Wednesday, 11 September 2019

When Is Naming Not Blaming?

If you follow me on Twitter you will have seen that recently I have had some lively discussions with a well respected member of the railway media regarding information given to the travelling public by train operating companies. I believe the public should be well aware of who is responsible for what on the railway, whereas my combateur believes the railway is one unit, and no one should be blamed for anything - the operating company dealing with all issues as though they are responsible, because they are the ones taking our money.

Except they're not are they. Let's look a little more closely at who pays for what. When I go to the station and buy a ticket who exactly am I paying? Well yes, I'm paying the operating company, who then pay the Government for the privilege of running trains. The operating company also pays Network Rail line rental - literally in this case. If a train is delayed due to the fault of the operating company they get fined by Network Rail. If the delay is the fault of infrastructure then they claim back compensation from Network Rail. There are armies of people whose sole job is to extract as many minutes delay as they can from an incident, and then make claims to the opposite party. I have seen a 3 minute delay to one train at Lewisham in Southeast London develop into over 5,000 minutes claimed due to snowball effects on other services.

So, if a train is delayed due to a signal failure it is the responsibility of Network Rail. If it's because of disruptive passengers, a train fault, or staff problems then it's down to the operating company. Seems all clear and crystal like. Except it's not. I've had passengers have a right go at me because they've been delayed by issues neither I, nor my employer had any control over, and that is simply not fair. It has always been something I've wondered - why there is not more education of the travelling public of exactly who is responsible for what on the railway, and I've reached the conclusion that the people who run the railway, and indeed some who make a living out of reporting on the railway, just don't want the people who pay to travel knowing.

I have been badgering the Association of British Commuters for well over a year now to produce a publication to lay to rest some of the myths about the railway. To educate the public so when things go wrong they know who is responsible, and don't take it out on the wrong people such as barrier staff, Conductors or Twitter teams. Despite several hints at "an announcement I'd like" there has been nothing, which surprises me as you'd think a passenger lead pressure group would want the truth out there. But it's all gone very quiet.

And then of course there is Network Rail. Owned by the State - us to be precise. So when you buy your ticket not only is some of your money going to Network Rail in line rental, it's also going to Network Rail through the taxation system, because it's your taxes that fund Network Rail! So in effect we are paying for all parts of the railway - the operator and the infrastructure maintainer. So you'd have thought that letting the public realise that if a signal continuously fails outside Norwich it has nothing to do with Greater Anglia but is down to Network Rail would be natural. It makes the railway transparent, and informs the public, which as fare AND taxpayers they surely have a right to know. In any other industry, if Government money is concerned, when something goes belly up there are inquiries galore. But not the railway, and I think I know why.

The operators run trains on behalf of the Government. Sub contracted. The Department of Transport dictate timetables, train length, most fares, specification of new rolling stock (mostly), how many staff on the train and more. Not many people know that, so if a train is frequently rammed they take it out on the operating company, who have to clear it with the D of T before they can lengthen it. So the it's the name on the train who gets the blame.

Yet think on this. Network Rail is owned and run by the Department of Transport. Of course they don't want the public knowing what it is responsible for because so much of the time it is infrastructure that goes wrong. Much better for the name on the train to get blamed - after all if a Government Department was seen to be badly running things that could cost votes. The operating companies are scapegoats so the public, who fund Network Rail are kept ignorant and so don't blame the Government! Sir Humphrey would be proud - "if you tell the public what they want to know - then they'll know and that could be disastrous". This must be why whenever Network Rail are mentioned by an operating company as being responsible for a delayed train there are shrieks of horror from parts of the industry, and the operating company instantly slapped down. Never let it be said customers got told the truth.

