Even if Arriva return back to a PVR of 20x though, a PVR of 17x (INCLUDING the X19) will be far more efficient and offer an even better service.

- Faster buses from Newbiggin including Woodhorn to Newcastle.

- 2x fast services per hour between Ashington and Newcastle.

- Improved frequency in North Seaton.

- Only a reduction of 1x bus per hour between Ashington and Newcastle (all routes).

- Improved reliability on the 35.

- 'Efficient' interworking patterns. First X21/X22 round trips on Mondays to Saturdays allocated single deckers as well as evening & Sunday X19 journeys.

- No great 'reduction' in service for Stakeford & Bedlington considering the 6/14 gaps. Gaps would be 12/18.

- Increased evening & Sunday frequency between Ashington & Morpeth whilst only increasing the evening & Sunday PVR by 1x for the 35/X21/X22 (X19 an additional 2x).

- Later last journeys fron Newcastle .

(25 Apr 2021, 2:44 pm)L469 YVK wrote Pre March 2020:
- X21/X22 = 15x
- 35 = 5x
Total = 20x

Current:
- 35/X21/X22 = 14x
Total = 14x

Fair enough, I got it wrong but 6x vehicles is still a hefty number. If the changes are temporary, fair enough.

The 'old' X20 didn't work for the simple reason that the X21 was just 'easier' considering it was relatively quick back then and ran every 20 minutes. That's changed now it has some parity & commonality with the X22. The old X20 would likely have been unreliable given the fact it was also standalone.

Introducing the X19 and cannibalising the section of the X21 (with extra journeys) between Ashington & Newbiggin would make sense.

It is -5 vehicles not -6. The Nexus school operated from Ashington is a standalone board at the moment, which would otherwise be worked into the X21/X22 cycle.

The X21/X22 will return as soon as Ashington regain their long term sick (long COVID etc) staff members back. It is the only logical service that could be reduced given everything else is less frequent.

(25 Apr 2021, 3:37 pm)RobinHood wrote It is -5 vehicles not -6. The Nexus school operated from Ashington is a standalone board at the moment, which would otherwise be worked into the X21/X22 cycle.

The X21/X22 will return as soon as Ashington regain their long term sick (long COVID etc) staff members back. It is the only logical service that could be reduced given everything else is less frequent.

But no doubt longer term there will be reductions given the change in travel patterns. Gone are the days of Smartie seat Palatines or Cityzens leaking water.

A permanent reduction to the X21 & X22 but with "other" benefits thrown in would be sensible. All boils down to good marketing and how it's sold to the customers.

Take GNE's X11.......relatively new concept (with some history) and marketed correctly on social media. Not just the usual "Service changes from xxxxxx" that Arriva stick on with a mere few weeks until the changes.

(25 Apr 2021, 4:21 pm)L469 YVK wrote But no doubt longer term there will be reductions given the change in travel patterns. Gone are the days of Smartie seat Palatines or Cityzens leaking water.

A permanent reduction to the X21 & X22 but with "other" benefits thrown in would be sensible. All boils down to good marketing and how it's sold to the customers.

Take GNE's X11.......relatively new concept (with some history) and marketed correctly on social media. Not just the usual "Service changes from xxxxxx" that Arriva stick on with a mere few weeks until the changes.

I'm not too sure where this comes from? Bar 7484 making regular appearances, the bulk of the X21/22 allocation is made up of 17-plate MMCs with a decent specification. 

If you think these services are the issue with ANE, then you're misinformed. The X21/22 have the newest buses in the Northumbria fleet, having had a Sapphire upgrade a few years previous. Peak time patronage is strong, but they also take decent loads on local journeys off peak - as well as being strong on the weekend. All of that is with the current (or at least, pre-Covid) setup. As far as I'm aware, yesterday was very busy for both services (along with the Alnwick work picking up), and that's been the case on weekdays for a number of weeks too.

(25 Apr 2021, 4:21 pm)L469 YVK wrote But no doubt longer term there will be reductions given the change in travel patterns. Gone are the days of Smartie seat Palatines or Cityzens leaking water.

A permanent reduction to the X21 & X22 but with "other" benefits thrown in would be sensible. All boils down to good marketing and how it's sold to the customers.

Take GNE's X11.......relatively new concept (with some history) and marketed correctly on social media. Not just the usual "Service changes from xxxxxx" that Arriva stick on with a mere few weeks until the changes.

