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 »
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 special mixtape to celebrate 40 years since the formation of SELNEC PTE
40 years ago came one of the most revolutionary reforms to public transport management in the Greater Manchester area. As per Barbara Castle’s 1968 Transport Act, part of this legislation involved the formation of Conurbation Transport Authorities. Read the rest of this entry »
Had it not been for the actions of the AQA to include the Metrolink timetable as part of an ‘A’ Level literary syllabus, this post would not have been possible. Thanks to reports in the local and national press around November 2008, it had got me thinking ‘Yes! The 1972 SELNEC Southern timetable will be rated alongside the Bronte Sisters, Charles Dickens and Homer’ If my school’s English Literature syllabus included the Teen Travel Club leaflet from 1984 rather than The Merchant of Venice, that B would have been upgraded to a juicy A*.
My transport related literary classics are:
How can a book about transit maps be fascinating? Mark Ovenden proves that it can be possible. Metro Maps Of The World categories every metro map from the most elaborate (London Underground for instance) to more modest systems and projected ones too. Within this book is a history of how some maps evolved over the years, with some more concise references to the Melbourne system, Dublin DART rail and our very own Metrolink.
Also consider reading: Henry Beck: a similar book by the same author on the creator of the London Underground map.
Had it not been for Westminster pushing us from pillar to post, we would have had something more substantial than the Metrolink, a north-south heavy rail link with services from Bolton, Bury and Oldham to all points south. The fact it took over a century for Manchester to have a north-south based rail connection is scandalous (though that’s best left for another post), but this could have been possible – by 1980 – if The Picc-Vic Project was fully implemented. The reader is greeted with a cover of a possible subterranean Royal Exchange station and a train similar to BR’s Class 508 EMUs. The book details possible bus/rail interchanges, service frequencies and has its roots in SELNEC’s Lifeline 2000 book.
Also consider reading: Lifeline 2000: SELNEC’s precursor to The Picc-Vic Project route.
Till 1972, Stockport, parts of south Manchester, Trafford, Glossop and Tameside were served by the North Western Road Car Company as well as SELNEC and municipal operators before then. North Western’s bus services within Greater Manchester were absorbed by SELNEC and were briefly part of the National Bus Company. Their 1968 timetable was their last pre-NBC era one. As well as all its bus routes, reference is made to its summer holiday services, some from other operators and British Rail services. Also listed is information of market days, half-day closing and bus/rail through-ticketing. A fantastic publication. If only today’s bus timetables were that informative.
Also worth reading: any of Derbyshire County Council’s trio of timetables – a must for exploring the Peak District, Bolsover Castle or Uttoxeter for JCB’s Diggerland.
With Britain in the cut and thrust of recession, and a Tory Government inflicted fares increase in 1981, Labour took over GMC’s County Hall with a promise to freeze bus fares. Another strategy was the expansion of off-bus ticket sales, started by its predecessor. This included the new Teen Travel Club and Wayfarer tickets. The most thorough leaflet on this was A Fare Deal For You. The leaflet is also a good source book for 1980s fashions as well as Saver Sales points. Also included are the ticketing boundaries, details of mobile Saver Sales outlets and (in the 1983 leaflet) news of fare reductions!
Also worth reading: Teen Travel Club leaflets, 1984 – 1986. It is worth a peek for the fashions alone.
No enthusiast of Greater Manchester Transport should have a bookshelf without this tome. Greater Manchester Buses by Stewart J Brown is probably the definitive reference on all things in the Greater Manchester bus world from SELNEC to the government enforced split of GM Buses. Almost everything from Clippercards to Citibus is mentioned. My copy has taken pride of place for nearly 10 years and is one of my most read books besides the Argos and IKEA catalogues. The only downside is due to the book being 13 years old at this time of writing, Greater Manchester now needs a definitive reference of the bus scene since deregulation. 2013 could be the best year to start writing this section (covering the last 25 years of deregulation), as by then we may or may not see the congestion charge imposed and the changes to our transport network.
Also worth reading: 75 Years of Mayne’s Coaches, Mark Hughes (1995): this as well as covering the famed coach operator, offers excellent background reading on operations in the deregulation era.
In the First Dole Age of the last generation (1982 to be precise), Greater Manchester Transport set about promoting recreational usage of their buses to arrest falling patronage caused by high unemployment. Among its leaflets was the excellent To Market To Market By Bus. This provided the would-be traveller with information on markets in the Greater Manchester area from Bury market to Partington’s outdoor market. As one would expect, the centre pages included a map of its frequent bus routes and the market locations.
