Traffic chaos, missing buses and the return of proper snowmen in the Tameside area
For most of us around the UK, this week’s weather has had a fundamental effect on our daily lives. Whether we were stuck on trains to and from the continent or walking to the railway station, we will have no doubt been affected by the lack of grit on the roads and pavements. Read the rest of this entry »
Since I wrote the first installment of ‘Lost Bus Routes of Greater Manchester’, there has already been a favourable response in terms of comments and visitor numbers. This has prompted me to continue the series further. With the fluid nature of bus routes since deregulation began over 23 years ago, it has made for fascinating reading and jogged a few memories of those who have almost forgotten the routes. Read the rest of this entry »
Anger as Top Mossley residents are cut off from outside world by road closure.
When’s the best time to close a main road for roadworks: Christmas Day? Half Term holidays? The rush hour? Christmas Day would of the three as most people would be sat at home scoffing turkey and listening to this year’s X Factor winner (whom would have rigged the Christmas No. 1 spot for the umpteenth time). In a small town, the half term holidays is a least worst option due to the reduced schools traffic. Read the rest of this entry »
An irreverent history of the much maligned lightweight DMU
Few trains epitomise Greater Manchester’s rocky relationship with the rails other than the Class 142 Pacer unit. Making their debut in the summer of 1985 at Newton Heath depot, the Pacer units did not have the best of starts. Read the rest of this entry »
A muse on Manchester Metrolink’s Week of Misery
Before I begin my journey into work does not require any use of the Metrolink system. I prefer the less frequent though often more comfortable train which runs parallel with the tram. It takes a more scenic route and is less crowded. I find the trams a poor substitute in terms of comfort to the train, due to the seating (obviously designed for short hop journeys) and (till recently) the ride quality. Read the rest of this entry »
Defunct bus routes in Greater Manchester formed after deregulation day
For the most part of the last 25 years, bus operations outside London have been subject to the worst excesses of neo-liberal economics. Networks have continuously shifted to meet ‘market demands’, resulting in an unstable system which has seen falling passenger numbers. This has seen inferior service quality, higher fares and older vehicles on our streets. Greater Manchester is no exception, and even more so, having had at one time some 71 operators within the GMPTE ticketing boundary.
Despite all this it has given us many weird and wonderful routes. It has also done more to increase the use of minibuses on streets once unserved by standard buses, and brought competition to soap opera type proportions. Bad points aside, there has been few dull moments.
As the creative genius behind East of the M60 has missed more buses than the average car loving Tory voter, this installment of The Not So Perfect Ten focuses on lost bus routes in the Greater Manchester area. All routes suffixed with an asterisk denote the ones I have travelled on myself.
Each entry includes reference to its replacement routes, correct to August 2009.
1: Stockport – Trafford Centre (X5)
On our imaginary journey, we take the X5 from Stockport bus station to the Trafford Centre. To commemorate the opening of Peel Holdings’ cathedral to consumerism, Stagecoach Manchester launched limited stop route X5 in September 1998. This followed the 371 route up to Cheadle before joining the M56.
What happened next: the route was withdrawn after 2 years. For most passengers it was easier to get a 371 between Cheadle and Stockport. Given the high concentration of car ownership and affluent population, it lost out, unanimously to the car.
2: Trafford Centre – Mossley, Hey Farm (600)
Launched also at the same week as the X5 was the 600 from Mossley, Hey Farm estate. Whereas the X5 had an hourly frequency on Monday – Saturday, the 600 was a much more limited affair (1 return journey, Saturdays only). Operated by First Pennine, it was a limited stop route which called at Mossley (Hey Farm, Bottom Mossley and Brookbottom), Ashton-under-Lyne, Denton and Brinnington, before joining the M60 motorway. There was also further stops at the Portwood junction of the M60 motorway and Stretford Arndale Centre.
What happened next: the route withdrawn in August 1999. A faster option for most Tameside residents would have been the car: the journey took 50 minutes from Hey Farm. With its pitiful frequency, a train to Manchester Victoria, and the 100 from Arndale Bus Station would have been a better alternative. Even now, it is more convenient for Tameside bus users to change at Manchester city centre (for example, 216/219 from Ashton then the 250).