Btw you do realise that the X20 originally started in Newbiggin and it got dropped because no-one used it then the X20 got extended to Alnwick after because no-one used the X20 either.

https://web.archive.org/web/201205291215...px?id=9910 - The original timetable, there's no demand for it.

(25 Apr 2021, 6:12 pm)Storx wrote Btw you do realise that the X20 originally started in Newbiggin and it got dropped because no-one used it then the X20 got extended to Alnwick after because no-one used the X20 either.

https://web.archive.org/web/201205291215...px?id=9910 - The original timetable, there's no demand for it.

Actually, there was a number of reasons behind the X20 variations:

- Original X20 would've likely ran late often due to tight timings. Also, getting the X21 at the time was "easier".

- There was demand for another Amble / Widdrington to Newcastle service so the Widdrington to Amble part was swapped with the 1. Effectively, the X20 also took over the short X18s as the half hourly X18 was also dropped.

- Timings to Amble were too tight and that with the potential to reopen the Alnwick - Ashington link led to it being extended to Alnwick.

As I've said before, cannibalisation worked for GNE in Derwentside and even more so considering they introduced a proper evening X30 & X70 service. 

If done correctly, it could make Arriva's Ashington network stable, efficient and offer improved links & journeys.

---

(25 Apr 2021, 4:31 pm)mb134 wrote I'm not too sure where this comes from? Bar 7484 making regular appearances, the bulk of the X21/22 allocation is made up of 17-plate MMCs with a decent specification. 

I meant Smartie seats and leaking Cityzens in terms of the golden days if you know what I mean.

(25 Apr 2021, 7:20 pm)L469 YVK wrote If done correctly, it could make Arriva's Ashington network stable, efficient and offer improved links & journeys.

The Ashington network has barely changed for the best part of a decade, I'm not sure how much more stable it could get. In that time, both main routes to Newcastle have grown and the 35 now requires deckers.

In terms of links, anyone living in Ashington is within one bus of: Alnwick, Amble, Bedlington, Blyth, Cramlington, Ellington, Gosforth, Lynemouth, Morpeth, Newbiggin, Newcastle, Warkworth, Whitley Bay and more.

(25 Apr 2021, 9:04 pm)mb134 wrote The Ashington network has barely changed for the best part of a decade, I'm not sure how much more stable it could get. In that time, both main routes to Newcastle have grown and the 35 now requires deckers.

In terms of links, anyone living in Ashington is within one bus of: Alnwick, Amble, Bedlington, Blyth, Cramlington, Ellington, Gosforth, Lynemouth, Morpeth, Newbiggin, Newcastle, Warkworth, Whitley Bay and more.

Them links would still remain.

I was only using Derwentside as a reference to show how the services have changed.

Pre 2015:
- 43/44 every 15 mins
- X30/X31 every 30 mins
- X70/X71 every 30 mins

Pre 2019:
- 6 every 30 mins
- X30/X31 every 15 mins - X30 also replaced 98
- X70/X71 every 30 mins

Post 2019:
- 6 every 60 mins (30 mins between NCL > Sunniside)
- X30/X31 every 15 mins - X30 extended hourly to replace parts of 6
- X70/X71 every 30 mins

Other than a frequency reduction to the X21/X22, the only big change would be a reduction of the X21 between Ashington and Newbiggin............in return for an interworking X19 to be introduced.

A PVR reduction of 3x but, only the reduction of 1x service per hour (all services from Ashington to Newcastle) but an increase of 2x fast services per hour. 

Got to take into account now that the X21 also serves a longer route. The X19 would offer a genuine express from Newbiggin in comparison.

X68 - Darlington Tubwell Row - Darlington Rail Station - Morton Park Morrisons - Teesside Airport - Long Newton - Yarm Rd (from Lidl) - Stockton High Street - Thornaby Rail Station - Teesside Park - Middlesbrough Bus Station

Every Hour (X66 and X67 to reduce down to every hour as well, some remain every 30 minutes during peak times)

(25 Apr 2021, 9:26 pm)L469 YVK wrote Them links would still remain.

I was only using Derwentside as a reference to show how the services have changed.

