2020 livery.

LIBERTYBUS PARTNERSHIP

Jersey-based bus operator LibertyBus has partnered with Great Scenic Journeys to promote the exploration of the island’s landscapes. The collaboration incorporates a range of bus routes that provide access to key destinations across the island. These routes will be featured on the Great Scenic Journeys website, which highlights some of the UK’s most scenic travel experiences.

GNW LIVING WAGE

Go North West has been accredited as a Real Living Wage employer by the Real Living Wage Foundation. It means the bus operator guarantees to offer, as a minimum, the only UK wage rate which is based on the actual cost of living. Entirely voluntary, it offers a higher, more realistic rate than the UK Government’s National Living Wage.

LCR SECURES HYDROGEN

Liverpool City Region hopes to have its ﬂeet of hydrogen fuel cell buses on the road after securing a supply of hydrogen gas to power the 20 double deck buses, split equally between Arriva and Stagecoach. Only a handful of Arriva’s buses have seen limited service since delivery last year.

GLIDING INTO LIVERPOOL Liverpool City Region has launched trials of a Van Hool Exqui.City trambus borrowed from Translink’s Glider network in Belfast. Clad in the region’s Metro branding, the vehicle will be used to assess potential rapid transit routes over the coming weeks. Mayor Steve Rotheram has pledged to deliver new rapid transit links to Anﬁeld Stadium as well as Everton’s new stadium and John Lennon Airport by 2028.

NEWS ROUND-UP

Entrepreneur banned from holding O-Licence

Rhys Hand told to take ‘period of reﬂection’ away from industry

COMPLIANCE

Bus entrepreneur Rhys Hand has been stripped of his good repute as an operator and banned from holding or applying for an O-Licence until August 2029.

This decision was made by West of England Trafﬁc Commissioner Kevin Rooney following a public inquiry earlier this month involving Altonian Coaches, which traded as Transporabus, a business where Hand previously served as a director. Altonian, which operated bus services in the West of England and Gloucestershire, ceased all operations abruptly in early July. Rooney said the inquiry was initially scheduled in June to examine service performance, amongst other issues, but it was rescheduled after “multiple further matters came to light”.

Philip Higgs, who was also a director of Altonian alongside

SULLIVAN BUSES AXES TfL WORK

SME ﬁrm cites losses of £200k per month

INDEPENDENTS

Sullivan Buses abruptly terminated all services operated for Transport for London on August 2. The Hertfordshire-based bus operator, which was the only SME bus operator left operating bus services for TfL, claimed that it had been incurring losses of approximately £200,000 per month on the 12 London bus routes it operated.

Hand, retained his good repute, with Rooney ﬁnding no fault in his actions. Higgs, whose role in the company was as more of a chairman while he concentrated on his own bus operations in the north west of England, attended the inquiry. Hand chose not to but he provided Rooney with a written submission.

Higgs provided evidence that Hand was responsible for dayto-day operations at Altonian and expressed his dismay at the state of the company’s operations when he became more involved earlier this year. He recalled a visit to Altonian’s operating centre in Poole in February which he said “looked like a scrap yard” and he was appalled. The south coast operation, where many of the compliance issues arose, was subsequently closed with operations then consolidated in the West of England.

However, dissatisﬁed with progress, and concerned that the amount of cash going into the bank did not match the

Managing director Dean Sullivan cited inadequate remuneration that did not keep pace with rising service delivery costs, worsened by post-Covid trafﬁc congestion penalties, as the reason for the losses. He also noted the company’s failure to secure contract renewals set to expire later this year, with no meaningful feedback from TfL on why the routes were lost. It led Sullivan to meet with TfL ofﬁcials to address these and other challenges.

“TfL told us that they struggled to incorporate small businesses such as ours within their corporate

amount taken on the buses, Higgs terminated Hand’s directorship on July 8, shortly before the company’s services were halted.

He testiﬁed that the closure followed the freezing of Altonian’s bank account after it had been emptied. Freezing the account breached the operator’s insurance terms and led to the cessation of services. Despite efforts to salvage the business, Higgs ultimately decided it was no longer viable.

Hand, in his written submission, claimed he did not attend the inquiry because he was no longer a director of the company. He asserted that Altonian was in a “strong and healthy position” when his involvement ended, dismissing wider speculation about his role in the company’s downfall as “fabricated and untrue”.

Rooney, however, was highly critical of Hand’s conduct, noting several serious incidents, including a broken-down bus abandoned in a dangerous position on a main road outside Dorchester and a minibus in Bristol that was found

model,” he said. “Sullivan Buses is the only SME operating bus services for TfL in London.”

After failing to ﬁnd a way forward, the meeting ended with TfL requesting a date for Sullivan Buses to hand back its contracts.

Meanwhile, at the time of that meeting in June the company was owed around £130,000 by TfL. Sullivan continued: “This is a considerable sum of money for a small business and the lack of funds have undoubtedly impacted upon our ability to deliver the contracted services.”

to be operated by an unlicensed driver. The Trafﬁc Commissioner also found that Hand had lied to DVSA ofﬁcers and he questioned Hand’s credibility and trustworthiness.

Rooney cited a previous case involving Hand’s company, Snowdonia Travel Ltd, which was directed to pay £300 to the Welsh Government after ceasing operations at short notice. That ﬁne remained unpaid when the company was dissolved in 2022 but Hands had told Rooney’s ofﬁce that the business had closed in 2019. Rooney highlighted this as further evidence of Hand’s unreliability.

In concluding his decision, Rooney stated that Hand’s good repute was irrevocably lost, given the severity and frequency of the issues involved. He suggested that a “period of reﬂection away from the PSV industry is appropriate” for Hand.

Rooney revoked Altonian’s O-Licence, citing a lack of ﬁnancial standing and professional competence. The company was also ﬁned £8,250 (£550 for each of the authorised vehicles on the licence) for failing to operate registered services and for ceasing them without proper notice.

He claimed that although the matter was resolved it was not before TfL asked whether it could “repay in instalments”.

“Coupled with delays in payments by TfL, we have decided that we can no longer sustain the further cuts necessary to meet the decreasing income received from TfL,” said Sullivan. “Any inevitable reduction in funding will lead to a further decline in performance and this is not something we are willing to support.”

TfL has placed Sullivan’s contracts with Arriva, Go-Ahead London, Stagecoach and Uno.

Scotland awards £185m road dualling contract

Decision contrasts with freeze on Bus Partnership Fund

FUNDING

Having suspended its Bus Partnership Fund for this year because of a shortage of capital resources, the Scottish Government has announced its intention to award a contract worth £184.7m for dualling the A9 trunk road between Tomatin and Moy.

The government launched the BPF in 2020 as a £500m programme of improving bus priority in Scotland. Only about £27m has been spent so far.

The government’s budget for this year allocated no capital funding to the BPF or to Strathclyde Partnership for Transport.

QUEEN STREET BLOCKADES

Core Valley Lines modernisation progresses

PROJECTS

Transport for Wales is about to commence a series of engineering blockades at Cardiff Queen Street station which will unlock the door to a major increase in Core Valley Lines train frequency.

Queen Street is where lines converge from the Pontypridd and Caerphilly directions and from Cardiff Central and Cardiff Bay. These lines were transferred from Network Rail to the Welsh Government in 2020, enabling work to start on a £1bn modernisation programme which includes electriﬁcation and additional infrastructure to support four trains

When the budget was discussed in Holyrood last winter, cabinet minister Màiri McAllan said the government would continue to fund BPF projects already under construction. “However, for this year, with this settlement and, principally, a near 10% cut in my capital budget from the UK Government, I cannot afford it.”

The budget also left planned public transport improvements in Strathclyde, including essential Glasgow Subway works, without funding for this year.

However, the difﬁcult funding

position has not prevented the government from moving ahead with its £3.7bn programme to dual the entire A9 from Perth to Inverness by 2035. The next section to become dual carriageway will be the six miles from Tomatin to Moy, where the government halted procurement last year because the price of the tender it had received was far in excess of the expected cost of £115m.

The price of the contract now proposed by the government is 61% in excess of that expected

“You should always judge politicians on where they allocate spending: this shows where their priorities are”

Professor David Begg

per hour (tph) to Cardiff from each Heads of the Valleys terminus, in place of one or two per hour. Most of the new infrastructure in the valleys is already in place, but Queen Street requires alterations to support the planned frequency of up to 36tph. The station will be closed on August 25 for work to commence. Other blockades will follow, through to November.

As well as increasing the frequency of trains, the CVL programme will usher in more conﬂicting movements at Queen Street. Trains from Cardiff Bay, which previously shuttled independently into a bay platform at Queen Street, will continue to Pontypridd and beyond. This takes them across the path of frequent trains on the Cardiff Central to Caerphilly and Coryton axis. Although Queen Street has four

cost, at almost £31m per mile. It follows work by Transport Scotland in consulting the market and updating contract strategy.

Cabinet Secretary for Transport Fiona Hyslop said: “I am pleased to announce our intention to award the contract for Tomatin to Moy to Balfour Beatty. Once work starts on Tomatin to Moy, it will not stop until dualling between Perth and Inverness is complete.”

Professor David Begg, the former chair of the Commission for Integrated Transport, criticised the decision.

“You should always judge politicians on where they allocate spending: this shows where their priorities are,” he told Passenger Transport. “Unfortunately bus passengers are just not a high enough priority for the Scottish Government despite the fact that the Bus Partnership Fund has one of the best cost:beneﬁt ratios I have ever seen for a transport project, far eclipsing the business case for A9 dualling.”

through platforms, the road bridge north of the station is a bottleneck with only two tracks. Widening it would be prohibitively expensive.

