Green Line routes X1 and X10
From Wikipedia, the free encyclopedia
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|---|---|
| Management | |
| Operated by | Stephensons of Essex |
| Garage | Rochford |
| Vehicle | Volvo B10M/Plaxton Premiere |
| PVR † | |
| Route | |
| Start | Rochford |
| Via | Southend Benfleet Dagenham |
| End | London |
| Length | 30 miles (48km) |
| Service | |
| Level | Monday to Friday |
| Frequency | 2 journeys each way on either route |
| Journey time | X1: 1 hour 45 mins X10: 2 hours 25 min |
| Day | London-bound: 06:00 to 08:54 Rochford-bound: 16:50 to 19:24 |
| Night | No night service |
| † peak vehicle requirement See also: Green Line Coaches |
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Green Line routes X1 and X10 are limited-stop express coach services, currently operated by Stephensons of Essex as part of the large Green Line Coaches network. The services operate between Rochford, Southend and London.
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[edit] History
Route X1 has a very complex history, starting in October 1980.[1]
[edit] The beginning
The Transport Act of 6 October 1980 brought deregulation for coach services, and so service X1 was started. It ran every two hours, running Southend to Reading via Basildon, Socketts Heath, Rainham, Dagenham, East Ham, Canning Town, Aldgate, Embankment, Piccadilly, Kensington, Hammersmith, Heathrow, Slough, Maidenhead and Twyford, and was jointly operated by Southend Transport and Reading Transport. Southend Transport used 4 recently delivered DP Leopards, and Reading Transport bus seated MCW Metrobuses and MCW Metropolitans.
On 16 February 1981, a licence was granted for a Southend to Hammersmith section of route. At around that time, Reading Transport temporarily withdrew from operating their journeys in a dispute with their staff. Southend Transport operated a reduced service to Heathrow only until it was restored from May 23rd. Reading Transport resumed operations on 29 February. Another strike was staged by Reading Transport for 12 days in June that year.
The beginning of 1982, 16 January, a London Bus Agreement was granted by London Transport, meaning more local traffic could be carried. This was in time for a series of rail strikes at the end of January and February, which brought many additional passengers. Both operators ran duplicates in some way.
[edit] Joint operation ended
May 16 was a key point in the history of the route, with joint operation ending. Differences in opinion over revenue allocation and the development of the service caused the operators to split up. Reading Transport then operated from Reading to Aldgate, and Southend Transport from Southend to Heathrow, with both competing routes still numbered X1. The Reading service continued for a few years, but then ceased.
There were more rail strikes in June and July, which resulted in 17 double deck duplicates in use, some of which were provided by Ensignbus. At the end of July, a Neoplan double deck coach, was tried on the route for a day, and a Bova single deck coach was similarly used on August 18th. However, an order was placed for three Van Hool Astromega double deck coaches costing £112,000 each.
On November 28, season tickets - called Expresscards - were introduced for the first time, previously only singles, day and period returns were available. Another first time came in December, when the service ran on Christmas Day. It operated continuously 365 (or 366) days a year Christmas Eve 1999, 6209 days non-stop.
In April the next year, the first of the Astromega coaches entered service. It had a seating capacity of 84 seats in a 12m, 3 axle layout.
The first short term hired coach was used on 3 May, a Colchester Leopard, due to increasing passenger numbers. It was joined by further hired coaches from Leicester from June, Bournemouth and Burnley from October, Fylde in November and Lancaster and Derby from December. In December, there were 13 coaches on hire at the same time. On 9 May, a peak hours only service was introduced, route X21; Shoebury to Green Park via Thorpe Bay, Prittlewell and the A127. June saw two ex-Midland Red Willowbrook DP bodied Leopards, enter service on loan from Ensign.
[edit] Frequency increased
The next key date in the services history was on 15 August, when the basic frequency was increased to hourly Mondays to Saturdays and service X21 was enhanced. The end of 1983 and then 1984 saw more increases in passenger numbers, and more frequency increases and vehicle duplications to reflect this.
At the beginning to 1984 the short term hired coaches started to be replaced by long term hires. The fleet of coaches reached 20 vehicles, and a parcels service started.
