(01 Jul 2017, 9:42 pm)Ambassador wrote The difference being of course that Stanley is a monopoly and they can charge whatever the hell they want. A downside of private ownership. 

Buzzfare is a bit of a rip off as it's cynically designed to extract as much cash from you by clever zone placement. 

At least GNE are embracing contactless...You'll be needing a bank card to travel with them soon!

Yeah exactly

And haha I'm glad I live in a area with competition and where the charge relitavely decent prices.

£4.40 on the 28 from Ouston to Newcastle
£2.20 Ouston to Chester-le-Streeet on the 34!!!!!

Flippin heck!

Chester le Street Hermitage to Pity Me a 5 minuet journey on the Go North East X21 increased from £3.35 to £3.50 the second increase in a 7 month period. Operating costs could not have increased that much in 7 months. In my opinion this increase is an excuse to recover the revenue lost due to the loss of school and miscellaneous contracts as well as others entering Metro replacement work.

At least there is competition on the route (6 days a week) with Arriva offering a fare of £3 compared with GNE's £3.50.

(01 Jul 2017, 9:42 pm)Ambassador wrote The difference being of course that Stanley is a monopoly and they can charge whatever the hell they want. A downside of private ownership. 

Buzzfare is a bit of a rip off as it's cynically designed to extract as much cash from you by clever zone placement. 

At least GNE are embracing contactless...You'll be needing a bank card to travel with them soon!

Ah! Contactless, M Tickets etc etc, the great saviour of the bus industry in speeding up journey times. Which is why nearly three months after Stagecoach followed First in penalising people without Smartphones/Internet banking, a gentleman boarded the bus I was on on Friday (mid) morning, that was already running 12 minutes late, and asked the driver sensible (if badly timed) questions such as; do I need an internet bank account to buy and use an M Ticket?

Still the whole exercise did help to prove that integration can work. I had a 4 minute connection on paper in Stockport Bus Station, and hey, ho, it was exactly 4 minutes in practice. The fact that both buses were exactly 17 (seventeen) minutes late is totally irrelevant lol.

(01 Jul 2017, 2:06 pm)Tamesider wrote 9.2% in 7 years! Is there a superfluous decimal point in there. Bus fares for single, essential journeys under 2.5 miles in GM have gone up more than three times inflation since De-reg. From the comment above about a £1.45 going to £1.50, I assume the same doesn't apply in the North East - despite my health problems, even I wouldn't catch a bus for less than half a mile.

I wonder if it's an average.

I haven't used my 'beloved' 20 for a while now and since the recent changes to fares, I'm not sure I want to find out how much it has gone up!
I think it was in this thread (it may have been another), where I worked out the percentage increase over the last few years. 

To read on here that it has gone up again, may require me dig out a calculator again!

In low fell go ahead have a virtual monopoly. At one time we had direct buses to Darlington. Hartlepool and Stanley. We also had plenty of competition. We had shaws, OK travel, classic and low fell coaches. It currently costs two ten from shipcote to newcastle. As for routes its now a choice between the 21 and the 1.

So much for deregulation giving competition and choice.

Charles

An example from my area is an important passenger flow between Stockton town centre & North Tees Hospital. Stagecoach's single fare is £2.20, with no return fare offered (Tripper £4.50 is their day ticket). They offer by far the most frequent service, with 11 buses an hour (soon to be 12). Arriva used to be £2.20 but may now be £2.30? A return was £3.80. Only an hourly service is offered (with a half hourly within walking distance). Stagecarriage offer a £1.80 single, with £3.50 return but again we only have an hourly service. It is interesting to see the difference over a short distance, but are people more bothered by frequency than cost?

(01 Jul 2017, 9:27 pm)Tom wrote Some of the fares are a disgrace in Stanley too...

For example
Burnopfield to Metrocentre (6 miles) - £4.40 single
Stanley to Metrocentre (8 miles) - £5.10
Consett to Stanley (7 miles) - £4.40
Pretty shocking fares as for example Hexham to Newcastle 23 miles or so is the same price as 8 miles from Stanley to
Metro centre.

