(11 Sep 2021, 7:40 pm)Yorkshire Pudding wrote I like the "simplicity" of the 22/23/24, providing a fifteen minute service from Peterlee to Sunderland/ Durham/ Hartlepool but the 22 seems a bit of an oddity compared to the other two routes

Durham to Hartlepool is a fairly straight line - or would be if the 24 didn't try to be a Town Service for half of Peterlee - Hartlepool to Sunderland is a fairly straight line - but Durham to Hartlepool is a ig of a "dog leg"

The only two things that the 22 has got going for it (AFAICS) are that it's a direct link from Durham to Dalton Park and that it might as well run as a through service because the Durham - Peterlee and Peterlee - Sunderland routes both deserve a fifteen minute service, so you might as well link the two halves together to dovetail with the Durham - Peterlee bit of the 24 and the Peterlee - Sunderland bit of the 23)

The half hourly GNE 65 provides a faster Durham - Dalton Park service, which got me wondering whether the Peterlee - Sunderland bit of the 22 would be better served by extensions of the X21/X22 through to Wearside instead?

That would at least provide some links like Newton Aycliffe/ Sedgefield to Dalton Park/ Sunderland - probably not going to be huge markets, but there can't be many people who are sitting on a 22 all the way from Durham to Sunderland at the moment given the frequency of the GNE 20/ X20

(apologies if this is a subject that's been debated to death - I've only recently joined so am reading through some of the long running threads!)

Never seen it discussed but I'd say the reason the 22 is done is for operational reasons more than anything.

The 23 wouldn't have anything to operate with since a 23 -> 24 -> 24 -> 23 would take around 5 hours. They operate on a 22 -> 23 -> 24 or vice versa.

(11 Sep 2021, 7:40 pm)Yorkshire Pudding wrote I like the "simplicity" of the 22/23/24, providing a fifteen minute service from Peterlee to Sunderland/ Durham/ Hartlepool but the 22 seems a bit of an oddity compared to the other two routes

Durham to Hartlepool is a fairly straight line - or would be if the 24 didn't try to be a Town Service for half of Peterlee - Hartlepool to Sunderland is a fairly straight line - but Durham to Hartlepool is a ig of a "dog leg"

The only two things that the 22 has got going for it (AFAICS) are that it's a direct link from Durham to Dalton Park and that it might as well run as a through service because the Durham - Peterlee and Peterlee - Sunderland routes both deserve a fifteen minute service, so you might as well link the two halves together to dovetail with the Durham - Peterlee bit of the 24 and the Peterlee - Sunderland bit of the 23)

The half hourly GNE 65 provides a faster Durham - Dalton Park service, which got me wondering whether the Peterlee - Sunderland bit of the 22 would be better served by extensions of the X21/X22 through to Wearside instead?

That would at least provide some links like Newton Aycliffe/ Sedgefield to Dalton Park/ Sunderland - probably not going to be huge markets, but there can't be many people who are sitting on a 22 all the way from Durham to Sunderland at the moment given the frequency of the GNE 20/ X20

(apologies if this is a subject that's been debated to death - I've only recently joined so am reading through some of the long running threads!)

The X21 did run to Sunderland, for many years, until very recently.

(11 Sep 2021, 7:40 pm)Yorkshire Pudding wrote I like the "simplicity" of the 22/23/24, providing a fifteen minute service from Peterlee to Sunderland/ Durham/ Hartlepool but the 22 seems a bit of an oddity compared to the other two routes

Durham to Hartlepool is a fairly straight line - or would be if the 24 didn't try to be a Town Service for half of Peterlee - Hartlepool to Sunderland is a fairly straight line - but Durham to Hartlepool is a ig of a "dog leg"

The only two things that the 22 has got going for it (AFAICS) are that it's a direct link from Durham to Dalton Park and that it might as well run as a through service because the Durham - Peterlee and Peterlee - Sunderland routes both deserve a fifteen minute service, so you might as well link the two halves together to dovetail with the Durham - Peterlee bit of the 24 and the Peterlee - Sunderland bit of the 23)

The half hourly GNE 65 provides a faster Durham - Dalton Park service, which got me wondering whether the Peterlee - Sunderland bit of the 22 would be better served by extensions of the X21/X22 through to Wearside instead?