But it gets worse. The other day The Norwich - London mainline was disrupted because a freight train broke down. It happens. Trains/locos break down - just surprising some pedant didn't point out the train didn't break down but the locomotive did! Now if I'm in a traffic jam on the motorway and it comes over the radio "tailbacks on the A12 due to a broken down lorry" I don't immediately want all trucks banned from the roads, or the truck owner put in stocks on a roundabout. It is just letting me know why I am sitting there twiddling my thumbs. If I'm on a train and hear of a delay due to a broken down freight train I'm not going to want the driver sacked, or the freight operating company dissolved! It's just one of those things, and the more the public know the easier they will take things. I DO know that from experience. The public get far more agitated when information is withheld, than they do when they're given the facts. If it's a shared line with other operators, and one of their trains is causing the delay then the public have a right to know, as their money pays for the railway. Fact isn't slander. Fact isn't libellous. Information is vital in this day and age. And believe me - if I'm on a train stuck in the middle of nowhere, as I was a couple of years ago, and by looking at the live diagrams I see a freight train has broken down in front I'm going to let those round me know, to protect the poor sods on board from getting extra grief. Of course there are some who'll have a go at the person in uniform anyway, but even if one person doesn't as a result of the information it's worth it.

So, as we, the travelling public pay for all aspects of the railway either through fares or taxes don't we have a right to transparency, information and fact, or are the railways so badly managed that everything has to be hushed up so the truth doesn't out? Makes you wonder, but my opinion, or stance is not going to change. The ONLY way our railway is one railway, as I'm frequently told it is, is that the public pay for it, in many, many ways. They have a right to be told, regardless of which sensitive soul in an office miles from the front line it upsets.

It used to be let the train take the strain. Now it's let the train take the blame.

Thursday, 5 September 2019

Greater Anglia Officially Launch The Flirts

Yesterday (4th September) saw the official launch of Greater Anglia's fleet of Stadler Flirt trains. There were events at Norwich, Great Yarmouth and Lowestoft, where the great and the good celebrated the new trains. At Norwich and Yarmouth there was a giant hare present, the symbol on the Swiss built trains, and a steel band. No, I don't know either!

Anyway, while the rest of the media concentrated on Norwich and Great Yarmouth, I went to Lowestoft as I had noticed the enormous effort made by Martin, Tim and Jackie, the Station Adopter Team, to deck the station out in bunting and other decorations, even sweeping puddles away, and guessed correctly it would be ignored by other media. Even the giant hare ignored Lowestoft, but the steel band were there, and I have to say livened up the place, even though I was disappointed not to see Greater Anglia management have an impromptu limbo dancing contest! A Stadler was used to ferry them around, which was open for public viewing.

755413 arrives at Lowestoft for the launch
The Steel Band do their stuff
There were speeches which unfortunately I missed as I was giving someone a tour of the Stadler, and happy to say very proud to do so as they really are remarkable trains on so many levels. Yet again I sat in one of the seats and my back purred with pleasure. First impressions count but so do third, fourth and fifth, and my enthusiasm hasn't waned one little bit.

At one point all three ;platforms at Lowestoft were in use with the 755, a 156 and a 153 all present.

Not a sight to be seen for much longer
Then things went a bit pear shaped, and the various men and women in suits were scurrying around, fearing a PR disaster. The 1457 to Norwich was cancelled, which you don't want when you have a brand new train on display, and a plethora of management proclaiming how good the future is. However, it pleases me to say the day was saved extremely efficiently. Free coffee and cake was handed round to all Norwich bound customers, and a place on the management special to Norwich awarded, which became an "extra service".  Well done to all concerned.

Now, you can have all the testing you like, but you really don't know how something is going to work until it's out there in the big wide world, and then there will be teething troubles. We had them on Southeastern with the Electrostars, and every new fleet of trains, and indeed buses take time for everything to be smoothed out. The Stadlers are proving no different, and various little niggles are cropping up. I urge everyone to be patient as these trains are going to be worth a bit of inconvenience. If they were the standard of the 700's or Great Northern's 387's I'd be a lot more critical, but these are trains not used in the UK before, and when the niggles are sorted will be the envy of the country.

There will be more launches around the network as the new trains, pluss the Intercity 745's and Commuter 720's are introduced in the next few months. I hope to catch as many of these as possible as an entire fleet of trains being replaced doesn't happen very often!

