First South West (Kernow & Buses of Somerset)

[KendalKing]

The fleet lists on that site are inaccurate at best. There is (or was) vehicles of there that hasn't been anywhere near Cornwall or Somerset. It also has vehicles listed as withdrawn that are still in service.

I always found http://www.uk-buses.co.uk/fleetlists/first.php to be more upto date and accurate then www.ukbuses.co.uk/

 

[TheGrandWazoo]

I always found http://www.uk-buses.co.uk/fleetlists/first.php to be more upto date and accurate then www.ukbuses.co.uk/

Indeed, talking of the latter, Cymru Dart 42866 is allegedly at Taunton. Why do I think it is suspiciously close to resurrected Trident 32866 - incidentally that is down as being open top, 34138 as withdrawn and 34172/3 as in service. Lots of errors.

 

[83G/84D]

20558, 33421, 33422, 33667, 43855, 43872 & 53154 outside Exeter St David's station a couple of hours ago presumably on rail replacement duties.
--- old post above --- --- new post below ---

32102
32103
32104
32200
32202
32207
32208
32209
32211

32102 & 32202 seen in service in Norwich on Saturday and 32211 seen in service in Great Yarmouth.

 

[Goldfish62]

I see that www.firstkernow.co.uk now defaults to the Cornwall page of the Firstgroup website, which is not as clear as the (presumably now defunct) local website IMO. Shame.

 

[83G/84D]

43874, 20557, 33422, 43812, 43872, 23208, 33421, 32757, 43855, 43859 & Buses of Somerset 32843 all on rail replacement duties in Exeter today.

 

[THarris123]

On First Kernow website - 584 and 595 will be renumbered 95 and 96 from end of May. Few odd changes to the timetable too. Looks like there might be a service going Truro to Bude (95).

Also note that 584 and 595 doesn't exist at the moment on Traveline - I'm assuming that's because VOSA haven't processed the registration yet.

 

[matt_splat]

On First Kernow website - 584 and 595 will be renumbered 95 and 96 from end of May. Few odd changes to the timetable too. Looks like there might be a service going Truro to Bude (95).

Also note that 584 and 595 doesn't exist at the moment on Traveline - I'm assuming that's because VOSA haven't processed the registration yet.

It will be interesting to see how the timetables work.

I would expect linking the 95 together at wadebridge might be a handy way of getting busses back from outstations to depots for maintenance etc

 

[Goldfish62]

On First Kernow website - 584 and 595 will be renumbered 95 and 96 from end of May. Few odd changes to the timetable too. Looks like there might be a service going Truro to Bude (95).

Also note that 584 and 595 doesn't exist at the moment on Traveline - I'm assuming that's because VOSA haven't processed the registration yet.

Processed on 23 March:

http://www.tan.gov.uk/tanen/vosa_se...enceNo=PH0004983&cboRegNoFilter=PH0004983/531

http://www.tan.gov.uk/tanen/vosa_se...enceNo=PH0004983&cboRegNoFilter=PH0004983/529

http://www.tan.gov.uk/tanen/vosa_se...enceNo=PH0004983&cboRegNoFilter=PH0004983/530

 

[THarris123]

Processed on 23 March:

http://www.tan.gov.uk/tanen/vosa_se...enceNo=PH0004983&cboRegNoFilter=PH0004983/531

http://www.tan.gov.uk/tanen/vosa_se...enceNo=PH0004983&cboRegNoFilter=PH0004983/529

http://www.tan.gov.uk/tanen/vosa_se...enceNo=PH0004983&cboRegNoFilter=PH0004983/530

Must have missed that

Can't see any variation change for those services though.

 

[richw]

Must have missed that

Can't see any variation change for those services though.

Why would they need a variation it's a new registration set for their own routing and numbers.

 

[THarris123]

Why would they need a variation it's a new registration set for their own routing and numbers.

The registrations that went through VOSA on 24/03 were for 584 and 595, not 95 and 96. Therefore a variation will need to be submitted to amend the numbers from 584 to 96 and 595 to 95.