That would at least provide some links like Newton Aycliffe/ Sedgefield to Dalton Park/ Sunderland - probably not going to be huge markets, but there can't be many people who are sitting on a 22 all the way from Durham to Sunderland at the moment given the frequency of the GNE 20/ X20

(apologies if this is a subject that's been debated to death - I've only recently joined so am reading through some of the long running threads!)

The X21 ran hourly onwards from Peterlee to Sunderland until 2020. It used the MAN Gas buses from Darlington. The links you speak of were used less and less because of the absolute stagger that an X21 was. I doubt it will ever run beyond Peterlee again.

Thanks everyone - I hadn't realised that the 22/23/24 interworked or that the X21 had previously run through to Sunderland

The current 22/23/24 are both pleasingly simple (providing a fifteen minute service on each side of Peterlee, quite easy for passenger to understand, providing direct links) and very frustrating (given the awkward diversions to cover what were previously "Town Services" in Peterlee) and the massive dog-leg required to get from Durham to Sunderland on Arriva (rather than the GNE 20/X20)

There seem to be a number of places where routes are being chopped up to improve time keeping and also places where routes are added together to trim down the number of drivers/vehicles required and also tick a few boxes by being seen to provide a direct link (the GNE 42As from Wallsend to Kingston Park!)

Does anyone remember the United 236/336.
Were they busy? When did they stop running? Does any of the route exist today?

(15 Sep 2021, 4:31 pm)ASX_Terranova wrote Does anyone remember the United 236/336.
Were they busy? When did they stop running? Does any of the route exist today?

What was the route for the 236/336?


Sent from my iPhone using Tapatalk

(16 Sep 2021, 5:34 am)cbma06 wrote What was the route for the 236/336?


Sent from my iPhone using Tapatalk

https://northeastbuses.co.uk/bygone/item.php?id=1869

(16 Sep 2021, 8:57 am)ASX_Terranova wrote https://northeastbuses.co.uk/bygone/item.php?id=1869

Arriva just forcing passengers for onward travel via Durham now, all for profit now than passengers, all Arriva services south of Hartlepool were given to Stagecoach when there purchased Hartlepool transport and in turn parts of Cleveland were given to Arriva as an exchange


Sent from my iPhone using Tapatalk

(15 Sep 2021, 4:31 pm)ASX_Terranova wrote Does anyone remember the United 236/336.
Were they busy? When did they stop running? Does any of the route exist today?

The Arriva 57/57A now collectively cover much of the route between Trimdon Village & Hartlepool whilst the Bishop Auckland to Ferryhill (via Coundon) leg is covered by the 56 to Durham.

The route as described existed between Chilton/Ferryhill and Hartlepool in close to that form until April 2011 as service 33 when it was then diverted from Ferryhill via Bishop Middleham to replace the long standing 69 on that stretch, Chilton was still covered on service 8A from Darlington to Ferryhill (effectively current 8 route) then continue through to Hartlepool as the 33. In October 2012 when Durham County Council made more service revisions with tendered services the 33 (now 113) was cut to run Ferryhill to Sedgefield (via Fishburn) with Scarlet Band winning the contract whilst Arriva introduced the 57A from Durham to Hartlepool via the Trimdons taking the Trimdon Village to Hartlepool leg of the 33.

From what I've gathered the numbers in later years were pretty mediocre between Ferryhill and Hartlepool and I think part of the 33/57A was also supported at least in part. Doubt the demand is really there to make it work as Hartlepool isn't that much of a draw these days to attract the numbers.

(16 Sep 2021, 5:46 pm)Jimmi wrote The Arriva 57/57A now collectively cover much of the route between Trimdon Village & Hartlepool whilst the Bishop Auckland to Ferryhill (via Coundon) leg is covered by the 56 to Durham.

