(01 Oct 2020, 6:29 pm)Storx wrote The thing is though from a normal passenger that's what it looks like. The dangerous game your playing now is oh the bus doesn't run at nights well I'm not using the bus then screw that then the day time service suddenly makes a loss. That small loss you made for running 5 or 6 runs probably doesn't look so bad in the end. Oh and it was a comparison between Arriva and GNE, somehow Arriva can make the 51, 53 and 54 work in the evenings yet GNE can't. Greed or luck, I'll let you decide that one but the 42 and 53 are very similar routes and serve similar areas.
I agree with this and it's something I've said for a long time now; if the aim of the game is to encourage people to use your products, then you need to ensure that they're reasonably available at the times they are likely to be used. How many people would sign up to Broadband or an electricity provider that ceased to operate at 7pm on an evening? You just wouldn't, would you...
I do however understand the argument for operators not running services later into the evenings or Sundays when the usage is so low, but there's numerous factors at play there including Government policy. Someone quoted earlier in this thread that Arriva made £6m profit last year, which was seen as good, but if you divide that by the 363 operational days in a year, then its only £16k profit per day across the whole region - or £55 per day per bus, with the assumption that there's 300 buses out on the road on average. Very fine margins.
(02 Oct 2020, 11:07 pm)Bazza wrote You’re missing the point. Arriva seem to be an easy target on here. The negativity for them is astounding, only matched by the impression that GNE can do no wrong. I made a couple of points earlier on in this thread and was surprised nobody picked up on them. Either nobody disagreed with what I said or the points that I made were widely off the mark. Which was it?
As to the comments quoted above, where is the evidence that DB are sucking Arriva dry? If it’s your opinion, then say so, or provide the evidence, don’t just make a statement purporting it to be a fact.
I've seen some far-fetched statements on here over the years, but the suggestion that this forum operates on a 'GNE can do no wrong' basis is probably the best yet.
#MissingPurpleSolars anyone? or maybe the trials and tribulations of a commuter on Waggonway DAFs? There's been a few over the years!
Oh and the default position on any forum, is that the post is the opinion of the author. Most who are quoting fact will do so by citing sources of their information, whether that be articles, photos or whatever.
(06 Oct 2020, 10:51 am)Bazza wrote I’ll happily admit to it being complete speculation.
My post was more about getting some debate going rather than the usual slagging off of Arriva. You will see it’s more or less the same comment that was made further up the thread. No one bit on that comment, although there are a couple on here who have an opinion on everything. I also note that you managed to get in a dig at Arriva. The fact that at the moment GNE is able to provide these dupes because of an excess of drivers / buses due to a reduction in overall services . What happens when the need for dupes end? The buses maybe sold, what about the jobs?
its interesting to note that you have only replied to the coaching side of my post...
Surely it's a factual statement that some of Go North East's coaches are being allocated to scholars and/or scholars duplicates - mainly on behalf of Arriva - rather than being a dig?
Speculation of job losses is never a good thing, especially not at the moment. It's worth however pointing out that a service provision change (loss of contract) is one of the two reasons of when TUPE applies, so there is potential that employees could be transferred to whoever has won the contract, if the loss means that the employee(s) would be surplus to requirements. It's of course a different situation altogether if the contract no longer exists. Most employers will do what they can to minimise the impact. but certainly not a situation unique to transport operators. Its something that is lot more prevalent in huge outsourcing companies such as facilities management, cleaning, security, etc.