 

[Volvodart]

http://www.route-one.net/articles/Bus%20routes/Stability_is_the_key

In an exclusive interview, First UK Bus MD Giles Fearnley sets out the next steps for the Cornwall, as he announces major investment in 30 new double-deckers for the county. But it’s more than new buses; there’s also a new purpose and a firm commitment to improvement and growth, he reveals. Mel Holley reports

Once on the list of operations to be sold, and historically loss-making, First’s operation in Cornwall once characterised much that was wrong with the ‘old’ First. Now, it is being revitalised and heralds a new way of working with Cornwall Council.

A first tangible step of this came in October 2015 when First launched its new-look concept bus at the Cornwall Transport Expo, in a hanger at Newquay Airport, setting out the group’s aspirations for the region. With a new livery and brand, busKernow, it kicked-off a consultation with passengers, partners and stakeholders, ahead of introducing it across Cornwall.


A new livery and brand, busKernow, is under development
Now, that has been followed up with an announcement of 30 new double-deckers for Cornwall (routeONE, News, 27 April) as part of a national £70m investment.

These are the first new buses that Cornwall’s had for 11 years, following some 05-reg Volvo/Wright Eclipse single-deckers. It has also had ‘nearly new’ buses: seven of the London 2012 Olympics double-decker order, which came via Plymouth’s park-and-ride service, to serve Falmouth University, by when they were a year old.

But, says First UK Bus MD Giles Fearnley of the new order: “This is a substantial number”

Relationship strength

When delivered during this summer the new buses will go onto the principle trunk commercial service - Truro-Redruth-Camborne-St Ives/Penzance - converting it from single to double-decker. Says Giles: “This is because of the growth we’ve seen and the further growth potential we believe there is. It’s also a classic route through the middle of Cornwall for sightseers, holiday tourists and so forth.

“It is part of our partnership with the county and our customers in Cornwall.

“This investment in Cornwall demonstrates the strength of relationship we have with the county, which is now very vocal about its aspirations around partnership, the work we are jointly doing and with other operators and GWR (the former First Great Western rail franchise) our sister train operator in improving the product, in integration measures and so on.”

The Council shocked the industry last summer when the Department for Communities and Local Government announced a deal that made Cornwall the first county to “gain historic new powers under the Government’s devolution agenda, handing over control of bus services,” (routeONE, Big Story, 22 July).

At the time, it was announced that Cornwall would “take over responsibility for franchising bus services by 2018,” making it the first rural unitary authority to gain this power.

“The key word is stability. They want confidence in their bus operators. They don’t want to be landed with a problem. And they accept that fair returns need to be made.
The council was named as having intermediate body status under the European Regional Development Fund and European Social Fund, allow it to select projects from April 2016.

Since then, the Council has said it is not looking to use its franchising powers, but is now looking to partnership, although what that might look like is currently loose - there’s no formal agreement yet

“There is a lot work behind the scenes,” says Giles. “The council’s particular aspiration - which we wholly support - is that we and the county has a truly integrated network in terms of customer-facing matters from December 2018.”

Buses and trains

This is when the Cornish main line will have been resignalled and new timetable - including new trains - comes in, with two trains per hour on the Plymouth-Penzance main line. This has been committed to by GWR under its direct franchise award from the Department for Transport (DfT).

It won’t be even headway, as some trains will be limited stop, others all-stops, but it “will significantly enhance the rail offer across Cornwall,” adds Giles.

“The aspiration is that at that stage we have a truly integrated network in terms of buses serving rail stations with sensible connections, (last bus, first bus and through the day).”

There will also be common ticketing, information and other ‘joined up’ areas.

“With GWR we’re working to deliver where we can, ahead of 2018, particular in terms of information provision at stations and ticketing. But the full timetable can’t come in until 2018 when the rail service upgrade starts.

“There are a number of studies going on at the moment to work out what this could look like is practical terms.

“Almost every rail station on the Cornwall main line is already well-served with buses, but we need to do more in terms of the marketing of through connections and some timetable tweaks to make connections.

“The council has an aspiration - as we do - to grow patronage across Cornwall, which has suffered a hiccup with the Western Greyhound demise.

Growth potential

The providers and shape of the Cornish bus network have seen dramatic changes in recent years. Award-winning independent Western Greyhound grew strongly during the early 2000s, taking advantage of First’s operational weakness and ended up with a network over much of the county.

But it was hit by three key issues, the low rate of free concessionary travel reimbursement, cuts to the Council’s bus budget and arson attacks. It failed to recover, was sold to new owners, but went bust three months later (routeONE, News, 18 March 2015).