I did video the Stadler leaving, but it crawled away so, in the best of traditions, here is one I prepared 5 days earlier, at Oulton Broad North. The acceleration and lack of noise from the engines are both highly impressive. Have I mentioned I quite like them......

Wednesday, 21 August 2019

Electric Deckers Spark Into Life

Of course, fully electric double decker buses are nothing new in this country, except all previous versions have required a pantograph and overhead wires. Now, in London they have gone wireless and pantless with their electric deckers, and they are out in service doing their bit to reduce emissions in the Capital. Yesterday I went to sample them, with a great degree of naivety in places too!

The first fully electric double deckers to enter service are on the 43, which runs from London Bridge Station to Friern Barnet in North London. After the total embarrassment of getting lost in the underground labyrinth that is now London Bridge trying to find the bus station (I blame misleading signage and I'm sticking to it) I found what I was looking for gleaming in the London sunshine.

BDE2628 pn the stand at London Bridge
This is the electric bus built by BYD in partnership with ADL, and using the E400 Citi body. Very nice they look too, I think I prefer them without the glass staircase. Inside they are light and airy, and the airchill works well. Seats are comfortable, and I boarded with an open mind and high hopes. I wasn't disappointed.

Upstairs in the BYD
We pulled away in silence. Well almost silence. The lack of engine noise makes the airchill seem even louder but that was a minor detail. I sat back and enjoyed the ride, and I mean really enjoyed the ride through Islington, Archway and Muswell Hill - first time for me there and it really is quite a hill! The BYD took everything in its stride, with startlingly rapid acceleration. They are seriously nice places to be. However, one thing niggled me. All seats have USB chargers except the most popular seats right at the front upstairs, and the seats immediately behind the stairs, and I admit I got a bit grumpy about that. However, thanks to the most chatty London bus driver I've met in decades all was revealed. As usual I wanted to get the driver's view, and at Friern Barnet terminus a rather decent Kosovan driver named Tim was more than happy to wax lyrical about the bus, how quiet and smooth it was, and such a pleasure to drive. He showed me that despite being out on the road since 5am - it was 1230 by this time - the bus had only used 27% of it's battery life. Mind you there are 3 tonnes of them, of which more later.

Friern Barnet terminus
Then I asked Tim about the lack of charging points in the most popular seats. I hope Roger French knows someone in TfL who can confirm this highly believable reason Tim gave me, that it's a decision made by TfL deliberately not to have charging points at those seats so they aren't hogged by passengers for hours taking videos while charging instead of getting the tourist buses. Not sure that applies to the 43, but as they are rolled out across London you can see the reasoning. If that is the true reason then it's well thought through. If not and they just couldn't be bothered then not so good. Anyway thank you, Tim, for the chat. I hope I have the pleasure of seeing you again when I return to see how the BYD's are faring. Tim told me they are the best bus they've ever had at Potters Bar depot. Praise indeed,

Sorry, Tim, you are wrong as they have already been beaten! This is where my naivety and lack of research comes to the fore.

I knew another route was getting electric deckers, the 134 between Warren St and North Finchley, a route that much of it shares with the 43. However all I had seen on the route were MCV Volvo Evosetis. Tim confirmed there were some electrics on the 134, and I assumed they were electric versions of the Evoseti. Even when I finally, after they had done their best in evading me for a couple of hours, boarded one I still had it in my head they were Evosetis, until I looked at the picture I had taken before boarding and realised what a prize chump I was. I should mention at this point I was already blown away by the ride and lack of body noise, believing it to be an Evoseti. But it isn't. Oh no!

Not an Evoseti!

Now, in my defence I have had an exhausting couple of weeks, had spent the previous day taking my 80yo mother shopping (90 mins in Aldi alone) and had had little sleep, so my brain wasn't at its most alert. However I really should have worked out what OME stood for! So I hang my head in shame for not realising it was an Optare Metrodecker Electric. But actually, thinking about it, the fact I thought it was an Evoseti meant I got on it with no preconceptions. Everyone knows I adore the Metrodecker diesel version, and I'm pretty sure I'd have got on expecting to be blown away. As it was I was blown away before I realised what it was. What it is, is truly phenomenal.