And as well I only think the Buzzfare is a rip off for most people and the zones are pointless.

Compared to this,i think my local area (Huddersfield) seems to get very cheap fares! some examples from First are:

Huddersfield to Meltham (5.5 Miles) - £2.20 Single,£2.80 Return
Huddersfield to Bradford (Just under 14 Miles) - £2.80 Single,£4 Return

then over in Leeds,they also do quite well compared to NE

Short Hop (4 or less stops) £1.10 Single
Standard Journey (Within the Leeds boundry) £2.40 Single
Leeds to Bradford (about 11 Miles) £3 Single,£4 Return

Its quite surprising that for the price of a single from Stanley to Metrocentre on GNE,over here you could get a day ticket cheaper here (£4.80) valid from Greater Manchester (on 184 from Picc or 590 from Rochdale) or Burnley (592) across West Yorkshire & onto Parts of North Yorkshire (Skipton on X84)

It does not seem to have done first any harm either,as WY is their most profitable part of the England. Maybe time for the likes of GNE to catch on & lower the fares a little?

(01 Jul 2017, 2:06 pm)Tamesider wrote 9.2% in 7 years! Is there a superfluous decimal point in there. Bus fares for single, essential journeys under 2.5 miles in GM have gone up more than three times inflation since De-reg. From the comment above about a £1.45 going to £1.50, I assume the same doesn't apply in the North East - despite my health problems, even I wouldn't catch a bus for less than half a mile.

Just to remind people of the history of competition in GM over the last 30+ years. With very few exceptions, competition has been low quality, based on new operators simply copying the routes of GMT's successors, running a few minutes in front on paper, but no schedules adhered to in practice. Worse still GMB (and its later North & South incarnations) were dragged into chasing these Operators around. So, for instance, you might have a service where GMB were registered at '00 & '30 past the hour; the newcomer would register at '27 & '57, but in practice both would run at around '25 & '55 thus leaving unsuspecting passengers regularly waiting 25+ minutes for a service that had 4 buses an hour advertised. Fare competition has been severely limited with minor savings compared to the incumbant, usually confined to parts of the route (away from captive market low car ownership housing estates) or specific passengers (eg. OAPs before  ENCTS). Many of these Operators were taken over or (eventually) shut down by TCs, with some Operators invloved in serious crimes not necessarily related to running buses (allegedly)!

(01 Jul 2017, 7:47 pm)Ambassador wrote It's gone from £2.85 to £3.00 for a single from Birtley to Newcastle.

No wonder usage is down, that fare is appallingly high.  The unscrupulous way they've  hidden the rise has been more disappointing. The vehicles they use on the 21 are getting worse, the service has been cut...for what?

Private companies are bringing little benefit to users but I imagine there's little appetite for higher taxes to support public ownership.

That fare looks even worse when you consider that, for 80p more, GNE offer students unlimited travel all day across their network. Now, I'm not complaining about that (£3.80 is ridiculously cheap for a region wide day ticket), but it does make you wonder if they have their pricing strategy correct.

(02 Jul 2017, 4:25 pm)Jmb134 wrote That fare looks even worse when you consider that, for 80p more, GNE offer students unlimited travel all day across their network. Now, I'm not complaining about that (£3.80 is ridiculously cheap for a region wide day ticket), but it does make you wonder if they have their pricing strategy correct.

I'd say judging by loadings they don't. It's more cost effective at work now to take the company car option as opposed to the greener option, even with the upcoming tax changes.

The high pricing puts off potential users who are aghast at the cost of getting to town for a pint or two and turn to taxis or über.


Yet GNEs response is to to waffle on about USB, selected routes only, WiFi, rarely works, student tickets, irrelevant to a commuter and new buses as they sit on an unrefurbished Omnidekka. 

I've lost a lot of respect for how GNE have handled this change. I wish someone had the bollcoks and resources to take them on. They deserve a pasting for their apathetic, customer second, profits first mentality. Disappointed their union is bloody quiet too.