Says Giles: “There is no question: a lot of people were lost to buses during its 12-18 months of very poor service. We now run virtually all the former Western Greyhound services, either commercially or tendered, and people are coming back

“But as we know it’s always quicker to lose people than to win them back.

“Our investment in Cornwall, and our double-decker investment particularly, is designed because we believe there is much more potential. So we are totally aligned with the Council on meeting that objective.

The other facet is the Council’s growth fund. From April it had £8m from DfT, being topped up by £2.4m of its own money, making £10m in total. This is designed to support bus networks, improve information and ticketing.

It is likely to buy some vehicles for its tendered networks to provide better joined up services between community bus, which is quite an extensive network, and local buses with information, apps and so forth and First is “working very closely” with the council on this.

The majority of this money has yet to be determined. It’s a two-year fund so, by 2018, just prior to the rail improvements that money will have been spent on customer-facing benefits.

“So the whole thing is coming together and the spirit of Cornwall is now that everything is talked through and outcomes are agreed between operators and themselves,” adds Giles.


First is the major operator in west, north and south Cornwall, with Go-Ahead and Stagecoach in the east of the county
Partnership

With so much now in place, and being prepared, what’s to stop another operator coming and cherry-picking revenue on core commercial routes, undermining cross-subsidy that those routes offer to other commercial routes? Is some form of quality partnership likely?

Says Giles: “Go-Ahead is now a worthwhile sized operator in East Cornwall, but for our part, which is west, south and north Cornwall, we have absolutely said we are prepared to commit ourselves to the cause.

“The exact nature of a partnership agreement is yet to be thrashed out, but I would expect there would be discussions along those lines in the coming months

“We are all looking for stability.

“So enshrining this in some form of formalised partnership is sensible. I’m sure Cornwall is waiting to see the exact the clauses in the Buses Bill and legislation around the enhanced partnerships, but that could well form the foundation for what we do.”

The network map shows that First serves much of the region, using around 200 vehicles in the summer (there is a seasonal uplift). A substantial number of these operate on contracted and tendered services. There is, for example, a network of 35 buses running from literally all corners, into Truro college, bringing students from right across Cornwall.

Then there’s the core commercial network, plus a very extensive tendered network and contracted operation.

First has two principal depots at Camborne and Summercourt (the former Western greyhound depot, which First has bought outright) where the majority of the engineering is carried out, and number of significant sized outstations, some with depot facilities at Truro, Penzance, Falmouth and Bodmin. There are small outstations at Newquay and Bude.

Profitablity

First has historically lost substantial sums of money in its accounts on its Cornish operations.

Says Giles: “It’s turned around dramatically. We moved into profit about 18 months ago, and while we still have further to go, partly because we’ve invested very heavily in the business because we believe in long term, it is now a profitable business.”

Do the council and politicians understand that First Kernow needs to be profitable?

“Yes, they do, totally. I’ve heard them say that publicly at council member level and they talk about the need for profitable bus companies.

“We had moved our business into profit prior to Western Greyhound closing. But its closure brought that into sharp focus - that operators need to make a profit to invest and stay in business.”

“The key word is stability. They want confidence in their bus operators. They don’t want to be landed with a problem. And they accept that fair returns need to be made.

“We’re demonstrating that we are ahead of the game almost, that we are reinvesting our money into the business, with the order of 30 vehicles.

The current rail franchise ends in March 2019, what happens if First doesn’t win it?

“Whatever happens in the outcome of the franchise round, we will seek to work with the rail operator. Absolutely. And I will expect that Cornwall will lobby very hard in any rebidding for the franchise for there to be requirements on the winning bidder to work with bus companies

“They are absolutely committed to this and they have lobbied and sought funding for Network Rail to resignal. The Council has contributed its own money to a number of rail enhancements around Cornwall - facilities and so on - and they’re not going to let that go.”

Last autumn’s Cornwall Transport Expo with a rail carriage and a bus on display marked GWR’s launch. “It was us, as FirstGroup, coming together to show we are really one group that can work together.

“We had one vehicle in a GWR type livery as a prototype and that livery has now advanced and we be shortly launching the final livery. This will demonstrate that we are hand-in-glove with our rail colleagues.

