My point was that those people who you say should be encouraged to use the bus are probably not the sort of person that will be going to the train station.
The average person probably wants to go back home once they've been out, and as such will more than likely want a return ticket if they're just travelling along one route, or a day ticket if they have to change buses. 

To me anyway, it's the difference between buying a single bottle of water and buying a 6 pack for only a little bit more. The single ticket is there to take advantage of those who only need a one off trip, the very fact that they're buying that single ticket and not a day ticket tells them that they're not a regular passenger.
Plus, you have to take in to account that the costs that would normally be spread out with a day/return ticket are only being used once. You have the card processing fee if they're paying by card (usually about 2%), paper, driver's time (selecting ticket, counting change etc.). Sure, it's not a lot, but it all adds up.

I'd actually be quite interested in seeing the average amount of times a day ticket is used, my guess is probably 3 (with most people using it 4 times ie. two buses out, two buses in, with a slightly less amount of people using it essentially as a return ticket)

Why shouldn't those people be encouraged to use the bus? 
Why should it just be certain types of people? 

It's cheaper to cadge a lift (clogging up the roads when doing so and probably delaying buses) to the station. 
It's probably easier for some to do that judging by the number of cars clogging up roads around Durham and Newcastle stations. 

Whether they're making the return trip or not the same day, they're making the conscious decision to not use the bus.
Is it because using the bus  isn't convenient or is it because getting a lift is cheaper?

Each person getting a lift to the station is a potential bus passenger. To ignore them, would be folly.

Looking at the stats for central station. 
2018/19
8.914 million
– Interchange
  0.376 million

Let's say 1% of those passengers were dropped off/collected by car.
You're telling me, that those sorts of numbers wouldn't make a difference to the timekeeping, success or failure of a service and they're probably not the sort of passengers a bus operator would encourage to use the bus?

It's a weird one the 19, if I'm right it was the first bus to be branded in the newer styles (full branding). I might be wrong there, if so what was it? Yet nowadays it's just nothing really.

Bit off topic here but totally forgot about it until you mentioned it and it's still imo the nicest livery GNE has ever had as it was basic yet modern before they went stupid and overboard. Same with the original Cobalt Clipper.

These for those who can't remember:
https://www.flickr.com/photos/stagecoachuk/10853794106 - Route 19
https://www.flickr.com/photos/ten6083/30188664468 - Cobalt Clipper

Pretty much the 22, 309, 310, X39, X6, 22X and the lot have killed it tho as you can get most places direct now without changing.


The problem is the 19 is it's £3.10 for a single and £5.30 for a return from Seaton Delaval to Northumberland Park. Once you then add on the metro on top of that at your talking £8.50 - £10.60 a day depending on where your going. Even with passes you can't get it down that much possibly down to the £7.40 mark. (It's upto £150 a month).

Until realistic multi operator tickets exist for the whole of the N. East your never going to sort traffic problems out, putting bike lanes in Gosforth isn't going to solve the issues with people driving from SE Northumberland and with prices like that it's not realistic to use public transport. That's nearly 2 hours a day of some peoples wages.

That Route 19 livery looks an awful lot better than some of their current ones! That would have looked quite good if they'd done that for The 49

Seen as we are on about day tickets.... are they transferable?  On the ones ive had ive not notice anything to say that you cant pass it on to someone else after your done with it?

Technically no according to the ticket terms and conditions, but realistically they have no way of checking unless they check the CCTV

8. Tickets are not transferable and may be used only by the person for whom the ticket was purchased (and named on the key smartcard if being used for). If a ticket is transferred, it will be confiscated and both the person to whom it was issued and the person to whom it was transferred or attempted to be transferred, will be liable to prosecution.

Why shouldn't those people be encouraged to use the bus? 
Why should it just be certain types of people? 

It's cheaper to cadge a lift (clogging up the roads when doing so and probably delaying buses) to the station. 
It's probably easier for some to do that judging by the number of cars clogging up roads around Durham and Newcastle stations. 

Whether they're making the return trip or not the same day, they're making the conscious decision to not use the bus.
Is it because using the bus  isn't convenient or is it because getting a lift is cheaper?

Each person getting a lift to the station is a potential bus passenger. To ignore them, would be folly.

Looking at the stats for central station. 
2018/19
8.914 million
– Interchange
  0.376 million

Let's say 1% of those passengers were dropped off/collected by car.
You're telling me, that those sorts of numbers wouldn't make a difference to the timekeeping, success or failure of a service and they're probably not the sort of passengers a bus operator would encourage to use the bus?