(02 Jul 2017, 11:46 am)Andreos1 wrote I wonder if it's an average.

I haven't used my 'beloved' 20 for a while now and since the recent changes to fares, I'm not sure I want to find out how much it has gone up!
I think it was in this thread (it may have been another), where I worked out the percentage increase over the last few years. 

To read on here that it has gone up again, may require me dig out a calculator again!

I haven't worked out the price per mile yet, but the trip to Durham from Houghton is now £4.40.
In 2014, it was £3.95.
In 3 years, the fare on this service has gone up by almost 11 1/2%!


I've had to check my method as I didn't believe the result!

Absolutely staggered.

(02 Jul 2017, 8:11 pm)Andreos1 wrote I haven't worked out the price per mile yet, but the trip to Durham from Houghton is now £4.40.
In 2014, it was £3.95.
In 3 years, the fare on this service has gone up by almost 11 1/2%!


I've had to check my method as I didn't believe the result!

Absolutely staggered.

And inflation over the same period was 3.3%...

(04 Feb 2017, 9:40 pm)Andreos1 wrote I started write this post earlier, but error messages kept popping up.
After a long week at work and a brain turning to mush, I decided to think about the Purple Streetlites and do a little maths to unwind.

My dislike of the fares on the 20 have been well documented both before the latest price increase and since.
However, I thought it was worth doing a little breakdown of the fares, rather than just comment or talk about percentage increases following a few trips on the 20 this week.

Just to put a little background on it, the majority of my trips on the 20 are when I am travelling to and from a railway station (Sunderland or Durham).
As the majority of my trips on rail are longer than a day, it means I buy expensive single tickets.
As an irregular user of public transport (I don't use a bus every day of the week), weekly and monthly tickets aren't usually an attractive offer.

My most regular trip is on the Houghton - Durham section.
A single is £4.20 and a day return £6.00.
According to Bing Maps, the trip on the 20A is 7.9 miles. If we round it up to 8, it gives us a total cost of 0.525p per mile. For a return, 0.375p per mile.

The fares increased (£4.10 single to the current £4.20) since the introduction of the more fuel efficient Streetlites, which receive an enhanced BSOG of 6p per km.
If we convert miles to kilometres, the trip is 12.875km in each direction. That equates to an enhancement of 0.7725p in each direction of my trip.
In pure cash terms, the operator is just under 90p better off per trip than when the previous vehicle allocation was in place.
Obviously this doesn't take in to account any increase or decrease in running costs over the same period.

If BSOG and the enhancement didn't exist, I would hate to think how much the fares would be...

Just to provide some balance to the calculations, I thought it was worth doing some sums for a much longer section of route.
It isn't one I have done since the 20 was extended to Shields, but I understand the need for balance and all that...

The single fare from Houghton to Shields is £4.20. A Day Return is £4.80.
The distance is 12.7 miles (20.439km).
This is 0.33p per mile for a single and 0.18p return.
The BSOG enhancement £1.22 in each direction.

Obviously we don't know the exact reasons the pricing structure is set up the way it is (we could guess), but I thought it was worth sharing.

55p per mile now.

(02 Jul 2017, 8:30 pm)Adrian wrote And inflation over the same period was 3.3%...

Whilst the difference between the February increase and the July increase is way above that at 4.8%

As most of you know I live in Washington and travel to work at Doxford International in which I purchase a Network One All Zones is £28.00 a week, or £99.00 a month, or if your feeling suicidal then for a year it's £1,068, I use so I can get on the 37 rather than get the X1/X5 to work as it takes longer. However when looking on the Go North East website if I was to buy a two zone pass, in my case Red+Purple it would cost £27 for the week, £89 for the month, or if I was to relocate altogether to say Town End Farm in Sunderland but still made travelled to Doxford International, I could buy a Sunderland Smart Zone which is £14 a week or £53.60 for a month, this means the people of Sunderland pay half the price of what those do in Washington to travel to Doxford International. The same scenario also applies for those who live in Gateshead, County Durham and Northumberland.

