Will Tyne and Wear metro frequency be increasing once new units are in service?

[inais20]

15 minute service today as per usual Sunday timetable. 12 minutes again from tomorrow.

Have Nexus ever said what they expect the frequency to be once the new fleet is operating in its entirety?

 

[DanNCL]

Have Nexus ever said what they expect the frequency to be once the new fleet is operating in its entirety?

Initially on the same timetable as present. 10 minute headways are planned for once the full fleet is in service and the last of the old fleet is withdrawn but there’s no firm date for that.

 

[inais20]

Thanks - always thought 12 minute frequency was a bit "unambitious" for a metro/rapid transit system!

 

[ModernRailways]

May 24 is the aim for a 10 minute headway. Since that's the aim and this is Nexus, expect it to be Dec 25.

 

[swt_passenger]

Thanks - always thought 12 minute frequency was a bit "unambitious" for a metro/rapid transit system!

It was always constrained because the fleet was never increased for the Airport and Sunderland extensions. They also reckoned a reliable 10 minute service on the South Shields branch required full redoubling, which was only just done. The replacement fleet was increased by a few units during the course of the contract to allow for a 10 minute service on all routes.

 

[DanNCL]

Thanks - always thought 12 minute frequency was a bit "unambitious" for a metro/rapid transit system!

It was every 10 minutes for the first 20 years, it reduced to every 12 minutes so that the Sunderland extension could open without any extra trains.

May 24 is the aim for a 10 minute headway. Since that's the aim and this is Nexus, expect it to be Dec 25.

Dec 2125 I assume

It was always constrained because the fleet was never increased for the Airport and Sunderland extensions. They also reckoned a reliable 10 minute service on the South Shields branch required full redoubling, which was only just done. The replacement fleet was increased by a few units during the course of the contract to allow for a 10 minute service on all routes.

That argument for the South Shields line was Nexus saying what they had to to get the funding. A 10 minute service ran reliably on the single line sections in the 80s and 90s.

 

[Andymo]

5 minute headway through the core Pelaw to South Gosforth

 

[Tramfan]

It was every 10 minutes for the first 20 years, it reduced to every 12 minutes so that the Sunderland extension could open without any extra trains.


Dec 2125 I assume


That argument for the South Shields line was Nexus saying what they had to to get the funding. A 10 minute service ran reliably on the single line sections in the 80s and 90s.

In the mid 90s it was every 7 1/2 mins on each line (on weekdays at least).

There was also still a 6tph service systemwide on Saturdays up until the timetable change of December 2005, which also saw the alteration of the service patterns from St James-South Hylton/Airport-South Shields to the current pattern.

 

[DanNCL]

In the mid 90s it was every 7 1/2 mins on each line (on weekdays at least).

There was also still a 6tph service systemwide on Saturdays up until the timetable change of December 2005, which also saw the alteration of the service patterns from St James-South Hylton/Airport-South Shields to the current pattern.

I seem to recall the choice was to have a train every 10 minutes with some single metrocars, or a train every 12 minutes with every train having two metrocars. The former was experimented with but that latter was quickly established to be the better of the two options. Single Metrocars were for a while used on Sundays, and I seem to recall that lasted longer than the December 2005 timetable change, can’t remember exactly when it ended other than pre-2010.

 

[geordieblue]

That argument for the South Shields line was Nexus saying what they had to to get the funding. A 10 minute service ran reliably on the single line sections in the 80s and 90s.

To be fair there wasn't the same interaction with NR metals before the extension to Sunderland which I guess is another constraint on the timetable.

 

[ModernRailways]

It was every 10 minutes for the first 20 years, it reduced to every 12 minutes so that the Sunderland extension could open without any extra trains.


Dec 2125 I assume


That argument for the South Shields line was Nexus saying what they had to to get the funding. A 10 minute service ran reliably on the single line sections in the 80s and 90s.

It was every 6-8 minutes initially, single car trains were considerably more common though. It was only as more and more got added no new trains for extensions that things really started to change and the now core 12 minute timetable was introduced.