Pre 2015:
- 43/44 every 15 mins
- X30/X31 every 30 mins
- X70/X71 every 30 mins

Pre 2019:
- 6 every 30 mins
- X30/X31 every 15 mins - X30 also replaced 98
- X70/X71 every 30 mins

Post 2019:
- 6 every 60 mins (30 mins between NCL > Sunniside)
- X30/X31 every 15 mins - X30 extended hourly to replace parts of 6
- X70/X71 every 30 mins

Other than a frequency reduction to the X21/X22, the only big change would be a reduction of the X21 between Ashington and Newbiggin............in return for an interworking X19 to be introduced.

A PVR reduction of 3x but, only the reduction of 1x service per hour (all services from Ashington to Newcastle) but an increase of 2x fast services per hour. 

Got to take into account now that the X21 also serves a longer route. The X19 would offer a genuine express from Newbiggin in comparison.

Just curious but what's exactly better about the Post 2015 services vs the Pre 2015 services as from a passenger point of view they're considerably worse. Just to list a few:

• Pre 2015, 5 buses an hour from South Moor to Newcastle. Now 0.
  
• Pre 2015, 2 buses an hour from Lanchester to Newcastle. Now 0.
  
• Pre 2015, 2 buses an hour from Burnopfield to Durham. Now 0.
  
• Pre 2015, Tanfield has buses to Newcastle during the day and buses to Durham. Now it has buses to Newcastle at night only and none to Durham
  
• Pre 2015, Hobson had an all day 30 minute bus service to Durham and Newcastle. Now it has the token 6.
  
• Pre 2015, South Moor and the rest of the 16/16A South 4 buses an hour to the Metro Centre. Now 0.
  
• The X31 extension to Consett also didn't replace the 6 as it was already there in the first place going to Lanchester.
  

Benefits.

• If you live in North Stanley or in a farm between Sunniside and Stanley you've got 4 buses an hour instead of 2.
  
• X30 evening and Sunday services but not sure losing all of the above is enough for that.
  

Other than that I'm struggling and idc about lining shareholders pockets with PVR decreases. Changes are a pain in the arse but they can get away with it Derwentside though as there's no competition. Doesn't work too well when there is competition though Stagecoach 22 and GNE 305/40/41 springing to mind.

(25 Apr 2021, 10:01 pm)Benny wrote X68 - Darlington Tubwell Row - Darlington Rail Station - Morton Park Morrisons - Teesside Airport - Long Newton - Yarm Rd (from Lidl) - Stockton High Street - Thornaby Rail Station - Teesside Park - Middlesbrough Bus Station

Every Hour (X66 and X67 to reduce down to every hour as well, some remain every 30 minutes during peak times)

Even knowing it makes sense I'm not sure I'd number that the X68 and would go for the 747 instead and make it about the airport and try and get some subsidies. If the airport gets it's plans ahead that it wants then it definitely warrants a bus service and that would link everywhere that needs a link to it. Both rail stations, Darlington, Stockton and Middlesbrough.

(25 Apr 2021, 10:49 pm)Storx wrote Just curious but what's exactly better about the Post 2015 services vs the Pre 2015 services as from a passenger point of view they're considerably worse. Just to list a few:

• Pre 2015, 5 buses an hour from South Moor to Newcastle. Now 0.
  
• Pre 2015, 2 buses an hour from Lanchester to Newcastle. Now 0.
  
• Pre 2015, 2 buses an hour from Burnopfield to Durham. Now 0.
  
• Pre 2015, Tanfield has buses to Newcastle during the day and buses to Durham. Now it has buses to Newcastle at night only and none to Durham
  
• Pre 2015, Hobson had an all day 30 minute bus service to Durham and Newcastle. Now it has the token 6.
  
• Pre 2015, South Moor and the rest of the 16/16A South 4 buses an hour to the Metro Centre. Now 0.
  
• The X31 extension to Consett also didn't replace the 6 as it was already there in the first place going to Lanchester.
  

Benefits.

• If you live in North Stanley or in a farm between Sunniside and Stanley you've got 4 buses an hour instead of 2.
  
• X30 evening and Sunday services but not sure losing all of the above is enough for that.
  

Other than that I'm struggling and idc about lining shareholders pockets with PVR decreases. Changes are a pain in the arse but they can get away with it Derwentside though as there's no competition. Doesn't work too well when there is competition though Stagecoach 22 and GNE 305/40/41 springing to mind.

But there wouldn't be any 'major' cuts as such for Northumberland. The number of Ashington - Newcastle services would only drop by 1x journey per hour.