There is no body noise. None. The suspension gives a ride superior to that of the BYD/ADL. The airchill isn't as noisy, the acceleration could launch it into space. Windows that don't have to be unlocked to aid ventilation. True, it's not quite as light as the E400Citi, but the interior uplighting is far better, I imagine especially after nightfall. I shall return to check that one out.

Upstairs interior complete with LED up lighting
Is it as good as the BCI Enterprise? No, but they are for entirely different markets. The Enterprise is for interurban routes that require a heavyweight big powerful vehicle. They would be wasted on the likes of the 134. But the Metrodecker Electric, in my opinion, is the best local bus I've ever been on. Certainly my driver thought so. Didn't get as long with him as I did Tim, but he was just as gushing in his praise, apart from slightly heavy steering. What really spoke volumes though, and remember this is London where you're lucky to get a grunt out of a driver, when I was lining up the photo below, another driver came up to me, grinned, and said "they're bloody brilliant, mate". A driver approaching an enthusiast to praise the bus, in London? That's how good they are.

The Metrodecker at North Finchley terminus
Oh - notice anything about the destination display? London is famous for still insisting on roller blinds. However OME2654 has an LED display that is being trialled. Looks convincing enough to me - here is normally blinded OME2655 to compare.

Normal blinds
So, what are the conclusions. Well. the BYD/ADL is very impressive, and nice to travel on, at the moment. What does worry me with them, though, is body noise. The lack of engine noise means any rattle or creak is augmented, and there were plenty of them now, so it will be interesting to go back in 6 months to see, or rather hear what deterioration there has been, if any. I do not predict any such issues with the Optare, but they will get the same review in 6 months to check.

I mentioned the BYD has 3 tonnes of batteries. I don't know how much weight the Optare carries in batteries, but overall the Optare is over 2 tonnes lighter than the BYD. I assume that makes a big difference in power consumption, perhaps someone more technically minded than I can confirm that.

The weight of the Optare

And the heavier BYD/ADL

I'm in no doubt that electric buses are the future, and before long London will be flooded with them. Not East Anglia, obviously. If there are any buses still running in 50 years we might get some second hand electric ones if we're lucky, but in the real world where buses still have some importance we could be on the brink of a revolution, and the wireless, pantless trolleybuses will become standard in towns and cities across the land.

Rear view of the Optare

Thursday, 8 August 2019

The Ticket Machine Says No

I was light heartedly accused in my last post of going soft! Andrew, I think you'll see I'm well and truly back to type.

First Eastern Counties have announced a ream of changes to their Ipswich network. It's not good news for anyone I can see, but good news for FEC who have been able to reduce their PVR.

So how have First reached the decisions to further streamline services and abandon more people to next to no service. Well, they claim on their website:

"These changes are based on feedback from passengers, local stakeholders and our local driving team as well as extensive analysis of passenger journeys and punctuality of our services." 

Ok, that's as you'd expect, basic jargon for "we say we've listened but everyone knows the truth" But it's the next paragraph that caught my eye, sent blood pressure stratospheric, and confirmed what I already knew.

"Our new ticket machines, introduced in May 2018, allow us to collect more detailed data on where and when people travel than has ever been possible in the past and we have carried out a detailed analysis of all of this information when designing these changes; many of which are intended to bring simpler, quicker and more direct journeys for the majority of passengers as well as ensuring the long-term sustainability of our network that is operated almost entirely without any sort of local authority subsidy."

I'm sorry? Name any other business that operates dependent on local authority subsidy! Are you after medals or something? Plus any subsidy that is given isn't to prop up your business but to give those poor sods who don't live on housing estates some sort of bus service. Except you're now going to abandon some housing estates too. But it's not just that. 

This is proof beyond all reasonable doubt that First are not interested in gaining new customers, in looking for new ground to break, to be innovative, enterprising, ambitious. No, this is proof that First are settling for what they've got, that they want to keep "the majority of passengers" happy, hoping they don't desert them too.