(02 Jul 2017, 4:56 pm)Ambassador wrote I'd say judging by loadings they don't. It's more cost effective at work now to take the company car option as opposed to the greener option, even with the upcoming tax changes.

The high pricing puts off potential users who are aghast at the cost of getting to town for a pint or two and turn to taxis or über.


Yet GNEs response is to to waffle on about USB, selected routes only, WiFi, rarely works, student tickets, irrelevant to a commuter and new buses as they sit on an unrefurbished Omnidekka. 

I've lost a lot of respect for how GNE have handled this change. I wish someone had the bollcoks and resources to take them on. They deserve a pasting for their apathetic, customer second, profits first mentality. Disappointed their union is bloody quiet too.

Aye, I noticed a few of their social media responses seemed to go down the line of "we need to pay for new buses". 

I don't know an awful lot about it, but their response to people complaining about the withdrawal of the Durham weekly saver also leaves a lot to be desired. I don't see how "low ticket sales" leads to withdrawing the ticket option altogether. Especially as the alternative seems to be buying returns each day, or a different weekly ticket which is far more expensive!

I've had sight of a pretty damning open letter that's been sent to Kevin Carr regarding the latest fare increases.

Will clarify if it can be put on here, before I upload it.

The sad thing is, it's probably not the only letter.

(08 Jul 2017, 9:36 pm)Andreos1 wrote I've had sight of a pretty damning open letter that's been sent to Kevin Carr regarding the latest fare increases.

Will clarify if it can be put on here, before I upload it.

The sad thing is, it's probably not the only letter.

I'd never knock anyone for putting their concerns in writing, but the sad fact is that it won't make a blind bit of difference, as we both know. The majority of their buses is running with no or very little direct competition, so there is no requirement to keep costs down to the customer.

My main gripe with it is the lack of communication. Something that I wrote to them about last time, and clearly hasn't made a blind bit of difference this time. I see plenty about wedding shows, gigs and what not, but not a bloody thing giving proper information about fares online. The posters on the buses are crap too. I mean why invest in NSA technology, when you're going to be as unfriendly as possible to those with sight loss, when it comes to communicating fares changes. 

At least Arriva tell you to go to a URL to see the full details. https://www.arrivabus.co.uk/north-east/L...eastfares/

(08 Jul 2017, 10:14 pm)Adrian wrote I'd never knock anyone for putting their concerns in writing, but the sad fact is that it won't make a blind bit of difference, as we both know. The majority of their buses is running with no or very little direct competition, so there is no requirement to keep costs down to the customer.

My main gripe with it is the lack of communication. Something that I wrote to them about last time, and clearly hasn't made a blind bit of difference this time. I see plenty about wedding shows, gigs and what not, but not a bloody thing giving proper information about fares online. The posters on the buses are crap too. I mean why invest in NSA technology, when you're going to be as unfriendly as possible to those with sight loss, when it comes to communicating fares changes. 

At least Arriva tell you to go to a URL to see the full details. https://www.arrivabus.co.uk/north-east/L...eastfares/

That arrogance I mentioned as possibly being endemic or a culture perhaps?

(08 Jul 2017, 9:36 pm)Andreos1 wrote I've had sight of a pretty damning open letter that's been sent to Kevin Carr regarding the latest fare increases.

Will clarify if it can be put on here, before I upload it.

The sad thing is, it's probably not the only letter.

That would certainly be interesting to see, and also whether there is any change in the future.....

(08 Jul 2017, 10:14 pm)Adrian wrote I'd never knock anyone for putting their concerns in writing, but the sad fact is that it won't make a blind bit of difference, as we both know. The majority of their buses is running with no or very little direct competition, so there is no requirement to keep costs down to the customer.