The whole point of demonstrating the Derwentside 'X' services was to show how services eventually replaced each other.

That would be to a lesser extent for the Ashington network. 

In terms of journeys to and from Newcastle, the timings would actually work out well for the most part:

ex Ashington: xx:10 (X21), xx:17 (X19), xx:25 (X22), xx:40 (X21), xx:47 (X20), xx:55 (X22)
ex Newcastle: xx:00 (X21*), xx:08 (X19), xx:15 (X22), xx:30 (X21), xx:38 (X20), xx:45 (X22)

* = Terminates at Ashington

Would there be any scope for express services that avoid durham going towards metrocentre or newcastle from any existing ANE destinations (Esh Winning, Ferryhill, Newton Aycliffe, Darlington, Tow Law, Crook, etc....)

(26 Apr 2021, 8:14 pm)ASX_Terranova wrote Would there be any scope for express services that avoid durham going towards metrocentre or newcastle from any existing ANE destinations (Esh Winning, Ferryhill, Newton Aycliffe, Darlington, Tow Law, Crook, etc....)

OK used to have stuff from the likes of Fishburn that operated as an express to the Metrocentre and Newcastle.
I'm sure the original Belmont/Carville expresses were the same and avoided Durham too.

Pretty certain Darlington had a direct link too (vs the slower 723)

(26 Apr 2021, 8:14 pm)ASX_Terranova wrote Would there be any scope for express services that avoid durham going towards metrocentre or newcastle from any existing ANE destinations (Esh Winning, Ferryhill, Newton Aycliffe, Darlington, Tow Law, Crook, etc....)

If we're thinking about opening up connections too, then I wonder if something like this could work:

Darlington - Newton Aycliffe - Ferryhill - A1(M) - Washington Galleries - *direct* - Gateshead - Newcastle
Bishop Auckland - Spennymoor - A1(M) - Washington Galleries - *direct* - Gateshead - Newcastle

(26 Apr 2021, 8:14 pm)ASX_Terranova wrote Would there be any scope for express services that avoid durham going towards metrocentre or newcastle from any existing ANE destinations (Esh Winning, Ferryhill, Newton Aycliffe, Darlington, Tow Law, Crook, etc....)

There's already an express bus that avoids Durham from Crook way can't remember it's number want to say X21 with Weardale. Not sure if they run it now though.

Only used to run 2 days a week though from what I can remember and was for football matches in Newcastle timings wise.

(26 Apr 2021, 8:39 pm)mb134 wrote If we're thinking about opening up connections too, then I wonder if something like this could work:

Darlington - Newton Aycliffe - Ferryhill - A1(M) - Washington Galleries - *direct* - Gateshead - Newcastle
Bishop Auckland - Spennymoor - A1(M) - Washington Galleries - *direct* - Gateshead - Newcastle

Or X43: East Hedleyhope - Esh Winning - Ushaw Moor - Broompark - Nevilles Cross- NON STOP - Washington Galleries - Metrocentre - Newcastle

(26 Apr 2021, 5:51 pm)L469 YVK wrote But there wouldn't be any 'major' cuts as such for Northumberland. The number of Ashington - Newcastle services would only drop by 1x journey per hour.

The whole point of demonstrating the Derwentside 'X' services was to show how services eventually replaced each other.

That would be to a lesser extent for the Ashington network. 

In terms of journeys to and from Newcastle, the timings would actually work out well for the most part:

ex Ashington: xx:10 (X21), xx:17 (X19), xx:25 (X22), xx:40 (X21), xx:47 (X20), xx:55 (X22)
ex Newcastle: xx:00 (X21*), xx:08 (X19), xx:15 (X22), xx:30 (X21), xx:38 (X20), xx:45 (X22)

* = Terminates at Ashington

The problem is I'm not sure there's actually that many travelling throughout. 1800 is on the X20 today just to put it into context on how dead it is lately and it's been allocated since first thing aswell.

Ashington is having an absolute nightmare today though tbf so the extra 1 PVR would've been a cancellation today. 1801 being on the X21/X22/35 board aswell and not a clue what's going on with the X15 but there's missing runs and 7484 appears to be on now running 20 minutes late (off to Berwick unless it's swapped) which was meant to be going onto toto the 57 which seems to have gaps because 2809 has broke down (again).