The route as described existed between Chilton/Ferryhill and Hartlepool in close to that form until April 2011 as service 33 when it was then diverted from Ferryhill via Bishop Middleham to replace the long standing 69 on that stretch, Chilton was still covered on service 8A from Darlington to Ferryhill (effectively current 8 route) then continue through to Hartlepool as the 33. In October 2012 when Durham County Council made more service revisions with tendered services the 33 (now 113) was cut to run Ferryhill to Sedgefield (via Fishburn) with Scarlet Band winning the contract whilst Arriva introduced the 57A from Durham to Hartlepool via the Trimdons taking the Trimdon Village to Hartlepool leg of the 33.

From what I've gathered the numbers in later years were pretty mediocre between Ferryhill and Hartlepool and I think part of the 33/57A was also supported at least in part. Doubt the demand is really there to make it work as Hartlepool isn't that much of a draw these days to attract the numbers.

Been from Hartlepool unfortunately I have to agree. The 236 or 33 in its final years was a good ride out. However having a service between two places whos town centres are slowly dying with no where of interest just a few villages in between it clearly won’t work.

Noticed the 44 has been mentioned a few times for its link to Whitley Bay, since the 306 has been going there a few years now (clearly makes money) then what about this
306 Hazlerigg-Whitley Bay obviously it won't be the same route as the route the 44 took,possibly start it off with an hourly frequency to Hazlerigg

(15 Oct 2021, 6:40 pm)V514DFT wrote Noticed the 44 has been mentioned a few times for its link to Whitley Bay, since the 306 has been going there a few years now (clearly makes money) then what about this
306 Hazlerigg-Whitley Bay obviously it won't be the same route as the route the 44 took,possibly start it off with an hourly frequency to Hazlerigg

doesn't the 44 interwork  with the 43 and 45. otherwise i think its a cracking idea..... they should never have changed the 44 in the fisrt place but from what i was told it was all to do with delays going through the city centre, especially on the wbay to hazlerigg route. Need to think about that oo

(15 Oct 2021, 7:18 pm)Rob44 wrote doesn't the 44 interwork  with the 43 and 45. otherwise i think its a cracking idea..... they should never have changed the 44 in the fisrt place but from what i was told it was all to do with delays going through the city centre, especially on the wbay to hazlerigg route. Need to think about that oo

If Arriva do a "big change MK3" next year (last ones in 2010, 2012) and reduce the 306 & 308 to every 20 mins each, there'd be potential scope for an X38 running every 30 mins Mon-Sat. Same route as 308 from Blyth to Coast Road / Norham Road then non stop to Newcastle.

Could get away with using boneshakers (as long as Euro 6) as that's how GNE started out with the X21 and then if there's growth, look at newer vehicles. The big advantage ANE would have of course depending on vehicle type used would be the ability to interwork with other services in Blyth.

(15 Oct 2021, 10:45 pm)L469 YVK wrote If Arriva do a "big change MK3" next year (last ones in 2010, 2012) and reduce the 306 & 308 to every 20 mins each, there'd be potential scope for an X38 running every 30 mins Mon-Sat. Same route as 308 from Blyth to Coast Road / Norham Road then non stop to Newcastle.

Could get away with using boneshakers (as long as Euro 6) as that's how GNE started out with the X21 and then if there's growth, look at newer vehicles. The big advantage ANE would have of course depending on vehicle type used would be the ability to interwork with other services in Blyth.

It would be nice to see Arriva do some major services changes

(15 Oct 2021, 10:45 pm)L469 YVK wrote If Arriva do a "big change MK3" next year (last ones in 2010, 2012) and reduce the 306 & 308 to every 20 mins each, there'd be potential scope for an X38 running every 30 mins Mon-Sat. Same route as 308 from Blyth to Coast Road / Norham Road then non stop to Newcastle.

Could get away with using boneshakers (as long as Euro 6) as that's how GNE started out with the X21 and then if there's growth, look at newer vehicles. The big advantage ANE would have of course depending on vehicle type used would be the ability to interwork with other services in Blyth.

You've been making this suggestion of an X38 service for about 6 years now, and 6 years later we've still yet to see it materialise...talk about a dog with a bone! The fact that Arriva haven't made any major changes suggests network consistency is their present strategy, which I certainly can't see changing.

(16 Oct 2021, 12:54 am)Train8261 wrote It would be nice to see Arriva do some major services changes

For what reason? To appease some enthusiasts?