Also worth reading: To Market By Bus (National Bus Company, 1983), or The Big Shopping Book (GM Buses, 1989).
I only ever remember seeing this book once at a transport fair and didn’t buy it till recently (my purchase coming from an Uppermill bookshop). I should have done though, but 10 Years of Progress (1974 – 1984) by West Yorkshire PTE is a curio itself. The book is an affectionate history of West Yorkshire PTE’s achievements. These include the Saverstrip – their equivalent of the Clippercard, cheap off-peak travel and its terminal like bus stations. Even now, its bus stations are streets ahead of their neighbours in Greater Manchester. Sadly since then the Metro-National company was disbanded and is like Greater Manchester in being the domain of FirstGroup, Stagecoach and Arriva.
Also worth reading: any annual report of the PTE operators, which come close to this work.
Among West Yorkshire PTE’s crowning glories was Bradford Interchange. So much so that in 1978, West Yorkshire PTE published a glossy softback brochure. The brochure details how the depot is placed below the bus station level, its separate coach station, railway station and wealth of car parks. This was anchored by the proposed central offices for West Yorkshire PTE (though used for the Bradford District only). Bradford Interchange has since changed radically with bus and coach facilities on a single terminal and half the site taken up by offices. The railway station has changed little apart from the buffet bar which is a crew change room for First West Yorkshire. The depot has since closed and is now a bingo hall.
Also worth reading: GMPTE’s brochure on Hyde bus station (2005) or Bury Interchange (Greater Manchester Transport, 1980).
The typical bus, rail or tram timetable details its times by means of the 24 hour clock with the times being read from top to bottom. Exceptions to this rule included Trent Barton and Merseytravel PTE who chose the 12 hour clock. The latter decided to display their times from left to right. A Southport to Liverpool service would see Bootle Oriel Street at the centre right of the timetable rather than near the bottom. Another detail was that am and pm times were shaded in different colours. In recent years, Merseytravel have opted for standard top to bottom timetables with the 24 hour clock. Their previous layout, though unusual in the UK is common practice in the USA.
Also worth reading: any USA based transit authority’s timetable/schedule.
For my final transport literary classic, I recommend the New York Metro’s transit map. Designed in 1972, it has formed the template for most modern day transport maps, though its roots lie in the older London Underground map. The difference is that the diagonal lines are presented in a 45° angle and without the softer curves. Even in 2008, the design remains timeless. The New York Metro has (sadly) disposed of the 1972 design, with its Helvetica typeface – which no doubt inspired Greater Manchester Transport in 1974.
Also worth reading: any British Rail/National Rail map since the early 1980s. I especially recommend the 1989 Network Northwest map due to its closeness to the New York Metro – before they thought of copying Henry Beck’s London Underground map.
S.V., 29 April 2009
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.
If Manchester Votes ‘No’ To £3 Billion Transport Plan, Will The Last Person To Leave Deansgate Allow Extra Time For Their Journey? Read the rest of this entry »
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 »
Popular stationmaster retires after 32 years
In a reign which has seen three recessions, privatisation, and several restructuring attempts, a well-known figure at Stalybridge station is to retire after 32 years in the job.
Ashley Oliver joined the Cheshire station in 1976, preciding over an era which has seen the Stockport – Stalybridge line service cut to once a week, substantial improvements on Manchester to Huddersfield services, and a multitude of liveries.
When Ashley joined Stalybridge station, the stopping service from Manchester to Huddersfield only ran in the peak hours, Class 40s, 123s and 45s formed the Trans-Pennine services, and the station buffet bar only had the conservatory and main bar.
Since 1976, Stalybridge station has seen:
Always a popular sight at Stalybridge station, Ashley’s announcements will be missed by over 700,000 people who use this station. In honour of his 32 years at the station, a special poster was produced on platform 1 by First Transpennine. George Wright Brewery have also made a special ale (Ashley’s Ale) in honour of his tenure.
We wish Ashley well on his retirement and hope his successor does as good a job he did. See you at the buffet bar over a pint of some obscure ale.
Some photos were taken at his farewell do at the buffet bar by Mike Smith (also known as Mossley Smiffy).