The CVL programme is already starting to pay dividends. Between 3 and 10 August, TfW Rail

transported 100,000 people to and from Pontypridd for the National Eisteddfod, which is held in a different place each summer. TfW used some of its new Stadler FLIRT units to supplement the usual Sprinter trains for the duration of the festival.

The two track bridge north of Cardiff Queen Street station will handle up to 36 trains per hour

‘Planning regime is not-ﬁt-for-purpose’

Former bus company boss Ben Colson has written a paper on the barriers to building long-term sustainable transport for new housing developments

PLANNING

The absence of joined-up thinking between new developments and transport provision has been lamented for decades. And the inability to provide those who travel to and from these places with a viable alternative to the private car fosters a car-dependent culture, passed down from one generation to the next, which is extremely difﬁcult to reverse.

The new government came to power last month with a pledge to build 1.5 million new homes over the next ﬁve years - an acceleration of house building that now makes it even more important to rectify the failings of the past.

In response to a statement made by deputy prime minister Angela Rayner on planning reforms on July 30, Ben Curtis from Campaign for Better Transport said: “We welcome the government’s commitment to reform the planning system but urge it to place public transport at its heart to help connect communities and spark growth.

“For too long, new homes have been built without proper access to public transport networks, forcing people into expensive car ownership and making communities car dependent. “Revised planning guidance must contain a duty to locate all future developments near existing or planned public transport networks to reduce the need for cars wherever possible.”

Ben Colson, who spent his

career in the bus industrymost notably as founder of bus company Norfolk Green (now part of Stagecoach) and as chair of the ALBUM group of SME bus companies - agrees that reforms are urgently needed. Having advised parish councils on the local transport consequences of major new housing developments,

he is convinced that the current system is “a complete not-ﬁtfor-purpose mess”. He has now written a paper on the subject in which he sets out the hurdles to building long-term sustainable transport for new housing developments.

Buses are the UK’s main mode of public transport, but Colson

RECOMMENDATIONS FOR ACTION

ACCEPT BUS SERVICES AS ‘INFRASTRUCTURE’

Treasury to amend rules to accept bus services as infrastructure (capital) expenditure when providing connectivity to new development zones.

says they don’t get the recognition they deserve. “The conundrum is that unless there is better than just a basic bus service, and one provided for early arrival residents, it will not attract sufﬁcient custom to be either sustainable or viable,” he states in his report. “It therefore fails on both criteria and unsustainable private car transport, often single use, will become the default position in most new developments.

He adds: “Ministers have placed emphasis on infrastructure being provided for new developments at an early stage. In people’s minds, this is synonymous with built facilities, yet bus services are the only quick and inexpensive means of providing the architecture necessary for sustainable transport options for such areas. It is therefore important that Treasury rules regard them as such, rather than merely as a low priority call on public revenue funding.”

Icat dolute storem volup

EMPHASISE NEED TO REDUCE CAR-DEPENDENCY

National Planning Policy Framework should be amended to emphasise the need to reduce car-dependency, and for local planning authorities and local transport authorities to have duty of periodic review. Change Section 106 and Planning Conditions to ensure that slower build rates do not have a negative impact on sustainability.

A HYBRID REGULATORY ARRANGEMENT FOR BUSES

Department of Transport to consider hybrid regulatory arrangement which allows mix of franchise and commercial markets in one area, especially to meet need of local housing growth and to provide for longer-term sustainability in new developments. This may take the form of local transport authorities providing concessions to run some bus routes to at least meet a minimum standard of service.

‘BETTER-THAN-JUST-ADEQUATE’ BUS CONNECTIVITY

Local planning authorities and local transport authorities to be jointly responsible for provision of ‘better-than-just-adequate’ bus connectivity in new developments. This may be as part of franchise, Enhanced Partnerships or a mix, hence the need for a hybrid regulatory arrangement.

CHANGES TO THE SYSTEM OF ROAD ADOPTION

Department for Transport to lead on making changes to the system of road adoption and associated insurance, and for this to be referenced in the National Planning Policy Framework.

Colson argues that the situation is contrary to the national planning policy as set out in the National Planning Policy Framework (NPPF), which he describe as “a failure of a signiﬁcant scale at a high level”. “Despite the NPPF’s clarity, it is rarely followed in practice,” he claims. It is in the joint and several interest of developers, and the local planning authority and local transport authority to not do so.”

Colson believes that the situation is aggravated by the regulatory regime for buses. He calls for the introduction of a new “hybrid regulatory regime lying between commercial operation (which can never supply the quantity and range of services to make these new larger developments genuinely sustainable) and franchise (which the public purse cannot afford)”. Meanwhile, Colson observes that the depressed build rate of

new homes has contribited to the problem.

“The slower the build rate of new homes the greater the probability that the site will become car-dependent, again contrary to the NPPF vision, a state which will make meeting Net Zero targets all the more difﬁcult,” he says. “Three developers have told me that the build rate is more a function of sales expectations than their ability to physically build the stock ... All three have said that the impact of the Autumn 2022 mini-budget has been to depress sales by about 50%.”

Explaining the transport impact of slower build rates, Colson writes: “Most Planning Conditions (including Section 106 funding) require a particular transport facility to be provided by the date of occupation of the ‘x-th’ dwelling. This means that those new residents already in situ will have become familiar living without. As transport connectivity is a vital element of lifestyle so, in its absence, new residents become car dependent, which is ingrained in their offspring as they become young adults. It is therefore a self-fulﬁlling recipe for long-term unsustainability.

“The longer it takes to reach the agreed ‘x-th’ dwelling the more ingrained the unsustainable practices will become.”

The same problem applies to the opening of new roads through developments.

Colson offers the example of new developments in South Wootton in West Norfolk. One of them will pay Section 106 funding for a bus service from mid-2027 until mid-2032. However, by then the likely population will be 700 people forced to live car dependent, of which some 450 will have been so for more than ﬁve years.

Report exposes bus accessibility challenges

Bus Users UK reveals lived-experiences of disabled bus users

ACCESSIBILITY

Bus Users UK has published a revealing new study about the experiences of disabled bus passengers. Through ﬁrst-hand, personal accounts, the report, Why are we waiting? Disabled people’s experiences of travelling by bus, captures the lived-experiences of disabled bus users across England, Scotland and Wales.

The ﬁndings highlight a stark reality: while buses are essential for enabling people to lead full and independent lives, currently they are not accessible to everyone.

Claire Walters, chief executive of Bus Users UK said: “At some point in our lives, we are all likely to need more accessible transport and buses can provide that, offering independence and enabling people to lead active and fulﬁlling lives. However, despite many recent advances in legislation, staff training and vehicle design, buses are still far from fully accessible and this research highlights, in their own words, the many challenges facing disabled passengers.”

Bus Users UK has made a raft of recommendations in the report (see panel), emphasising the urgent need for collaboration between government, transport industry stakeholders, local authorities and disabled people.

Claire Walters continued: “Why are we waiting? makes a vital contribution towards understanding barriers to travel and demonstrates the importance of working with disabled

passengers to overcome them. What we need now is a sustained commitment, collaboration, and funding to ensure that bus travel offers a genuinely reliable, accessible and environmentally friendly option for everyone.”

The study was funded by the Motability Foundation through one of their user research grants.

Chelsea Fleming, innovation manager at the Motability Foundation said: “This is an eye-opening piece of research from Bus Users UK, highlighting the lived-experience of disabled people when travelling by bus. At the Motability Foundation we want to help break the barriers that disabled people face when using public transport, and we hope that the recommendations made in this report help to bring

about improvements to the accessibility of bus travel.”

Graham Vidler, CEO at the Confederation of Passenger Transport commented: “CPT and its members welcomes this report and the lived experience it presents because we recognise the importance of accessible bus service provision across the UK, not least for passengers reliant on buses for their primary or only means of independent travel.

“CPT is working hard to help all its members become fully compliant with the Accessible Information regulations when these take effect this autumn. It is also working closely with relevant partners to develop better driver training materials more widely, to help improve the experience of all disabled passengers.”

“This research highlights, in their own words, the many challenges facing disabled passengers” Claire Walters, Bus Users UK

KEY FINDINGS

INFRASTRUCTURE: Many bus stops lack essential facilities such as seating or shelter, making it exhausting and painful for some disabled passengers to wait for a bus. Obstacles such as heightened kerbs, bins, and bike stands pose difﬁculties and dangers in accessing and boarding buses.

BUS DESIGN: Wheelchair spaces often face away from information displays and there can be competition between passengers for space.

INFORMATION: Inconsistent and outdated timetables, contradictory information on apps and at bus stops, and poor and inaccessible or missing audio and visual information on buses have left passengers stranded or forced them to abandon their journeys.

BUS DRIVERS: The behaviour of bus drivers signiﬁcantly impacts the journey, and in some cases even the ability, of a disabled person to travel.

PASSENGERS: Other passengers can also make or break a journey.

Partner Pack aims to boost bus campaign

Bus Users UK plans accessibility focus for Catch the Bus Month

MARKETING

Bus Users UK has introduced its Partner Pack for Catch the Bus Month 2024 which is scheduled to take place in September. The bus passenger charity has made the pack available before nexdt month’s campaign, ensuring everyone can get involved.

This year’s materials include a variety of free-to-use resources, such as logos, graphics, and posters, offered in both English and Welsh. The resources aim to emphasise the signiﬁcant role buses play in daily life.

The pack also details how to obtain the campaign’s recognisable giant red hands and suggests various ways to engage with it.

STAGECOACH CEO TO ADDRESS YBP

Claire Miles to take part in Cambridge conference

EVENTS

The Young Bus Professionals will hold their next conference in Cambridge on September 12-13, 2024, featuring a range of speakers from bus operators and suppliers.