(27 Apr 2021, 2:08 pm)Storx wrote Ashington is having an absolute nightmare today though tbf so the extra 1 PVR would've been a cancellation today. 1801 being on the X21/X22/35 board aswell and not a clue what's going on with the X15 but there's missing runs and 7484 appears to be on now running 20 minutes late (off to Berwick unless it's swapped) which was meant to be going onto toto the 57 which seems to have gaps because 2809 has broke down (again).

1800 was taken off for 4664 and then replaced 7515 early doors, with 7512 replacing 7532 on the X20 after the X30 peak. 

1801 replaced 7484 which has, looking at Bustimes data, an intermittent fault. 7484 was used on the 1438 X15 off Newcastle to allow 7525 to be regulated at Morpeth. The X15s are running up to 30 late due to roadworks and 4 way lights north of Morpeth on the A1.

Ashington can't seem to decide what to allocate to the 35/X21/X22 and the 57/57A. Two darts and two solos allocate to the 57rota (more than likely change soon since the problems they have had) and the 35/X21/X22 meant to double deckers. Yet lately it seems to be the other way round. Tbh Arriva should allocate Long Single Deck buses to the 57/57A. The amount of times I've seen them both full is very shocking why arriva won't allocate them full size single deck buses

(27 Apr 2021, 3:15 pm)mb134 wrote 1800 was taken off for 4664 and then replaced 7515 early doors, with 7512 replacing 7532 on the X20 after the X30 peak. 

1801 replaced 7484 which has, looking at Bustimes data, an intermittent fault. 7484 was used on the 1438 X15 off Newcastle to allow 7525 to be regulated at Morpeth. The X15s are running up to 30 late due to roadworks and 4 way lights north of Morpeth on the A1.

Thanks for that, this forum really needs the like button back.

(27 Apr 2021, 4:59 pm)Micheal Aaron wrote Ashington can't seem to decide what to allocate to the 35/X21/X22 and the 57/57A. Two darts and two solos allocate to the 57rota (more than likely change soon since the problems they have had) and the 35/X21/X22 meant to double deckers. Yet lately it seems to be the other way round. Tbh Arriva should allocate Long Single Deck buses to the 57/57A. The amount of times I've seen them both full is very shocking why arriva won't allocate them full size single deck buses

1800/1801/2809/2812/2813 are what are meant to be allocated to the 57/57A but 7510 no doubt will be allocated since it's useless for anything else at Ashington because of it's 40mph limiter - why on earth it's not swapped for 7522 at Jesmond is a mystery imo.

2809 is knackered though and can barely 2 weeks. It's done 15 days once this year before breaking again so might aswell write that one off half the time, done 10 days this stunt but it's gone again today. Think 1801 was desperation as there was nothing else to put out. Ashington are extremely short lately tbh doesn't help 7445/7446/7486 and 7510 in particular are useless for all the express work at Ashington and they've lost the 35 dumping ground.

Not sure how busy the X20 is at rush hour lately but 1800 on the 17:43 run could've been fun.

If I'm right though 2809, 4659, 7446, 7484, 7515, 7517, 7529, 7530, 7532, 7541 and 7556 have all been VOR at some point today which is impressive even for Ashington.

(27 Apr 2021, 4:59 pm)Micheal Aaron wrote Ashington can't seem to decide what to allocate to the 35/X21/X22 and the 57/57A. Two darts and two solos allocate to the 57rota (more than likely change soon since the problems they have had) and the 35/X21/X22 meant to double deckers. Yet lately it seems to be the other way round. Tbh Arriva should allocate Long Single Deck buses to the 57/57A. The amount of times I've seen them both full is very shocking why arriva won't allocate them full size single deck buses

One board on the 57 cycle is now requiring a single deck or above. All other boards are absolutely fine with minibuses, even with their current reduced capacity, so a full conventional allocation would be pointless and would increase costs substantially.

---

(27 Apr 2021, 5:12 pm)Storx wrote If I'm right though 2809, 4659, 7446, 7484, 7515, 7517, 7529, 7530, 7532, 7541 and 7556 have all been VOR at some point today which is impressive even for Ashington.

Again, MAX vehicles being the downfall. The cancelled order last year looking a worse decision each day.

7515 has broke down two days running (Ashington engineering shining again, fix it properly the first time), 7530 has been 'local' for weeks for some reason. 7517 has been beyond unreliable for years now, even when it was 'X14' branded back at the MAX revamp I remember comments on Facebook from passengers noting that it was constantly having issues.