3: Mossley – Ashton-under-Lyne (341):
Between these two points, I could in 2009 catch the 350, or (from the 3rd August) the S50. From the start of deregulation, two independent companies made an impact in Mossley: one was Checkmate Coaches, the other, Dennis’ Coaches. The latter company, from the 27th October 1986, launched a new service to Ashton.
Compared with the 350, Dennis’ used standard excursion coaches for their service. It also differed from the GM Buses service by being the first bus route in Tameside to stop at an ASDA store. Along with sister route 342, it gave Uppermill and Mossley a link with the store on Langham Street.
What happened next: the route was an early casualty of deregulation, being withdrawn by the summer of 1987. Most of the route is covered by First Pioneer’s 350 route with the section to Langham Street covered by Stagecoach Manchester’s 231 from Queen’s Road to Waterloo (Oldham Road/Wilshaw Road junction). The ASDA store moved to its present site on Cavendish Street in April 1989, served by the 41/330/335/345 bus routes.
4: Ashton-under-Lyne – Hyde Circular (D32):
Dukinfield in the latter part of the 1980s and early 1990s saw a glut of minibuses on short distance local routes. For example, GM Buses had the number 1 route, which competed with Pine Coaches’ P1 route, and Bee Line Buzz Company service 14. Lesser known was Dennis’ Coaches route D32, launched in May 1990. The route whisked passengers in the direction of Hyde via King Street and Ashton Road before returning to Ashton.
What happened next: there is little reference of this route (though I would be grateful if anyone had any further information). However, most of the route was replaced by extensions of their 216 and 219 services to Manchester – calling at the forecourt of the Morrisons store off Foundry Street. The Dukinfield extensions of the 216 and 219 were withdrawn by February 2001.
5: Hattersley – Hyde – Ashton-under-Lyne (333):
Another pioneering operator of the late 1980s and early 1990s was Stuarts Bus and Coach. Formerly known as Trimtrack, the coach company started bus operations on Deregulation Day, carving a niche around Hyde, Newton and Hattersley.
Our imaginary journey has taken us to the 1981 version of Hyde bus station with its draughty stands. I take my place at Stand D for an Ashton bound 333, operated with an Alexander bodied Daimler Fleetline, de rigeur for 1991. The 333 began at Hattersley, continuing to Hyde and Ashton, via Dukinfield Town Hall.
What happened next: the route was renumbered 3 to avoid confusion with the Ashton – Smallshaw Circular service. It outlasted Stuarts Bus and Coach’s stage carriage operations, following the company’s loss of GMPTE contracts and safety record. The route was taken over by Stagecoach Manchester who extended it to Glossop and renumbered them as two routes (398/399) in 1998. The section between Ashton – Hyde was withdrawn, due to duplication of sister route 330.
The Hyde – Glossop section remains, albeit with some journeys amalgamated with former Glossopdale route 341 and other journeys renumbered 397. Since 2007, both routes have been operated by Speedwellbus.
6: Ashton-under-Lyne – Glossop (S36):
In 2002, Speedwellbus was established as a private hire company in Glossop. Two years later, it began bus operations with the S36 service to Ashton-under-Lyne, competing with Stagecoach Manchester’s 236/237 services.
Back in Ashton, our imaginary journey has taken us to 2004 with the sight of one of Speedwellbus’ pristine Optare Solos. The S36 continued to Tameside Hospital, Stalybridge, Mottram-in-Longdendale and Hollingworth, before stopping at Glossop.
What happened next: the S36, which entered Glossop via Back Moor, lost out to Stagecoach Manchester. Their 236/237 routes were rerouted via Back Moor, with another route (238) being diverted to serve Tameside Hospital. Being robbed of these unique selling points saw the withdrawal of the S36. Soon after, Speedwellbus won the tender for the 238 (formerly the Ashton – Hattersley – Hyde extension of the 201) and the 239. The 238 has since been renumbered 387 and is operated by First Pioneer.