For those types of people (catching the train especially), the cost of a single ticket is probably a drop in the ocean compared to what they've already paid. Not that that's an excuse, but it's the truth!
I personally don't think the ticket prices are that unreasonable, sure they're not a £1.50 flat fare, but they're also not heavily subsidised either!
If you compare to a taxi, it's probably still cheaper (unless you're in a group, but then you're still having multiple people in a vehicle)

Seen as we are on about day tickets.... are they transferable?  On the ones ive had ive not notice anything to say that you cant pass it on to someone else after your done with it?

Nope - https://assets.goaheadbus.com/media/cms_...rriage.pdf

"Tickets are not transferrable. You should apply to our customer services team if you believe your circumstances have changed and you would like to transfer your ticket to another person."

It's a weird one the 19, if I'm right it was the first bus to be branded in the newer styles (full branding). I might be wrong there, if so what was it? Yet nowadays it's just nothing really.

Bit off topic here but totally forgot about it until you mentioned it and it's still imo the nicest livery GNE has ever had as it was basic yet modern before they went stupid and overboard. Same with the original Cobalt Clipper.

These for those who can't remember:
https://www.flickr.com/photos/stagecoachuk/10853794106 - Route 19
https://www.flickr.com/photos/ten6083/30188664468 - Cobalt Clipper

Pretty much the 22, 309, 310, X39, X6, 22X and the lot have killed it tho as you can get most places direct now without changing.


The problem is the 19 is it's £3.10 for a single and £5.30 for a return from Seaton Delaval to Northumberland Park. Once you then add on the metro on top of that at your talking £8.50 - £10.60 a day depending on where your going. Even with passes you can't get it down that much possibly down to the £7.40 mark. (It's upto £150 a month).

Until realistic multi operator tickets exist for the whole of the N. East your never going to sort traffic problems out, putting bike lanes in Gosforth isn't going to solve the issues with people driving from SE Northumberland and with prices like that it's not realistic to use public transport. That's nearly 2 hours a day of some peoples wages.

Don't forget the special adaptations made for the bus lane! 
You can see the guide wheels towards the front of the vehicle. 

That Route 19 livery looks an awful lot better than some of their current ones! That would have looked quite good if they'd done that for The 49


Technically no according to the ticket terms and conditions, but realistically they have no way of checking unless they check the CCTV




For those types of people (catching the train especially), the cost of a single ticket is probably a drop in the ocean compared to what they've already paid. Not that that's an excuse, but it's the truth! 
I personally don't think the ticket prices are that unreasonable, sure they're not a £1.50 flat fare, but they're also not heavily subsidised either!
If you compare to a taxi, it's probably still cheaper (unless you're in a group, but then you're still having multiple people in a vehicle)

Howay man. 
Eezypeazy used to moan at me for my apparent sweeping statements.
That one takes the mick. 

Me and MrsC used the train from R&C to Newcastle. Got a return and used our two together railcard.
Bought on the day, it came to just over £20 for the two of us.

A single from Newcastle to Houghton is just under a fiver each.
It's not much cheaper from Durham to Houghton.

Priced up a single to York recently? I've not compared the price per mile compared to the bus to the station, but I reckon there will be a significant difference.

Flights to Morocco from Manchester are showing at not much more.

You're comparing chalk with cheese.

Thanks for the infor. That is what I thought although.

Has there ever been a direct bus between Lanchester & Chester-Le-Street?

Has there ever been a direct bus between Lanchester & Chester-Le-Street?

I'm sure years ago there was a 77x service which linked the two areas together, best place to look would've been the Bygone Era on here but all the files for Timetables seem to of been removed.

I want to say a bus number that was in the 700's

Has there ever been a direct bus between Lanchester & Chester-Le-Street?

Yes there was a 752 service between Chester le Street and Lanchester via Burnhope. I think it ended around 2005/6 when DCC stopped funding it due to low passenger numbers.

Yes there was a 752 service between Chester le Street and Lanchester via Burnhope. I think it ended around 2005/6 when DCC stopped funding it due to low passenger numbers.

The only way it would work in the present day would be by merging the 8/30 together baring in mind at the moment it is a case of swapping buses at Stanley and the potential of a short waiting time for either service thus giving Lanchester a direct link to Sunderland.