(27 Apr 2021, 6:11 pm)mb134 wrote One board on the 57 cycle is now requiring a single deck or above. All other boards are absolutely fine with minibuses, even with their current reduced capacity, so a full conventional allocation would be pointless and would increase costs substantially.

---

Again, MAX vehicles being the downfall. The cancelled order last year looking a worse decision each day.

7515 has broke down two days running (Ashington engineering shining again, fix it properly the first time), 7530 has been 'local' for weeks for some reason. 7517 has been beyond unreliable for years now, even when it was 'X14' branded back at the MAX revamp I remember comments on Facebook from passengers noting that it was constantly having issues.

The question is will Arriva invest when the circumstances allow and hopefully the right vehicles, not StreetDecks or Voith E400MMC's (unless the 306 / 308).

(27 Apr 2021, 7:42 pm)L469 YVK wrote The question is will Arriva invest when the circumstances allow and hopefully the right vehicles, not StreetDecks or Voith E400MMC's (unless the 306 / 308).

You'd *hope* they would. On that point, given the amount of large operators currently using 15+ y/o Volvo B7s reliably (Arriva, First, GAG, Stagecoach, Transdev all are), I wonder if we'll see a move towards more heavy duty vehicles (i.e away from 4-cyl Streetdecks, Streetlites in general etc) in the coming years.

(27 Apr 2021, 8:20 pm)mb134 wrote You'd *hope* they would. On that point, given the amount of large operators currently using 15+ y/o Volvo B7s reliably (Arriva, First, GAG, Stagecoach, Transdev all are), I wonder if we'll see a move towards more heavy duty vehicles (i.e away from 4-cyl Streetdecks, Streetlites in general etc) in the coming years.

Bar the X14, X15, X18, X20 and X93, none of the NE decker routes need anything heavier than an E400MMC coupled with ZF. 

The 306 & 308 would be more than fine with StreetDecks but if Arriva ordered en masse, it wouldn't surprise me if 7541-52 ended up on either given that ZF + Stop Start (BSOG Payments) is now available and are more suited to the X21 / X22.

(27 Apr 2021, 9:51 pm)L469 YVK wrote Bar the X14, X15, X18, X20 and X93, none of the NE decker routes need anything heavier than an E400MMC coupled with ZF. 

The 306 & 308 would be more than fine with StreetDecks but if Arriva ordered en masse, it wouldn't surprise me if 7541-52 ended up on either given that ZF + Stop Start (BSOG Payments) is now available and are more suited to the X21 / X22.

imo if Arriva invest again and properly (sensibly).

Arriva Blyth need a common fleet across the whole depot with 1 brand. 1, 2 (Singles) X7/X8/X9 (Mix of singles and doubles), X10/X11/308 (Deckers). Kind of want to say all electric based. BritishVolt and all that it just makes sense on a marketing point.
Arriva Ashington should have two bus types for the whole depot (High Quality Singles / Deckers).

Neither depot can allocate stuff because of how they regulate stuff so it's pointless doing brands for individual routes and it means in the case of Ashington you can give them a break. One day X15, next day X21, next day X15, next day X21 and so on so it doesn't wreck them doing the A1 every day. X14/35 working together. It might cost a bit more upfront at Ashington but you'll get longer life out of them rather than having expensive gas guzzlers after a few year doing locals aka the GNE X10/X11 B9TL's.

7541-52 will be dumped on the 43/44/45 corridor tho imo.

Could the durham 6 or 7 be extended towards newcastle to provide a 15 minute frequency alongside the X12

(17 May 2021, 9:09 am)ASX_Terranova wrote Could the durham 6 or 7 be extended towards newcastle to provide a 15 minute frequency alongside the X12

Why on earth would Arriva do that? The X12 is dead as it is, they certainly don't carry enough passengers to warrant doubling the frequency.

Pre-Covid, the Go North East X21 was running every 15 minutes. That full timetable has not yet returned, and is unlikely to do so in the immediate future (outside of peaks) as the demand isn't there.

(17 May 2021, 9:09 am)ASX_Terranova wrote Could the durham 6 or 7 be extended towards newcastle to provide a 15 minute frequency alongside the X12

(17 May 2021, 9:45 am)Dan wrote Why on earth would Arriva do that? The X12 is dead as it is, they certainly don't carry enough passengers to warrant doubling the frequency.