The current network has been quite stable for a number of years now, changing it for no reason at a time like this will only cause confusion and potentially lose passengers. Having lived in a city where the main operator changed the network frequently, Arriva's approach of stability and familiarity is far better.

(16 Oct 2021, 1:18 am)mb134 wrote For what reason? To appease some enthusiasts?


The current network has been quite stable for a number of years now, changing it for no reason at a time like this will only cause confusion and potentially lose passengers. Having lived in a city where the main operator changed the network frequently, Arriva's approach of stability and familiarity is far better.

So you think the Arriva network is stable 
The only major network of bus routes stable is Stagecoach. They haven't made a major service change in years

(16 Oct 2021, 1:13 am)peter wrote You've been making this suggestion of an X38 service for about 6 years now, and 6 years later we've still yet to see it materialise...talk about a dog with a bone! The fact that Arriva haven't made any major changes suggests network consistency is their present strategy, which I certainly can't see changing.

No reason it couldn't work though. The old 44 used to get decent loadings particularly on Saturdays.

If anything, a slight reduction to the 306 & 308 and the introduction of an express counterpart to the 308 would be very welcomed by punters. GNE tried it with the X21 and look where that is now. Same with the 20 & X20 more recently too with the latter now full size single decks.

(16 Oct 2021, 1:18 am)mb134 wrote For what reason? To appease some enthusiasts?


The current network has been quite stable for a number of years now, changing it for no reason at a time like this will only cause confusion and potentially lose passengers. Having lived in a city where the main operator changed the network frequently, Arriva's approach of stability and familiarity is far better.

Whilst I think there is some room for improvement and new links to be made within Arriva's network, the stability of routes & timetables (until recently where cuts were made on higher frequency routes) its much more reassuring to passengers having as little changes as possible to keep things simple, feel for some of GNE's passengers where things keep changing quite dramatically in some cases that messes up everyone's travel arrangements for employment, education and leisure purposes potentially making journeys no longer possible or unattractive.

(15 Oct 2021, 7:18 pm)Rob44 wrote doesn't the 44 interwork  with the 43 and 45. otherwise i think its a cracking idea..... they should never have changed the 44 in the fisrt place but from what i was told it was all to do with delays going through the city centre, especially on the wbay to hazlerigg route. Need to think about that oo

It does,but the 44 could be left as is if the 306 was hourly

---

(16 Oct 2021, 2:08 am)Train8261 wrote So you think the Arriva network is stable 
The only major network of bus routes stable is Stagecoach. They haven't made a major service change in years

If you look closely though Stagecoach arent as 'stable' as you think,take Newcastle for example,the last major change was 2003,when they restructured the network,now look at it,reliability issues all over the place (even before Covid),and whats SC's answer, 'we dont plan to make and route changes anytime soon',the only service they run that hasnt changed much is the 100,so that says to me they're happy with the way it is and frankly dont give a s**t about their punters and the experience(s) they have

(16 Oct 2021, 2:08 am)Train8261 wrote So you think the Arriva network is stable 
The only major network of bus routes stable is Stagecoach. They haven't made a major service change in years

Point me to the last big shake up of Arriva services, particularly north of the Tyne.

In Durham make a 56X or X56 that is faster between Durham, Ferryhill & Bishop Auckland.
It would go Durham, Shincliffe, Bowburn then A688 to Metal Bridge, Ferryhill, Chilton, then A689 to Bishop Auckland

Just been looking into the new TransPennine Express services to/from Widdrington, and how they connect with buses to/from Ashington.

I'd suggest that Arriva retime the 1525 #1 from Widdrington Station (Grange Road) to leave at 1530 instead, reaching the railway station at 1533 (previously 1528). Not only will this connect with the 1529 TPE arrival from Edinburgh and Berwick and provide connections to Ellington, Cresswell, Lynemouth and Ashington, it'll factor into account the delays the 1525 would have faced when the level crossing barriers dropped for the TPE train anyway.