7: Ashton-under-Lyne – Oldham – Grotton (398):
After a pint at The Star Inn near Glossop railway station, our imaginary journey sees us returning on the S36 to Ashton. We finish up at Stand M of Ashton bus station and see a crowd of people leaving the then new Arcades Shopping Centre. I was back in 1995 and realised that I had left my Teen Travel Club card at home and didn’t want to pay GM Buses North fares aboard the 409 to Oldham.
I chose the Stotts service 398, operated by a former South Yorkshire PTE Leyland Atlantean. The Alexander bodied bus in its smart livery whisks me to Oldham for the princely sum of 90p (actual 1995 adult fare to Oldham from Ashton aboard their route). The service followed the 409 route up to Oldham (West Street) before continuing to Grotton via St. Mary’s Way and Lees Road.
What happened next: the service was withdrawn by 1996, giving GM Buses North (and ultimately First Manchester) monopoly status between Ashton and Oldham on the 409 route.
8: Oldham – Ashton-under-Lyne – Dukinfield (P1):
The P1 was for a short time Pine Coaches’ sole route, linking Dukinfield (Yew Tree) with the Morrisons store and Ashton-under-Lyne. It differed by dedicating one stretch of its route (Armadale Road) to genuine hail and ride operation, without the need for conventional bus stops.
On my imaginary journey back to Ashton, I am back in October 1991 where I eschew the Leyland Atlanteans of GM Buses (Northern Counties) and Bee Line (Eastern Coach Works) on the 409 for a Mercedes minibus. The route followed that of the 409 between Oldham and Waterloo (Dog and Partridge), entering Crowhill via Littlemoss Road, and continuing to Ashton bus station. The Dukinfield section followed the 340 route up to Armadale Road, which it would take to reach Morrisons, before terminating at Yew Tree.
What happened next: the P1 service was withdrawn in 1992, a year after its extension to Oldham. Much of the route lives on in the form of the 41 (except for the Morrisons link via Armadale Road North) and the 337, both operated by Speedwellbus and First Pioneer.
9: Ashton – Failsworth – Manchester (434):
After returning home to find my lost Teen Travel Club pass, I get the P1 back to Ashton and return once more to the late 1990s in my fantasy time-travelling mission. Waiting in the same bay as the 419 route (M stand again, with the 400/401), I board the 434 operated by First Manchester.
Much of the 434 service had its roots in Citibus service 428. The main variation was its route out of Ashton. Whereas the 428 followed the 409 up to Hollins Road junction in Hathershaw, the 434 followed the former 332 route via Turner Lane, then followed the 428 route via Hollinwood, Failsworth and Newton Heath.
What happened next: the 434 was renumbered 396 in 2001, terminating at Newton Heath. The route was operated by Vale of Manchester till 2004 before its present operator Speedwell Bus (along with sister route 395, Limehurst Farm) took over.
10: Bolton – Manchester (X9):
I am more or less back in the recent past of 2004. After winning the 400 Trans-Lancs Express the previous year, Horwich based independent Blue Bus launched a new express service to Bolton from Manchester. With a journey time of 38 minutes, it followed the number 8 route up to Moses Gate, with non-stop running on the A666 bypass. From there it joined the M60/M61 motorways before joining the A580 for Swinton, Pendleton and Salford, before reaching Manchester. Within Manchester, the service stopped at Albert Square and Piccadilly Gardens, before calling at Deansgate and returning to Bolton via Bridge Street.
A small number of buses, including an Optare Metroliner minibus received promotional liveries. This had its roots in an earlier plan to add a special livery for the 400 route.
What happened next: September 2004 saw the withdrawal of the X9 due to low usage. As Blue Bus was having some financial problems at the time, the business was sold to Arriva North West on the 31st July 2005. The limited stop section between Manchester and Swinton is covered by Stagecoach North West on their X61 route to Preston. A slower link to Bolton via Swinton is maintained by First Manchester in the form of their 12, 22, 36 and 37 routes.
Postscript:
With the network continuously changing, it is a task of Herculean proportions to keep up with the times and route revisions. I know myself being a long-time bus and rail enthusiast for the last 25 years. Though the timing of service changes seemed to have settled in recent years, updates to the network, could seem more frequent to the average user than his/her software patches – if he/she uses more than one company’s routes.