At least Arriva tell you to go to a URL to see the full details. https://www.arrivabus.co.uk/north-east/L...eastfares/

I was talking to someone (a complete stranger) about competition yesterday evening, after yet another example of Stagecoach Manchester's appalling punctuality on my local route - combined delays of 50 minutes on the last two round trips made; this on a "frequent intervals" service, and only one of the four journeys undertaken in the rush hour. As I mentioned a few days ago, the quality of competition in GM has been totally lamentable since 26/10/86 - virtually no innovation; no new routes; no genuine frequency improvements and fare reductions confined to specific groups of customers. All of which resulted in instability and an even worse image than the bus industry already had (old, smokey buses, passengers thrown off mid route so that bus could turn round and chase competitor going the other way; unfathomable ticketing and of course, reductions in average loadings adding to the argument that buses were the major cause of congestion in the city. However, it now seems a shame there isn't any possibility of competition here, as the chances of a quality operation setting up is absolutely nil. This is where Stagecoach are being clever over franchising. Their deterioration has coincided with the possibility of Franchising being implemented, but they know that the now official policy of Franchsing means that no one is going to set up in competition under a deregulated regime. Equally, knowing that the Regional Mayor's are only in office for three years, they are likely to try and stall of Franchising through the courts.

The question is, is there/has there been any decent quality competition (on commercial services) in the North East, that could counter the Fare rises up there. As an aside, and bearing in mind that single fares usually rise faster than "Rover" tickets, I dug out a Stagecoach DayRider ticket from an old coat recently; it was dated 2012 (when services round here were MUCH better) and cost £3. Today, its £4.30 (an increase of 43.3% in 5 years). This is approx. 3.5 times the rate of Inflation, which TBF is consistent with Fare increases since 1986. I can't find any equivalent figures for fuel costs, but I did find that in real terms the cost of Petrol has increased by just 5% in the last FIFTY years.

(09 Jul 2017, 10:39 am)Tamesider wrote I was talking to someone (a complete stranger) about competition yesterday evening, after yet another example of Stagecoach Manchester's appalling punctuality on my local route - combined delays of 50 minutes on the last two round trips made; this on a "frequent intervals" service, and only one of the four journeys undertaken in the rush hour. As I mentioned a few days ago, the quality of competition in GM has been totally lamentable since 26/10/86 - virtually no innovation; no new routes; no genuine frequency improvements and fare reductions confined to specific groups of customers. All of which resulted in instability and an even worse image than the bus industry already had (old, smokey buses, passengers thrown off mid route so that bus could turn round and chase competitor going the other way; unfathomable ticketing and of course, reductions in average loadings adding to the argument that buses were the major cause of congestion in the city. However, it now seems a shame there isn't any possibility of competition here, as the chances of a quality operation setting up is absolutely nil. This is where Stagecoach are being clever over franchising. Their deterioration has coincided with the possibility of Franchising being implemented, but they know that the now official policy of Franchsing means that no one is going to set up in competition under a deregulated regime. Equally, knowing that the Regional Mayor's are only in office for three years, they are likely to try and stall of Franchising through the courts.

The question is, is there/has there been any decent quality competition (on commercial services) in the North East, that could counter the Fare rises up there. As an aside, and bearing in mind that single fares usually rise faster than "Rover" tickets, I dug out a Stagecoach DayRider ticket from an old coat recently; it was dated 2012 (when services round here were MUCH better) and cost £3. Today, its £4.30 (an increase of 43.3% in 5 years). This is approx. 3.5 times the rate of Inflation, which TBF is consistent with Fare increases since 1986. I can't find any equivalent figures for fuel costs, but I did find that in real terms the cost of Petrol has increased by just 5% in the last FIFTY years.

It's an oldie, but a goodie.

http://www.thejournal.co.uk/news/north-e...et-4419286

But to answer your question, not particularly.
There are a few corridors that have competing services, such as the Coast Road (ANE and GNE) and in Sunderland (City Centre to the estates - SNE and GNE). Those routes have attractive ticketing options too.
There is also competition between road and rail between South Shields and Newcastle.
To put it bluntly, competition is very few and far between.