Another idea would be to merge the 30/X31 together to give them a direct link to Newcastle again rather than changing buses at Consett/Stanley or Durham.

Could perhaps do both mergers and have them run once an hour to both Newcastle and Sunderland.

Further to the above you could also merge the peak X32 with the 30 and again have it run hourly throughout the day rather than just peak times.

The only way it would work in the present day would be by merging the 8/30 together baring in mind at the moment it is a case of swapping buses at Stanley and the potential of a short waiting time for either service thus giving Lanchester a direct link to Sunderland.

Another idea would be to merge the 30/X31 together to give them a direct link to Newcastle again rather than changing buses at Consett/Stanley or Durham.

Could perhaps do both mergers and have them run once an hour to both Newcastle and Sunderland.

Further to the above you could also merge the peak X32 with the 30 and again have it run hourly throughout the day rather than just peak times.

Extend 8 to Consett and send the 78 to Lanchester, via South Moor etc.
Consett to Chester journey time would be shorter than it is currently.
The 78 would then connect the various villages between Chester and Lanchester via Stanley.

There's obviously an underlying reason they stopped the Lanchester - Newcastle service. Timekeeping perhaps? Plus it encourages people to buy a day ticket, over a return.

Plus it encourages people to buy a day ticket, over a return.

I think that's probably a key factor!

The only way it would work in the present day would be by merging the 8/30 together baring in mind at the moment it is a case of swapping buses at Stanley and the potential of a short waiting time for either service thus giving Lanchester a direct link to Sunderland.

Another idea would be to merge the 30/X31 together to give them a direct link to Newcastle again rather than changing buses at Consett/Stanley or Durham.

Could perhaps do both mergers and have them run once an hour to both Newcastle and Sunderland.

Further to the above you could also merge the peak X32 with the 30 and again have it run hourly throughout the day rather than just peak times.

Probably not like this X7 (Feel free to change its number) [attachment=9327]

These may be intresting ideas but I'm gonna post them anyway.
Some of them may be decent.
[attachment=9332]

These may be interesting ideas but I'm gonna post them anyway.
Some of them may be decent.

Lots of ideas there but how many services do you want going to the galleries, or do you just want the galleries to be a central hub where you can get a bus to just about anywhere in the north east

Lots of ideas there but how many services do you want going to the galleries, or do you just want the galleries to be a central hub where you can get a bus to just about anywhere in the north east

Its Probably bias, as i live in Washington. Another express into newcastle, a direct weekday service to the metrocentre and probably a frequency increase on 2/2A would do and maybe better links to waterview park.

---

If i do win the lottery i will try and get a services going myself, especially the X4 Idea.

Service - Fab 56 - reduced by one bus an hour in frequency to every 15 mins Monday to Saturday daytimes. Evenings and Sundays every 30 mins.N56 unchanged.

New Service - 73 - every 30 mins Monday to Saturday dayimes. Sunderland Interchange - University of Sunderland - The Royalty Theatre - Royal Hosptial - Pallion - Castletown (via Northern Spire bridge) - Hylton Castle - North Hylton - Waterview Park - Teal Farm - Peel Retail Park - Sulgrave - Concord Bus Station - The Drive - Donwell - Usworth - Follingsby Park - Leam Lane - Heworth (current 84 route between Concord and Heworth)

This service will merge parts of the routes currently served by the existing 73 and 135/136. This service would also provide new and direct links between more northern villages of Washington, Pallion and the Royal Hosptial, via the Northern Spire. Am I right in thinking this is not currently served by any bus service? Better links would also be provided to the improved Peel Retail Park. This service would replaced the 84 between Concord and Heworth. Fab fifty Six reduced by one bus an hour, existing 73 would be scrapped and services 135/6 would be shortened.  This would help fund this new service run commercially.

New Service 73A - Every 60 mins evenings and Sundays - The route will be exactly the same as service 73, except it will not serve the Donwell - Heworth part of the route and instead continue to Washington Galleries, via Albany. Service 86 will no longer serve Waterview Park and Teal Farm as this new service would cover these areas instead. Reisdents living in Teal Farm would now benefit with a bus every hour on Sundays. Sulgrave would benefit with an extra bus per hour to the Galleries on evenings and Sundays. Peel Retail Park would also be served by an extra bus per hour.