Whoever gets elected by 2010, there is half a chance that the Greater Manchester bus scene would be as interesting in the next five years as of now and before then. Though the Big Three (FirstGroup, Stagecoach and Arriva) remain dominant at this moment, I could see in five years from now smaller companies taking a greater share of routes deemed unprofitable by the Big Three. These would not only include local independents (Jim Stones Coaches, Speedwellbus and JP Travel for example), but third sector groups (for example Partington and Cadishead Transport) and taxi companies.
If the free market model of the 1985 Transport Act remains in place, I could see this happening more within 2 – 3 years. In fact it is already happening in some parts of Greater Manchester, so we should expect more weird and wonderful routes.
As usual, any comments are welcome, on the routes covered. Expect to see a follow-up pretty soon (possibly embargoed till the 26th October).
S.V., 30 July 2009
Remembering the Bee Line Buzz Company
Readers of a certain age living in Greater Manchester may remember the early days of bus deregulation for clapped out double deckers, competition and ticket validity issues. There was one company which was an exception to this.
The 26th of January 1987 saw the launch of the Bee Line Buzz Company. Eschewing double deckers, its remit was to deliver high frequency bus services using minibuses. Instead of having a service with a half hourly frequency using double decker buses, the same route would be served with 20 seater minibuses operating every 7/8 minutes. Unlike conventional bus services, they could be hailed anywhere on the route like a black/yellow taxi cab (apart from some sections where conventional bus stops were used).
The idea of replacing conventional bus operations with frequent minibuses was not without precedent. Harry Blundred dabbled with this before deregulation in Exeter within the National Bus Company. This was later copied in the Hereford and Worcester city centre areas.
Up to its launch, the streets of Greater Manchester saw the PTE owned GM Buses competing against a wave of independent operators. Some were long established companies like A. Mayne and Son and Finglands. Others were more recently formed companies like Citibus and Stuarts. The launch of the Bee Line Buzz Company however did more to ruffle the feathers at GMPTE on Portland Street.
Unlike the older independents, the Bee Line Buzz Company was part of a national company, United Transport, who also had transport interests in South Africa. Its frequent services and modern fleet prompted GM Buses to launch its Little Gem services. This name superseded locally branded minibuses such as Ashton Minilyne for minibus services from Tameside depot.
Personal recollections:
I had my first experience of Bee Line Buzz Company’s services in February 1987, within its first week of operation. Mine was with 18 others as part of a school trip to Hatchett’s Wood in Wythenshawe. We caught the number 5 route from there to Palatine Road, West Didsbury for my then school at the time, which was Ewing School.
Also in the same year, I could recall boarding the number 14 route from Hyde Park to The Forester pub in Dukinfield. It was Guy Fawkes’ Night and along with my Dad, I went to a Tameside MBC organised display on the spare ground opposite Hyde Park. It seemed amazing to me seeing a computerised ticket machine, compared with the Almex ones used on GM Buses. The journey experience to me was almost like boarding a taxi given its intimate atmosphere compared with the usual double decker on the 343 route.
The routes:
As a proud owner of a Bee Line Buzz Company timetable with maps, the routes (as noted on the 14th of September 1987) were:
Only two of the routes remain in more or less of the same form as their 1987 route. These are the number 7 and the number 1 routes. The latter was renumbered 11, whereas the former’s route is virtually unchanged apart from the fact it also serves the retail park and multiplex cinema at Ashton Moss. Both are operated by Stagecoach Manchester and run to frequent intervals.
At this time of writing, the 7 has a 20 minute frequency operated with single decker buses, though no service after 2030 hours, Sundays and Bank Holidays. This is operated from Stagecoach Manchester’s new depot at Ashton-under-Lyne, just off Clarence Street. Marshall bodied Dennis Darts and Optare Solos are frequently used, with the former vehicles inherited from the acquisition of A. Mayne and Son’s bus operations in January 2008.
The 11 has a 10 minute frequency, also operated with single decker buses, though no service after 2030 hours, and on Sundays and Bank Holidays. This at present is operated from Daw Bank depot in Stockport. With the possibility of Charles Street depot closing this summer, could the 11 transfer to Stagecoach Manchester’s proposed new depot in Northenden?
What happened next?