Using the existing bus timetable and the upcoming TPE timetable, the following bus-train connections are possible:

• (Arriva 1: 0639 from Ashington, 0707 into Widdrington) 0728 to Alnmouth, Berwick & Edinburgh
  
• (Arriva 1: 1149 from Ashington, 1217 into Widdrington) 1231 to Alnmouth, Berwick & Edinburgh
  
• (Arriva 1: 1549 from Ashington, 1617 into Widdrington) 1638 to Alnmouth, Berwick & Edinburgh
  

• 0653 from Edinburgh, Berwick & Alnmouth (Arriva X20: 0706 from Widdrington, 0728 into Ashington)
  
• 0750 from Chathill, Alnmouth & Acklington (Arriva X20: 0806 from Widdrington, 0828 into Ashington)
  
• 1056 from Edinburgh, Berwick & Alnmouth (Arriva X20: 1121 from Widdrington, 1143 into Ashington)
  
• 1529 from Edinburgh, Berwick & Alnmouth (Arriva 1: 1528 from Widdrington, 1603 into Ashington)
  

There are later trains, but depending on popularity of the services connecting buses could be added at a later date. 

I'd also suggest adding a "Ashington Bus" station option for National Rail ticketing, enabling the bus and train journeys to be done on one ticket. Essentially doing the same as what Arriva and CrossCountry have done for Belford and Seahouses from Berwick station.

(16 Oct 2021, 8:47 pm)mb134 wrote Point me to the last big shake up of Arriva services, particularly north of the Tyne.

that was a huge disaster

Some suggestions for Northumberland services...

2: Blyth - Bedlington Station - Bedlington - Guide Post - Stobhill - Morpeth - Kirkhill

• Will serve Red House Farm in Bedlington on all journeys, replacing the 43.
  
• Truncated to run as far as Morpeth only, with journeys to Kirkhill replaced by 35A.
  

X20: Alnwick - Amble - Widdrington - Ashington - North Seaton - Newcastle

• Altered to run via Hawthorn Road in Ashington, instead of Alexandra Road. 
  

X21: Newcastle - Nedderton - Bedlington - Bedlington Station - Milburn Road - Ashington - Wansbeck Hospital - Newbiggin

• Altered to run via Woodhorn after Wansbeck Hospital, instead of Spital.
  
• Terminating at Cresswell Arms after Seacrest Road.
  
• Frequency remains every 20 minutes.
  

X22: Newcastle - Bedlington - Guide Post - Stakeford - Fallowfield - Ashington

• Extended to Newbiggin after Ashington, running via Alexandra Road, North Seaton, The Demesne and Spital.
  
• Terminating at Seacrest Road after St Andrew's Church. 
  
• Frequency remains every 20 minutes.
  

35: Morpeth - Pegswood - Ashington - North Seaton - Newbiggin - Woodhorn

• Truncated to run as far as Cresswell Arms, instead of to Woodhorn and Seacrest Road.
  
• Extended to Morpeth station and Stobhill (35) and Kirkhill (35A), every 30 minutes on each extension.
  
• Altered to run via North Seaton Spar, instead of via The Demesne.
  
• Frequency will be every 15 minutes between Morpeth and Ashington, every 30 minutes to North Seaton & Newbiggin.
  

43: Newcastle - Wideopen - Seaton Burn - Dudley - Cramlington - Bedlington - Morpeth

• Truncated to run between Newcastle and Cramlington only.
  

Positives

• Newbiggin gets 8 buses per hour, up from 6.
  
• Woodhorn Road in Newbiggin gets an extra bus per hour, with faster journeys to Wansbeck Hospital & Ashington.
  
• More buses per hour to North Seaton (6) and Alexandra Road (3).
  
• Hawthorn Road in Ashington will retain 3 buses per hour, with a reinstated fast link to Newcastle on X20.
  
• Direct access to Morpeth railway station from Ashington and Pegswood, linking with improved rail service provision.
  
• More buses per hour to Red House Farm in Bedlington and Stobhill in Morpeth.
  
• Every 15 minute service between Morpeth, Pegswood and Ashington reinstated.
  

Negatives

• Loss of service between Nedderton and Stobhill.
  
• Loss of 1 bus per hour between Bedlington and Cramlington.
  
• Kirkhill loses direct access to Morpeth railway station, and onwards to Blyth.
  
• Newbiggin, North Seaton and Hawthorn Road loses 1 bus per hour to Morpeth.
  

