Gary Chisholm, Engineering Director at Stagecoach North East, said: "Embracing new technology and continually investing in improvements is helping to make life easier for all of our passengers. With increased traffic congestion on our roads, offering a greener way to travel with the inception of Euro 6 technology has never been so important.”

Euro 6 buses emit less NOx than a new Euro 6 diesel car and, as the bus has 15-20 times the carrying capacity of a typical car, just one bus can replace up to 75 car trips. As congestion is costing the UK economy more than £13b a year and bus organisations continue to invest in making buses a better choice, there has never been a better time to make the switch to public transport.

Stagecoach has been working with Newcastle council officers to improve bus priority within the city centre, with the aim of reducing journey times, improving reliability and making buses a better choice.

Councillor Nick Forbes, leader of Newcastle City Council, said: “Encouraging our residents to swap from their cars to public transport is an important move in helping to tackle climate change in Newcastle. Less cars on our roads means less pollution and reduces Newcastle’s carbon footprint, helping us achieve our ambitious target of being NetZero by 2030.

“I welcome this investment from Stagecoach in more environmentally friendly buses that will not only reduce their emissions but provide a modern, comfortable journey for their passengers.”

The local Stagecoach team will be working with key user group, North East Action on Transport (NEAT), to develop the next stop announcement technology for passengers with visual impairments.

NEAT is an informal user led group with aims to make public transport more accessible to people with a visual impairment. The group is comprised of service users and staff from sight loss charities and organisations, such as Guide dogs and RNIB.

Angus Huntley, Empowerment Officer for Newcastle Vision Support, said: "North East Action on Transport welcomes the introduction of the new vehicles in Newcastle and the audio announcements and visual displays, which now make bus travel much more accessible to people with sight loss. We believe the introduction of this technology is an important step in improving the travel experience for people with sight loss, helping them to feel more confident and be more independent."

Steve Walker, Managing Director at Stagecoach North East, said: "We believe that breaking down barriers for those unfamiliar with bus travel is central to encouraging modal shift to public transport. We're delighted that this new technology is helping to make life easier for all of our passengers and making buses a better option. We would like to thank the team from NEAT for their valuable contribution." 

Peter Cartwright writes about SmartZone tickets

I noted that Buckinghamshire County Council, Arriva and Carousel were recently in the High Street launching the Wycombe SmartZone ticket which enables passengers to travel on either Carousel (red) buses or Arriva (blue) buses. It is, however, NOT a new initiative.

Some of us have long memories and on 13 April 1980 - yes FORTY years ago when Chilternlink was introduced tickets were then inter available between Alder Valley (red) buses and London Country (green) buses for the first time. Unfortunately bus deregulation in 1986 meant it has taken 34 years to restore something previously available. I see that there was no reference to this in the launch of Wycombe SmartZone.

I wonder why?

Picture by Pete Cabin.

Letters from Readers on memories regarding services in Oxfordshire

Ian McNeill

I have a COMS timetable book No 175 dated 3rd June 1962, and so I can add a bit of detail about the former Brackley - Oxford route, which I hope will be of interest.

There was a 9:00 am departure from Brackley every day except Thursdays and Sundays. It was a through bus from Bicester (dep 8:20 am).   The Brackley departure point was The Greyhound, except during school terms when the bus left from Central Station.  Between Brackley and Fritwell the route varied from day to day:

Monday via Evenley, Tusmore Park and Ardley (which it had already served between Bicester and Brackley), arriving Gloucester Green at 10.32 am.  Tuesday and Friday via Croughton, Aynho and Souldern Gate, into Gloucester Green at 10:34 am.  Wednesday via Evenley, Mixbury, Tusmore Park and Ardley (again), into Gloucester Green at 10:39.  Saturday via Evenley, Mixbury, Tusmore Park, Stoke Lyne and Ardley (again), into Gloucester Green at 10:47 am.  Also, the Wednesday and Saturday buses ran via Caulcott between Lower Heyford Corner and Kirtlington, but this variation did not alter the running time from Fritwell to Gloucester Green which was 61 minutes each day.

Next was a mid-morning journey from Gloucester Green to Brackley (Greyhound) 3 times per week:

Friday at 10:45 am following the reverse of the Tuesday/Friday route above, arriving at 12:19 pm.  Wednesday at 10:55 am via the reverse of the Monday route above, arriving 12:27 am.  Saturday at 10:55 am via the reverse of the Wednesday route above, arriving at 12:34 pm.

These journeys then returned to Oxford.  Friday departure at 1:05 pm via the Tuesday/Friday morning route, arriving at 2:39 pm. Saturday at 1:10 pm via the Monday morning route, arriving at 2:42 pm.  Wednesday at 1:10 pm via the Wednesday morning route (but not via Caulcott), arriving at 2:49 pm.