Sadly, the party was over for the Bee Line Buzz Company’s bold aims by the end of the 1980s. Firstly, the company was acquired by Ribble Motor Services at the end of 1987. Stagecoach Holdings took over Ribble in March 1989 and sold the Bee Line operation to Drawlane. By 1989, its minibuses disappeared from the streets of Greater Manchester, replaced by worn out double deckers from privatised NBC owned companies such as London Country.
Drawlane later became known as British Bus. In 1993 – 1994, they tried to bid for GM Buses North, but were beaten by an employee and management buyout. By 1996, British Bus were sold to Cowie Holdings, before becoming Arriva two years later. In 1998, Bee Line was no more. Along with its stablemate North Western (not to be confused with the North Western of NWRCC fame), they became part of Arriva North West. Its operations were ran from Merseyside. Manchester area operations were known as Arriva Manchester.
Today, Arriva Manchester has two depots. One of them is the Manchester depot just off Fairfield Street, inherited from the original North Western, formerly owned by Tilling and BET. Its second depot is in Wythenshawe.
Though not part of Arriva Manchester (in this case Arriva North West), the former Blue Bus depot is Arriva’s third depot in Greater Manchester. This being the result of its acquisition of Horwich independent Blue Bus on the 31st July 2005.
Recommended reading and source materials:
‘Greater Manchester Buses’, Stewart J. Brown (Capital Transport, 1995);
Bee Line Buzz Company timetables (1987);
GMPTE Bus Times: 7 and 11 bus routes (2009);
7: Ashton – Reddish – Stockport (Stagecoach Manchester);
11: Altrincham – Wythenshawe – Stockport (Stagecoach Manchester).
Before I go…
I would be most grateful if anyone could fill me in with extra information on the 1987 Bee Line Buzz Company routes (in a sort of ‘Where Are They Now?’ type of thing). A special mention also to Martin Bryant of the Manchester Buses blog, who commented a few months back asking me about the Bee Line routes. I hope this article fits the bill in some way.
S.V., 08 May 2009.
Blogged with Flock
So, almost four years since 7/7, almost eight years since 9/11, and a host of anti-terrorism laws during then. Have these laws stopped any terrorists? Are we a more illiberal country than we were in 2001?
I would yes to the latter, though I would say the UK ceased to be a free country since the Miners’ Strike. This point refers to the activities of the government in relation to the castration of trade union power and an organised working class.
Now, it seems that anti-terror laws are used more popularly for targeting trainspotters and photographers. How far do we need to go before we target anyone with a camera? Will Flickr, Photobucket and company be closed down? Would all Ian Allan Bookshops in future be treated the same as adult shops with opaque window displays?
Trainspotting is a harmless hobby, as is collecting numbers of other forms of public transport. It is the thrill of the chase, though this chase is less pleasurable as most passenger trains are electric or diesel multiple units of some description. In these cash strapped times, trainspotting can be a cheap hobby, if you live close to a main line. Plus you don’t always need a camera, as a discrete notebook and pen could suffice.
Most trainspotters seem to mind their own business and not bother any one, but they seem to be a threat to the rail franchises. Other than the anti-terror angle, I reckon it is more to do with money and them (to the companies) taking up precious space on the platform.
They may claim that trainspotters standing on the platform edge do not generate enough profits. Au contraire. How else would we have saved the Settle and Carlisle line or our steam trains without the derring do of the rail enthusiast? In fact, rail enthusiasts and spotters probably do more for the railways. Without them we wouldn’t have had steam trains doing Summer Sundays on the Settle and Carlisle, numerous other railtours, or restored stations.
Note to jobsworths harassing our spotters: leave them alone if they’re not bothering the travelling public. They too may be one of them waiting for trains.
S.V., 05 April 2009.
Update on Ewing School.
Some time ago, East of the M60 reflected on the ‘grotesque shambles’ of Manchester City Council’s proposed closure of Ewing School. Though a local Liberal Democrat newsletter exposed this at the end of last year, the story has finally made the Manchester Evening News (Wednesday 11 February 2009). East of the M60’s story was released into cyberspace nearly a month before the MEN’s account of event.
