Audio/visual "next stop" announcements on buses

[RJ]

Pleased to say I've pretty much got the Mobitec software figured out. Trialled on routes in the South East, everything triggering and playing as expected. I've configured it to comply with the requirements laid out in the PSVAIR regulations and programmed it to resemble a simplified version of what a train PIS would play, rather than a bus with stops every couple of hundred metres. Also trialled in Wales, both displays and announcements playing smoothly in both languages. Integration with Hanover hardware also working well.

It has taken a fair bit of back and forth with the buses and the laptop to get everything working just the way I want it. There's a logic to everything which I have made a note of.

Hanover is delivering my EG4 control unit and next stop announcement equipment next week so the next step is to sort out all the programming in Helen / Hanover Central.

 

[OptareOlympus]

Pleased to say I've pretty much got the Mobitec software figured out. Trialled on routes in the South East, everything triggering and playing as expected. I've configured it to comply with the requirements laid out in the PSVAIR regulations and programmed it to resemble a simplified version of what a train PIS would play, rather than a bus with stops every couple of hundred metres. Also trialled in Wales, both displays and announcements playing smoothly in both languages. Integration with Hanover hardware also working well.

It has taken a fair bit of back and forth with the buses and the laptop to get everything working just the way I want it. There's a logic to everything which I have made a note of.

Hanover is delivering my EG4 control unit and next stop announcement equipment next week so the next step is to sort out all the programming in Helen / Hanover Central.

How can you handle emergency rail replacement? Planned is straightforward enough as the route can be configured according to duties or diagrams, but on a call out, more often than not, the service will be arranged on the ground by controllers or TOC SDCs according to the situation being dealt with in real time. Buses could be asked to operate any combination of stopping pattern, or is often the case, transfers to nearby stations on alternative lines/TOCs. There is a high probability, emergency routes and requirements will not, or could never be pre-programmed. Is there any way of drivers being able to create routes on the fly before departure on emergency call outs?

 

[markymark2000]

How can you handle emergency rail replacement? Planned is straightforward enough as the route can be configured according to duties or diagrams, but on a call out, more often than not, the service will be arranged on the ground by controllers or TOC SDCs according to the situation being dealt with in real time. Buses could be asked to operate any combination of stopping pattern, or is often the case, transfers to nearby stations on alternative lines/TOCs. There is a high probability, emergency routes and requirements will not, or could never be pre-programmed. Is there any way of drivers being able to create routes on the fly before departure on emergency call outs?

Emergency rail replacement is not in scope of PSVAIR so technically you don't need to worry. However it is of course good practise to have various common routes ready loaded so you can go straight into using them if if applicable.

Though it's not unheard of too for some drivers and operators if they have the stuff with them, to set up the route files and stuff when they get their breaks at the other end of the route. Of course this isn't a very regular thing, but I have seen it happen a few times.

 

[RJ]

How can you handle emergency rail replacement? Planned is straightforward enough as the route can be configured according to duties or diagrams, but on a call out, more often than not, the service will be arranged on the ground by controllers or TOC SDCs according to the situation being dealt with in real time. Buses could be asked to operate any combination of stopping pattern, or is often the case, transfers to nearby stations on alternative lines/TOCs. There is a high probability, emergency routes and requirements will not, or could never be pre-programmed. Is there any way of drivers being able to create routes on the fly before departure on emergency call outs?

Day or night, I cover virtually all offered emergency rail replacement work myself. My operation is specifically designed to be able to respond to emergency calls. It’s very difficult to find short notice cover even though I pay drivers £30 an hour.

As soon as I accept the job, I create the route on my laptop if necessary which takes all of two minutes, then load it to the bus via USB. I can even do it as I’m given instructions at the station. Some TOCs do provide exhaustive list of service patterns for their pre-planned work which I do programme in, but as you note, e-rail often has its own service patterns hence why I’m geared up to programme and load quickly.

I do believe that remote loading features are available with the likes of Hanover Cloud and I think some systems can feed off duty cards, if you have one available.

 

[OptareOlympus]

Emergency rail replacement is not in scope of PSVAIR so technically you don't need to worry. However it is of course good practise to have various common routes ready loaded so you can go straight into using them if if applicable.

Though it's not unheard of too for some drivers and operators if they have the stuff with them, to set up the route files and stuff when they get their breaks at the other end of the route. Of course this isn't a very regular thing, but I have seen it happen a few times.

The DfT confirmed last week that unplanned rail replacement was in scope of PSVAIR.