“Importantly, the customers will see that and hopefully get confidence around the bus/rail work we are doing.”

This is a significant move, and it’s worth noting that Giles also has a strong background in railways, previously being involved with an open access operator, and therefore understands the key issues and benefits around bus/rail integration.

The first tangible evidence of the work being done will be when the new buses, in their new brand, roll out in numbers from the summer onwards, to be followed by a repaint programme of the existing fleet.

This is one network that will be worth watching, especially when it delivers the growth aspirations of both the council and First.

 

[DD12]

Thanks volvodart for posting this article; and thanks to Giles Fearnley for presenting this "whole picture".
I have saved this to "favourites" so that I can refer back to it over time.

I hope that members of this forum will do the same, as I expect this will help us to keep our understanding of the Cornish operation in perspective, but if anyone thinks (after READING the article) that there's something that should be added or corrected, please say so !!


I'm interested in how different this First operation is - and will be - compared to "my" First Worcester operation.
(I'm on holiday here in Cornwall, again, and often use the buses).

I think the developments vindicate Giles Fearnley's management style and the management structure, but I think keeping the commitment at grass-routes level is the "Big Ask" - (and the one that has often failed in parts of the country).

I worked in a low-profit industry where, as well as weekly departmental sessions, we "workers" were forced to attend quarterly (at least) ,
comprehensive briefings with upper management,
where lots of things were put into context - we were educated; "brain-washed" if you like, and we had a certain amount of "right to reply".

These sessions made us feel like we were a valued part of the business, and any commitments made by various managers (EG problem solving) were made more difficult to "fail" on, and helped fight against a gradual slide down in standards.

I would like to think that bus operators could adapt and use something similar.

Back-down to earth:- On my current visit to Cornwall I've been surprised by the low visibility of the new bus-stop flags - which will get worse as they fade - the opposite of Stagecoach's "beach ball" flag !

 

[THarris123]

The registrations that went through VOSA on 24/03 were for 584 and 595, not 95 and 96. Therefore a variation will need to be submitted to amend the numbers from 584 to 96 and 595 to 95.

Variation went through VOSA today.

 

[richw]

Volvodart there are some inaccuracy in that article, I don't recall any 05 volvo wright eclipses (the eclipses here are all 2nd hand from Manchester) however we had some 05 and 56 plate Darts.

 

[TheGrandWazoo]

Volvodart there are some inaccuracy in that article, I don't recall any 05 volvo wright eclipses (the eclipses here are all 2nd hand from Manchester) however we had some 05 and 56 plate Darts.

I noticed that too. Thought they were all ex Manchester and that the last new Darts were the 56 plates. Last new fleet on 14/18 were 05 Darts (now mainly in Essex) and last new deckers were 55 plate Tridents?

 

[busconductors]

"Almost every rail station on the Cornwall main line is already well-served with buses."

Not so Bodmin Parkway.

Why is First Kernow not providing a Bodmin - Bodmin Parkway service? If they cover mid Cornwall and North Cornwall, then Bodmin Parkway should be within their remit since Bodmin Parkway is on the border between the two.

At the moment we rely on the 11A provided by Plymouth Citybus which goes from Liskeard to Padstow calling at Bodnin Parkway on the way. It is inadequate. It is an hourly service Monday to Saturday but nothing before 7 am and nothing after 8 pm. On Sundays there are just THREE journeys.

My suggestion is that when the First Kernow number 27 bus leaves Bodmin Morrisons each time, it should call at Bodmin Parkway each time before driving through Bodmin towards St Austell. This would give us an extra bus each hour and provide us with a bus at 6 am and after 8 pm, too. Also we would get an extra 4 bus journeys on a Sunday making it 7 instead of 3.

A lot if people travel on Sundays. If First Kernow could supplement the existing service, it would be very welcome.

It is just a suggestion. Sometimes us bus users can see a simple solution to a problem which the planners have overlooked.

 

[carlberry]

"Almost every rail station on the Cornwall main line is already well-served with buses."

Not so Bodmin Parkway.

Why is First Kernow not providing a Bodmin - Bodmin Parkway service? If they cover mid Cornwall and North Cornwall, then Bodmin Parkway should be within their remit since Bodmin Parkway is on the border between the two.