The argument wasn’t for a 10 minute frequency, that was just a bonus, it was to improve reliability and resilience for the entire network. Previously a failed train at somewhere like Bede, Jarrow or Hebburn would basically shut down the Shields branch and Pelaw would become chaos. That would have a chain effect across the entire network, a lot of those issues were and are quite simply poor training and bad management. But at peak times there was simply nothing else that could be done, especially with the old peak extras already cramming into Pelaw. Really tight bottleneck Pelaw, and to a lesser extent Gosforth, Pelaw junction could block the trains down to Sunderland should a train be late off the Shields branch and the train towards Hebburn not go far enough forward to the signal to clear the junction. That in turn would mean you then had a train late to Shields and a train late to Sunderland, little turnaround time at Shields so it would just be chaos and trains would quickly stack up.

Of course you still have a single track terminus, which has a very slow and long approach (or did when it first opened, I’ve not been down that way in ages, scary ) which will still cause some bottlenecking.

 

[DanNCL]

It was every 6-8 minutes initially, single car trains were considerably more common though. It was only as more and more got added no new trains for extensions that things really started to change and the now core 12 minute timetable was introduced.

The argument wasn’t for a 10 minute frequency, that was just a bonus, it was to improve reliability and resilience for the entire network. Previously a failed train at somewhere like Bede, Jarrow or Hebburn would basically shut down the Shields branch and Pelaw would become chaos. That would have a chain effect across the entire network, a lot of those issues were and are quite simply poor training and bad management. But at peak times there was simply nothing else that could be done, especially with the old peak extras already cramming into Pelaw. Really tight bottleneck Pelaw, and to a lesser extent Gosforth, Pelaw junction could block the trains down to Sunderland should a train be late off the Shields branch and the train towards Hebburn not go far enough forward to the signal to clear the junction. That in turn would mean you then had a train late to Shields and a train late to Sunderland, little turnaround time at Shields so it would just be chaos and trains would quickly stack up.

Of course you still have a single track terminus, which has a very slow and long approach (or did when it first opened, I’ve not been down that way in ages, scary ) which will still cause some bottlenecking.

Nexus reps regularly sat in meetings using the 10 minute frequency as the main argument for Metro Flow. But we saw a few weeks ago that what Nexus say and what they mean aren't always the same thing!

The track layout at South Shields is the same as it was when the interchange opened in 2019, which itself is the same as what the old station only 150m closer to Chichester. It might just be perception but it feels like the approach to the new South Shields station is slower than it was for the old one. Another issue with reliability on the Yellow line is the 4 minute turnaround time at South Shields, if the train arrives even just 1 minute late and the driver needs the toilet the return departure would also leave late. For a while 4 minute turnarouds were timetabled at St James too, thankfully sense prevailed and the current timetable has 16 minute turnarounds at St James, with an extra diagram (136) added to the timetable and P2 at St James brought back into all day use.

If it wasn't for the need for the Yellow line to fit in around the Green line, which itself has to fit in around Network Rail, the turnaround times at South Shields could be improved. But for as long as the Green line is required to remain on its current timetable there's no scope to improve things at South Shields unless an uneaven headway was to be used in one direction between Pelaw and South Gosforth.

 

[hacman]

Of course you still have a single track terminus, which has a very slow and long approach (or did when it first opened, I’ve not been down that way in ages, scary ) which will still cause some bottlenecking.

The track layout at South Shields is the same as it was when the interchange opened in 2019, which itself is the same as what the old station only 150m closer to Chichester. It might just be perception but it feels like the approach to the new South Shields station is slower than it was for the old one.

It certainly feels slower! You'd think a slow approach wouldn't be as needed here due to the length of over-run there is.

Plus, I'm not sure why they didn't look at building it with an extra track, and keep the existing platform and exit to Mile End Road at the old station. On Great North Run days this could allow for very rapid turn around of trains - train goes past the new station and into the old, lets passengers off there while driver changes ends, then when ready pulls forward to the new station to collect waiting passengers, all while the train behind does the same.

Admittedly there would have been a cost associated with this, but it wouldn't be that substantial since the structure that's there is having to be kept in working order anyway. GNR days are a big enough event for Metro that they do justify a consideration in wider planning decisions too.