S.V., 15 October 2008
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 »
Christmas is coming, repeats are fast looming, as people in Argos are still queueing and awaiting their number – some twenty minutes later…
As eventual as death and taxation, the terrestrial television will face another repetition of Bonds from Moore to Dalton, and furniture adverts. Read the rest of this entry »
600 more face court for feet on seats
Is dirtying a train seat as heinous a crime as murder, rape, assault or robbery? In the eyes of one rail franchise, this seems to be the case. 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
The Stockport – Stalybridge Train (1128 hours, Saturdays Only)
Is this the worst scheduled passenger rail service in Europe in terms of frequency?
Running once a week, Saturdays only, is a train with only one journey – just one journey in one direction. The train calls between Stockport and Stalybridge via three intermediate stations: Reddish South, Denton and Guide Bridge. Both Reddish South and Denton are unstaffed stations without disabled access and (wait for it) platform lighting.
Before privatisation, this line had a much better service than that of passengers travelling to Mossley by rail from Stalybridge, with an hourly frequency. In 1991-92, 12,000 people signed a petition against cutbacks to the service, which boasted a frequency of five trains a day (two one way, three the other). Now, the current service is once weekly, and passengers to Mossley are now afforded an hourly service with a two hourly Sunday service.
The latest Network Rail Draft Network Management Statement for the North West proposes the closure of Denton and Reddish South stations. The local MP Andrew Gwynne favours the launch of a direct service from the doomed stations to Manchester Victoria. This move will increase journey opportunities for Denton and Reddish residents, as they would be able to travel to Bury, Bolton, Oldham and Blackburn without crossing Manchester city centre. This plan will involve turning left at Denton junction onto the line leading to Ashton Moss and Miles Platting. However, there is one problem in that links between Stalybridge and Guide Bridge would be severed.
In my opinion, I would give 2.5 cheers to this plan (the .5 being due to the real ale lovers missing their once weekly unidirectional shuttle to the Stalybridge Station Buffet Bar). Perhaps Gwynne’s proposal could prompt the reopening of Droylsden station. Cut off from the rail network since 1968, the Droylsden area suffers from congestion between Manchester Road (Audenshaw) and Edge Lane/Ashton New Road. This would be alleviated by a reopened Droylsden station off Lumb Lane near Littlemoss (as well as the Metrolink).
To make up the loss of the Stalybridge – Guide Bridge – Denton section of the route, I would recommend retaining the once weekly train for the time being, in addition to Gwynne’s proposal. This could be replaced by a direct London service, or other services to Cheshire, starting at Stalybridge or Huddersfield. This section also offers potential for a prospective Huddersfield to London Euston route (calling at Stalybridge, Guide Bridge and Stockport stations), though subject to line access issues.
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?
Or ‘Why is a single from Stalybridge to Dukinfield four times the price per mile as one from Manchester to London?’
Death and taxation are often stated as a main inevitability of life in dear old Blighty. What is never mentioned are that annual transport fare increases are another one.
Much noise has been made over the rail fare increases on the 2nd January this year. Several sources have stated that train travel will become a middle class pursuit.
Think again.
A lot of noise has been made over a fare from Manchester Piccadilly to London Euston costing £219 (second class). That is 34p per mile.
In my area, 34p a mile on my local bus routes would be a fares cut instead of an increase. A single fare journey from Dukinfield (Morrisons) to Stalybridge (Armentieres Square) on one route will cost £1.40 as of the 14th January this year. The distance? About one mile; that is four standard (non discounted) fares from London to Manchester per mile! Over the same distance, a taxi fare on the daytime Tariff 1 of one local private hire taxi firm would cost approximately £3.50 (for four people). The bus alternative: £5.60 for four people, with a saving of £2.10 for the same party, in a taxi.
Though rail fare increases attract the greatest criticism in the national newspapers, the bus user outside of Greater London is forgotten. I would love a 5% increase on bus fares rather than a 10% one. Better still, I would like a swingeing fares cut to 1986 levels and properly subsidised transport.
Bus fares in Greater Manchester have increased by 10% year on year since 1986. Though this may have seemed realistic in 1990, when inflation was in double digit figures, this is by no means a joke, now that UK 2007 inflation figures are 3.6%.
If you live within the Greater Manchester area, and if you can afford it, I strongly recommend buying one of the System One season tickets – or the company’s own season tickets. If, like myself, you work in the centre of Manchester, think of how much you will save on single fares to the city – and use your pass for the short distance journeys which would otherwise cost you next to millions. If you have the legs, and your journey’s a short distance, use a form of transport which has had unparalleled reliability since Adam and Eve or the Big Bang.
Foot/Shank’s Pony/Walking.