At the moment we rely on the 11A provided by Plymouth Citybus which goes from Liskeard to Padstow calling at Bodnin Parkway on the way. It is inadequate. It is an hourly service Monday to Saturday but nothing before 7 am and nothing after 8 pm. On Sundays there are just THREE journeys.

My suggestion is that when the First Kernow number 27 bus leaves Bodmin Morrisons each time, it should call at Bodmin Parkway each time before driving through Bodmin towards St Austell. This would give us an extra bus each hour and provide us with a bus at 6 am and after 8 pm, too. Also we would get an extra 4 bus journeys on a Sunday making it 7 instead of 3.

A lot if people travel on Sundays. If First Kernow could supplement the existing service, it would be very welcome.

It is just a suggestion. Sometimes us bus users can see a simple solution to a problem which the planners have overlooked.

The extension would cost an extra bus and it's unlikely that the buses would actually connect well with the trains very often. I suspect that if there was a viable market First would already be serving it.

 

[richw]

"Almost every rail station on the Cornwall main line is already well-served with buses."

Not so Bodmin Parkway.

Why is First Kernow not providing a Bodmin - Bodmin Parkway service? If they cover mid Cornwall and North Cornwall, then Bodmin Parkway should be within their remit since Bodmin Parkway is on the border between the two.

At the moment we rely on the 11A provided by Plymouth Citybus which goes from Liskeard to Padstow calling at Bodnin Parkway on the way. It is inadequate. It is an hourly service Monday to Saturday but nothing before 7 am and nothing after 8 pm. On Sundays there are just THREE journeys.

My suggestion is that when the First Kernow number 27 bus leaves Bodmin Morrisons each time, it should call at Bodmin Parkway each time before driving through Bodmin towards St Austell. This would give us an extra bus each hour and provide us with a bus at 6 am and after 8 pm, too. Also we would get an extra 4 bus journeys on a Sunday making it 7 instead of 3.

A lot if people travel on Sundays. If First Kernow could supplement the existing service, it would be very welcome.

It is just a suggestion. Sometimes us bus users can see a simple solution to a problem which the planners have overlooked.

There is an even easier answer to this. None of first kernow buses that serve Bodmin will be able to get into Bodmin parkway station. Next time you enter exit Bodmin parkway sport the problem getting a 27 which is decker operated in. There is no lay by on the A38 near by that could be used to turn a bus.
Pcb have combined the Bodmin - Plymouth service with the Bodmin parkway to padstow service this resulted in a reduced service, so instead of 2 routes there is just 1.
Every time I used the service there has been no more than 2-3 exits from bus and 2-3 entrants. Suggesting lack of demand.
Connections maybe more viable when the Cornish main line becomes clockfaced.

 

[Busaholic]

There is an even easier answer to this. None of first kernow buses that serve Bodmin will be able to get into Bodmin parkway station. Next time you enter exit Bodmin parkway sport the problem getting a 27 which is decker operated in. There is no lay by on the A38 near by that could be used to turn a bus.
Pcb have combined the Bodmin - Plymouth service with the Bodmin parkway to padstow service this resulted in a reduced service, so instead of 2 routes there is just 1.
Every time I used the service there has been no more than 2-3 exits from bus and 2-3 entrants. Suggesting lack of demand.
Connections maybe more viable when the Cornish main line becomes clockfaced.

The main problem with a bus service to Bodmin Parkway is the sporadic railway service offered by the main operator FGW. Even if it became a standard clockface timetable, and ran to schedule in both directions all day (a rare occurrence, I would suggest), then do you time buses to connect with London-bound trains or those going to Penzance? In an ideal world, the trains in each direction would arrive simultaneously, but, the last time I looked, the world was far from ideal.

 

[busconductors]

The main problem with a bus service to Bodmin Parkway is the sporadic railway service offered by the main operator FGW. Even if it became a standard clockface timetable, and ran to schedule in both directions all day (a rare occurrence, I would suggest), then do you time buses to connect with London-bound trains or those going to Penzance? In an ideal world, the trains in each direction would arrive simultaneously, but, the last time I looked, the world was far from ideal.

The reason so few take the bus is because of the long wait. Approx 35 people get off the train, then 10 head for their cars, 20 are picked up by friends, 10 get a taxi and 5 wait for the bus.