So let's go through these changes. 

Shuttle 60|60A

Gainsborough (60A) & Greenwich (60) - Nacton Road - Ipswich Town Centre

We’re making some minor changes to times of buses on both 60 and 60A services in the mid afternoon to better meet demand at this time of day.

Not too much here, except now the frequency reduces from every 10 mins to every 15 mins at 1500 instead of 1600. So "better meet demand" means 2 buses being cut.

Service 63|64|65 & Service 800 to Rendlesham

Aldeburgh - Leiston - Saxmundham - Wickham Market - Melton & Woodbridge - Ipswich Hospital - Ipswich Town Centre

We’ll be introducing a new timetable across all of these services, to better match them to the journeys that people are making.

Service 64 will continue to operate between Ipswich, Leiston and Aldeburgh up to every hour throughout the day from Monday to Saturday calling at Woodbridge, Melton, Wickham Market and Saxmundham. However, buses will take a new, faster route through Woodbridge using Warren Hill Road and Old Barrack Road and will no longer travel along Newnham Road, Peterhouse Crescent and Bullard’s Lane from where only very small numbers of passengers use the bus each day.

Service 64 buses will also no longer serve Martlesham Black Tiles, and will travel between Woodbridge and the Martlesham Heath roundabout via the A12. Service 65 will operate a limited number of journeys each day that provide a link to Martlesham Tesco.

Service 800 (Ipswich Park & Ride) will no longer be extended beyond the park and ride site to Woodbridge, Melton and Rendlesham. Rendlesham will be served by buses on Service 65 which will operate a number of journeys throughout the day at the times when the majority of people are travelling, and will call at all stops to Ipswich town centre.

We will be operating a revised service 63 beyond Wickham Market to Framlingham with a return ‘shoppers’ journey on weekdays, arriving in Ipswich at around 1100 and leaving at 1405.

This is the biggie, so let's go through this one carefully. Starting with the 64, my home route, if you can call 6 miles away home!

When I moved to Wickham Market, some 11 years ago now, there were 3 buses an hour between Ipswich and Melton. The majority of passengers boarded or alighted around the Peterhouse Crescent area. You never missed a stop on that section of route, and remember at that time the 165 was still operating fast services between Woodbridge and Ipswich. Gradually services have been eradicated, changed then changed again. From September the Peterhouse estate will have none. Nothing. Zilch. Cut off. How on Earth has it been allowed to come to this!

The link from Wickham Market to Martlesham Tesco has also finally vanished, and the result of this is the 64 has been sped up between Woodbridge and Ipswich via the A12. Or has it. Let's go compare! Currently the journey from Ipswich to Wickham Market takes 67 minutes, which is a lot for a journey that can take as little as 25 in the car. After September it will take 56, which I'm sure is roughly what it took 10 years ago! There is still a 2 hour pm gap on schooldays in the Aldeburgh services, just at the time people want to be returning, which when joint promotions with the trains are happening isn't great. Speaking of the trains, connections between bus and train at Saxmundham have declined again, and with the last bus leaving Ipswich at 1750 the Ipswich bound pm journeys are going to be woefully empty. If you can't get back by bus you aren't going to go there by bus. If I was a mum anywhere on the route wanting to take the kids to a matinee at the cinema followed by a McDonalds going both ways by bus I couldn't. If I was a student at college who had a lecture finishing at 6pm (it happens) I couldn't use the bus. If I was a worker not doing 9 - 5 I couldn't use the bus. Who are the buses aimed at? Pass holders? The same pass holders operators whinge about because they don't get enough back for them!

Rendlesham is suffering again too, and this is a place I truly can't understand. It should be heaving with bus passengers, it's prime bus territory - miles from anywhere. At the moment it's part of the extended Ipswich Park & Ride, but not from September. From what I can make out from the complicated timetable they are down to 3 buses a day into Ipswich, and just 2 from Ipswich. Roger French, Bus and Train User recently caught the 800 hoping to get to Rendlesham at 0930 to connect with Buckland's vintage 250 service to Aldeburgh. Delays forced him to bail at Melton and get the train to Saxmundham, but according to the timetable, which I hope is misprinted, the first bus to Rendlesham now arrives at 1440. 