Services 135/6 - Town End Farm - Downhill - Ravenswood Road/Runcorn Road - Witherwack Wiltshire Road - Southwick - Sunderland Interchange

Service 83 - Rickleton - Harraton - Wear Industrial Estate - Ayton - Lambton - Washington Galleries - Biddick - Barmston Court - Barmston Waskerley Road - Peel Retail Park - Concord (via Glover) - Donwell - Coach Road Estate

Service 84 - Birtley - Portmeads - Ayton - Lambton - Washington Galleries - Glebe - Washington Village - Barmston Village Centre - Spout Lane - Concord Bus Station

Service 85/6 - service 85 will remain unchanged. Service 86 will serve Knoulberry Road, instead of Thirlmoor to provide a bus service to both sides of the village. Service 86 will no longer serve Teal Farm as new services 73 and 73A will serve here instead. Service 86 could possibly  be extended/merged with Service 23 Mondays to Saturdays

Talking about the FB update and potential service levels going forward post C19 based on changing demand, they could reduce the Cobalt & Coast PVR by 2x vehicles to 14x and still maintain a 7-8 min frequency (a slight drop from every 6-7 mins).

- 309: Every 30 mins
- 310: Every 30 mins but via Cobalt and no longer serving High Farm
- 311: Increased to every 15 mins
- X39 either axed or if still needed, worked of 311 / Misc

Sample board would be as follows:
N.Shields 310 dep: 00:57
Ncl 310 arr: 01:49
Ncl 311 dep: 01:56
H.Park 311 arr: 02:22
H.Park 311 dep: 02:25
Ncl 311 arr:  02:56
Ncl 309 dep: 03:04
Blyth 309 arr: 04:10
Blyth 309 dep: 04:25
Ncl 309 arr: 05:34
Ncl 311 dep: 05:41
H.Park 311 arr: 06:07
H.Park 310 dep: 06:10
Ncl 311 arr: 06:41
Ncl 310 dep: 06:49
N.Shields 310 arr: 07:40

Talking about the FB update and potential service levels going forward post C19 based on changing demand, they could reduce the Cobalt & Coast PVR by 2x vehicles to 14x and still maintain a 7-8 min frequency (a slight drop from every 6-7 mins).

- 309: Every 30 mins
- 310: Every 30 mins but via Cobalt and no longer serving High Farm
- 311: Increased to every 15 mins
- X39 either axed or if still needed, worked of 311 / Misc

Sample board would be as follows:
N.Shields 310 dep: 00:57
Ncl 310 arr: 01:49
Ncl 311 dep: 01:56
H.Park 311 arr: 02:22
H.Park 311 dep: 02:25
Ncl 311 arr:  02:56
Ncl 309 dep: 03:04
Blyth 309 arr: 04:10
Blyth 309 dep: 04:25
Ncl 309 arr: 05:34
Ncl 311 dep: 05:41
H.Park 311 arr: 06:07
H.Park 310 dep: 06:10
Ncl 311 arr: 06:41
Ncl 310 dep: 06:49
N.Shields 310 arr: 07:40

If you do this you might aswell terminate the 309 at Cobalt and have a few peak runs to Blyth as no-one will use it and downgrade them all to mini buses. This isn't the first time you've totally ignored 3/4 of a bus route. The 309 is Newcastle -> Battle Hill -> Cobalt -> N Tyneside Hospital -> Whitley Bay -> Seaton Sluice -> South Beach -> Blyth. You've just gone and decimated the bit in bold from every 15 mins to 30 mins, where there's competition with Arriva who will be laughing. You do realise the 308 is one of Arriva NE's top performing routes right?

Talking about the FB update and potential service levels going forward post C19 based on changing demand, they could reduce the Cobalt & Coast PVR by 2x vehicles to 14x and still maintain a 7-8 min frequency (a slight drop from every 6-7 mins).

- 309: Every 30 mins
- 310: Every 30 mins but via Cobalt and no longer serving High Farm
- 311: Increased to every 15 mins
- X39 either axed or if still needed, worked of 311 / Misc

Sample board would be as follows:
N.Shields 310 dep: 00:57
Ncl 310 arr: 01:49
Ncl 311 dep: 01:56
H.Park 311 arr: 02:22
H.Park 311 dep: 02:25
Ncl 311 arr:  02:56
Ncl 309 dep: 03:04
Blyth 309 arr: 04:10
Blyth 309 dep: 04:25
Ncl 309 arr: 05:34
Ncl 311 dep: 05:41
H.Park 311 arr: 06:07
H.Park 310 dep: 06:10
Ncl 311 arr: 06:41
Ncl 310 dep: 06:49
N.Shields 310 arr: 07:40