I had forgotten that double deckers cannot get into Bodmin Parkway. They could use single deck buses at the Bodmin end and as far as Cornwall Services and then the passengers change onto a double decker.

As for the extra time to go to Bodmin Parkway, that could be compensated by leaving out Bethel and Boscoppa. Why are they meandering around the outskirts of St Austell anyway? Leave that to the town bus. It is also dangerous. After coming down the hill at Treverbyn Road, the double decker has to do a 45 degree turn into a narrow road at Carclaze traffic lights. They usually have to go into the middle of the road to do this. Why not take the direct route straight down Sledes Road?

When people get on the 27 bus at Bodmin to go to Truro, their aim is Truro,not a sightseeing trip around the clay villages followed by a meander around St Austell suburbs. The length of this trip is ridiculous.

 

[AB93]

The reason so few take the bus is because of the long wait. Approx 35 people get off the train, then 10 head for their cars, 20 are picked up by friends, 10 get a taxi and 5 wait for the bus.

You ignored the comment about the non-clockface train timetable - how can you time the buses to avoid long waits, in all directions, with a non-clockface timetable!

I had forgotten that double deckers cannot get into Bodmin Parkway. They could use single deck buses at the Bodmin end and as far as Cornwall Services and then the passengers change onto a double decker.

So the majority of people have to leave their seats, then change onto a different bus in the middle of nowhere, inconveniencing them? How would you schedule the driving duties?

As for the extra time to go to Bodmin Parkway, that could be compensated by leaving out Bethel and Boscoppa. Why are they meandering around the outskirts of St Austell anyway? Leave that to the town bus.

I don't know on this one - but a thought is that it could be a necessary deviation to maintain the viability of the service?

It is also dangerous. After coming down the hill at Treverbyn Road, the double decker has to do a 45 degree turn into a narrow road at Carclaze traffic lights. They usually have to go into the middle of the road to do this. Why not take the direct route straight down Sledes Road?

How it is dangerous? The lights are set up for it. Buses have to use the full width of the road everywhere, all the time.

When people get on the 27 bus at Bodmin to go to Truro, their aim is Truro,not a sightseeing trip around the clay villages followed by a meander around St Austell suburbs. The length of this trip is ridiculous.

I suspect they wouldn't want to be turfed off one bus to another at Cornwall Services, either. To be honest, I doubt many people do a whole the Bodmin - Truro trip anyway, it's a journey and distance far more suited to the train.

 

[Busaholic]

The long-awaited, controversial Waitrose store on the eastern outskirts of Truro opens on 16th June. Does anyone know if any new or amended bus services are planned to serve it, or will shoppers on foot be expected to use the Tregurra Park section of the park-and-ride route, that so often at present carries precisely no passengers at offpeak times?

 

[KendalKing]

You ignored the comment about the non-clockface train timetable - how can you time the buses to avoid long waits, in all directions, with a non-clockface timetable!

How is this a problem ?

One of the many bus services, which I used to drive in Lancashire, was timed to make connections with trains, which didn't (and still don't) run to a "clockface" timetable.

Most journeys in the morning were timed to arrive at the Railway station 5-minutes before the train(s) was timed to arrive, regardless the direction of the train, and the afternoon and evenings journeys were timetable to depart the station about 3-minutes after the train(s) had departed, and the station was cleared of all passengers.

 

[AB93]

How is this a problem ?

One of the many bus services, which I used to drive in Lancashire, was timed to make connections with trains, which didn't (and still don't) run to a "clockface" timetable.

Most journeys in the morning were timed to arrive at the Railway station 5-minutes before the train(s) was timed to arrive, regardless the direction of the train, and the afternoon and evenings journeys were timetable to depart the station about 3-minutes after the train(s) had departed, and the station was cleared of all passengers.

One because it would naff up the 27's hourly clockface timetable over the remainder of the core Bodmin - St Austel - Truro section, inconvenicing and making less attractive for the majority of passengers, discouraging patronage.

Two because of the particular unclockface nature of the train times. Having a look at the off peak weekday time, trains leave at, in either direction Penzance/Plymouth: 1051, 1116, 1119, 1202, 1205, 1256, 1319, 1348, 1421, 1429.

How on earth do you get an hourly bus service to connect with that, without leaving any long gaps? You can't - it's impossible!