(21 Dec 2021, 9:54 pm)omnicity4659 wrote Some suggestions for Northumberland services...

2: Blyth - Bedlington Station - Bedlington - Guide Post - Stobhill - Morpeth - Kirkhill

• Will serve Red House Farm in Bedlington on all journeys, replacing the 43.
  
• Truncated to run as far as Morpeth only, with journeys to Kirkhill replaced by 35A.
  

X20: Alnwick - Amble - Widdrington - Ashington - North Seaton - Newcastle

• Altered to run via Hawthorn Road in Ashington, instead of Alexandra Road. 
  

X21: Newcastle - Nedderton - Bedlington - Bedlington Station - Milburn Road - Ashington - Wansbeck Hospital - Newbiggin

• Altered to run via Woodhorn after Wansbeck Hospital, instead of Spital.
  
• Terminating at Cresswell Arms after Seacrest Road.
  
• Frequency remains every 20 minutes.
  

X22: Newcastle - Bedlington - Guide Post - Stakeford - Fallowfield - Ashington

• Extended to Newbiggin after Ashington, running via Alexandra Road, North Seaton, The Demesne and Spital.
  
• Terminating at Seacrest Road after St Andrew's Church. 
  
• Frequency remains every 20 minutes.
  

35: Morpeth - Pegswood - Ashington - North Seaton - Newbiggin - Woodhorn

• Truncated to run as far as Cresswell Arms, instead of to Woodhorn and Seacrest Road.
  
• Extended to Morpeth station and Stobhill (35) and Kirkhill (35A), every 30 minutes on each extension.
  
• Altered to run via North Seaton Spar, instead of via The Demesne.
  
• Frequency will be every 15 minutes between Morpeth and Ashington, every 30 minutes to North Seaton & Newbiggin.
  

43: Newcastle - Wideopen - Seaton Burn - Dudley - Cramlington - Bedlington - Morpeth

• Truncated to run between Newcastle and Cramlington only.
  

Positives

• Newbiggin gets 8 buses per hour, up from 6.
  
• Woodhorn Road in Newbiggin gets an extra bus per hour, with faster journeys to Wansbeck Hospital & Ashington.
  
• More buses per hour to North Seaton (6) and Alexandra Road (3).
  
• Hawthorn Road in Ashington will retain 3 buses per hour, with a reinstated fast link to Newcastle on X20.
  
• Direct access to Morpeth railway station from Ashington and Pegswood, linking with improved rail service provision.
  
• More buses per hour to Red House Farm in Bedlington and Stobhill in Morpeth.
  
• Every 15 minute service between Morpeth, Pegswood and Ashington reinstated.
  

Negatives

• Loss of service between Nedderton and Stobhill.
  
• Loss of 1 bus per hour between Bedlington and Cramlington.
  
• Kirkhill loses direct access to Morpeth railway station, and onwards to Blyth.
  
• Newbiggin, North Seaton and Hawthorn Road loses 1 bus per hour to Morpeth.
  

Don't think they're actually a bad idea tbf. Only missing link is Morpeth to Cramlington but not sure if it's really needed. Going to add some to cover the other side of the SE Northumberland.



X7: Additionally serve Amersham Drive (Every 20 Minutes)

• Increase services between Seaton Valley and Newcastle/Blyth
  
• Reduce services through Burradon and Newcastle (there's too many imo).
  
• Increased and evening service for Amersham Drive.
  

X8: Withdrawn, replaced by X12 and 43A.

• Removing duplicate services, Cramlington to Quorum already covered by 52.
  
• Southern section of the route covered by 43A with negligible timings.
  
• High Pit gets quicker services with X12.
  

X9: Withdrawn, replaced by 43 and 58

• Worst performing service at Blyth and often dead.
  
• Amersham Drive service increased to every 20 minutes on X7 with evening service.
  
• Beacon Hill evening services with the 43.
  

X10: No Change (Every 30 Mins)



X11: No Change (Every 30 Mins)



X12 - Newcastle -> Regent Centre -> DIRECT -> Cramlington -> High Pit -> Eastfield -> Shankhouse -> Bebside -> Blyth (Every 30 Mins)

• Provides a quicker service for passengers from the North of Blyth which is too slow atm.
  