Can you talk about another service(s), you seem to be obsessed with these ones

If you do this you might aswell terminate the 309 at Cobalt and have a few peak runs to Blyth as no-one will use it and downgrade them all to mini buses. This isn't the first time you've totally ignored 3/4 of a bus route. The 309 is Newcastle -> Battle Hill -> Cobalt -> N Tyneside Hospital -> Whitley Bay -> Seaton Sluice -> South Beach -> Blyth. You've just gone and decimated the bit in bold from every 15 mins to 30 mins, where there's competition with Arriva who will be laughing. You do realise the 308 is one of Arriva NE's top performing routes right?

You've got to remember that there will likely (although 100% certain) be a lot of changes to people's travel patterns post C19 for various reasons. Bus operators (not just GNE) will need to likely adapt to that and change their services to reflect the shift in travel patterns.

For starters, 3/4 of a route wouldn't be ignored. The frequency would be reduced to reflect demand and I can see Arriva even potentially doing the same (albeit every 20 minutes each). GNE for all we know might just decide to 'sweat it out' and wait for Arriva & Stagecoach to crack by cutting their frequencies and service levels (22, 22x, x6, 306, 308) and subsequently come out better off.

The timings BTW aren't an idea as such but more a thought of what could potentially be implemented by GNE in response to changing travel patterns. 

But as I've said above, all operators will likely need to adapt various routes in response to travel patterns potentially changing.

You've got to remember that there will likely (although 100% certain) be a lot of changes to people's travel patterns post C19 for various reasons. Bus operators (not just GNE) will need to likely adapt to that and change their services to reflect the shift in travel patterns.

For starters, 3/4 of a route wouldn't be ignored. The frequency would be reduced to reflect demand and I can see Arriva even potentially doing the same (albeit every 20 minutes each). GNE for all we know might just decide to 'sweat it out' and wait for Arriva & Stagecoach to crack by cutting their frequencies and service levels (22, 22x, x6, 306, 308) and subsequently come out better off.

The timings BTW aren't an idea as such but more a thought of what could potentially be implemented by GNE in response to changing travel patterns. 

But as I've said above, all operators will likely need to adapt various routes in response to travel patterns potentially changing.

The 306 and 308 wont be getting reduced though, they're 2 of their flagship routes and nothing has changed to make them lose customers and also reducing the 306 wouldn't work because of the 30 minute extension to Whitley. They've been every 15 minutes forever and there's no competition changes to negatively impact them if anything they'll have gained from GNE dropping theirs to every 20 minutes. Not to mention the fact that everytime Arriva put singles on the 308 they struggle heavily at peak times after promising numerous times they wont.

The problem with the Coast Road and GNE is the 1 (Stagecoach) and 22 extension as now anyone from the West End no longer has to purchase seperate tickets to travel to Cobalt (the main purpose of the 309/310). Reducing the 309 and 310 on the extreme services will just kill them completely. No-one in their right mind would pay more for a less frequent service which takes longer regardless to whether it has folding seats or whatever. 4 buses an hour vs 2 buses an hour is a killer and with the 22 and 1 eating away at Cobalt, you've got a bit of a pointless bus route. If anything is going to go it'll be the 311 not the 309 or 310 as it duplicates them mostly.

The primary flows for these services are:
306 - Newcastle -> Billy Mill -> North Shields -> Tynemouth
308 - Newcastle -> Billy Mill -> Rake Lane -> Whitley -> S. Sluice -> Blyth
309 - Newcastle -> Battle Hill -> Cobalt | Cobalt -> Rake Lane -> Whitley -> S. Sluice -> Blyth
310 - Newcastle -> Battle Hill -> Cobalt -> Verne Road -> North Shields
311 - Newcastle -> Battle Hill -> Hadrian Park

The fact they happen to travel along the Coast Road is because it's the quickest way to the outlier places. Once you start butchering the outlier places the Coast Road part becomes irrelavant and you've got a pointless bus route hence why the 57/58 got scrapped as it carried fresh air most the day. If there really is such an issue with these services ditch the hungry deckers and replace them with singles before starting to butcher the routes further again.

You've got to remember that there will likely (although 100% certain) be a lot of changes to people's travel patterns post C19 for various reasons. Bus operators (not just GNE) will need to likely adapt to that and change their services to reflect the shift in travel patterns.