Even if you manage the 1116/1119, then 1202/1205 (and have to have a fourty minute interval between buses instead of hour), you're soon naffed up for the 1256 vs 1319 vs 1348.

I'm not saying that more buses shouldn't connect with trains at Bodmin - just saying that it's not the case you can just say "oh yeah all the buses should connect, it's unacceptable they don't" - it's actually very difficult to do so.

 

[Busaholic]

I was very surprised to see a Mini Pointer Dart on the 2 at Marazion today: luckily, perhaps, the weather turned out overcast, but there were still a fair few passengers boarding, with another half dozen waiting at the next stop. In fact, I don't recollect seeing one of these on the 2 ever before, or any other bus so short. Then five minutes later another such bus was on the 17, still quite rare, although the other bus I'd already seen on the route was a decker. Was there a major rail replacement going on, or what?

 

[KendalKing]

One because it would naff up the 27's hourly clockface timetable over the remainder of the core Bodmin - St Austel - Truro section, inconvenicing and making less attractive for the majority of passengers, discouraging patronage.

Two because of the particular unclockface nature of the train times. Having a look at the off peak weekday time, trains leave at, in either direction Penzance/Plymouth: 1051, 1116, 1119, 1202, 1205, 1256, 1319, 1348, 1421, 1429.

How on earth do you get an hourly bus service to connect with that, without leaving any long gaps? You can't - it's impossible!

Even if you manage the 1116/1119, then 1202/1205 (and have to have a fourty minute interval between buses instead of hour), you're soon naffed up for the 1256 vs 1319 vs 1348.

I'm not saying that more buses shouldn't connect with trains at Bodmin - just saying that it's not the case you can just say "oh yeah all the buses should connect, it's unacceptable they don't" - it's actually very difficult to do so.

Does the bus service from Bodmin Parkway Railway Station, need to go to Truro? My answer would be NO, because who on earth is going to get off the train at Bodmin Parkway, to get onto a bus to Truro, when they can stay on the train to Truro.

I can see no reasons, as to why a shuttle type bus service can't operate between Bodmin Parkway Railway Station and Bodmin Town Centre, then return to Bodmin Parkway either "in Service" or "empty". Just like the one, which I referred to above, which I had driven many times. The gap between trains, varied between from about 20-minutes to 90-minutes, and has PVR of just one bus, the service has operated successfully for over 20-years, with-out any problems!

 

[richw]

The long-awaited, controversial Waitrose store on the eastern outskirts of Truro opens on 16th June. Does anyone know if any new or amended bus services are planned to serve it, or will shoppers on foot be expected to use the Tregurra Park section of the park-and-ride route, that so often at present carries precisely no passengers at offpeak times?

The P&R buses don't sell tickets. Only available to use by passengers who have already purchased their ticket from a machine at the PR site.

I do find it interesting how poorly used the eastern site is compared to the west site, which seems busy even in the middle of the day.

 

[busconductors]

AB93, you would be surprised that there are a lot of people travelling from Bodmin to Truro every day. Where else would you find a Marks & Spencers? - to mention just one of Truro's attractions - and the train is too expensive. I hear a lot of people complaining about the time it takes going by bus.

As for the Carclaze traffic lights - it is obviously dangerous. Anyone driving in the middle of the road is liable to collide with the traffic coming from the opposite direction.

And the reason we need buses every half hour at Bodmin Parkway is because - if the buses run every half hour, you will be waiting maximum 29 minutes. As it is, with the buses running every hour, as it is now, you can be waiting up to 59 minutes (and let's not mention how long you have to wait on a Sunday. With only three buses a day, it could be almost forever). It does not matter if the trains run like clockwork or not, we just need more buses. Most people would wait a reasonable amount of time after getting off the train. They do not actually expect the bus to meet the train, as such.

 

[Busaholic]

The P&R buses don't sell tickets. Only available to use by passengers who have already purchased their ticket from a machine at the PR site.

I do find it interesting how poorly used the eastern site is compared to the west site, which seems busy even in the middle of the day.

I realised as soon as I posted that it probably wasn't possible for ordinary passengers to use the service.

I know from recent personal experience that the western site is used a lot by Treliske visitors, or even patients, though the service ends too early in the evening for many such people.