(09 Jul 2017, 2:11 pm)Andreos1 wrote It's an oldie, but a goodie.

http://www.thejournal.co.uk/news/north-e...et-4419286

But to answer your question, not particularly.
There are a few corridors that have competing services, such as the Coast Road (ANE and GNE) and in Sunderland (City Centre to the estates - SNE and GNE). Those routes have attractive ticketing options too.
There is also competition between road and rail between South Shields and Newcastle.
To put it bluntly, competition is very few and far between.

I suppose the subtle difference between GM and the North East is that until 2014 there was virtually no competition between the "big 5". The exception being Bolton/Wigan, but apart from the 575 between Horwich and Bolton, this is largely due to the pre-dereg services inherited anyway. When First bought Finglands in 2013/4, the idea of First and Stagecoach going head to head was totally new. As such, its turned into a local version of World War 3, with "collateral" way beyond (nay, solely beyond) the battlefield. 

There has always been competition between subsidised rail and commercial bus on a limited number of markets, but Rail will always be the winner there, but the change in overall circumstances triggered by the First/Stagecoach bus war, has created problems and oppurtunities for the rail industry. It is significant that the recent round of off-peak fare increases excluded journeys that competed with buses, so as to maintain a clear financial advantage for customers able to drive to the Station (or park on a neighbouring residential street). For instance a full fare payer from where I live to the far side of Manchester city centre will pay £3.60 on the train/Metrolink, but £5.80 on the bus/Metrolink. These are Return fares. The gap is narrower at peak times of course, but that hasn't stopped a massive increase in use of my evening peak train, for instance, such that it is ringing alarm bells in TFGM's Rail department. But as their influence is solely strategic, there is nothing they can do about carriage allocation, individual fares and stopping policy of existing lines in the short term

(08 Jul 2017, 10:14 pm)Adrian wrote I mean why invest in NSA technology, when you're going to be as unfriendly as possible to those with sight loss, when it comes to communicating fares changes. 

Because such people would qualify for a free pass anyway?

(02 Jul 2017, 1:26 pm)Charles41 wrote In low fell go ahead have a virtual monopoly. At one time we had direct buses to Darlington. Hartlepool and Stanley. We also had plenty of competition. We had shaws, OK travel, classic and low fell coaches. It currently costs two ten from shipcote to newcastle. As for routes its now a choice between the 21 and the 1.

So much for deregulation giving competition and choice.

Charles

When I lived in low fell, 15 years ago, that was the return fare from Musgrave school to Newcastle!

In planning our house move, I've been looking at bus passes between Durham and spenny. Looks like I could do it on arriva on a Durham District pass for around £60 per month but the x21 looks like it would be half as much again. Unless we end up in fram or pity me, where the x21 might win on convenience, though not frequency, there's no competition, really.

(09 Jul 2017, 3:55 pm)Tamesider wrote I suppose the subtle difference between GM and the North East is that until 2014 there was virtually no competition between the "big 5". The exception being Bolton/Wigan, but apart from the 575 between Horwich and Bolton, this is largely due to the pre-dereg services inherited anyway. When First bought Finglands in 2013/4, the idea of First and Stagecoach going head to head was totally new. As such, its turned into a local version of World War 3, with "collateral" way beyond (nay, solely beyond) the battlefield. 

There has always been competition between subsidised rail and commercial bus on a limited number of markets, but Rail will always be the winner there, but the change in overall circumstances triggered by the First/Stagecoach bus war, has created problems and oppurtunities for the rail industry. It is significant that the recent round of off-peak fare increases excluded journeys that competed with buses, so as to maintain a clear financial advantage for customers able to drive to the Station (or park on a neighbouring residential street). For instance a full fare payer from where I live to the far side of Manchester city centre will pay £3.60 on the train/Metrolink, but £5.80 on the bus/Metrolink. These are Return fares. The gap is narrower at peak times of course, but that hasn't stopped a massive increase in use of my evening peak train, for instance, such that it is ringing alarm bells in TFGM's Rail department. But as their influence is solely strategic, there is nothing they can do about carriage allocation, individual fares and stopping policy of existing lines in the short term