But the crowning glory, the one that proves how spectacularly out of touch FEC are, is the 63, and the proud announcement of the shoppers return to Ipswich, giving customers 3 hours in the County Town. Firstly no one ever used the 63 to get from Framlingham to Ipswich. They used it to get to Woodbridge or Wickham Market, or occasionally Martlesham, which is why the soon to be scrapped 62 doesn't go further than Woodbridge. And why is that? Because the 63 takes 87 minutes to get from Framlingham to Tower Ramparts in Ipswich. Galloway's 118/119 which operates from Framlingham to Ipswich 10 times a day takes 43 minutes. But First assume everyone will be galloping onto the 63. Incredible. Framlingham doesn't need another bus to Ipswich. I know what it does need, but I doubt it will ever happen. 

Service 66 (including X66|H66|67)

Service 66 buses will operate a simplified route around Martlesham Heath, starting at Tesco and travelling via Gloster Road to serve Adastral Park and then returning to Martlesham Heath roundabout via the A12. Unfortunately, due to the extremely low numbers of people travelling, buses will no longer serve Eagle Way. Passengers from this area should use service 173, operated by Ipswich Buses on behalf of Suffolk County Council.

In Ipswich town centre, buses travelling between Tower Ramparts and Ipswich Rail Station will now travel via Civic Drive not Museum Street. Buses travelling towards Martlesham will no longer go into Old Cattle Market Bus Station, and will instead use the stop at Dogs Head Street/Revolution.

Service X66, fast between Ipswich and BT/Adastral Park will no longer operate although there will be four journeys on service 66 in the morning on weekdays that will operate direct to BT/Adastral Park (Gloster Road) before serving Martlesham Tesco. In addition, four service 800 journeys will operate between Ipswich town centre and BT/Adastral Park in the weekday mornings, following the normal direct route along Woodbridge Road and Kesgrave Main Road.

There will be a revised timetable on services 67 and H66.

This is another route so badly mismanaged over the years it beggars belief. Remember the Superoute66 buses? Nothing super about it now. It used to be a 24 hour service. Now the evening service isn't worth bothering with. Instead of wondering why patronage in the Eagle Way area is poor (blindingly obvious btw as served on a circular route so can get back from Tesco but can't get there and if coming back from Ipswich have to sit for an age at Tesco before getting home) and doing something about it the service is just being withdrawn. Alternating the circular route obviously never entered anyone's head because the ticket machines won't have come up with that.

Losing the X66 makes sense, as the 800's out of town in the mornings are always empty. However there are no return 800 journeys from Adastral park in the afternoons. "Catch the 800 to work but make your own way home" seems to be the message,

There is, however, one mitigating factor in the demise of the 66. Ipswich depot. The roof STILL hasn't been dealt with so STILL can accommodate nothing except low height deckers, meaning 16yo B7tl's are operating the route. By now it should be modern deckers with all mod cons like chargers, tables, aircon, posh seats etc. That roof is a Head Office issue, not local, but even so I don't think much effort has gone into promoting or growing the route in recent times.

Service 68

Grange Farm - Kesgrave - Ipswich Hospital - Ipswich Town Centre

Due to the extremely small numbers of people travelling since its’ introduction in July 2017, unfortunately this service will be withdrawn.

Not surprising, was poorly used even in the days of the 165. 

Service 88|89

Stowmarket Town Centre & Estates - Combs Ford - Needham Market - Claydon - Ipswich Town Centre

As a result of an extremely detailed analysis of the use of our buses between Ipswich and Stowmarket, we will be introducing a completely revised service and timetable to allow faster journeys between the main points on the route, better meeting the needs of the majority of passengers.

