(24 Feb 2026, 11:04 pm)PH - BQA wrote More managed decline, nothing positive, no improvements. 

The 3, from that wording, just seems to replicate the X30 but add an extra stop. 

Going from social media posts the ANE commercial team spend more time out driving than they do on their day job, and you can tell.

Not sure how this constitutes managed decline, nor do I see how it's designed to replicate the X30

Perhaps I'm reading something completely different to you, but from the wording, it is clear this service is subsidised by both Northern Rail and Northumberland County Council (just like the 434) with the purpose of connecting parts of Blyth to the rail station at Bebside in an attempt to provide integrated travel in the area at peak-times.

I would say, on paper, this is a positive improvement. 
 

(Yesterday, 12:02 am)Nerd4321 wrote I do wonder what this 3 is. As the description says "initially" does this mean its trial run or will it in the next service changes become a full service

I think you've answered your own question. It says the service will initially operate three journeys in each direction per day to connect with key commuter trains. To me, that means, if successful, Northern Rail and Northumberland County Council will likely fund additional journeys to connect with more trains throughout the day, thus becoming a "full" service.

Service 3 isn't funded in any way, it's a peak time service designed to help stimulate rail station demand, where free vehicle resources permit.

Without it, the X30 bus just runs dead from the depot to start/finish as Bebside. Opening those dead journeys up makes absolute sense when a rail station exists with the flow.

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(24 Feb 2026, 8:26 pm)Storx wrote I know it's pretty minor, but I thought there had to be consultations before making cuts to services because the one for the 306 was very hidden if there was?

It's not a requirement within the code of conduct, GNE only did theirs because they didn't meet the initial 18 week notice period.

Good practice yes, but if the decision is already made that it doesn't stack up financially, what exactly does a consultation achieve? It won't change the decision and they certainly won't extend another service, incurring the same costs they are trying to save, to cover it. 

Consultation is only worthwhile if a genuine opportunity or variable exists. 

I understand that Arriva wanted to withdraw this section last year, but the QA agreement prevented it and Arriva agreed to hold it to maintain the wider QA benefits. Now that agreement still end, nothing to hold them into it.

(Yesterday, 9:30 am)MurdnunoC wrote Not sure how this constitutes managed decline, nor do I see how it's designed to replicate the X30

Perhaps I'm reading something completely different to you, but from the wording, it is clear this service is subsidised by both Northern Rail and Northumberland County Council (just like the 434) with the purpose of connecting parts of Blyth to the rail station at Bebside in an attempt to provide integrated travel in the area at peak-times.

I would say, on paper, this is a positive improvement. 
 

The managed decline point was in reference to the full set of service changes - nothing of any substance, no improvements, and cutting a not insignificant section of the 306 route.

The 3, as confirmed by Superman, is just running dead mileage in service. 

Bar the small positive of the 3 these are another set of neutral at best service changes.

So with the 306 cut from Whitley Bay, Arriva will only have the 57/57A and 308 there? Just the same as how the 309 goes there but the 307 doesn't. Makes the 57/57A even more of an oddity in the area.

From Newcastle to Whitley Bay there will only be the 308, 309 and the Metro? 350/351 and 356 as well, but I believe it takes longer on them? Obviously the Coaster as well, but that goes the long way round and takes forever. Even from Wallsend, the 317 is quicker.

Takes ages on the 306 end-to-end because it serves Tynemouth on the way, 308, 309 and 350/351 are quicker, plus the Metro is there.