On 15 April there was a major timetable revision, with more peak services bur fewer Heathrow journeys; the Sunday service was increased to hourly. The journeys not via Basildon became numbered X11, and the coach fleet reached 32 vehicles. In the summer of May to September, certain journeys were extended on Sundays to serve attractions such as Thorpe Park and Windsor. Similar extensions were operated in 1985.
The 18 June saw an X31 service started from Canvey to Green Park, with 4 return journeys. The coach fleet reached 41 vehicles. On 9 October, the X31 was increased to 7 times a day, Monday to Fridays, increasing the coach fleet to 50.
The last short term hired coach was returned to Burnley on 14 January 1985. On 25 January, the coach fleet reached 60, with a new delivery and 6 more on order. At the time, the Southend Transport bus fleet was only 63 vehicles.
On April 1 another peak hour variant started, service X41; it was Prittlewell to Green Park via Rochford, Ashingdon and Rayleigh. At the same time, route X31 was again increased to 9 peak hour journeys and a Saturday trip was introduced.
The 22 July saw numbers X10 and X30 introduced for peak hour journeys which ran fast from Corringham to Purfleet via the at the time newly opened A13 Socketts Heath by-pass.
A long time passed before any further changes, but on 12 April the Heathrow journeys were extended to the newly opened Terminal 4. From 1 June a major relaxation in the licensing laws allowed local traffic to be carried between Southend and Basildon for the first time.
On 22 September, route X31 was increased to an hourly service Monday to Fridays with two trips on Saturdays. Four days later, a Cardiff Bus coach-seated Leyland Olympian was taken on long term hire, with five more following in spring 1987.
[edit] The service at its peak
Bus deregulation on 26 October 1986 saw the lifting of the remaining travel restrictions outside London. The service reaches its peak in winter 1986/7, with all services X1, X10, X11, X21, X30, X31 & X41 providing a total of 64 journeys a day, Mondays to Fridays. In the peak, coaches ran every 2½ minutes on average. Six journeys serve Heathrow. The Saturday service provided 20 journeys, with 18 on Sundays and Bank Holidays. The coach fleet stood at 66, exceeding the size of the bus fleet.
An off peak London service X23 was introduced 24 November, East Beckton to Green Park. It was short lived, and was withdrawn in July 1987.
On 1 April 1987 an attempt was made to find work for idle commuter coaches, and Southend Transport acquired the Culturebus London sightseeing service from Ensignbus, numbered 614, running every 30 minutes. It was run mainly by the double deckers, Astromegas and the Cardiff Olympians, some of which were painted and lettered for the service.
[edit] Financial trouble
In summer 1987 Southend Transport was hit by a financial crisis, and had heavy losses. The over expansion of the coach services was largely to blame, because they carried too many commuter passengers at fares which didn't cover the costs involved. Drastic action was taken to avoid bankruptcy.
In November 1987 Culturebus was reduced to hourly and then on 19 December was sold back to Ensignbus. The 21 December saw the off peak services on route X31 withdrawn, although the Saturday journeys remained until March 1988, and the Heathrow service reduced to just 2 journeys.
In April 1988 the X31 was cut drastically, to only 4/5 peak journeys; the X41 was also reduced and routes X21 and X30 withdrawn altogether. The Heathrow section was withdrawn altogether, with coaches terminating at Green Park. The overall service then comprised 32 or 33 journeys each way, only half of its peak. Many of the hired coaches were soon returned, including the Cardiff Olympians. Two Duple 320 bodied DAFs in build were cancelled.
A limited Heathrow service was reintroduced on 2 October, twice daily Monday to Fridays, following a slightly different route. At this time, some other journeys were rerouted in London. The Sunday service reduced to every 2 hours.
In October 1989 "London Coachlink" branding was introduced, with the first vehicle being reliveried in the style in February 1990. Around that time the variation to Canvey was withdrawn but Heathrow service increased to 3 journeys.
On 14 May, 1990 the last of the "off route" peak hour variants, service X41, was withdrawn. Throughout 1990 all six of the Astromegas were withdrawn, and only 1 Leopard remained at the year end. New vehicles were a series of Plaxton Paramount bodied Tigers.
On 28 October some off peak journeys were diverted into the new Lakeside Shopping Centre. By the summer, the coach fleet has dropped to 17 vehicles. The routes became branded as Green Line services, however the Green Line livery was not adopted until 1995.
