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(02/02/2017 18:56)T42 PVM Wrote: [ -> ]10832 and 10833 are on the 20/21

Hopefully, that's where they will stay.

10542 in chester

(03/02/2017 16:08)PO59 MXJ Wrote: [ -> ]10542 in chester

10542 on X8 today.

(02/02/2017 19:34)Barney Wrote: [ -> ]Hopefully, that's where they will stay.

Agreed. It's about time that route received the extra capacity it needs

I would imagine that if the 20/21 does go to double decker operation there would be a reduction in frequency whenever the next timetable change is as deckers really arnt warranted from my experience during the late mornings and early afternoons.

I don't see the point in reducing the frequency of a route that's needed extra capacity for years because of a quiet spell during the day. All of the routes at Green Lane which have been converted to Enviro400 operation aren't that heavily loaded during the day but the frequency on those routes hasn't been reduced

Just my opinion anyway

10835 has been photographed on a test run today:

https://www.flickr.com/photos/122507681@N02/31845932784
Photo credit - Gordon Scott

(03/02/2017 20:51)Dentonian Wrote: [ -> ]I can't see any fleetnumber applied. Can I ask what makes you think its 10835, as the latest reports elsewhere suggest it is more likely to be something like 10817 or '818?

ta

The fleetnumbers applied the vehicles that have been delivered are reported by reliable sources to be incorrect

The batch for Gillmoss starts at 10811

(03/02/2017 20:16)Dentonian Wrote: [ -> ]To save fuel and driver's wages. I would think Concessionary re-imbursement is also a factor, with less "Concessionaires" now travelling by bus.

Many years ago (at least in Liverpool) there was a variation of frequencies on many routes during the course of the day. For example, morning peak hour services would run on say a ten-minute frequency and then reduce to a 12-minute frequency between say 9.30 and 16.00. Also, timetables also indicated that services would be augmented at peak times with peak extras. This system had several consequences. Firstly, it meant that crews often worked split shifts which were not popular and secondly, it meant that a lot of buses were sat in the depot for a large proportion of the day not turning a wheel. These days, the accountants would not like the idea of assets (buses) not earning their keep though I suspect it would be popular with the engineering department as there would be less pressure on them to ensure that the entire fleet was in serviceable condition.

This policy seemed to work well for the travelling public but, interestingly, it was never adopted by the two local NBC subsidiaries, Crosville and Ribble.

(04/02/2017 09:53)Barney Wrote: [ -> ]Many years ago (at least in Liverpool) there was a variation of frequencies on many routes during the course of the day. For example, morning peak hour services would run on say a ten-minute frequency and then reduce to a 12-minute frequency between say 9.30 and 16.00. Also, timetables also indicated that services would be augmented at peak times with peak extras. This system had several consequences. Firstly, it meant that crews often worked split shifts which were not popular and secondly, it meant that a lot of buses were sat in the depot for a large proportion of the day not turning a wheel. These days, the accountants would not like the idea of assets (buses) not earning their keep though I suspect it would be popular with the engineering department as there would be less pressure on them to ensure that the entire fleet was in serviceable condition.

This policy seemed to work well for the travelling public but, interestingly, it was never adopted by the two local NBC subsidiaries, Crosville and Ribble.

That was probably during the time when the old age zone tickets had the evening peak restrictions , without that restriction the afternoon service just rolls till the evening slow down.