The event begins with an optional visit to the Cambridge Guided Busway and Stagecoach East’s depot, followed by a dinner where Bill Hiron, managing director of Stephensons of Essex and chairman of the Association of Local Bus Company Managers (ALBUM), will be the guest speaker.

The conference will continue on Friday with an interactive workshop

It also provides ideas for events, collaborations and promotional activities aimed at transport providers, local authorities, charities, and community groups.

Additionally, the pack includes a customisable press release template, helping organisations tailor their messages for the campaign. It also directs users to recent studies and surveys on bus usage and transport accessibility, offering data and insights to

and presentations from key industry ﬁgures, including Claire Miles and Kelly Hanna, the chief executives of Stagecoach Group and Ticketer respectively. There will also be presentations from Oli Knights, head of technical sales at Equipmake and Jonathan Ziebart, UK managing director at Ascendal Group, which owns Cambridgeshire bus operator Whippet.

The event will include contributions from Young Bus Professionals members Nathan Burge of McGill’s Bus Group and Ryan Scott from Ensignbus, now part of First Bus, who will share their experiences as young managers.

The conference will take place at the Novotel Cambridge North, conveniently located near Cambridge North railway station.

strengthen campaign initiatives for maximum impact.

Launching the Partner Pack, campaign manager Victoria Walker said: “2024 promises to be an exceptional year for Catch the Bus Month. We’ve already had huge amounts of interest from organisations across England, Scotland and Wales ranging from local passenger groups and community transport providers to global transport operators and representatives from across central and local government.

“Our focus this year is on accessibility and we want operators to showcase the incredible work they do to ensure everyone is able to travel. We also want to improve access by bringing together the people who plan and run services, with the people who need them.”

The event is subsidised by the Chris Moyes Scholarship Fund. Registration for the event is open at youngbusprofessionals.org.uk.

“We look forward to gathering young bus managers from our great industry together once again for two days of networking and best practice sharing,” said Alex Hornby, Young Bus Professionals’ co-patron.

NCT CONFIRMS ALBUM PLANS

Event will take place in Nottingham next May

EVENTS

It has been conﬁrmed that Nottingham City Transport will host the ALBUM 2025 Conference at the East Midlands Conference Centre on Nottingham’s University Park Campus from May 12 to May 14, 2025. Pelican Bus and Coach, along with technology provider Passenger, will be the headline sponsors.

ALBUM, which provides a platform for the exchange of best practice among municipal and SME bus operators, and advocates for policies that promote high-quality bus services, is organising the conference. The event is open to all members of the bus industry.

The conference will begin with a golf event on May 12, and conclude with the annual gala dinner on the evening of May 14. Conﬁrmed speakers include David Leeder, co-founder of Transport Investment Ltd; Andy Gibbons, programme manager (buses) at Leicester City Council; Transport Focus director David Sidebottom; blogger and commentator Roger French; Ian Downie, Head of Yutong UK at Pelican Bus and Coach; and Tom Quay, chief executive at Passenger.

“Once again the legislative framework under which the bus industry operates is entering a phase of once-in-a-generation structural change,” said NCT managing director David Astill. “In the debates to be had we must not lose sight of the priorities of new and existing bus users. At our conference we will be exploring the ways to achieve this based on best practice. I encourage all bus professionals to attend. This really is the perfect time to be having this debate.”

Further details about the event will be available at www.albumbus.co.uk from mid-September.

Stagecoach boss will be amongst speakers

One in ﬁve Welsh buses to be hydrogen-fuelled

20 hydrogen-powered buses to enter service by end of 2026

ZERO EMISSION VEHICLES

Transport for Wales believes that one in ﬁve Welsh buses could by fuelled by hydrogen in the future, starting with the Swansea Bay area.

“Working closely with the Welsh Government and local authorities, we’ve progressed the Swansea Bay Hydrogen Bus Project,” says TfW in its annual review of 2023/24. “The project is expected to bring 20 hydrogen fuel cell buses into service by the end of 2026.

“This will be the ﬁrst use of this technology in Wales. It will help us meet Net Zero Wales commitments as hydrogen buses could potentially account for as

LONDONCAMBRIDGE ELECTRIC COACH

FlixBus will trial Yutong GTe14 for six weeks

ZERO EMISSION VEHICLES

Travel tech company Flix has announced the launch of a 100% electric long-distance coach service between Cambridge and London in partnership with Whippet and Zenobe. The Yutong GTe14 electric vehicle started running on a FlixBus route between Cambridge city centre, Trumpington Park and Ride, London Finchley Road and Victoria Coach Station on August 14. The route is an almost 200km (124 miles) round trip, and will be trialled for six weeks on FlixBus’ long-distance coach network.

much as 20% of the Welsh bus ﬂeet.”

TfW’s current main focus for bus decarbonisation is on TrawsCymru, which TfW manages on behalf of the Welsh Government. The Welsh Net Zero pathway includes the target of the entire TrawsCymru ﬂeet having zero tailpipe emissions by 2026. Three TrawsCymru routes currently have electric buses, but those on the long-distance Aberystwyth to Carmarthen T1 route are unable to complete a full day’s service on one charge. This

required investment in additional vehicles, to step in where diesel buses previously operated for the full day.

Hydrogen vehicles would not require refuelling part way through the day. In this respect, they could offer a better solution than electric vehicles for decarbonising the longer TrawsCymru routes, but not before the 2026 deadline for zero tailpipe emissions.

TfW has previously reported a 65% increase in passenger numbers on the T1 in the ﬁrst year of EV operation. The annual

“This will be the ﬁrst use of this technology in Wales. It will help us meet Net Zero Wales commitments” Transport for Wales

review reveals similar growth on another TrawsCymru route, the T10 which connects Bangor to Corwen via Snowdonia’s scenic Ogwen Valley.

“Bus passenger ﬁgures across Wales remain lower than before the pandemic,” says the review. “Some of our services, however, have bucked that trend. The TrawsCymru services we manage have seen an overall average increase of approximately 24%.

The T1 and T10 services have increased passenger numbers by two thirds on the previous year. We’ve done this by improving reliability, timetables, fares and customer service training.”

Frequency of T10 buses was increased on Saturdays and Sundays and in school holidays between Betws-y-Coed and Bangor. This created an hourly service connecting with other services in Bangor and Eryri (Snowdonia national park) including the popular Sherpa’r Wyddfa network.

Andreas Schörling, managing director of FlixBus UK, and Jonathan Ziebart, UK managing director of Ascendal, Whippet’s parent company

Scotland’s Railway publishes climate plan

Plan for 2024-29 targets signiﬁcant emissions reductions

PLANS

Scotland’s Railway will signiﬁcantly reduce its greenhouse gas emissions across the network over the next ﬁve years.

Network Rail and ScotRail, under the Scotland’s Railway partnership, published their Climate Action Plan for 2024-2029 earlier this month, to help tackle climate change. It sets out ﬁve priority areas - climate ready, net zero, environmental management, biodiversity and social value –with the overall vision being to serve Scotland - now and in the future - with a greener, more resilient and responsible railway. The plan tackles emissions from

LNER UNVEILS ECO EXPERIENCE

AWARENESS

LNER and presenter Kate Humble unveiled a waiting room for the future at Edinburgh Waverley Station.

The ‘Our Planet Can’t Wait-ing Room’ comes after research revealed almost a third (30%) of people in Scotland are bafﬂed by the terminology used in climate conversations.

‘Carbon pricing’, ‘carbon budget’ and ‘carbon accounting’ cause the most confusion, with 28% of Scots admitting they are prepared to bluff their way through explaining what environmental terms mean regardless - because they’re too afraid to ask what they mean.

the road ﬂeet, heating buildings and energy purchases, targeting a 65% reduction by 2029.

500 hectares of land both within and outwith the railway boundary will be enhanced through strategic partnerships, with a target to increase biodiversity on railway land by 4%.

Liam Sumpter, managing director, Network Rail Scotland, said: “Everyone in Scotland’s Railway and beyond needs to take action and together I’m conﬁdent we can make a difference, while making this the greenest railway Scotland’s ever had.”

“Taking climate action is one of our priorities”

Joanne Maguire, ScotRail

Almost a quarter (23%) of people in Scotland claim they never consider the environmental impact of their travel. Three in ﬁve (62%) have no clue how to compare the emissions associated with travelling on planes, trains or cars.

However, in this research, commissioned by LNER, more than a quarter (29%) said they would be likely to change how they plan their holidays if they thought it would beneﬁt the environment - showcasing the positive impact better education about carbon terminology could have.

Open for one day only on August 8, the ‘Our Planet Can’t Wait-ing Room’ at Edinburgh Waverley sought to inspire people to consider travelling in a more sustainable way. Visitors were able discover the secret air purifying superpowers of algae technology

Joanne Maguire, ScotRail managing director, said: “Taking climate action is one of our priorities and we’re making great progress through the decarbonisation of the network, identifying ways to eliminate fossil fuel use, increasing energy efﬁciency, and deploying renewable energy sources in our buildings.”

In Scotland, climate change is already having an impact on the railway, with more frequent disruption caused by heavy rainfall and record-breaking hot days. The Climate Action Plan incorporates previously published climate adaptation objectives, which will see more than £400m contributed towards the resilience of the network against extreme weather and future changes in climate.

being trialled at Berwick-upon-Tweed station, turn plastic waste into products through 3D printing, make a selection from a pick ‘n’ mix seed wall, and take part in a plant-a-thon.

Presenter Kate Humble launched the experience in her role as the LNER ‘Carbon Saving Conductor’ and led local children in a plant-a-thon as well as sharing sustainable travel tips.