There was a further increase in the number of off peak journeys extended beyond Hyde Park from 25 August 25, now four in addition to the three Heathrow trips. From that date, the London terminus at Victoria became Green Line coach station, rather than Semley Place.
In 1992, more journeys were extended to Victoria on 19 April, and more still the following year, until nearly the entire off peak service went there.
[edit] Competition
Another major date in the X1’s history was 5 July 5, 1992. A significant blow to the X1, Thamesway started up a competing “CitySaver” service, which ran mainly just in front of the X1 and with much cheaper season tickets.
Competition continued for a number of years, and in winter 1994 more journeys started to run non stop numbered X10 or X11; more off peak journeys also diverted into Lakeside Shopping Centre, including on Sundays for the first time. The number X3 was introduced for journeys which served both Homesteads and Lakeside. The evening peak journeys started to avoid Aldgate Bus Station, stopping in Mansell Street instead to avoid the congestion.
[edit] Green Line
On 1 April 1995 the first X1 leaflet in Green Line house style appeared. The Sunday service was re-routed to run directly from Embankment to Victoria, omitting Piccadilly.
In spring of the same year the fleet was partially upgraded with eight second hand Volvo B10Ms replacing some of the Tigers. They introduced the Green Line livery to the fleet and the Tigers soon followed suit.
In September 1996 some morning peak journeys began to run non stop via the new Limehouse Link instead of the A13.
In May 1997, the Heathrow service was withdrawn again, and this time was never reinstated. On 7 September, route number X4 appeared for two morning journeys ex London which did not serve Basildon.
The service leaflets lost some of their gloss from 6 September 1998, and no longer carried a colour picture of a coach. At the same time, the Southend Transport name was changed to the newly formed Arriva Southend. The X4 variant disappeared again and the Piccadilly routing was served only between the peaks Mondays to Fridays, not at all weekends, and also the last late evening journey was withdrawn.
[edit] Competition ends
Competition ended on 10 October 1999 after seven years. Thamesway and Arriva agreed to co-operate, and began to operate a joint service, still Green Line branded.
The basic service was renumbered 721, with peak hour variants 720, 722 and 72. The Piccadilly section of the route was withdrawn. The off peak service ran every 30 minutes on Mondays to Saturdays, and on Sundays every two hours, Arriva operating the service alone. There was no late evening service at all. Both operators provided eight coaches each, and registered their journeys separately. Thamesway adopted the Green Line colours.
In December 1999 more variety was added to the fleet with the acquisition of four second hand Van Hool bodied Scanias, which were the first air conditioned coaches for the route.
The turn of the year brought more revisions, with 17 January bringing further variants 709 and 710, to provide faster peak journeys.
More fleet variety came in August 2000, with two DAF SB300s arriving from Arriva Shires and Essex, after their use on Green Line route 757.
[edit] Change of operator
Passenger numbers began to drop, traffic congestion worsened and the parallel railway had discounted season tickets. A few years later, Arriva decided the service was no longer viable and withdrew it completely.
From that date, new operator Stephensons of Essex took over the operation of the service, reintroducing the route numbers X1 and X10. The service has continued much in its current form to the present time.
[edit] Withdrawal of service
Stephensons announced in May 2008 that it was withdrawing the services, with the last day of operation due to be Friday 11 July 2008. The company blamed a number of factors for its decision, including significant rises in fuel costs and new European Union drivers' hours regulations, meaning the service would have to be shortened. The London low emission zone also meant that a significant amount of money would have had to have to be spent on making the coaches comply or on new vehicles.
Passenger numbers were also in decline, as the parallel rail line service increased in reliability. Free travel reduced revenue further, as for every pensioner travelling free under the government's national scheme, Stephensons only got reimbursed 50% of the fare.[2]
[edit] Current route
[edit] Route departing Rochford or Homesteads
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[edit] Route departing London Victoria
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[edit] See also
[edit] References
- ^ "SCT 61" - History of route X1 Accessed 9 April 2008
- ^ Essex Buses Yahoo! Group - "Stephensons X1/X10 to cease" Message 15681. Accessed 8 May 2008
- ^ Stephensons of Essex – “London Link Express” Accessed 9 April 2008
[edit] External links
- Green Line Coaches website
- Stephensons of Essex website
- Full timetable - Stephensons of Essex, "London Link Express"
- Full timetable - Transport for London
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