All buses will operate as service 88, following a standard route travelling from Ipswich along Norwich Road, Old Norwich Road and then calling at Claydon (The Greyhound) and travelling through Needham Market along Lower Street, Ipswich Road, High Street and Stowmarket Road. From there buses will call at Combs Ford, Cracknells Shop, then following Ipswich Road into Stowmarket.

This faster, more direct route will reduce journey times between Ipswich and Needham Market to just 31 minutes and Ipswich and Stowmarket to just 45 minutes.

Within Stowmarket buses will operate a simplified loop via Finborough Road, Onehouse Road and Chilton Way. Buses will then serve the new Northfield View development at the bottom of Chilton Way, via Bury Road, Brooke Road and Sorley Way, returning to Stowmarket town centre via Bury Road.

As a result of these changes, our buses will no longer serve Bramford Road, Bramford village, Claydon Estate, either estate in Needham Market, Melford Road/Lavenham Way in Combs Ford and St Edmunds Road/Mead Road/St Peters Road/Gainsborough Road/Thirlmere Drive in Stowmarket.

In all cases this is because of the extremely small numbers of people using our buses to and from these areas, the majority of which are within walking distance of an alternative bus stop, sometimes only reaching low single figures each week. Bramford village will be served by service 111 operated by Ipswich Buses on behalf of Suffolk County Council.

Stowmarket has really suffered in the latest round of cuts, and rather than see where they can pick up new custom, First have decided to join in and abandon several estates to reduce journey times and the number of buses required. Proudly proclaiming Ipswich to Stowmarket only taking 45 minutes now, achieved by missing out many of the customer bases, and conveniently forgetting the train does it in 11 minutes starting earlier and finishing far later. Last bus from Ipswich to Stowmarket is 1745, so same issues as the 64. Oh - and Ipswich Buses 111 serving Bramford? 3 return journeys a day!

So there we have it. On top of that Ipswich Reds are now a thing, the colour red being so synonymous with the town....oh hang on that's not right is it....anyway the new design is red and looks very Go Aheadish. That will get 'em flocking on, don't know why you didn't rry green and yellow! 

It is well known that First Group want to sell off their bus operations. It can't happen soon enough. Having seen FEC improve no end under David Squire and the jointly under Chris Speed and Hugo Forster it seems over the last couple of years that hard work has been undone. Services are deteriorating, buses looking tattier - whatever happened to that brilliant cleaning regime developed by Paulo Mota - complaints about poor driver attitude going up. I am convinced it has more to do with the blinkered regime in Aberdeen than decisions taken locally, not that anyone would admit it out of loyalty, understandably so, but until the bus operations are in the hands of people who actually give a stuff as usual the passenger will suffer more than most. And when estates start being axed you know there's real trouble, as well as when ticket machine data replaces proper research and development.

So my message to First Group is, in the words of The Moody Blues, if you're gonna go you'd better go now - go now, before you see me cry.

Tuesday, 30 July 2019

A Flirt That Doesn't Tease

Now it has been known, from time to time, for your blogger to be a little on the cynical side. Just a tad, of course, but nonetheless it's there. At least I thought it was. Now I'm not so sure, because on the 29th July 2019 all my moans and groans about new trains not being a patch on those they have replaced have been proved right. The 375/9's and most of the 377's are not a patch on the VEPS they replaced.  The 700's, although fantastic trains, are as comfortable as a bed of nails, and in that respect worse than the 319's they replaced. The same goes for the 717's that are replacing the 313's, the GWR 800's replacing the HST125's, and of course the much heralded Azumas replacing the Class 91 + MkIV's. Despite improvements in train performance, they are all undoubtedly, from a passenger's point of view, not an example of 30 or 40 years progress, and I haven't been slow in saying so.

Today saw the maiden passenger journeys of Greater Anglia's new Class 755 bi-mode Stadler Flirts. They have been floating around on test for a few months now, their debut into service keenly awaited. Despite Greater Anglia's assurances that they were going to be better than any other new train around, that the seats were ergonomically designed to give greater comfort, and we'd all love them, I was on the sceptical side. I mean. no one has ever said "hey, we're getting new trains but you'll hate them"! I have had so many disappointments with new trains in recent times I wasn't going to get excited.