THE TROPHY NO-ONE WANTS

Campaign urges clubs to travel sustainability

CAMPAIGNING

With the new football season underway, Campaign For Better Transport has teamed up with Fossil Free Football to create a new Premier League trophy that no-one will want to win. The ‘Black Boot’ will be awarded for ‘outstanding contributions to football’s carbon footprint’, and comes after England’s Premier League clubs were found to have ﬂown to hundreds of domestic away games.

A study in 2023 found that Premier League clubs took 80% of their journeys by plane. The average journey time was 42 minutes, with the shortest ﬂight just 27 minutes.

Campaign For Better Transport’s Michael Solomon Williams commented: “Domestic flights are simply bad news for the planet, especially when the same journey could be taken by train or coach.” Domestic flights create 246g of CO2 per passenger kilometre travelled and cause seven times more emissions than rail travel. Williams continued: “Changing the way we travel is one of the most effective things we can do to reduce carbon emissions. Football clubs should be leading the way and playing a bigger role in our fight against climate change.”

To keep updated, search visit www.blackboot.net.

‘Our Planet Can’t Wait-ing Room’ at Waverley station

‘The Black Boot’

Spotlight revolutionises operator performance

We sat down with Alan Farrelly, CitySwift’s chief commercial ofﬁcer, to delve into CitySwift Spotlight’s transformative capabilities

PERFORMANCE

In an era where data drives decisions, CitySwift has again raised the bar with its latest product update, Spotlight. Developed in collaboration with long-standing CitySwift partner National Express West Midlands, this innovative development looks set to transform how bus networks optimise performance and resources.

Harnessing power of data CitySwift Spotlight represents a signiﬁcant leap forward in performance optimisation and predictive analytics. “The potential of data in public transport is immense,” explains Alan Farrelly, CitySwift’s CCO. “While we have made strides in leveraging data for operational improvements, vast, unexplored opportunities remain. Spotlight aims to uncover these opportunities, driving efﬁciency, cost savings, and enhanced service punctuality.”

At its core, Spotlight is an intelligent recommendation engine designed to identify the most significant resource and performance opportunities tailored to specific goals. Whether the aim is to maximise the value of resources, achieve cost savings, or enhance punctuality, Spotlight’s algorithm provides actionable recommendations. These datadriven insights forecast the potential impact on performance, costs, and resources, allowing operators to make informed decisions confidently.

Tailored recommendations

One of Spotlight’s standout features is its ability to deliver tailored recommendations through a user-friendly dashboard.

Alan elaborates: “Our goal with Spotlight was to create a tool that empowers every stakeholder, from operational managers to strategic planners, from operators to local authorities. The single dashboard interface lets users quickly spot opportunities in seconds, prioritise actions, and

understand the likely outcomes.

“The ability to predict and visualise the impact of changes is a game-changer,” adds Alan. “Users can now see, in real-time, how different scenarios will play out. This level of insight is invaluable for making strategic decisions that align with both short-term and long-term goals.”

Empowering stakeholders

CitySwift Spotlight is designed to empower stakeholders at every level of an organisation. The platform enables quick wins and effective prioritisation by providing a comprehensive view of opportunities and their potential impacts. It also facilitates benchmarking, allowing operators to measure the success of implemented changes and showcase the predicted impact to key stakeholders.

benchmark potential changes. It’s all about making complex data accessible and actionable.”

The platform’s functionality is straightforward yet powerful. Users begin by selecting their goal: route investment, resource savings, or achieving a performance target. Spotlight then performs the heavy lifting, identifying which routes will beneﬁt the most from changes and prioritising them based on impact. “This prioritisation is crucial,” Alan notes. “It ensures that efforts are focused where they will deliver the greatest returns.”

Predictive analytics

Forecasting the impact of changes is another critical component of Spotlight. The platform uses advanced predictive analytics to simulate how proposed adjustments affect service performance and resource allocation. This foresight enables operators to execute changes conﬁdently, knowing they

Alan believes Spotlight is more than just a tool; it’s a strategic partner. He continues: “It supports decision-making processes by providing clear, actionable insights. Whether aiming to maximise investments, save resources, or meet punctuality goals, Spotlight equips you with the knowledge to execute conﬁdently.”

A revolution in the making CitySwift Spotlight is set to revolutionise how operators and local authorities alike optimise their bus networks. Its intelligent recommendation engine, user-friendly dashboard, and predictive analytics offer a comprehensive solution to uncover hidden opportunities and drive performance improvements. As Alan aptly puts it: “Spotlight is about turning data into actionable insights, enabling operators to make smarter, more impactful decisions. It’s a tool that truly empowers everybody.”

Alan Farrelley

“Customer Resolution Centre has been developed for the bus sector to deliver an exceptional customer service experience”

EPM solution to boost McGill’s customer care

Solution has been developed speciﬁcally for the bus sector

CUSTOMER SERVICE

McGill’s Bus Group has invested in EPM Bus Solutions technology to transform its customer service function to build patronage.

Developed by EPM speciﬁcally for the bus sector, Customer Resolution Centre (CRC) accelerates customer service response times by providing complete visibility of the operating environment, enabling teams to manage queries efﬁciently.

CRC integrates data from wider group systems to investigate complaints quickly, such as EPM’s Bus Incident Reporting Screen (BIRS), which identiﬁes incidents on the network, and other thirdparty systems. This ensures the customer service team members are working with reliable and up

MADEIRA TICKETS

NOW INTEGRATED

TICKETING

The autonomous Portuguese islands of Madeira and Porto Santo have unveiled a new integrated ticketing system that will transform access to bus journeys for local people and visitors.

The project, delivered by the Autonomous Region of Madeira, brings together three bus operators in a new network called SIGA, with passengers and operators beneﬁting from multi-channel retailing technology.

Flowbird systems integrate with

to date information to enable them to provide quick and clear customer communications.

In addition, the system streamlines data capture by consolidating passenger feedback from various sources - website, email, social media, phone, and face-to-face - reducing recording time and ensuring accurate data collection.The system provides a personalised engagement approach, communicating with the customer via their chosen channel, enabling a quality and consistent customer experience.

Neil Dryden, HR, training and recruitment director at McGill’s, commented: “With the adoption of Customer Resolution Centre we are conﬁdent the platform will transform our customer service function. By having one central system to log, manage and investigate customer complaints, along with information of what’s

applications developed by Flowbird’s partner in the region, Neves & Neves. As part of the new solution, passengers can now use the newly introduced GIRO smartcard, paper tickets or passenger app across multiple transport operators.

As part of the procurement award, Flowbird has supplied over 500 bus driver consoles and on-bus validators, along with self-service ticket vending machines which support smartcard purchase and top-up.

The GIRO smartcard aims to improve mobility in Madeira and Porto Santo by simplifying the travel experience for residents and visitors, and enhance network performance by providing bus operators with a centralised ticketing and retailing

happening in the operating environment, our team will have the information to deal with queries quickly and with quality outcomes.”

Nick Brookes, software director at EPM, said: “Providing quality customer service is as important for growing patronage as delivering a reliable bus service. With customer expectations being higher than ever with the evolution of technology and the increase in communication channels, the bus sector is evolving to become more customer-focused to build patronage. Customer Resolution Centre has been developed for the bus sector to deliver an exceptional customer service experienceempowering customer service teams with up-to-date information about the operating environment and allowing them to provide a quality responses to customer feedback.”

function. The next phase will see vehicle locations and arrival times displayed in vehicles and at stops.

Paul Rogers, Flowbird Transport sales and marketing director, commented: “The delivery of this integrated system is a great example of working in partnership with our value-added reseller Neves & Neves. It’s a system which makes it easier for people to access public transport on Madeira and therefore simpliﬁes millions of journeys each year for local people and tourists.”

The joined-up bus network on Madeira will operate under the name of SIGA and be operated by Companhia de Autocarros da Madeira, Siga Rodoeste and Horários do Funchal.

DIGITAL TICKET BOOST FOR SCOTRAIL

Operator increases m-ticketing options

TICKETING

ScotRail has increased the options available for customers to use mTickets with the addition of Season tickets and Flexipass via its app.

The popular ticketing products can now be bought, stored and used through the ScotRail app when customers buy their next Season ticket or Flexipass. When making the purchase in the app, customers simply need to choose ‘mobile’ as their delivery method and it will instantly be available.

Before the start of the journey, the barcode is activated within the app, and presented to a member of staff or scanned at ticket gates. For Flexipass holders, the ‘My Tickets’ section of the app allows users to check how many journeys there are left, and when they will expire.

Season ticket holders using an mTicket also removes the need to carry a photocard as a digital photo can be saved within the app.

Claire Dickie, ScotRail commercial director, commented: “This is another positive step forward for our customers, and offers additional opportunities for them to join us in going digital, and supporting greener travel.

She continued: “Customers can also access live journey information on the move via the app, which means travelling by train has never been easier.”

“This is another positive step forward for our customers”

Claire Dickie, ScotRail

JASON PRINCE

We can create a better connected UK

With a new government promising to ‘move fast and ﬁx things’, I am excited about where public transport is now heading

At the start of the year, an MP said to me that the general election would be in June. I was sceptical, mainly because I could not see how a prime minister would go to the polls with such poor poll ratings. How wrong was I! Fast forward from that wet day in Downing Street when the PM announced the election to now. We have a new government with a huge majority, and a weight of expectations on its shoulders.

The scale of the general election result was a shock - I am sure as much to Labour as it was to the rest of the country. However, it has opened up a potentially exciting new chapter for public transport. The King’s Speech was packed with transport bills - ﬁve in total, which sends a clear signal that the government is serious about revolutionising how we move people and goods across our nation.