That said, the South Sheilds Interchange does feel like Metro was an afterthought anyway, what with the completely exposed and uncovered platform...

 

[Tetchytyke]

For a while you had the 6tph but, on the Sunderland line, only half of them went beyond Park Lane. It cut to 5tph but became consistent.

I’d certainly hope to see them go back to 6tph, but it won’t be until the new trains are bedded in. I guess it’ll also depend what the labour market looks like in 3-4 years, both in terms of demand and in terms of attracting/retaining drivers.

 

[Class142sbad]

For a while you had the 6tph but, on the Sunderland line, only half of them went beyond Park Lane. It cut to 5tph but became consistent.

If they do plan on cutting the frequency of the South Hylton line again, no doubt residents and the council will be having a right fuss. Also nexus will wait until all of the new trains are in service before the frequency increases.

 

[MetroCar4058]

If they do plan on cutting the frequency of the South Hylton line again, no doubt residents and the council will be having a right fuss. Also nexus will wait until all of the new trains are in service before the frequency increases.

This cut was around 15 years ago. I doubt there will be any official changes of the timetable on Network Rail infrastructure as this would need to fall in with Network Rail recasts which would mean paths couldn’t be changed until the winter (If they even could be).

Even before COVID an insignificant number of people used the Sunderland line beyond Park Lane, and of those who did, the fare evasion rate was through the roof. It’s never justified 5tph from a demand perspective, but it’s a rapid transit network so frequency is key in giving metro the competitive edge.

Worst comes to worst it’ll be 4tph on the network until the new rolling stock is in service.

 

[DanNCL]

If they do plan on cutting the frequency of the South Hylton line again, no doubt residents and the council will be having a right fuss. Also nexus will wait until all of the new trains are in service before the frequency increases.

I wouldn’t be too sure, the council didn’t seem that bothered when it was shut for two months last year.

This cut was around 15 years ago. I doubt there will be any official changes of the timetable on Network Rail infrastructure as this would need to fall in with Network Rail recasts which would mean paths couldn’t be changed until the winter (If they even could be).

Even before COVID an insignificant number of people used the Sunderland line beyond Park Lane, and of those who did, the fare evasion rate was through the roof. It’s never justified 5tph from a demand perspective, but it’s a rapid transit network so frequency is key in giving metro the competitive edge.

Worst comes to worst it’ll be 4tph on the network until the new rolling stock is in service.

4tph on weekdays would require a full recast too because of conflicts on the Durham Coast. If the frequency gets cut further it’ll be to 24 minute headways, with 7 trains in each 2 hour period.

 

[bristolianre]

Passengers changing at South Gosforth between Airport and Coast services are particularly badly served: the one-minute theoretical change time at best means a mad scramble westwards over the footbridge -- often with airline luggage -- and at worst, just missing the onward connection. Thus a 12-minute-plus wait often ensues. This is for the weekday daytime 5tph service. The Sunday and evening 4tph service provides a much more stable and reliable 9-minute transfer, so hopefully whatever 6tph service is introduced then hopefully the one-minute scramble can be eliminated.

 

[Volvictof]

Passengers changing at South Gosforth between Airport and Coast services are particularly badly served: the one-minute theoretical change time at best means a mad scramble westwards over the footbridge -- often with airline luggage -- and at worst, just missing the onward connection. Thus a 12-minute-plus wait often ensues. This is for the weekday daytime 5tph service. The Sunday and evening 4tph service provides a much more stable and reliable 9-minute transfer, so hopefully whatever 6tph service is introduced then hopefully the one-minute scramble can be eliminated.

Actually the timetables connection is the 12 minute wait. If we allowed only the ones who could run across the bridge to catch the train and not those with wheelchairs and buggies who have to take the long way round over the road bridge, we’d be breaking the law. Sometimes people do make it but they run the risk of hurting themselves on the notoriously slippy bridge.

People get mad when the doors close and the train leaves, but that is not the timetabled connection and waiting for a trainload of people to get on from platform 1 would delay the train. If they’ve made their travel plans assuming they will catch the train that’s always just leaving as their train pulls up, then that’s their bad planning and the passengers on that train shouldn’t have to be delayed on their account.