For starters, 3/4 of a route wouldn't be ignored. The frequency would be reduced to reflect demand and I can see Arriva even potentially doing the same (albeit every 20 minutes each). GNE for all we know might just decide to 'sweat it out' and wait for Arriva & Stagecoach to crack by cutting their frequencies and service levels (22, 22x, x6, 306, 308) and subsequently come out better off.

The timings BTW aren't an idea as such but more a thought of what could potentially be implemented by GNE in response to changing travel patterns. 

But as I've said above, all operators will likely need to adapt various routes in response to travel patterns potentially changing. 

I think it will be a good while after the lockdown ends before operators start making sweeping changes based on choice, rather than neccessity.

Trends and patterns will need to be analysed over a period of time.
Assuming the lockdown period happens to end prior to the summer holiday period; factory shut-downs, schools returning - any analysis would be skewed.

If it continues over the summer, but ends prior to Christmas, again passenger data could be skewed. An increased demand prior to Christmas could be totally misleading come the New Year.

The 26/27.

Currently it takes (accounting for traffic) around 45 minutes from Hebburn to Newcastle.

I know in the past an X27 was trialled (and failed) simply because when it's working - the Metro is the only logical option to commute or use for leisure into Newcastle and the Gateshead suburbs,

There are small improvements you could make. If you ran either the 26 or 27 direct from Hebburn Fire Station through Victoria Road East and rejoin the route as is at Station Road you'd shave a decent chunk of time off whilst still leaving Monkton Lane with the 9 or the alternative 26/7.

The 26/27.

Currently it takes (accounting for traffic) around 45 minutes from Hebburn to Newcastle.

I know in the past an X27 was trialled (and failed) simply because when it's working - the Metro is the only logical option to commute or use for leisure into Newcastle and the Gateshead suburbs,

There are small improvements you could make. If you ran either the 26 or 27 direct from Hebburn Fire Station through Victoria Road East and rejoin the route as is at Station Road you'd shave a decent chunk of time off whilst still leaving Monkton Lane with the 9 or the alternative 26/7.

It's a logical choice assuming you have a ticket that allows you to travel on the Metro (which, granted, most people who live in that area would opt for)

I would personally prefer to take the bus rather than the Metro, even if it does take well over an hour. Things might change when they get the new trains

It's a logical choice assuming you have a ticket that allows you to travel on the Metro (which, granted, most people who live in that area would opt for)

I would personally prefer to take the bus rather than the Metro, even if it does take well over an hour. Things might change when they get the new trains

Isnt that the route the old 27 or 27A took?

It's a logical choice assuming you have a ticket that allows you to travel on the Metro (which, granted, most people who live in that area would opt for)

I would personally prefer to take the bus rather than the Metro, even if it does take well over an hour. Things might change when they get the new trains

There speaks an enthusiast and not a realist. It's a logical choice regardless really.

People don't have the time or in the inclination to sit on a bus for 45 minutes when they could stand for 13 minutes and be in the city centre.

There speaks an enthusiast and not a realist. It's a logical choice regardless really.

People don't have the time or in the inclination to sit on a bus for 45 minutes when they could stand for 13 minutes and be in the city centre.

It's logical, unless you don't have the extra £5 to spend on another ticket to save the time!

Borne out of the discussion in the GNE latest thread and the will it/won't it 14/X22 conversation, I started to think about merging the two.

X22 as it is from Metrocentre to Plawsworth Red Lion - Sacriston Cross Roads - Fyndoune - current 13 route to Durham - Nevilles Cross - fast to Langley Park via A167/A691 and Witton Gilbert.
13 will no longer operate. 

14 - to continue current route and frequency. 

All connections maintained and new options opened up. 
I've not played about with timetables just yet.

Borne out of the discussion in the GNE latest thread and the will it/won't it 14/X22 conversation, I started to think about merging the two.

X22 as it is from Metrocentre to Plawsworth Red Lion - Sacriston Cross Roads - Fyndoune - current 13 route to Durham - Nevilles Cross - fast to Langley Park via A167/A691 and Witton Gilbert.
13 will no longer operate. 

14 - to continue current route and frequency. 

All connections maintained and new options opened up. 
I've not played about with timetables just yet.

Issue with that is it may then be faster to take the X21 then the X66 which would then defeat the purpose of the X22.
There's not much difference in it as it is (as long as you get lucky with the connections)

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