I think any bus competition up here is a legacy of how the network was split up in 86 too.
Arriva (formerly United in this example) worked alongside GNE for a period in joint operated services between Newcastle and Durham and beyond. Now they compete on sections of the route having divided operations up on other parts.
The 722/723 was joint worked. Arriva have the southern section as the 7. GNE has the northern section as the 21. The Arriva X12 being a half hourly interloper into the Northern part.
Arriva (Northumbria) ended up in competiton with GNE east out of Newcastle along the Coast Road following de-reg. To a lesser extent Stagecoach (T&W PTE). There is also the Metro to take in to account.

TWPTE/Nexus funded the BR local services within Tyne & Wear. This continued following privatisation and they now operate the metro between Newcastle and Sunderland. Bus competition between the two points that shadowed the line has always failed. Both prior to and since the Metro was extended.

Within Sunderland and it's outlying environs, Go Ahead had the distance stuff and ran in competition with United to the south. This has continued to an extent. Within the City, Stagecoach (previously the PTE and Busways) got rid of the majority of any independents and often compete with GNE.

Further afield in Co Durham, independent operators have long gone or have been bought out. 
The rest of the network is carved up pretty nicely, with Arriva and GNE having routes left to them that their predessessors operated both prior to and after de-reg.

Don't expect the NE Smart Zone to be expanded into other areas such as Washington & Gateshead, was informed by Alan at Washington Travel Office the reason this hasn't happened is because Go North East has the monopoly of services, with no competition from the likes of Stagecoach and Arriva in the area, compared to the areas the Smart Zone operates currently, personally think I would rather see the Go-Ahead Group withdraw from area than be continuously robbed for bus fare on a monthly basis as let's face it, it won't be that long before i'll have to pay £2 or more for a single to The Galleries.

(05 Aug 2017, 7:23 pm)Malarkey wrote Don't expect the NE Smart Zone to be expanded into other areas such as Washington & Gateshead, was informed by Alan at Washington Travel Office the reason this hasn't happened is because Go North East has the monopoly of services, with no competition from the likes of Stagecoach and Arriva in the area, compared to the areas the Smart Zone operates currently, personally think I would rather see the Go-Ahead Group withdraw from area than be continuously robbed for bus fare on a monthly basis as let's face it, it won't be that long before i'll have to pay £2 or more for a single to The Galleries.

Isn't the purpose of the SmartZone scheme to allow passengers to travel on more than one operator? Why, if that is the case, would you ever expect it would be rolled out to Washington? Passengers would be paying a premium to travel on more than one operator in an area where there is just one.

The only time I'd imagine it would ever be considered by the SmartZone partners, is if the scheme permitted adding more than one zone to your ticket (i.e. Sunderland plus Washington), but even still, this would be priced higher than the comparable monthly ticket with one operator.

If you think travelling by bus is expensive, then perhaps you should weigh up the option of travelling by car (taking into account the cost of car, insurance, wear and tear of things such as tyres, petrol, etc).

(05 Aug 2017, 7:29 pm)Dan wrote If you think travelling by bus is expensive, then perhaps you should weigh up the option of travelling by car (taking into account the cost of car, insurance, wear and tear of things such as tyres, petrol, etc).

I'm renewing my company car next month so I've been looking at car leasing websites a lot this weekend. For cheap motoring, you can lease a Toyota Aygo from £70/month, inclusive of servicing, breakdown cover, tyres etc. Add in, say £100 month for fuel & insurance. It's only about £2/day more expensive than using a GNE 3+ zone month pass.

(05 Aug 2017, 7:51 pm)James101 wrote I'm renewing my company car next month so I've been looking at car leasing websites a lot this weekend. For cheap motoring, you can lease a Toyota Aygo from £70/month, inclusive of servicing, breakdown cover, tyres etc. Add in, say £100 month for fuel & insurance. It's only about £2/day more expensive than using a GNE 3+ zone month pass.

But who wants to drive a Toyota Aygo