So at 1715, platform 6 at Norwich station 755410 pulled in to form the 1736 to Great Yarmouth. I had read many glowing reports from the morning journeys, had spoken to Martin at Lowestoft Station who assured me I'd like them and was chuffed to bits the very first passenger journey for the 755 had started at his station, yet I still wasn't convinced. To make the challenge even harder the Flirt was replacing my beloved Class 37 thrash monsters, who were ticking over in the sidings just to remind me of their presence. The odds were stacked against the Flirt.

755410 pulls into NOrwich Station
The 37's reminding me what the Flirt was up against
So I walked up to the second coach, boarded, chose one of the raised table seats above the bogie, and took my seat. It was love at first sit. The seats are comfortable. I'll say that again just in case you thought you may have misread. The seats are comfortable. Regardless of what else is on a train if the seats aren't any good the journey is ruined before it's begun. No such problems with the Flirt, so having had my main concern alleviated I looked around, and I was actually awestruck. Quite simply the Flirt is a wonderful place to be. It manages to be open yet intimate at the same time, which is one heck of an achievement. The air conditioning is highly efficient yet they still feel warm, not cold and clinical like the 700's. The amount of thought that has gone into these trains is astonishing.

The raised table above the bogie

View from the raised seat
It's little touches that count - every seat has a plug socket and usb charging point, but the plug socket is upside down, meaning you get the extra inch of cable which isn't double backed round itself. The arm between the seats is padded, and even Julie Berry on the auto announcements has different inflections for the different uses of terminus stations. Not that the auto announcements were behaving themselves today, but I know from when the Electrostars were introduced on Southeastern that there will be constant software upgrades over the next few months until everything is sorted out.

Every door has a "step" negating the gap between train and platform, except where there's a curve in the platform. I use inverted commas as the train is level with the platform in height, so there is no step as such. The wheelchair bays are nice places, both with a table and charging points, and just too small to get a bike in, as bikes have their own designated space.

The gap covering step

Wheelchair bay 1

Wheelchair bay 2

The call point and charging points in the wheelchair bay
I haven't mentioned the ride yet. Well, if I'm honest, the ride isn't perfect, and you know what? That's perfect for me as it still feels like a train. You can clearly hear the wheels go over points and track joints. You will still get rocked to sleep by the motion yet I found typing on my laptop very easy. The WiFi was ok, although my laptop kept dropping out. The engine pod is quiet, and feels like walking through a ship, the sound of the four V8 engines well muffled. And boy do those engines have some power. The acceleration for a diesel train is phenomenal, and the mind boggles just what it will be like under electric power.

The engine pod section
I was on the Flirt for well over 3 hours. It didn't feel like it. No aches, pains or numb buttocks, and when I boarded a 156 to return to Lowestoft the seats didn't feel as good, and that made my day.

In conclusion the 755 is what a new train should be - that is a vast improvement on what it is replacing, in ALL aspects. Abellio should be applauded for not just consulting with many people from numerous walks of life about these trains, but listening to them as well, then acting on feedback. They have proved it CAN be done, and done well. I didn't hear a single negative word about the trains, and the staff clearly love them, which is another good indicator. Quite simply these Flirts put all other new trains I have been on to shame. Absolute shame. I'll finish by saying this - anyone, ANYONE who claims to be impartial, and not have a secret agenda who continues to defend the 700's, or the Azumas, or the GWR IET's clearly isn't as impartial as they claim. When the Intercity versions come out later in the year I predict there will be shockwaves through the industry, as passengers in other areas will rightly demand to know why their new trains are so substandard compared the Flirts.

I thought calling them Flirts was highly risky, and could have so easily backfired. In a way it has, but not how I expected. Because rather than Flirts, which are teases, they should have been called Cupids, as I am totally and utterly smitten. I will still travel many a mile to see a 37, but if I'm lucky, that travelling will be on a Flirt, and I really didn't expect to be saying that.