Pre-Covid, the Go North East X21 was running every 15 minutes. That full timetable has not yet returned, and is unlikely to do so in the immediate future (outside of peaks) as the demand isn't there.

As Dan said, the northern part of the X12 is dead - hence why it was that end cut down during the latest lockdown (and indeed, in the initial increase from the first lockdown) to hourly.
If any part of the X12 was to be doubled in terms of frequency, it would be the Durham to Middlesbrough section - which, while it would require a larger number of vehicles than the northern section (6 vs 4), the potential is there to cover the running cost of the improvement.

Move this If its in the wrong place but here's a couple of things to improve around the Blyth area.

2/X16

2 Return to every 20 minutes (Mon-Sat day time) as it was in late 2020 and will not interwork with the X16 (exept for Sundays and evenings) Altogether the PVR will be 4 solos (2801/02/10/16 with 2821 as a spare)

X16 returned to how it In 2020 and will return to Jesmond depot who will use the 2 X16 pulsars on it.


1

Thos service will return to how it was In 2020 running every 20 mins to the Wansbeck Hospital & hourly to Widdrington this will be allocated 5  pulsars (1409/07/61-63 with 1475 acting as a spare) 

X7/X8/X9
X9 return to how it was before it interworked with the X7/8 and which will be leave each end at 05 & 35 and run stand alone using a PVR of 4 pulsars (1493/1501-3 with 1504 as a spare)

X7/X8 will still interwork at Newcastle and run stand alone at Blyth (as the X8 already does) (this will be X8 to Blyth X8 to Newcastle X7 to Blyth X7 to Newcastle or vice versa) this will use a PVR of 10 DB300s (7601-08/11/12 with 7613 as a spare)
No changes will occur to the timetable.
X10/X11

Saturday timetable back to every every 10 minutes combined & every 20 minutes alone, no changes to interworking, mon-fri PVR will remain (and Saturday PVR will return to) 12 deckers (7410/7411/7614-17/20-24/7490 7485/87 to return from Belmont to Blyth to act as spare deckers)

308 will remain as Is however once more will return to full frequency and PVR on a Saturday, no allocation change

58
No change


Blyth allocation summary:

Deckers
32 in use (10-308, 10 X7/X8, 12 X10/11) (7601-08/11-17/20-25/28-37/7410/7411/7490) spares and exact fleet numbers are guidance however that's the size they should be going for

Spares: 3

Single deckers: in use 9 spare 3

Medis

In use: 5 spares: 2

Some ideas for some Blyth / Ashington services to provide quicker times and remove some duplicate routes.

1: Runs between Blyth and Ashington only.
X7: Current route additionally serving Amersham Drive (Every 20 Mins)
X8: Current X8 route between Blyth and Shankhouse, X9 route from there to Newcastle (Every 30 Minutes)
X9: Withdrawn
53: Extended to Blyth every hour via X9 route and ran by Blyth potentially with Minibuses. (Every Hour)
X19: Newcastle to Annitsford via A189 and Quorum (Limited Stop - South Gosforth / BT Call Centre / Quorum / White House Farm Only), X8 to Eastfield, A189 Direct to Ashington, 1 route to Widdrington (Every Hour)
X20: Same as X20 to Ashington, current X20 route (Every Hour)

There's lots of benefits such as:

• Slightly quicker journey time from Cowpen to Newcastle
  
• More frequent buses through Seaton Valley to Newcastle / Blyth
  
• Quicker express service for High Pit and Annitsford to Newcastle plus extra links up North, Cramlington links kept with X8/57/57A
  
• New direct links to Cresswell from Newcastle to the caravan parks for holidays and day trippers.
  
• Loss of duplicate buses in places (52/53/X8 in Burradon, 57/X8 in Annitsford, X8/X9 in High Pit to even loads out a bit)
  
• Slightly slower X20 journey times but benefit of 30 minute service from Ashington and additional serving a few extra places to make it more viable (it's dead atm).
  
• Removal of the slow X8 express between Cramlington and Newcastle; it's all served by the 52 anyway (less duplicating routes).
  
• Merger of X8/X9 with potential to grow (potentially could push to 20 minutes if there's demand).
  
• Opportunity to put minibuses back on the 53, it really doesn't need full size buses (or it didn't use to at least).
  
• New direct link from Ashington to Quorum.
  
• New direct link from Killingworth to Blyth.