Since Manchester Withington MP John Leech proposed an Early Day Motion for the retention of Ewing School, an online petition has attracted over 650 signatures. This is in addition to the 2,500 signatures gathered at a rally in West Didsbury.
The loss of Ewing School and the council’s proposals are tantamount to “inclusion by isolation”. Think of the pupils who will have made friends at West Didsbury, only to find he/she has been moved to Moston or Wythenshawe. For the good of fellow auties, aspies and SPLDers like myself, sign the online petition as soon as possible. In the words of Del Trotter, ‘You Know It Makes Sense’!
S.V., 11 February 2009
Outrage over Manchester City Council plans to close Ewing School
Imagine being part of a successful football team, winning every trophy imaginable and being forced to split that winning team by the FA. Picture the prospect of your teammates being split into ninths.
As part of Manchester City Council’s plans to improve integration with mainstream schools within its boundaries, is a proposal to downgrade and close two special schools within Didsbury. One school is going to lose its secondary school classes, the other is going to close completely. The latter one is Ewing School, the school I attended from January 1987 to July 1990.
I could cope with the mighty Stalybridge Celtic losing 6-1 to Durham City, spend hours on rail replacement buses from Hell. These are minor compared with this recent development. This development interferes with people’s lives at a fundamental level rather one’s peeves.
I am always happy to talk at length or write about my time at Ewing, and claim that Ewing School, not my secondary school, was the one which helped me the most. What helped were the small classes (18 was the biggest class number) and the high pupil to teacher ratio (4 pupils to 1 teacher). I also enjoyed being able to go to different places on a weekly basis along with my fellow peers. It is thanks also to Ewing School that I am able to appreciate the countryside, enjoy walks and travel independently by bus, train and tram.
Ewing School already has a proven record in enabling pupils to settle in mainstream schools long afterwards. So much that there is a waiting list and people moving to South Manchester so their child can be taught by their specialist teaching staff. Instead of keeping up the good work, the council wishes to break up that successful team.
They propose that its students would be dispersed into 9 ‘havens’ within existing mainstream schools. How do you tell the pupils that their best friend will be moving to a haven in Moston if he/she will be moving to one in Gorton? Will the Ewing staff leave the profession altogether rather than join one of the havens, resulting in a loss of specialist personnel? Any move away from the status quo would cause chaos with parents and their children already satisfied with Ewing School.
As a former pupil, I am totally against the plans. This is an issue shared by Manchester Withington MP John Leech (Liberal Democrats) who in December last year submitted an Early Day Motion favouring its retention. I have written a letter to him.
A petition against the closure will be launched on Saturday 17th January 2009. The rally and launch will take place in West Didsbury between 12.00pm – 2.00pm. If you can make it, please do, especially if you live in the constituency, or linked with Ewing School, as for example a former teacher or pupil.
S.V., 15 January 2009
Why would you want to say ‘no’ to £3 billion Investment in public transport for the Greater Manchester area and stick with the same old congestion, packed trains, older buses and sardine-like trams?
The next few weeks Read the rest of this entry »
Ten buses reviewed and the best places to sit on board
In nearly 30 years of travelling around Greater Manchester by bus from babe in arms to full fare paying passenger I have boarded more than my fair share of GMT standard buses from Leyland Atlanteans to Dennis Dominators. Read the rest of this entry »
A West Didsbury special school comes of age
The year 1968 was best remembered for Manchester United being the first English team to lift the European Cup, Read the rest of this entry »
I’m Bloggin’ It…
A lot has been said about the world’s leading fast food chain’s act to ‘clean up’ and focus on healthier foods Read the rest of this entry »
Plans for new cross-city bus network proposed under Transport Innovation Fund
Unless you have had your head buried in the sand, Manchester was the successful bidder for the Government’s Transport Innovation Fund. This would Read the rest of this entry »
“Pick You Up Tomorrow As Usual”
Today’s bus operations in Greater Manchester are dominated by the big three companies, Arriva, FirstGroup and Stagecoach. As with the local shopping centres, the clone town scenario is also true of bus operations outside London. Read the rest of this entry »
Bus and rail fare squabblefest
Can’t you tell that the New Year has started already? Two days into the year, our blessed transport companies let New Year in by issuing a 5 – 15% fares increase on its passengers. Read the rest of this entry »
Confirmed in today’s [23 November 2007] Read the rest of this entry »
RH@M/CR: Roger Hodgson, Palace Theatre, Manchester, 03 October 2007
One of the geniuses behind Supertramp Roger Hodgson delivered a virtuoso performance at the Palace Theatre in Manchester.
