Tag Archive: Transport

Ok, so it’s not a bus timetable. But with the 50th anniversary of the Beeching Report approaching, I thought I would share this piece of text with you. The National Union of Railwaymen (NUR) drafted a response to Beeching’s Reshaping of British Railways. Entitled The Mis-shaping of British Railways, the four page document criticised the report for it’s failure to consider the social functionality that the railways provided for communities up and down the country, especially in rural areas. The full text of the document is quoted beneath. Enjoy Reading.


Bristling with statements and figures that cannot be checked; cemented with academic argument and polished by much skilled handling, the formidable Beeching Report survived its launching with a seeming success.

But the public were not deceived. Now the document has been read and assessed they have made it quite clear that not only do they regard it with disfavour, but it is far from watertight.

Indeed, the Tory Press have measured public opinion as being FIVE-TO-ONE AGAINST.


Quite apart from the misguided brief under which Dr. Beeching operated, we hold the view that there are fundamental weaknesses in the plan itself.

Its conclusions are founded on traffic studies based on a single week’s workings. This gives only a one in fifty-two chance of the figures being truly representative.

We recall that a 12-year-old schoolboy faulted some of the published information. An error of 20,000 tons weekly was found respecting a small section of line. It altered the picture completely. Who knows how many other errors went undetected?

Much of the report is based on assumptions which has been freely admitted may prove to be wrong by experience. For example, the total estimated saving is about £140 million annually, but of this sum only £40 million or less is from direct saving. The other £100 million is mere guesswork.

The whole concept of the Plan is open to question. It blames the Railways Working Account deficit on to unremunerative branch lines, stopping trains, short-haul parcel traffic, etc., but the facts do not bear this out.

All these things existed during 1947-1952 when the railways paid their way – and they were no more profitable then than they are today. The real reason for the deficit was the sharp decline in mineral traffic, i.e., coal, iron, steel, etc.

It is said that the proposed Linear Trains will be planned with the Channel Tunnel in mind. How specific are the plans for this tunnel? When will it be completed? Will it be rendered obsolete by the improved 100 m.p.h. Hovercraft? This sounds like another Common Market fiasco. Is it right that the welfare and the transport prospects of the nation should be built on half baked ideas?


The Report itself admits that the Railways paid their way from 1947 to 1952. But it conveniently OMITS to mention that this was during the period of transport integration installed by the Labour Government. It worked. It paid. It proved to be an unqualified success.

There was no reason to introduce Dr. Beeching and his very highly-paid army of ex-industrial supporters. A proven remedy was at hand – and still is.

The financial rot set in ONLY AFTER the Tory Government denationalised road haulage.


Implementation of the Plan will leave vast areas of the British Isles without any railways at all. These approximations give some idea:-

500 sq. Miles in N and N.W. Scotland.

3,600 sq. Miles in N.E. Scotland.

1,600 sq. Miles immediately North of Glasgow starting almost from the suburban boundaries.

3,500 sq. Miles in S. Wales.

2,100 sq miles in N. Wales.

3,100 sq. Miles in N. England.

1,00 sq miles in the County of Lincolnshire.

This rape of the railways will benefit private road hauliers and bus companies; it will enrich the petrol, oil and motor-car magnates, and it will profit the land speculators and road builders etc. They are poised for their pickings.

But it will punish the aged, the infirm and the poorer people who cannot afford to run a car.

Buses are no substitute for trains, especially in rural areas. They have no real capacity for package, parcels, livestock etc. They wind slowly from village to village, doubling time, mileage and fares. They are victims of bad weather and their capacity is strictly limited.

Closures in known areas of unemployment will throw more people on to the open labour market – and the dole. This in turn will force people into the already congested urban areas.

Dr. Beeching’s report says that if the proposals are implemented in full, then the staff, the public and industry will suffer. Minister Marples knows this but still insists on full implementation.

He maintains that the sufferings and hardships imposed on thousands of people; the disturbance of their way of life; the shattering of their plans and also the abrupt cessation traditional transport services to hundreds of towns and villages ARE ALL OF LESS CONSEQUENCE THAN A PAPER PROFIT.

The Plan is wrong in concept and intentions. It is not in the best interests of the General Public.



Co-operative Printing Society, E.C.4-91246

I recently received a request asking about a 588 service which ran to Washington. This is the only 588 service which I can find amongst my collection:


As you can see, it did not run as far as Washington in 1979. By 1985 the service had disappeared completely, presumably absorbed into the 540/541 services which ran between Monkton Lane – Jarrow – Harton Hospital – Seaburn (540)/Horsley Hill (541). If anyone has more information about the 588 service, then please feel free to post a comment.