 

[yorkie]

Passengers changing at South Gosforth between Airport and Coast services are particularly badly served: the one-minute theoretical change time at best means a mad scramble westwards over the footbridge -- often with airline luggage -- and at worst, just missing the onward connection. Thus a 12-minute-plus wait often ensues. This is for the weekday daytime 5tph service. The Sunday and evening 4tph service provides a much more stable and reliable 9-minute transfer, so hopefully whatever 6tph service is introduced then hopefully the one-minute scramble can be eliminated.

This isn't Switzerland sadly; here in the UK we like to deter potential rail travel by having long connection times, making journey times unattractive. Having trains scheduled to depart just as a connecting service has arrived is considered to be completely normal in the UK. The practice is typically defended to the hilt by those who think the UK does railway operations better than other countries.

 

[The exile]

This isn't Switzerland sadly; here in the UK we like to deter potential rail travel by having long connection times, making journey times unattractive. Having trains scheduled to depart just as a connecting service has arrived is considered to be completely normal in the UK. The practice is typically defended to the hilt by those who think the UK does railway operations better than other countries.

I would have described a 12 minute connection as “nicely comfortable” rather than unacceptably long. Ok, so it’s a bit galling to see the previous train leave just as you arrive but you don’t want to be “encouraging” people to make a rushed connection, especially when luggage and a footbridge are involved.

 

[Paul_10]

Actually the timetables connection is the 12 minute wait. If we allowed only the ones who could run across the bridge to catch the train and not those with wheelchairs and buggies who have to take the long way round over the road bridge, we’d be breaking the law. Sometimes people do make it but they run the risk of hurting themselves on the notoriously slippy bridge.

People get mad when the doors close and the train leaves, but that is not the timetabled connection and waiting for a trainload of people to get on from platform 1 would delay the train. If they’ve made their travel plans assuming they will catch the train that’s always just leaving as their train pulls up, then that’s their bad planning and the passengers on that train shouldn’t have to be delayed on their account.

Passengers won't know that though, they will see they their connecting train pulling in or waiting on the platform and the mad rush occurs and in cold weather and poor realiability then you don't blame them for rushing. I actually think it has changed though(thankfully) as during my recent trips it would seem there is more room for error for making a connecting train at South Gosforth. I think Pelaw can be similar if a train is running late but in more general terms it used to be a 3 mins connection, not sure if that is the case now as it would seem sometimes a St James train and a South Hylton one can pull in at the same time however being an island platform there is less risk to passengers than it was at South Gosforth with the mad rush across the footbridge. Would not surprise me if there has been quite a few accidents over time.

 

[DanNCL]

The twelve minute connection between Yellow and Green lines applies in both directions at both South Gosforth and Pelaw, as well as between the Green line and P3/P4 Yellow Line at Monument, has been the case for as long as I can remember and I've lived in the region my whole life.

The situation isn't ideal, it's something that's been looked at many times and something I've worked on personally (I don't work for Nexus), but it's ultimately the best of a poor set of options. The sticking point is the shared section with other trains between Pelaw and Sunderland. Green line trains cannot be retimed without a full recast of the timetable on the Durham Coast, which in turn would require changes to the ECML timetable and that would bring with it a whole host of issues to be resolved along all 393 miles of the ECML, all just to shorten a connection at South Gosforth and Pelaw by 8 or 9 minutes. It isn't worth it and it isn't going to happen.

Yellow line trains could theoretically be retimed now that the single track sections are gone and indeed there'd be a good argument for doing so as you could lengthen the turnaround time at South Shields if the turnaround at St James was cut from 16 minutes to 10 minutes. That would give the Yellow line 10 minute turnarounds at both St James and South Shields, vs the current timetable of 16 minutes at St James and just 4 minutes at South Shields. But to do that you're then left with two options, either retime the Green line too to maintain an even headway between Pelaw and South Gosforth which for reasons mentioned above is easier said than done, or you'd need to have uneven headways between Pelaw and South Gosforth.