• Restores service every 10 minutes service between Cramlington and Newcastle.
  

43: Newcastle -> Regent Centre -> Dudley -> Cramlington -> Beacon Hill (Every 30 Minutes).

• Better resources for Beacon Hill with intention of doing a loop around the new housing estate, meaning no crossing a busy dual carriageway when complete.
  
• Evening service to Beacon Hill and replacement for 58 on that part of the route.
  

43A: Newcastle -> Regent Centre -> Dudley -> Fern Drive -> Annitsford -> High Pit -> Cramlington (Every 30 Minutes)

• Too many services between Dudley and Cramlington (8 buses atm).
  
• Gives Fern Drive a bus back to Newcastle
  
• Rest of X8 route, new journey times are neglible and High Pit has new X12.
  

57: Ashington -> Bedlington -> Cramlington -> Dudley Lane -> Broad Law -> Front Street -> Seghill -> Whitley Bay (Every 60 Minutes)

• Restores every 30 minute service through Seghill, links to hospital still exist from other areas with 19 and 58.
  

57A: No Change (Every 60 Minutes)

58: New Hartley -> East Cramlington -> High Pit -> Cramlington -> Nedderton -> East Hartford -> South Beach -> Blyth (Every 60 Minutes)

• No longer serving Seaton Sluice, can change at New Hartley for the passengers there are.
  
• No longer serving housing estate in Seaton Delaval, it's not needed and carts around fresh air.
  
• Keeps links lost on X9 being withdrawn with most passengers having buses on the X7/X10/X11 depending on location.
  
• East Hartford gets a new link to Blyth.
  

PVR's (I believe)

X7/X8/X9 - 7 (14).
X12 - 5 (-)
57/57A - No Change
58 - 2 (1)
43/43A - 8 (7)

Positives

• More frequent service from Seaton Valley and South Beach to Newcastle.
  
• Duplicates removed with the 52/X8 the former which isn't busy.
  
• Faster service from Cowpen, Bebside and High Pit to Newcastle
  
• Fern Drive gains bus back to Newcastle.
  
• Evening service from Beacon Hill and Amersham Drive.
  
• Restored express services of every 10 minutes between Newcastle and Cramlington with most areas served by one of the services.
  
• Fix the allocation issues with singles and deckers (X7 - Pulsar, X10/X11/X12 - Decker)
  
• Additional capacity for students from Annitsford going to Seaton Burn school.
  

Negatives

• Only 1 bus an hour between South Beach and Cramlington
  
• 58 will struggle but it's needed to fill gaps (no doubt subsidised but it is already).
  
• Only 3 express services from Burradon and Quorum to Newcastle (but it's enough).
  
• Beacon Hill to Newcastle slower.
  

(22 Dec 2021, 1:53 pm)Storx wrote X7: Additionally serve Amersham Drive (Every 20 Minutes)

• Increase services between Seaton Valley and Newcastle/Blyth
  
• Reduce services through Burradon and Newcastle (there's too many imo).
  
• Increased and evening service for Amersham Drive.
  

Anything like the old X36 would be good, though with the current COVID situation I can imagine such a market has more or less evaporated for the time being.

With HM Government moving departments up to Darlington etc. I wonder if a Newcastle-Durham-Darlington express service would work? Perhaps it could replace the northern portion of the X12 which always seems quiet (pre pandemic too).

What about a service between Durham & Oakenshaw.

At Haymarket waiting for mate and queue for 1545 X22 is big.

Could Arriva not do a 20 minute frequency between Ashington & Newcastle on Sundays & Bank Holidays (2x X21ph, 1x X22 ph)?

(28 Dec 2021, 3:44 pm)L469 YVK wrote At Haymarket waiting for mate and queue for 1545 X22 is big.

Could Arriva not do a 20 minute frequency between Ashington & Newcastle on Sundays & Bank Holidays (2x X21ph, 1x X22 ph)?

I think it's about time that services on Bank Holidays that aren't heavily followed run to a normal timetable. I didn't know, along with many others, that there were two Bank Holidays this week!

I noticed that Arriva were duplicating certain journeys on the X21 yesterday though.