As I don’t really update this blog that much now, I would like to take the opportunity to make you aware of another site which makes these old timetables available to view. North East Buses (link: http://www.northeastbuses.co.uk ) is an enthusiast site which encourages debate about not only buses, but all forms of public transport, past and present, in the North East of England. Unlike other bus enthusiast groups/sites, this is open for anyone to view and contribute. The forum contains a section called ‘The Bygone Era’ where, upon joining, a vast array of old timetables are available to peruse and download. Check it out!!

[Message to Brandon: Please feel free to ‘steal’ anything I’ve posted here. Bus timetables (and anything else which belonged in the Public Domain), ultimately, belong to the public, not the collector!]

Unlike the other Sunderland to Darlington service, this one was operated jointly by Northern and United and operated through Houghton-le-Spring, West Rainton and skirts around Durham City Centre by serving the villages to the east (Pittington, Sherburn) before going to Coxhoe, Ferryhill and Newton Aycliffe.

This service has never really changed with one exception. In 1979, it was operated jointly by United and Tyne & Wear PTE.

United Automobile Services (now Arriva North East) once ran a few services through the western suburbs of Newcastle and that is the theme for the next few posts. We begin with the 82 & 83, two services that were later replaced by the Tyne & Wear PTE/Blue Bus Services/Newcastle Busways operated X82/X83 services,  then amalgamated into the singular X82 route that is currently operated by Stagecoach Newcastle between Throckley and Newcastle.

One noticeable change to this service is that it once terminated/started from Marlborough Crescent Bus Station.  Now it operates direct from Eldon Square Bus Concourse which is more convenient for shoppers as opposed to a now demolished bus station near a busy train station which, at the time, would have been better for transport links. Another change is the curtailment of services to Throckley. Heddon is still still served a a couple of long-distance services but Ouston Camp (also known as Albemarle Barracks) does not have a bus service anymore. I guess if you’re a squaddie there now, a car is essential.

I think the title is pretty self-explanatory. See how it compares to now. In Gateshead, there’s no Interchange yet and West Street is a bi-directional as is The High Level Bridge. Sunderland has changed somewhat in recent years but other than that, things are more or less the same as they are now.

The last example of the Newcastle/Gateshead inter-urban services. The 66/67 ran between Benton Estate into Newcastle, across to Gateshead, then operated the Dunston Loop. The Dunston Loop or Circular has had a few different numbered services operating it. After the 66/67, it was the 58/59, then the 67/68, and finally the 64/65 (with an added 164/165 variation of it) before being absorbed into services that operated in the West of Gateshead. I believe that nowadays it has been amalgamated into the 49/49A/49B/49C set of services as well as the 95/95A.

Here are the timetables for the 26/27 bus service that ran along the current ’30’ route from Fawdon into Newcastle. then along Durham Road into Low Fell. The 26 terminated at the Queen Elizabeth Hospital and operated, what was once the ’92’ route (then the M31/M32), via Church Road and Wynbury Road. And the ’27’ operated via Beacon Lough Road and Easedale Gardens into Wrekenton.

I was going to post these old inter conurbation routes between Newcastle and Gateshead in some sort of order. But it dawned on me after posting the 24/25 timetable that the ’10’ was indeed operational in 1979. All services are operated jointly by PTE and Northern.

The ‘8’ more or less operates the same route as either the 15 or 15A (I can’t remember) does now between Newcastle and Kenton Bar Estate. It then operates via the current ‘Fab 57’ route to Fewster Square where it terminates.

The ‘9’ operates via the current 31 route between Montagu Estate and Newcastle then the ‘Fab 56’ route to Springwell Estate.

The ’10’ operates similar to its current route between North Kenton and Town (except it goes via Great North Road instead of Claremont Road) then, like the ‘9’ operates along the current ‘Fab 56’ route to Springwell Estate.

Another ‘Cross-Tyne’ service between Newcastle and Gateshead. The 24/25 started in North Kenton and followed more or less the same route between North Kenton and Grainger Street as the 10/11 do now (before they were diverted to serve the University and RVI). When they got to Gateshead, they followed the classic 24/25 routes to their respective destinations before they were merged into one 24 service and then absorbed into the Coaster-branded ‘2’.