The priority has to be to keep 6 minute headways between Pelaw and South Gosforth, which means keeping the Yellow line on its current timetable and keeping the current 12 minute connections between Yellow and Green lines at South Gosforth, Monument and Pelaw.

In the specific example of changing from Green line to Yellow line in that direction at South Gosforth you quite often won't even see the Yellow line train. If the Green line train hasn't left Regent Centre before the Yellow line train arrives at South Gosforth, the Green line train will be held at the signal protecting the junction until the Yellow line train has gone, not timetabled as such but the Green line train only needs to be 1 minute late for this to happen and that's a fairly common occurrence. There's no junction conflict in the opposite direction (Yellow line to South Shields, Green line to Airport) so you're much more likely to see that train you've just missed in that direction.

The 12 minute connection doesn't put people off, as even with the 12 minute wait it's still quicker for most journeys than the bus alternative. I think the only journey involving a 12 minute connection on Metro where the bus even comes close to matching Metro's journey time is Sunderland to South Shields.
People's attitude towards cars in the North East is generally that if they have a car they'll use it, regardless of how good or bad the public transport option may be. I know plenty of people who live just a few minutes walk away from Metro stations who only ever use the Metro when they're travelling to/from the Airport and even that's only to avoid paying for Airport long stay parking. Shortening connection times at South Gosforth and Pelaw isn't going to attract any new users to Metro, indeed in all likelihood nothing other than a major rethink of the entire public transport provision in the North East will.

 

[Paul_10]

The twelve minute connection between Yellow and Green lines applies in both directions at both South Gosforth and Pelaw, as well as between the Green line and P3/P4 Yellow Line at Monument, has been the case for as long as I can remember and I've lived in the region my whole life.

You know that as an enthusiast but normal passengers won't and will only see their train coming in and wanting to catch it hence the mad rush. Like I say I think the timetable changes has meant at least at South Gosforth there is now more room for error to make that connection but the once a 3 min wait at Pelaw is now gone and it's much tighter hence as I say you can see a St James and a South Hylton train pulling in at the same time. Sensible I say really and one that should of been implemented years ago in all honesty.

Hopefully the 10 min frequency does come in and if it does then the peak trains will never ever come back as they won't be needed and in all fairness going from my recent observations it would seem they are not needed now. Yes the trains are busy but not exceptionally so and it does not help with this current mindset of some passengers choose to stand despite spare seats because they don't want to sit next to a stranger.

Would add though, maybe they could improve the frequency at peak times from monument platform 3, I have no idea what it's like on that line during the morning and evening but a 12 min frequency is not great here. Is overcrowding an issue on that line? I know there used to be a peak that extended to St James and of course the long ago blue line service.

 

[Volvictof]

You know that as an enthusiast but normal passengers won't and will only see their train coming in and wanting to catch it hence the mad rush. Like I say I think the timetable changes has meant at least at South Gosforth there is now more room for error to make that connection but the once a 3 min wait at Pelaw is now gone and it's much tighter hence as I say you can see a St James and a South Hylton train pulling in at the same time. Sensible I say really and one that should of been implemented years ago in all honesty.

Hopefully the 10 min frequency does come in and if it does then the peak trains will never ever come back as they won't be needed and in all fairness going from my recent observations it would seem they are not needed now. Yes the trains are busy but not exceptionally so and it does not help with this current mindset of some passengers choose to stand despite spare seats because they don't want to sit next to a stranger.

Would add though, maybe they could improve the frequency at peak times from monument platform 3, I have no idea what it's like on that line during the morning and evening but a 12 min frequency is not great here. Is overcrowding an issue on that line? I know there used to be a peak that extended to St James and of course the long ago blue line service.

The fact that trains often meet at Pelaw is not a good thing, it encourages passengers to run across the platform which is dangerous, and as long as I’m not leaving early I aim to leave towards South Shields or South Hylton before the other train arrives to mitigate this risk. I’d rather a passenger is annoyed and has to wait a few more minutes than slips and breaks their leg or something which is not unheard of. It’s worth pointing out that google maps gives you the 12 minute wait at Pelaw if you set a route going from the green line to the yellow line or vice versa in the relevant direction.