I’m particularly excited about two bills that will be game changers for us at the Urban Transport Group: the Better Buses Bill and the Rail Reform Bill. These two bills have the potential to transform our daily lives. Imagine a world where modal transport integration is not the sole preserve of London but available to all across the nation, with the possibility of a more integrated bus network working together with the rail system, trams and active travel. Transport networks that are better than just being mediocre.

I’m proud to say that initial indications are that the Better Buses Bill reﬂects many ideas from our joint publication with the

Local Government Association, A Smoother Ride: Reviewing the Bus Services Act 2017 to empower local areas, which we released in 2023. It is promising to see our expertise shaping national policy.

The bill has the potential to help remedy some of the unintended consequences of the 2017 Act, which I hope will make it easier, and importantly quicker, for all areas to improve their bus services, whether that be through franchising or Enhanced Partnerships.

But let’s be honest - we’ve got some signiﬁcant challenges ahead. The bus sector is facing a potential funding crisis. The national fare cap is set to expire at the end of the year, and other bus funding runs out in March 2025. We need to address this urgently to protect the progress we’ve made since the pandemic, to protect Britain’s most used form of public transport.

For our member transport authorities, bus funding is absolutely crucial. Buses are the backbone of our public transport system. They’re not just vehicles; they’re lifelines for millions across the country, especially those without access to a car. The Bus Service Improvement Plan (BSIP) and BSIP+ have been instrumental in driving service improvements. The government and ofﬁcials at the Department for Transport should be lauded for the tireless work they did to help maintain bus networks across the nation since the pandemic. But as we look to the future, we need clarity on future funding, and we need it

soon, because without it, we risk undermining the very goals of the Better Buses Bill. We also need to keep pushing for those City Region Sustainable Transport Settlement funding milestones. These investments are vital for our city regions to grow and thrive. And let’s not forget - every pound we invest in public transport generates four pounds for our wider economy. That’s not just good transport policy, it’s smart economic policy.

We’ve seen the transformative power of transport investment ﬁrst-hand. Look at Manchester’s Metrolink tram, which greatly improved public transport across Greater Manchester. Metrolink attracted and facilitated signiﬁcant investment in economic and physical regeneration projects across both the public and private sectors, including residential and commercial. It is transport projects like these which make a real difference to people’s lives and communities.

As we move forward, I believe it is crucial that we in the transport sector support the

“The National Infrastructure Commission estimates we need £43bn in additional funding for urban transport projects outside London by 2040”

government in delivering these ambitious plans. This is not about politics; this is about wanting to be a supportive actor to raise the bar higher for what can be achieved across the public transport sector. I’m encouraged by our new secretary of state’s mantra: “move fast and ﬁx things.” It matches the urgency we feel, our members feel, and I am sure many across the sector feel to get Britain’s transport system back on track.

However, our support must be balanced with advocacy. We need sustainable funding to make these plans a reality. The National Infrastructure Commission estimates we need £43bn in additional funding for urban transport projects outside London by 2040. That’s a big number, but it’s an investment in

our shared future.

The potential beneﬁts are enormous. We’re not just talking about better transport - we’re talking about economic growth, more vibrant cities, and raising the bar of opportunity for all. We’re talking about supporting the UK’s climate goals and promoting social inclusion. We’re talking about creating more liveable, dynamic urban spaces.

Realising these beneﬁts will take more than funding, however. People who know me know I am a collaborator, and it will take all of us working together - public and private sector, operators and transport authorities, planners, urban developers and economic strategists - to lock in success for our sector.

The new government has a unique

opportunity to reshape our transport landscape. Yes, we face funding challenges. Yes, we need swift implementation, but I’m excited about where we’re heading - a better connected UK.

The coming months and years will be critical, but with the right decisions, sustained investment, and a commitment from across the sector and government to collaborate, we can create a transport system that not only meets our current needs but sets the stage for sustainable growth and prosperity for generations to come.

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.

Manchester’s Metrolink tram has greatly improved public transport and attracted signiﬁcant investment in regeneration projects

ALEX WARNER

From buses to a ‘10-mile museum’

I spoke to Marc Morgan Huws about his new role at Isle of Wight Steam Railway and tapping into the high-value leisure

There are few multi-modal transport professionals around, fewer still those who have traded roles in the bus sector for a preserved railway or a ‘10 mile museum’! Marc Morgan Huws is one of this rare species, with a CV that includes being council leader for the Isle of Wight, heading up Southern Vectis, and senior commercial and general management roles elsewhere in Go-Ahead and First Bus.

As the architect of First’s successful ‘Adventures by Bus’ brand, it was perhaps unsurprising that he made the move elsewhere into tourism, back on his island homeland, running the Isle of Wight Steam Railway which was recently designated museum status; hence its ‘10 mile museum’ strapline.

With the summer season climaxing soon and my fascination with all things leisure and transport, I caught up with garrulous Marc to check how his summer has fared, as a barometer into the wider tourism market.

“The summer has been really mixed and there’s no discernible pattern,” he tells me. “Some months we are up, some we are down. Having said that, about two-thirds of our revenue is earned between August and December, so it’s too early to predict really.

“We have a number of distinct markets and periods - school holidays, non-school holiday, the coach market, free to enter events that tend to attract locals and high value events such as our four-day August Bank Holiday Steam Fayre.

“After those, we have the October half-term when we’re besieged with wizards and witches,

market

then an intensive and extended Christmas”.

The unique challenge for the Isle of Wight Steam Railway is that it is somewhat at the mercy of the ferry companies.

“While we beneﬁt from being a tourist destination, one of our risks is that the two ferry operators can inﬂuence visitor numbers to the island, both in terms of availability, but especially price,” Marc laments.

“Looking to next year we are already planning how we can increase our penetration of the ‘domestic’ island population.”

Like many of its peers, the Isle of Wight Steam Railway has a mindset of seeing its role as a commercial attraction - a broad one that appeals to a wide, diverse market.

“The money we make from visitors who value

and appreciate nostalgia, heritage and a great day out funds the fabulous restoration and preservation of our ‘10-mile museum’,” he says. “It’s a simple and well understood balance.

“The railway itself sits at the heart of our attraction. We think it’s one of the best period preserved railways in the UK, a unique representation of what island railways were about - rather than simply an amalgamation of locomotives, Mk 1 carriages and a length of line to run them along. We’ve a very clear brief that we work to deliver, so that the sum of the parts is greater than them individually. What we have surrounding that unique railway though, is a visitor attraction that seeks to appeal to the broad visitor market. We’re rail enthusiasts through and through, but we know that to appeal to a wider market we have to offer more than a train ride, even a unique one. We’re a visitor attraction with a heritage railway at the heart of it.”

Accordingly, the Isle of Wight Steam Railway has continued to invest in the non-heritage, non-rail facilities that visitors demand, recognising it is competing with a diverse and mature range of other visitor attractions on the island for its customers. Marc elaborates: “We’ve very much concentrated that investment into our Havenstreet site which benefits from infrastructure that a visitor attraction needs - multiple and varied catering and bar outlets, a large car park, good toilets, a decent shop that appeals to the wider visitor market and our large events field. For this season we invested £85k in fitting out our modern chic new cafe and bar”.

The investment will continue over the next three years as the railway refurbishes and repositions the original café to meet market expectations, renews and expand children’s activities and provides more infrastructure to allow the railway to host more events and enhance the non-railway element of any visit.

Many preserved railways are in financial difficulties. However, that long-term concentration on the broader visitor market that Marc referred to, and a long period of very sound financial management following a wobble around 30 years ago, has created a very sound and stable financial situation. There are significant reserves and the railway covers all of its running costs, including rolling stock overhauls, from operating revenues.

“Our approach is to invest in the future, and

Marc Morgan-Huws has worked in senior roles for Go-Ahead and First Bus

“If you can add 10% onto your revenue line from leisure travel you’ve just doubled your typical proﬁt margin”

we have the headroom and revenue streams to do that,” says Marc. “Heritage and nostalgia are as strong a draw as ever. There’s very much a market, but it’s really important to broaden it.

Some trips on preserved railways feel pricey. Marc suggests: “It depends on what you’re offering. A fare represents travel. An entry represents a visitor attraction. We’re the latter. Yes, you pay to ride the trains (as much as you like for the day), but our price is competitive in the visitor attraction market.”

I’ve always admired Marc as one of the most entrepreneurial and outspoken of transport folk, and he doesn’t hold back: “I’ve worked in commercial bus for 25 years, but I’ve always been critical of most of that sector. Time and time again for the last 10 years of my bus career for a big group I was hounded by ‘head ofﬁce’ people. They berated me for not following their one trick pony approach of offering ‘discounted travel’. The team must be bored senseless of me pointing out that if we all wanted ‘cheap and purely purposeful’, the roads of Britain would be ﬁlled with nothing but Dacia Sanderos!

“I’m a ﬁrm believer in offering a high value product - high quality and decent prices that allow for quality and onward investment. The best bus companies provide just that. I’m not sure there is really a market in many sectors where piling it high and pricing it low works in the long term.

“In my experience, price is rarely the deciding factor for a purchase - we have to be conscious of affordability, but ultimately, we know that what customers really want is great qualityexceeding their expectations. Something that makes them go home and tell their family and friends how great an experience they have had - with photos to share across social media of that experience. If you look at our Tripadviser ratings, that’s clear”.

Marc regales me with childhood memories that are also my own: “I’m of an age where my mother used to bring me beans on toast while I sat and watched Mr Benn. I’m obsessed with getting to the point where we are delivering a Mr Benn moment - where our visitors arrive from the modern day then step through the wardrobe door into another world.”