Most of the audience Read the rest of this entry »
Famous Australian author and all round renaissance woman’s 2007 UK tour dates unveiled.
For several years, Donna Williams has been well known to the autism spectrum fraternity as a leading author within this field. Read the rest of this entry »
Manchester Evening News, 20 March 2007
Over the last fortnight, 1,000 people were interviewed in a telephone poll over congestion charging via the Manchester Evening News. The 21 March edition stated that just under two thirds of those polled were against this. However 59% stated they agreed with congestion charging – if the money was channelled towards Metrolink expansion.
For the Tameside area, just over two thirds of people were against congestion charging. 63% were in favour of this, if the money was channelled towards the Metrolink. Of the people polled, 41% travelled by car or motorbike, and 35% used public transport. Of the ten districts which make up the Greater Manchester area, Tameside people were the biggest public transport users in the survey. The most popular form of public transport was the train, with 44% of the poll. In second place was the bus.
Much noise has been made against the congestion charges over the last three months, with the implication it may have for the local economy. The greatest concern has been the number of people expecting to shop outside the proposed zone (could Glossop and Sheffield benefit?). Another has been the cost – which is something that should be taken to account (I stress this given that Tameside based employees have the lowest wages in Greater Manchester).
As a public transport user, I support the idea of congestion charging, but… (and I mean but) further investment in buses, trains and the Metrolink must be made – as stressed by the conditions made by central government. If no further investment is made, I will therefore renege on this opinion.
For the greater good, I suggest that:
No congestion charging should take place without the public ownership of local bus and rail services.
In other words, I advocate the return of Greater Manchester Transport or SHMD, or the imposition of a London style franchising system. How can central government stick to its policies properly if bus operators outside London can do anything they like with their services (see my previous post on the 343 route)?
S.V., 22/03/2007
Half Man Half Biscuit, 16 February 2007: Manchester Academy
With a near capacity crowd in the Manchester Academy, Birkenhead’s answer to Shakespeare had a solid performance, with this gig surpassing the Holmfirth one last September.
Opening the gig was fellow labelmates Calvin Party, in front of about 400 people, with their Echo and the Bunnymen meets James style of Indie music.
By 2115 hours, came the main feature, Half Man Half Biscuit who ran on to a snatch of ‘13 Eurogoths Floating In The Dead Sea’. Fifteen minutes before then, the Manchester Academy saw an extra 800 HMHB fans surge towards the venue. As with Holmfirth, they opened the gig with ‘S*** Arm Bad Tattoo’.
Friday’s gig saw a rather tight performance by Half Man Half Biscuit, with a mix of excellent new material from ‘Achtung Bono’ and a few oldies. Within the latter category were ‘4AD3DCD’, ‘Albert Hammond Bootleg’ and ‘Turned Up, Clocked Off, Laid Off’. Unlike the Holmfirth gig, ‘24 Hour Garage People’ lacked the musical samples (probably due to copyright issues).
Before the encore, HMHB dedicated their last song, ‘Joy Division Oven Gloves’ to Tony Wilson, given his recent battle with cancer. This was met by rapturous applause by the 1200 – 1500 fans at the Academy. Continuing the trend of using a cover version for the encore set, their choice was ‘Containers’ by The Fall from their 1980 album ‘Grotesque: After the Gramme’.
Ending with a snatch of ‘The Best Things In Life’ and ‘We’ve Built This Village on a Trad. Arr. Tune’ before then, Half Man Half Biscuit left me wanting a second encore and a week’s worth of cold turkey, cured only by listening to ‘Achtung Bono’ and ‘Back in the DHSS’ several times.
A fantastic night, and long may they continue. When’s the next gig in the North West…?
The Congestion Charge is coming to Greater Manchester
Announced on Sky News on Monday 19th February, it was announced that congestion charging will be coming to Greater Manchester in 2012.