In my experience there’s no need for peaks running through p3 Monument, it does get busy but even at peak times it’s manageable, and the train slowly empties from Manors onwards.

 

[Paul_10]

The fact that trains often meet at Pelaw is not a good thing, it encourages passengers to run across the platform which is dangerous, and as long as I’m not leaving early I aim to leave towards South Shields or South Hylton before the other train arrives to mitigate this risk. I’d rather a passenger is annoyed and has to wait a few more minutes than slips and breaks their leg or something which is not unheard of. It’s worth pointing out that google maps gives you the 12 minute wait at Pelaw if you set a route going from the green line to the yellow line or vice versa in the relevant direction.

In my experience there’s no need for peaks running through p3 Monument, it does get busy but even at peak times it’s manageable, and the train slowly empties from Manors onwards.

It's better than the situation at Gosforth where running over the bridge as you mentioned earlier has its own risks. I do think in general though, the timetable should be managed to allow any short connections and not impact on other services. There really shouldn't be a situation where you feel you have to make passengers wait 12 minutes(and no doubt more at times) for the sake of perhaps waiting an extra minute to allow people get a really quick connection because of risks(let's face it, from management) especially since the Shields line now not being single track.

As for the Google maps thing, very few locals will be using that before heading onto metro so again this 12 min connection will be an unknown to many people no doubt.

I do hope if this 10 min frequency does come in, the connection times at both Gosforth and Pelaw are such that we don't have situations where the train you wanting to get pulls away because it's just gives an awful look really.

 

[Volvictof]

There really shouldn't be a situation where you feel you have to make passengers wait 12 minutes

For some it’s waiting 12 minutes but for those with reduced mobility who can’t use stairs it’s just enough time to get across. And to allow the able bodied to cross quickly but not give enough time for those in wheelchairs etc would be breaking all sorts of disability regulations. (I’m no expert but perhaps Dan could shed some more light on the specifics?)

 

[DanNCL]

You know that as an enthusiast but normal passengers won't and will only see their train coming in and wanting to catch it hence the mad rush. Like I say I think the timetable changes has meant at least at South Gosforth there is now more room for error to make that connection but the once a 3 min wait at Pelaw is now gone and it's much tighter hence as I say you can see a St James and a South Hylton train pulling in at the same time. Sensible I say really and one that should of been implemented years ago in all honesty.

Hopefully the 10 min frequency does come in and if it does then the peak trains will never ever come back as they won't be needed and in all fairness going from my recent observations it would seem they are not needed now. Yes the trains are busy but not exceptionally so and it does not help with this current mindset of some passengers choose to stand despite spare seats because they don't want to sit next to a stranger.

Would add though, maybe they could improve the frequency at peak times from monument platform 3, I have no idea what it's like on that line during the morning and evening but a 12 min frequency is not great here. Is overcrowding an issue on that line? I know there used to be a peak that extended to St James and of course the long ago blue line service.

You'd be surprised how many 'normals' know it too. Anyone who's done that journey a few times knows what the connection is like.

I haven't used the the route from P3 during peak hours since before covid so can't realistically judge the current situation. Historically it was busy enough that a 6 minute headway could probably have been justified, but trains were never leaving people behind even on the 12 minute headways.

For some it’s waiting 12 minutes but for those with reduced mobility who can’t use stairs it’s just enough time to get across. And to allow the able bodied to cross quickly but not give enough time for those in wheelchairs etc would be breaking all sorts of disability regulations. (I’m no expert but perhaps Dan could shed some more light on the specifics?)

This is correct, specifically it's the Equality Act 2010 that would be breached. There are limited grounds for exemption, not entirely certain what those grounds are, but no exemptions apply to any of South Gosforth, Monument or Pelaw.

 

[ModernRailways]

The twelve minute connection between Yellow and Green lines applies in both directions at both South Gosforth and Pelaw, as well as between the Green line and P3/P4 Yellow Line at Monument, has been the case for as long as I can remember and I've lived in the region my whole life.