The Isle of Wight Steam Railway’s added value products and experiences have seen strong growth. It regularly sells-out First Class upgrades and its on-board hamper and footplate experiences sell themselves.

“There are deﬁnitely people out there who aren’t struggling to spend,” says Marc. “Those who can want to get more from their spend - a bit like you with your model railway, Alex”.

Thank goodness discretionary spending is increasing as I’m told it costs “a fortune” to run a heritage railway in 2024. The increased cost of coal, materials, heating and labour have been huge in the heritage rail sector.

“It’s made the sector increase ticket prices like we never felt conﬁdent to do previously,” says Marc.“But the reality is that so long as we have been offering great value and nostalgia in shovel-loads, the customer hasn’t been put off”.

With model shops closing down at a rapid rate and my observations of fewer trainspotters at platform ends, I worry about the shrinking rail enthusiast market. Marc isn’t fretting: “Who says it is shrinking? I’m not sure it is at all. Our customers and our all-important volunteers keep coming - in both groups it isn’t gricers. We attract volunteers who love the nostalgia and the atmosphere of the railway - they may become rail enthusiasts, but we don’t need them to be!”

Marc’s pistons are going fast now: “I don’t think it’s just about heritage. I spent most of my career in bus in tourist markets. I learnt very early on that leisure travel is a high value product, and one that people aspire to buy. It’s not your typical distress purchase.

“There’s a holy grail in any bus company where you overlay leisure travel on top of local travel. If you can add 10% onto your revenue line from leisure travel you’ve just doubled your typical proﬁt margin.

He continues at pace: “My fear for bus and for rail as the bus sector becomes regulated and franchised, and as rail is morphed back into full Department for Transport control, is that the commercial drive for sweating networks and routes through identifying, packaging and branding leisure travel will be lost. There’s a real danger that franchising authorities are mesmerised by a London model which is all about urban transit networks. Across much of the UK, the market isn’t about mass transit.

“I spent years trying to convince Cornwall Council that painting all the buses bland uniform red and producing a single piece of information rather than marketing materials would deliver a net reduction in revenues as the leisure market contracted. That market is excitable and aspirational, but it needs to be

marketed to like any such product.

Marc’s on a roll and you sense he has unﬁnished business in the conventional transport space: “I don’t think the sectors are in the right mindset to understand and package some outstanding products that they already have. If you’ve travelled the branch and mainlines of Britain’s rail network, or whiled away days travelling on spectacular bus journeys across Britain’s stunning countryside like we both have, you understand the potential. I cannot comprehend how the bus and rail sectors haven’t generally understood the leisure value of the products they are already sellingoften seeing them purely as distress purchases.

“There are great examples - look at how the Settle to Carlisle Community Rail Partnership sells the leisure overlay on their line, so too Blazeﬁeld’s 36 with its customer-centric proposition, and at those other companies who use Ray Stenning’s Best Impressions or your Great Scenic Journeys offering to draw out the opportunities to sell high value leisure travel across their killer routes. It’s bafﬂing that the majority of the bus sector pays no attention to a revenue source that simply layers additional high-value revenue upon parts of their networks. Boom or no boom, rail and bus have a huge opportunity that they aren’t anywhere near fully exploiting.”

And as he draws breath momentarily, Marc scurries off to his conference room which unashamedly doubles up as a fascinating emporium of transport books for visitors, where he’s organising a customer service training programme for volunteers and staff.

“Our visitors give us great feedback, but we need everyone to get the ‘Wow Factor’, to tell a friend,” he explains. “Only by achieving that can we take our 10-mile museum to the next level. We simply cannot be complacent”. Amen to all that.

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 transport technology business Lost Group and transport consultancy AJW Experience Group (which includes Great Scenic Journeys). He is also chair of West Midlands Grand Rail Collaboration.

ANTHONY SMITH

Steering rail to a prosperous future

With

no need for government funding, independent rail retailers could generate signiﬁcant additional revenue for the railways

How and when to go from Saltburn-by-theSea to King’s Cross? I recently needed to get a ticket back home. So where do you start? Firstly, check one of the many so called ‘third party retailers’ (TPRs) - they often offer split tickets which can represent better value for money and other benefits such as loyalty points. Then check the LNER site - the operator of the main leg of the journey. Train company websites sometimes have good value tickets which are not made available to TPRs - plus loyalty schemes. So, a two-site check at least. In the end I got an advance single for some £35 on a train leaving Saltburn at 17:22. Quite good value. So, the universe sketched out by Norman Baker (‘Ministers need new sources of funding’) and Nick Richardson (It’s time to rethink the issue of fares’) - both in the previous edition of Passenger Transport - rang partly true. Fares presentation can be confusing and fare levels sometimes expensive. Yes, the government needs private sector funding. As the chair of Independent Rail Retailers, the trade body for the major sellers of rail tickets in Great Britain, I see first-hand the benefits that private investment brings to the industry. Our members are experts in their field, specialising in three key areas: selling tickets directly to passengers; providing travel management services to companies, charities and other organisations; and supplying - on a ‘white label’ basis - the IT that powers nearly all train company ticket websites.

So how can we spark a rail retail revolution?

The new government envisions a transport system that is reliable, safe, efficient, accessible, and affordable. While change is necessary to achieve this vision, third-party retailers in the rail industry are already excelling in these areas - and beyond. Labour’s aim to deliver a unified and simplified rail system, prioritising improved services for passengers and better value for taxpayers, aligns perfectly with the strengths of independent rail retailers.

As private sector businesses, retailers are motivated to boost sales, control costs and get more customers onto trains. And thanks to the commission-based model, for every pound they generate in revenue, 95p is returned to the industry. That’s an exceptionally low cost of sale - and arguably less than it costs the train companies themselves once other costs such as payment processing, technology, customer support and marketing are taken into account. Extra revenue at no cost to the taxpayer or government? That’s got to be good news. What’s better, and maybe even a little surprising to some, is that our members now handle around £5bn in ticket sales each year. That’s over half the industry’s passenger

“Extra revenue at no cost to the taxpayer or government? That’s got to be good news”

revenue. They’ve played a big part in the shift to digital ticketing, funding the rollout of barcode ticketing equipment across the network, and split ticketing. To remain competitive and grow as businesses, TPRs are focused on greater efficiency, effective cost management andmost importantly - encouraging more people to choose rail, which means finding new markets and making it easy to buy tickets. And it works: passengers trust them to get the best deal. But there’s so much more we can do. It’s frustrating searching for the right ticket, relying on a limited question-and-answer format whilst others - e.g. airlines, hotels, Eurostar - utilise modern systems that allow for broader searches. Imagine the possibilities if you could ask “When can I get to Brighton for £5?” or tempt people with “Do you want to travel to Edinburgh this weekend for £20?” Such advanced search capabilities and marketing strategies could boost passenger numbers and be further enhanced through the innovation that competition brings. Modernising how passengers find - or are tempted by - the right ticket for them is a key part of the rail revolution, and our members are engaged in financial modelling as we speak to illustrate what could be achieved in this area. We also need to ensure that every retailer has access to all ticket types and fares. Currently, train companies and public authorities often create products, such as family tickets and pay-as-you-go fares, that TPRs are restricted from selling. Excluding 50% of the market for these products is simply counterproductive, undermining trust, reducing affordability and impacting revenue. It’s certainly a quick-win when looking at fairer commercial terms between state-sponsored and private retailers.

With a few straightforward changes and no need for government funding, independent rail retailers could generate significant additional revenue for the railways over the next five years. By implementing innovative, customercentric, targeted strategies to fill empty seats, we can reduce the number of cars on the road and increase the overall appeal of rail travel.

ABOUT THE AUTHOR

Anthony Smith is chair of Independent Rail Retailers. He was previously chief executive of independent watchdog Transport Focus.

“We need to take fewer journeys by car if we want to meet our legally binding climate targets”

ROSIE ALLEN

A promising start for public transport

The new government’s enthusiasm for public transport is encouraging - but ambitious modal shift targets are needed

The transport sector is furthest off track to meet the UK’s carbon targets. New transport secretary Louise Haigh has moved quickly on public transport-friendly legislation - but will she succeed in persuading people out of cars?

With Parliament soon to return from summer recess, transport campaigners are hoping to see Haigh act on her promise to “move fast and ﬁx things” on transport. The government announced four signiﬁcant bills on public transport in the King’s Speech: three focused on rail and one on buses. Better public transport will give communities greener, less polluting, less congested transport options, so it’s great to see this is a priority for the new administration.

The ﬁrst rail bill will face a committee of the whole House of Commons on September 3, meaning all MPs can debate and vote on its contents. It allows for existing rail contracts to be gradually integrated into a new public body, Great British Railways, as they expire over the coming years. This is a crucial step toward addressing the fragmentation that has plagued Britain’s rail network.

The second rail bill will actually establish Great British Railways. The new public body will gain responsibility for services, infrastructure, and simplify ticketing for travellers. Behind the scenes, it will absorb Network Rail. This move is intended to streamline management and improve coordination across the rail network, which has long suffered from disjointed governance.

There are also plans to set a statutory duty to promote rail freight, which is far more environmentally friendly than transporting goods by road.

The third rail bill focuses on rail connections in the North of England and is carried over from the previous parliament. This bill is signiﬁcant because it allows the goverment to continue to exercise powers over the land along the planned HS2 route north of Birmingham, including compulsory purchase.

This could be used to develop parts of Northern Powerhouse Rail in the future. Northern metro mayors say that “poor and unaffordable” public transport systems are a key priority after the election, and ﬁxing them is certainly important for addressing social exclusion and increasing prosperity in the North. At Green Alliance, we’ll be looking at how we can improve rail to make it a more attractive transport option in some upcoming work later this year.