The afternoon departures from Gloucester Green all left at 5:05 pm.  The Monday bus ran via the reverse of the Monday morning route, arriving at Brackley Greyhound at 6:37 pm and continuing via Ardley to Bicester arriving at 7:12 pm.  On Tuesday and Friday the route was the reverse of the Tuesday/Friday morning bus, arriving at Brackley Greyhound at 6:39 pm and then via Ardley to Bicester (arrive 7:14 pm).  The Wednesday bus ran via the reverse of the Wednesday morning route (including Caulcott) and terminated at Brackley Greyhound at 6:44 pm.  The Saturday bus retraced the Saturday morning route (including Caulcott) and terminated at Brackley Greyhound at 6:52 pm.           

 The Wednesday and Saturday buses then left Brackley at 8:00 pm and ran to Gloucester Green via the Monday morning route, arriving at 9:32 pm. 

On Sundays a bus left Bicester at 12:05 pm and ran via Ardley to Brackley Greyhound, leaving there at 12:45 for Oxford via Mixbury and Ardley and arriving at Gloucester Green at 2:11 pm - at 86 minutes this was the fastest timing of the week between Brackley and Oxford.  The bus left  Gloucester Green again at 2:15 pm and ran via the Tuesday/Friday route arriving at Brackley Greyhound at 3:49 pm.  It left again at 3:55 pm and returned to Oxford, by the same route as the earlier journey and arrived at Gloucester Green at 5:21 pm, again in 86 minutes.  It left Gloucester Green at 5:30 pm via the reverse of the same route, and reached Brackley Greyhound at 6:56 pm, the only 86 minute timing of the week in that direction.  Finally it left Brackley again at 7:30 pm via the Tuesday/Friday route, arriving at Gloucester Green at 9:04 pm.

The Brackley section of the 95 was really a diversion from the main Oxford - Ardley - Bicester route which was rather better served, notably at commuting times. The whole route operated from Bicester depot, and the final Wednesday/Saturday/Sunday evening arrivals from Brackley at Gloucester Green then ran to Bicester via Ardley.  To the best of my recollection, the buses on the 95 were mostly Regent IIIs with lowbridge Weymann bodies from the 157-166 batch (PWL 404-413), which were nearing the end of their lives with COMS. 

Andrew Dyer

I was interested to read the piece abut the new 505 route between Bicester and Brackley and Hugh Jaeger's request for further info 

I started being a regular bus user between Bletchingdon and Oxford when I started secondary school in 1965. Prior to that my bus journeys were with Charlton-on-Otmoor Services on primary school trips to Bicester open air swimming pool which I remember was either clear and freezing or warm and green!! Regular buses used on that contract were ex-Maidstone & District KKK 838 a 1949 AEC Regal and ex-Thames Valley GBL 873 a 1951 Bristol LWL! 

When I started being an Oxford school commuter the COMS route network in the area was: 

70 - Oxford-Bicester-Buckingham-Bedford (joint with United Counties 131)

95 - Brackley-Ardley-Heyfords-Bletchingdon-Kidlington-Oxford (most journeys only ran the Ardley-Oxford section)

96 - Buckingham-Bicester-Oxford via villages

97 - Bicester- Oxford fast (only a few journeys)

98 - Bicester-Waddesdon-Aylesbury 

These were supplemented by various odd-day services, several linked to Bicester Market day on Fridays. Certainly the 95 ran more frequently on Wednesdays for Oxford market day and there was a non-standard Thursday lunchtime journey because Thursday was early closing day in Oxford!! 

93/A/B was Oxford-Kidlington and 94 was Oxford-Kidlington-Deddington-Banbury. In those days city Route 2 only went as far as Cutteslowe Estate or Summertown (Harbord Road) 

In 1968 when the Oxford-Cambridge railway closed, service 71 was introduced from Oxford-Bicester-Winslow-Bletchley as a rail replacement route using two brand new AEC Swifts GJO 630 &631F. It was again joint with UCOC route 121. Obviously the two companies couldn't agree on a common route number to try and make things easier for the public!!! 

I'm not sure that there was ever a Bicester-Brackley service, or if there was is was a market day only type of operation Of course in the 60s both Bicester and Brackley only had a fraction of their current population.

However I’ve found this fabulous picture in the transport Library which is photo credit Barry Hitchcox 1960. SFC 434 was one of the first COMS buses that I travelled on and was a stalwart on the 95.

It was a Bicester depot vehicle for much of its life I think, and was withdrawn at the end of 1965/early 66 as I recall.
Courtesy Transport Library.

Tony Bungay

I have to say that Leyland Leopard/ECW 33 seemed to catch the cameras as both my contribution and the other photographer had got this vehicle, furthermore it was only when I was looking at the photo I took of 33 in blue and yellow livery that I saw alongside a similar vehicle in National Holidays livery working X90, it made me wonder if I had actually photographed this vehicle as a whole or overlooked it at the time!!!!! 

I also wondered if many people realise that between 1934 to 1952 the Oxford – London service was believe it or not operated by United Counties, originally under the Varsity name until 1949.