The situation isn't ideal, it's something that's been looked at many times and something I've worked on personally (I don't work for Nexus), but it's ultimately the best of a poor set of options. The sticking point is the shared section with other trains between Pelaw and Sunderland. Green line trains cannot be retimed without a full recast of the timetable on the Durham Coast, which in turn would require changes to the ECML timetable and that would bring with it a whole host of issues to be resolved along all 393 miles of the ECML, all just to shorten a connection at South Gosforth and Pelaw by 8 or 9 minutes. It isn't worth it and it isn't going to happen

You've worked on this in an official capacity or as an enthusiast?

The issue isn't on Network Rails side, but Nexus, they want a headline 6 minute frequency through the core, instead of one train coming along for SSS, then 8 minutes for SHL, then 4 minutes for SSS, repeat. It's entirely possible to do this without changing anything regards Network Rail. The Jarrow tank trains come and go as they please, they only have a booked path once onto Network Rails infrastructure so they aren't going to cause any issues.

Ultimately, this is all going to change with the 10 minute timetable. The issue at present is Metro currently requires additional protection on the extension, and with all the freight trundling along it can be quite a challenge. There is plenty of capacity to add additional services along here, and the issue will be sorted come 2027/2028, hopefully.

People's attitude towards cars in the North East is generally that if they have a car they'll use it, regardless of how good or bad the public transport option may be. I know plenty of people who live just a few minutes walk away from Metro stations who only ever use the Metro when they're travelling to/from the Airport and even that's only to avoid paying for Airport long stay parking. Shortening connection times at South Gosforth and Pelaw isn't going to attract any new users to Metro, indeed in all likelihood nothing other than a major rethink of the entire public transport provision in the North East will.

This has nothing really to do with it. Metro is unreliable, that is the main issue but it is also a haven for anti social behaviour and generally has a very bad safety rep with things only getting drastically worse.
The station infrastructure looks and is shoddy, and the entire system is an uninviting and dark place - a jet black outer station with harsh but dirty white lighting. Trains that aren't getting any love cosmetically which is in turn aiding the rapid decline of safety - hopefully the current programme will change that but it certainly won't last.

Why would you choose to get the Metro, if it turns up, and potentially deal with chavs vaping, kicking in windows or just generally being obnoxious when you can drive to where you need to be? I only use Metro because it's free, and I often will choose to drive depending on time of day .

For some it’s waiting 12 minutes but for those with reduced mobility who can’t use stairs it’s just enough time to get across. And to allow the able bodied to cross quickly but not give enough time for those in wheelchairs etc would be breaking all sorts of disability regulations. (I’m no expert but perhaps Dan could shed some more light on the specifics?)

Last time I checked (around 2015), the minimum connection time for SGF was 8 minutes, but I do believe this has since changed to 5 minutes. As with National Rail, this is merely a guide, it may take longer or it may be quicker but you won't be given an itinerary showing a shorter connection than what the minimum is. This has nothing to do with disability regs, nor the equality act.

 

[Paul_10]

This has nothing really to do with it. Metro is unreliable, that is the main issue but it is also a haven for anti social behaviour and generally has a very bad safety rep with things only getting drastically worse.
The station infrastructure looks and is shoddy, and the entire system is an uninviting and dark place - a jet black outer station with harsh but dirty white lighting. Trains that aren't getting any love cosmetically which is in turn aiding the rapid decline of safety - hopefully the current programme will change that but it certainly won't last.

Why would you choose to get the Metro, if it turns up, and potentially deal with chavs vaping, kicking in windows or just generally being obnoxious when you can drive to where you need to be? I only use Metro because it's free, and I often will choose to drive depending on time of day .

Bit concerning to hear about the safety side of things your on about especially as Metro safety record has always been advertised as really good but I have noticed more posts on the twitter page of operational incidents occuring but that could be anything I'm guessing.

Personally I don't think the ASB is an issue for people using metro, that has been going around for many years which is highlighted more with social media. It's more to do with the prices when maybe for some driving is probably a cheaper option and the bus most definitely is and will be for a very long time. I understand regarding inflation but the prices are a joke really.