The government is taking some especially encouraging steps on buses. A new Better Buses Bill will empower local areas to bring buses into public ownership. This will grant all local areas the power to franchise buses: giving leaders control over routes and fares but working with operators to deliver the service. The government also plans to give local areas the option of creating their own municipal bus operators.

At Green Alliance, we also want to see the promised improvements to the funding system

for buses help to restore routes, which have been roughly halved outside London since 2008. We’re calling for further action to keep bus fares affordable, too. With the current £2 fare cap set to expire at the end of the year, the government urgently needs to take steps to keep buses affordable for all, but in particular for the lowest income groups which are twice as likely to not have access to a car. We would like to see it lower the cap to £1 for the course of this Parliament. This would help to cut up to 15 billion car miles and increase bus patronage by 70%.

The government’s willingness to prioritise fixing public transport is exciting for those who care about connecting communities and giving them greener transport options. The previous administration flirted with trying to create political dividing lines on transport in the wake of the debate around the Ultra Low Emission Zone extension in London. This strategy didn’t succeed in getting public support. The fact is that improvements to public transport benefit everyone - many people who use public transport also use a car, and more buses mean less congestion. And Labour is not neglecting drivers either, announcing that it plans to repair and maintain the existing road network, with a notable sum for potholes.

But the truth is, we need to take fewer journeys by car if we want to meet our legally binding climate targets. We are still eager to see Labour set ambitious modal shift targets, as promised in its rail plan, to match the scale of the challenge the transport sector has in reducing its emissions, set out in stark terms in our Green Alliance Policy Tracker.

A future with more public transport options and fewer car journeys looks bright. It offers better health, less social exclusion, cleaner air and less congestion, and better, greener choices for getting from A to B. So we’re encouraged by the new government’s enthusiasm for public transport, and look forward to seeing more rapid action to make it work for communities.

ABOUT THE AUTHOR

Rosie Allen joined Green Alliance as a policy adviser in September 2022. Prior to this, she worked as a civil servant at Ofgem and the Department of Health.

COMMENT

NICK RICHARDSON

Are we on track for renationalisation?

We are expecting the railways to be renationalised alongside greater control over bus services but how much does it matter?

Renationalisation is back on the table after a long absence when the performance of many publicly-owned industries that were sold off in the 1980s is being widely questioned. Not many people think that the water industry has performed better in private hands for example and there seems to be a similar undercurrent that the beneﬁts of the railway since British Rail’s demise have not been as spectacular as were promised at the time. Now the new government is promising change.

Looking back

Various components of the transport industries have been in and out the public sector for decades – the 1948 railway nationalisation followed years of private control and competition although most railway companies were failing ﬁnancially and had suffered hugely from the demands of World War 2. The post-war British Transport Commission was an attempt to sort out what had become a fractured structure for both passengers and freight. In parallel to the railways, the bus industry outside London involved a multitude of companies, many merging into larger groupings to later be nationalized then privatized. Along the way for both the railways and buses, state control was not entirely comprehensive with some survivors around the edges (and with the notable exception of London) but moves to public or private sector were taken forward on the grounds that everything would be better in some way.

History and experience, certainly that of recent years, has shown that not everything has turned out as intended. In one sense, it doesn’t matter who runs what as long as the consumer beneﬁts but as we can all see for transport, many consumers have had a raw deal.

It could be argued for the railway that it was not necessarily a private/public argument but during the Conservative government of the 1980s, the separation of infrastructure and services became required, a peculiarly unhelpful situation. In addition, there was the problem that train operators needed trains so the rolling stock leasing companies leapt into the frame, arguably a further complication that had not been thought through. It seemed that government simply didn’t understand how the railway worked. Meanwhile all the UK’s train building capacity was up for grabs and as we have witnessed recently, there has since been little coordinated planning for rolling stock procurement.

Looking forward

Strangely, as far as the railways go, much is already in state hands. First we had Railtrack then Network Rail which morphed through a quiet accountancy process into the public sector. In Wales, Transport for Wales operates the trains, similarly Transport Scotland in Scotland, and this counts as a form of state control for the devolved administrations. Some English train operators have already succumbed to takeover by government

when franchises have failed, replaced by the Operator of Last Resort i.e. government.

In the old days, big expenditure items for the railway counted as part of the Public Sector Borrowing Requirement (PSBR) which was a major concern for Whitehall. Over time, government borrowing has reached its greatest ever so the PSBR has rather faded into obscurity. There was also the Public Sector Obligation (PSO), an apt title for the funding to support rail services that were not InterCity or in London and the South East; it very much reﬂected the then government view that paying for the railway was a bit of a nuisance and not to be encouraged. It also had shades of inequity in that anything outside the South East was something of a secondary consideration and the PSO was seen as a liability. More recently we are perhaps more enlightened but we should remember that subsidy (i.e. the public funding to support the railway) is now greater than ever, privatised or not.

Recreating a single entity for the railway must be all-embracing from rolling stock procurement through infrastructure maintenance and upgrading to the services themselves with the added issue of resolving the problem left by the rump of HS2. When nationalisation arrived, the railway included ferries, docks, hotels and a whole lot more. Now there could be a role for expansion or at least better integration as well as keeping everything going. Something both pre-war private and subsequent public train operators have learned is that everything needs to be corporate, presenting a uniﬁed front to a uniﬁed concern. The difference now is that lots of people don’t give a stuff about the railway because they don’t use it but are being asked to pay for it.

Combined interests

Working on the logic that if train services are franchised by governments and bus services are franchised also, then they also become part of the public sector mix. For Wales where all bus services are proposed for franchising, this passes control directly to the government. Many services across Britain attract public monies in some way, through BSOG and its equivalents or more recently the £2 fare cap in England and local authority support. With more franchising on the way, the pendulum swings to the public sector.

Some train operators have already succumbed to takeover by government when franchises have failed: LNER has been publicly owned now for several years

Note however that there is no Operator of Last Resort for the bus sector. The Combined Authorities pursuing bus franchising seem to have common aims and if they are to provide the necessary funding, then surely this too counts as a form of nationalisation or at least regionalisation or sub-national control. However, with some areas taking that position and others retaining something similar to the current arrangements, then the mix of public and private sector gets rather more confused. Again, we can ask the question of whether or not it matters to the consumer, often a matter to be determined locally. Surely if everyone shares the same objectives for better services with better value for money then there should be a common purpose.

One of the aspects of involving private sector interests is innovation – new ideas are supposed to come forward as part and parcel of the private sector. It could also be said that innovation can be inspired by the public sector but there may be less risk-taking and more control of expenditure. Having said that, British Rail was not short of innovation

and its research and development activities were highly valued. If in many ways it doesn’t matter who does what, funding remains a critical issue. Attracting private investors has its merits but as we have seen with the health sector, there is strong resistance to it getting out of hand. By the same token, any statemanaged operation needs to be supported by appropriate funding to avoid a situation in which they end up being controlled by HM Treasury. Starvation through funding restraint was a curse for the pre-privatisation railway which helped no-one. The culture of austerity has led to greater costs being incurred later across a whole range of government activity, as demonstrated by the shocking state of the road network and the pothole crisis. Failure to spend at the right time builds up problems for later on.

The main conclusion must be that unifying the railway is a fundamental principle but that maintaining local inﬂuence over bus services, even with centralized funding, is the best way forward. In the true British style of making simple things difﬁcult, all passenger transport

is likely to land in a mixture of public and private sector interests, all of which need to work together to achieve the aspirations of both government and consumers. Hopefully we will see more integration and growth in demand for both trains and buses otherwise the costs incurred will continue to be high with no discernible beneﬁts. This is where bringing practice into line with policy needs to happen so that the wider transport agenda can be addressed with more people using passenger transport and by implication fewer people driving everywhere by car. A managed transition is possible provided that everyone keeps the faith and is no longer distracted by the sort of issues that have bedevilled transport governance for years.

ABOUT THE AUTHOR

Nick Richardson is 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.

“It just feels like the grip is tighter and more intense than in the past”

GREAT MINSTER GRUMBLES

The Treasury is exerting an iron grip

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

I’m not going to comment on the merits or otherwise of the pay offer made to train drivers. Civil servants are meant to be impartial after all but there was a distinct air of inevitability that an incoming Labour government would want to settle the issue quickly. I have a hunch, however, that ASLEF and its members are laughing all the way to the bank. A 15% “ no strings attached” pay increase can’t be bad, can it? As I say, probably best I refrain from further comment.

Meanwhile, we’ve embarked on a review of our capital spend. Projects are bound to be cut, but I suspect that it will be mighty difﬁcult for the general public to work out which projects have been ditched, and I am sure that ministers will want to present the outcome of the review in as favourable a light as possible. Of course they will - they’re politicians after all, although whether you can attach that label to Lord Hendy is a moot point given that you could hardly describe him as a “career politician”!

There are a few points to highlight. First, the former chancellor’s Spring Budget only provided funding for a capital programme - across all departments - for this ﬁnancial year only. So there is no way of knowing if the capital budget that is set for the next three years on completion of the Comprehensive Spending Review represents an actual “cut”. The capital programme for this ﬁnancial year is £20.5bn so we will be able to contrast the capital programme budget for 2025/26

- 2027/28 against this base. I guess the programme for this ﬁnancial year could also be trimmed although given we are almost halfway through the year I wonder how much trimming can really be done.

Then of course there’s the Rail Network Enhancements Pipeline, but since we haven’t published this for some considerable time only those with access to the pipeline will know if a project is cut or not. Moreover, many projects in the pipeline don’t necessarily have ﬁnal business case approval so if a project without a business case is dropped, that’s not really a

“cut” is it? The same applies to projects in the Transport North prospectus. Which all really begs the question: when is a “cut” a real “cut” or simply dropping projects which might not have gone ahead anyway? Deciphering the outcome of our capital spend review could be a rather tricky exercise!