Backed by bus company bosses and the subject of negative reaction by its motorists, the conurbation populated by 2.2 million citizens, will become the second city outside London to impose road pricing. One MP, David Heyes (Ashton-under-Lyne), had stated his opposition to the congestion charge – if no improvement to public transport has been made. Hopefully, by 2012, Phase Three of the Metrolink should be completed and by then, the buses may be re-regulated.
My personal view favours congestion charging, but, like the member for Ashton-under-Lyne, I would only back road pricing if suitable car alternatives are available. This should mean:
At present, Greater Manchester Passenger Transport Executive have been the prime mover of re-regulation, as with other PTEs in Tyne and Wear and South Yorkshire. Since 1997, the big two bus owning groups, FirstGroup and Stagecoach had operated most services in the Tameside area. Most of their passenger growth has come from acquisitions rather than organic growth. Despite consolidation, the network is still seen by many users as constantly shifting. Even though changes have been minimised by each company, there is still confusion, due to the varying dates set by each operator.
If changes are to be made, a much easier idea would be standard changeover dates for all operators, with the same changeover dates as train services on Network Rail metals. This could be enforced by local councils and Passenger Transport Executives.
If the public transport system of 2012 continues to ape the system of 2007, then the congestion charge will be seen as an annoyance by its drivers – whom, because of ineffective public transport – are forced to drive. They will see it as another form of taxation, if the streets of Ashton are blocked despite road pricing.
We have five years to get public transport back to the organised state it was before the 26th October 1986. This will mean a return to British Rail, Greater Manchester Transport, et al, and a change of perception. That perception is the concept of public transport being a utility like gas, electricity and fast broadband access. The right to move should also mean integrated public transport at affordable prices and realistic frequencies as well as clear roads and an unblocked Denton Island.
Manchester to become the second city outside London to introduce congestion charging
Manchester Evening News, 24 January 2007
Don’t panic, this is not the current peak return train fare from Stalybridge or Bolton to Manchester. This is the projected rate of the Congestion Charge, which will be imposed on the 15 most busiest road corridors in the Greater Manchester area.
Affected within the area east of the M60 motorway will be: Rochdale Road (A664); Oldham Road (A62); Ashton Old Road (A635); Hyde Road (A57) and Stockport Road (A6). Previous plans involved placing the congestion charge zone inside the M60 motorway. Zones have been selected on a road basis – and quite rightly – the roads affected sport frequent bus services. Each driver will pay £3.00 within each corridor zone. It was stated that income from the charges will go toward improving public transport.
On the online poll, so far, some 78% are opposed to congestion charges in Greater Manchester.
I beg to differ. Since 2003, I have favoured the use of congestion charges, so long as there were tangible improvements to our bus and rail networks (and I speak from experience as a bus user). At present, Manchester’s deregulated buses and privatised trains have put a sizeable number of Mancunians off most forms of public transport for life. Learning to drive is seen as a rite of passage along with christenings, weddings and birthdays.
Congestion Charging should be imposed on condition that:
The latter point is an unashamed dig at the school run, which accounts for 20% of UK road traffic on a normal weekday. I can speak from experience, having noticed a saving of 10 – 15 minutes on a seven mile bus journey in the peak period of school holiday times, compared with school days. Within this point, I feel that:
Assuming that a fair number of schoolchildren are chauffeured to their nearest school, how would they learn to use public transport independently? How would they know how to behave on bus or train route, or how to purchase tickets? How would they be able to read a timetable? In doing this, we are denying children basic life skills, required for travel to and from work, leisure activities and respect. With the latter point, I use the term ‘respect’ in the context of personal space on buses; cooperating with railway guards; giving up seats for elderly persons, and queueing.
As a country, we need to get our priorities right regarding public and personal transport. Firstly, the cost of motoring has been allowed to stay constant since 1970, whilst public transport fares have increased by 95% upwards since 1986. Secondly, we need to see a change in perception of ’successful public transport’ networks. At present, a profitable network is seen by some as a success, rather than one where connections are coordinated and fares are subsidised. Thirdly, we need to integrate planning with transport provision more. Compare the car friendly retail parks with the bus friendly town centres.
Can we do it?