They effectively got to operate the service by default, as Varsity was a Cambridge based company who operated from both cities. They were taken over by Eastern Counties, it was felt that the Oxford operation should pass to the nearest Tilling company which was United Counties. 

I have to say that Leyland Leopard/ECW 33 seemed to catch the cameras as both my contribution and the other photographer had got this vehicle, furthermore it was only when I was looking at the photo I took of 33 in blue and yellow livery that I saw alongside a similar vehicle in National Holidays livery working X90, it made me wonder if I had actually photographed this vehicle as a whole or overlooked it at the time!!!!! 

I also wondered if many people realise that between 1934 to 1952 the Oxford – London service was believe it or not operated by United Counties, originally under the Varsity name until 1949.

They effectively got to operate the service by default, as Varsity was a Cambridge based company who operated from both cities. They were taken over by Eastern Counties, it was felt that the Oxford operation should pass to the nearest Tilling company which was United Counties. 

Regarding your fleet news, one cannot but wonder how a company the size of Arriva did not realise that the coaches in use on the 758 did not comply!!  I do not think using Enviro 200mmc vehicles even temporarily is going to endear passengers. Any Green Line service into London has always been up against traffic congestion which in part is why most have gone. The X90 as you stated finally fell victim to this and much higher spec vehicles were used!

As you correctly say why they are using a vehicle like this is a mystery, obviously down to vehicle availability problems I suppose. As I have said to you before Arriva at Aylesbury seem to be having to contend with a number of problems, indeed as your latest newsletter states, a couple more Citaros have left there in exchange for older double decker’s. Not that I would have thought they had a pressing need for the capacity! 

As ever last weeks newsletter made interesting reading, with the addition of contributions from outside it's core area as well.

An interesting development being the TFL Heathrow – High Wycombe, one can speculate that if TFL had owned the Green Line name rather than Arriva, this service may have operated with that name.

You mention of an earlier service between the two points and if anybody had any photos, while I have nothing from the 1970’s. In the mid 1990’s The Wycombe Bus Company also operated a fast Service the X60, between Aylesbury – High Wycombe – Marlow the M4 to Heathrow. The service had a frequency of two hourly 7days a week, except Christmas and Boxing day. The service if I recall correctly lasted about a year operating from 1994 to 1995, it was withdrawn at the same time as the Oxford Bus Company sold/exchanged Services 280, 323/324 to the then British Bus owned LDT The Shires.

Photo of 117 in Friarage Road Aylesbury, on the start of a journey to Heathrow summer 1994. 

In respect of the feature on new service 505 Bicester – Brackley, I can supply a few bits of information which while not exhaustive may be of use.

The 338 linking Northampton with Oxford via Towcester – Brackley and Bicester begun in 1975 and was operated jointly between United Counties/City of Oxford, from what I remember of the timetable I think the service on some or all journeys between Brackley and Bicester took in villages of Evenley, Mixbury and Fringford.

When South Midland was created from the split of City of Oxford, they took over the Oxford share of the service. 

Photo shows United Counties Leyland Olympian/ECW 602 in Bicester Sheep Street on an Oxford bound 338 in June 1983 

United Counties were required to introduce a more commercial network in spring of 1986, five months or so ahead of deregulation day 26/10/86.

The 338 was renumbered 38 and cut back, so the nearest it got to Bicester was Brackley on some journeys. Bicester did retain a link to Northampton with new ‘Coachlinks’ X32 but this come via Milton Keynes-Buckingham like todays X5

When deregulation day dawned the 38 was again extended to Oxford but on a more direct route, the following year it became another ‘Coachlinks’ service the X38.

I am not certain but I think for a time at least in this period a Bicester – Brackley service was operated by South Midland as I recall seeing one of this companies Bristol VRT’s in Brackley Market Place , I think the timetable showed  three round trips.

Interestingly the 338 route number returned to Bicester in early 1993 again serving both Oxford and Brackley, however the Brackley part of the route ceased a few months later! 

While on the subject of Service numbers, this is not the first time Bicester as seen the 505 number, In 1987-1988 it featured in Bicester on a Service between Oxford – Aylesbury and Luton Airport operated by Oxford and Luton and District.

Many thanks to all for those interesting notes. 

North of the Border with Gordon Scott

Taken at South Gyle Centre Edinburgh January 22nd.

Lothian 754 - SN56AAK Volvo B7TL Wright Gemini on route 21. One of the last few early Volvo B7TL in Lothian fleet still in service.

Taken January 23rd in Renfrew Street Glasgow 

 
First Glasgow 48901 - LB69JKK Alexander Dennis BYD Enviro 200EV one of two on route M3 City Centre to Milton.
Funded by SP Energy Networks Scottish Power Group.

Taken on January 24th at Alexander Dennis Falkirk both on a test run.

Mistral Bus & Coach Rental Enviro 200 MMC.