The only project that comes to mind that could represent a real, genuine “cut” is the HS2 tunnel from Old Oak Common to Euston and the HS2 Euston station. My money is on this one being given the heave-ho. When Lord Adonis, the former Labour secretary of state for transport, ﬁrst gave the green light for HS2 I bet he never expected it to end up simply being a short railway from Old Oak Common to Birmingham Curzon Street! I wonder if it will be the most expensive stretch of railway in Europe if not the world, on a cost per mile basis? Quite an accolade if it is!

Meanwhile there is the tricky issue for ministers to decide whether to continue with the £2 bus fare cap which at present expires at the end of the year. The bus industry is making clear it wants the scheme to continue and our new parliamentary under secretary of state, Simon Lightwood, has said he doesn’t want to see a “cliff edge” by just ending the scheme. I bet he doesn’t! Perhaps it will end up being a more targeted scheme, which might make some sense - but targeted at whom and for what purpose? Personally, I can’t see the Treasury being particularly enthusiastic about this and let’s remember what the new chancellor said during her ﬁnancial statement just before the House rose for the summer recess: “if we cannot afford it, we cannot do it”. Mind you, we seem to be able to afford a 15% pay rise for train drivers so I wonder how long this mantra will hold.

That said, the Treasury is exerting an iron grip across Whitehall. It always has done, of course, but it just feels like the grip is tighter and more intense than in the past. It’s going to make the discussions on the future of the £2 fare cap quite interesting, and then there are the negotiations to come on the three-year Comprehensive Spending Review which I suspect could be quite bloody. Something tells me that our ministers, and ministers across Whitehall, are going to discover, if they haven’t already, that being in government is a whole lot more difﬁcult and frustrating than being in opposition! Welcome to the real world!

What will happen to the £2 fare cap?

CAREERS

Roberts said his move to chairmanship role will offer more strategic support

Travel, the group’s coach holiday arm, has seen strong demand since its launch in February.

“We are thrilled to welcome Tony and Robbie to the business and it is a real coup for McGill’s Group to be able to attract two leaders of their calibre to join with us,” said Roberts. “Both Tony and Robbie have extensive experience within the national and international transport and ﬁnance sectors and this will enhance our ability to grow our business sustainably, whilst identifying new and interesting markets for further business development.

All change as McGill’s reshufﬂes management

Changes have seen chief executive Ralph Roberts move to chairman role as Tony Williamson is named Scottish bus group’s new CEO

Scottish bus operator McGill’s has announbced a number of new appointments and changes to strengthen its senior leadership team. Ralph Roberts, the current chief executive of McGill’s Group, has been appointed as the new chairman of the company, taking over from coowner James Easdale. Easdale and his brother Sandy will continue to serve as directors.

Tony Williamson has been named the new chief executive ofﬁcer of McGill’s Group. With nearly 40 years of experience in public transport, Williamson has held various leadership roles, including a decade working in Asia and South America and 17 years as a managing director with Arriva Group. He is known

for successfully driving business growth and transforming organisations within the sector.

Robbie Drummond joins McGill’s Group as the new ﬁnance director and company secretary. A chartered accountant, Drummond brings extensive experience in leading and transforming transport and logistics businesses. He previously served as group ﬁnance director for CalMac Limited, where

“It is a real coup for McGill’s Group to be able to attract two leaders of their calibre”

he oversaw ﬁnance strategy, technology, and risk management before being promoted to managing director and CEO.

McGill’s Group said the appointments are aimed at strengthening the business for its next phase of growth. The company has expanded signiﬁcantly in recent years, moving beyond Inverclyde and Glasgow into other parts of Scotland. Key acquisitions include Xplore Dundee from National Express Group, now known as Mobico, First Scotland East and Bright Bus Tours.

McGill’s has also formed a successful partnership with FlixBus, offering intercity coach services across Scotland and the UK. Additionally, Loch Lomond

“I’m pleased to be moving into the chairmanship role which will offer more strategic support to the business. The day-to-day control of our group company will now be transferred to Tony and Robbie and whilst supporting future business development, it will also provide co-owner James Easdale time to concentrate on the family’s land and property portfolio although both he and Sandy will continue to have very signiﬁcant input in their roles as directors.”

Commenting on his appointment, Williamson said: “After many years working internationally as a transformational specialist, I’m delighted to be returning to Scotland as chief executive of McGill’s Group. I have known Ralph, Sandy and James for many years and relish the opportunity to work with them again.

“My challenge is to continue to build on the strong foundation that has been laid in the quality of service provided by McGill’s Group and to ensure we are well equipped to handle whatever public policy challenges lie ahead.”

McGill’s Group has conﬁrmed that group managing director Alex Hornby left the Greenockbased bus business in July.

APPOINTMENTS

TRANSPORT FOR LONDON

Transport for London has announced the appointment of Lorna Murphy as director of buses. Murphy (pictured) will take up the role towards the end of the year. She joins from Transport UK London Bus, where she is currently operations and HR director. The director of buses role is currently being handled on an interim basis Nick Owen. He stepped in after Glynn Barton’s brief tenure in the position. Owen will continue overseeing the capital’s bus operations until Murphy assumes the role. Barton left TfL earlier this year to join Bournemouth, Christchurch and Poole Council.

LOTHIAN BUSES

Lothian Buses has announced the appointment of Susan Deacon as chair of the bus operator’s board.

Deacon (pictured) takes over with immediate effect from Jim McFarlane who is standing down after nine years in the role. To aid the transition process, McFarlane and senior independent director Steve Cassidy will remain as nonexecutive directors of the company until new board members are appointed later in the year.

NORTHERN RAIL

Train operator Northern has appointed Chris Clarke as its new head of operational delivery in the North West.

Clarke (pictured), who spent 13 years at Transport for London managing resource planning for 6,000 London Underground staff and leading major IT projects, joined Northern in January 2022 as a disruption controller. He was promoted to regional improvement manager in August 2022.

GO EAST ANGLIA

The Go-Ahead Group has announced the appointment of Rupert Cox as managing director of Go East Anglia, following a successful period as interim managing director.

Cox (pictured) joined Go-Ahead from Stagecoach, where he had latterly been regional director covering the south and Midlands of England, in March, working on

business development projects. He stepped into the interim role following Gavin Smith’s move to head up Go-Ahead’s Fastrack operations in Kent (PT316).

WHIPPET

Cambridgeshire bus operator

Whippet has announced the appointment of Ed Cameron as interim general manager.

Cameron (pictured) was previously Whippet’s commercial manager and brings extensive transport experience to his new role. He led commercial and business development at Hertfordshire-based Uno, spent eight years at the design agency Best Impressions, but began his career at Stagecoach East.

DIVERSIONS

Imberbus keeps the crowds moving

Routemasters and a plucky Enviro head to lost village

Last weekend, the annual Imberbus event once again brought bus enthusiasts, industry leaders, tourists and locals alike together, as a ﬂeet of 40 buses, including many iconic Routemasters, transported thousands from Warminster to the lost village of Imber on the remote Salisbury Plain. Though attendance was slightly lower than the previous year, the event still drew a large crowd eager to experience the unique journey through the British

A FIRST FOR THE WESTERN ISLES

Cruising is all the rage these days and it’s leading to some interesting vehicles purchases by some of Scotland’s more far-ﬂung bus and coach operators.

Army’s training grounds.

Imberbus has become more than just a nostalgic ride; it’s now also evolved into a signiﬁcant networking event for senior ﬁgures in the bus industry. The camaraderie and

shared passion for buses were on full display, with professionals from across the sector gathering to create a truly unique event. And in a true display of that industry spirit, local independent bus operator Beeline stepped up by appearing on spec with a bus and offering to assist - a gesture much welcomed by those controlling things at Warminster who were aiming to keep the crowds moving!

Of course Imberbus is more importantly about raising money for good causes and this year the total was around £35,000. As coorganiser (and transport minister) Lord Hendy noted: “Not bad for a day’s bus service!”

ALL ABOARD THE WHISKY EXPRESS!

Isle of Lewis-based Lochs Motor Transport only operates around 20 vehicles, but it recently took delivery of three brand new Alexander Dennis Enviro400 double deckers with two more of the type now on order. What’s so odd about that? Well they are the ﬁrst double deckers ever to be operated in Lewis and Harris!

The plush new buses were bought following the award of a contract to supply a shuttle service for the increasing number of cruise ships visiting the Western Isles, linking Stornoway’s

new deep water terminal to the town centre. When they’re not busy with their nautical duties, the operator says the buses’ extra capacity will also be useful on busy school services too.

“Visitors can appreciate the beauty of the Western Isles through panoramic windows from comfortable seats, and we’re more easily able to accommodate large numbers of customers, which is why we’ve ordered a further two double deckers for next year,” said Lochs Motor Transport director Roddy MacDonald.

Lumo, the open-access train operator, is adding a splash of Scottish spirit to its journeys with a brand-new partnership with Holyrood Distillery. The Edinburgh distillery has teamed up with Lumo to create a cobranded single malt scotch whisky, available exclusively onboard Lumo trains.

To kick off this spirited collaboration, Lumo rolled out the ﬁrst bottles on a special evening departure from Edinburgh to London, with the train rebranded as the Whisky Express. So, passengers can now raise a glass to Lumo as they ride the rails - cheers!

SEEN SOMETHING QUIRKY?

Why not drop us a line at editorial@passengertransport.co.uk

Lumo MD Martijn Gilbert (right) with Huw Wright from the Holyrood Distillery

Beeline intervention

History is made