A (much belated) Happy New Year to all readers of ‘East of the M60′,
Stuart.
0600 Hull Paragon – Manchester Piccadilly – Liverpool Lime Street
After nearly two years of using Stalybridge station as a commuter rather than a leisure traveller, I found myself surprised to see one of First Transpennine’s new Class 185 diesel units on the 0748 to Liverpool Lime Street.
For nearly a year, these new DMUs have been plying their trade on services to Hull Paragon and Middlesbrough from Manchester Piccadilly. In recent months, these have included the service from Manchester Airport to Cleethorpes.
Now, it is the turn of the Scarborough to Liverpool routes.
Boarding the 0748 at platform 2 of Stalybridge station, the train pulled in some three minutes earlier than its actual departure time.
The ascent from the platform to carriage was two thirds higher than that of the more regular Class 158s. Only the earlier Class 101 or Class 110 Calder Valley DMUs – and the Mark II carriages – had a drop as high as this. Thankfully, the doors are twice the width of these Heritage DMUs – and a third longer than the Class 158s. Elsewhere within Stalybridge station are posters detailing the engineering works. I hope this includes raising the height of the platforms. Till then, I shall invest in a decent walking pole or get my boots on.
Once inside the train, acceleration is akin to an electric train. The legroom is greater than the Class 158s, and the ride quality is slightly smoother. One notable function is the inclusion of electronic information displays and announcements, in tones similar to the Connie character of the AOL adverts fame. Another first is the inclusion of a digital clock – ideal for calculating how long your train will be stuck at Ardwick junction for!
Sadly, the Class 185 has some imperfections. One is the lab rat style lighting (not very good for persons with sensory impairments), compared with the more relaxed levels on the Class 158s. The other is the positioning of the doors. Positioned a third and two thirds way of each carriage, it gives the impression of the train being suited for suburban medium distance workings, rather than medium-long distance inter-city journeys (which is the sector best suited to the Transpennine lines from Liverpool to Newcastle/Scarborough/Hull/Middlesbrough). Despite that, the positioning also allows for faster entry and exit. The only other quibble I have are the seat cushions. Though ideal for a short journey to Manchester Piccadilly, I would say the cushions would be a bit hard if I used the same station for a journey to Scarborough or Newcastle.
Other than that, the three car units are an improvement on most of the rolling stock that has appeared on the Transpennine line. Designed by Siemens, the units are reminiscent of their Class 350 EMUs, which I have had the pleasure of travelling on earlier this year from Crewe to Birmingham New Street. Unlike the 1988 Class 158s, there seems to be improved noise insulation.
My journey arrived at Manchester Piccadilly on time, though at Oxford Road, the train arrived two minutes late, due to the non technical issue of awaiting the guard for the Manchester Piccadilly – Liverpool Lime Street section.
Overall rating: 82%: Not the ultimate train for the Transpennine line, though not far off. Corridor ends rather than sealed cabs would have been much better for workings with greater than three carriages.
Several months ago, being one of 13,500 regular monthly users of Stalybridge station, I was getting cheesed off with the amount of delays on the Trans Pennine Express. Being that I was bored of the free newspapers, and heard enough announcements (or excuses) in my lifetime, I hit upon this madcap idea.
In recent times, I had seen lotto games, similar to a football card which used office buzzwords like ‘Touch Base’, ‘Thinking outside the box’ and ‘Ball Park Estimate’. I then thought: ‘what about the announcements used to describe late running trains?’
So on that dull November in 2005, Rail Excuse Bingo was born.
As with normal bingo games, commuters would circle their desired squares. Instead of ‘Clickety Click, Class 56′, ‘leaves on the line’, ’signal failure’ and ’staff shortage’ would feature. A line could win you a free day saver ticket (in Greater Manchester, the GM Rail Ranger). A full house on the card could win you a season ticket between any two of your desired points (though to a maximum 30 miles round trip, so no-one can screw the railways requesting a season ticket for travel from Littlehampton to Thurso).
Money could be channelled towards passenger user groups such as the Penistone Line Partnership, and feature either as a one off game for Christmas, or to commemorate a new fares revision.
Sadly the game can only work effectively at staffed stations, unstaffed stations with the dulcet tones of Phil Sayer, or on board trains with public address announcements.
Please note, this article is meant to be taken as tongue in cheek, and that the man behind ‘East of the M60′ understands that rail companies do not really like to break bad news, nor purposely inconvenience its passengers.
Stuart Vallantine.