 

[markymark2000]

The DfT confirmed last week that unplanned rail replacement was in scope of PSVAIR.

Apologies I misread an article that was put out.

 

[RJ]

You could build a bench test kit which connects to a laptop as the software has a GPS simulator built into it. It would cost around £1,500 as you would need a sign, controller, speaker, cabling and switches to simulate door feeds and bell pushes. Probably worth the investment in the long term if you are going to keep programming new routes.

Now I know more about the software, I've found many of the tests of how the announcements will play can be done in the depot. I've set up a route that goes a short distance from the depot for trigger testing. Fortunately it's pretty easy for me to jump in a bus and do this, otherwise I would have considered setting up a test rig!

Emergency rail replacement is not in scope of PSVAIR so technically you don't need to worry. However it is of course good practise to have various common routes ready loaded so you can go straight into using them if if applicable.

Though it's not unheard of too for some drivers and operators if they have the stuff with them, to set up the route files and stuff when they get their breaks at the other end of the route. Of course this isn't a very regular thing, but I have seen it happen a few times.

E-rail is specifically exempt from driver's hours rules by legislation, but I've understand it was always intended to fall under the scope of PSVAIR.

Apparently there was a recent announcement that there's a 6 month PSVAIR exemption for e-rail, but only for operators who haven't received a grant to procure next stop announcement equipment. I haven't seen that announcement from source as yet.

 

[martin butler]

Here in East Sussex, Stagecoach have only just got round to having their systems working, and not on all buses, some have just a welcome sign, and date and time, others are showing service number, designation and that scrolls to next stop information, as each stop is approached,

I noticed it's the newer ones that have the full information displayed are these pre- wired with everything wired in except the screens when built?
but its an welcome improvement for people who might not be that sure of where their bus is going, or where to alight.

 

[satters]

recently travelled on a rural service where the driver was announcing the stops, which seemed more sensible and economical than having an automated system

 

[sytransport]

recently travelled on a rural service where the driver was announcing the stops, which seemed more sensible and economical than having an automated system

In what way is it more sensible?

 

[markymark2000]

Apparently there was a recent announcement that there's a 6 month PSVAIR exemption for e-rail, but only for operators who haven't received a grant to procure next stop announcement equipment. I haven't seen that announcement from source as yet.

Everyone I speak to has conflicting information, and articles i've my opinion seem to be worded quite ambiguously.

 

[318266]

recently travelled on a rural service where the driver was announcing the stops, which seemed more sensible and economical than having an automated system

Unless you are deaf.

 

[RJ]

How can you handle emergency rail replacement? Planned is straightforward enough as the route can be configured according to duties or diagrams, but on a call out, more often than not, the service will be arranged on the ground by controllers or TOC SDCs according to the situation being dealt with in real time. Buses could be asked to operate any combination of stopping pattern, or is often the case, transfers to nearby stations on alternative lines/TOCs. There is a high probability, emergency routes and requirements will not, or could never be pre-programmed. Is there any way of drivers being able to create routes on the fly before departure on emergency call outs?

Well, this has been put into practice today. Received a request to cover a trip. The pattern requested wasn't pre-loaded so I created it, along with a few others on a just in case basis and had them all loaded on the bus within 10 minutes. I then sent a driver to cover the job, providing them with the route numbers.

So it can be done!

I can see the number of service patterns across each network running into the hundreds, so I've given each pattern a 4 digit route number. While there is a logic to the numbering, I don't expect drivers to trawl through the entire list of routes to find the right one, so I tell them which number to select, including them on the duty card for preplanned work.

Fortunately for preplanned work there is a "duty" function which I program so the route is automatically changed throughout the day. Much easier for the driver than having to select the pattern every trip, provided all goes to plan.

 

[DanielTheEMid]

View attachment TLRRPToFinsburyParkSimulation.mp4
If rail replacements used TOC audio

 

[TUC]

How can you handle emergency rail replacement? Planned is straightforward enough as the route can be configured according to duties or diagrams, but on a call out, more often than not, the service will be arranged on the ground by controllers or TOC SDCs according to the situation being dealt with in real time. Buses could be asked to operate any combination of stopping pattern, or is often the case, transfers to nearby stations on alternative lines/TOCs. There is a high probability, emergency routes and requirements will not, or could never be pre-programmed. Is there any way of drivers being able to create routes on the fly before departure on emergency call outs?

I don't think it would be difficult for drivers to call out each stop as they arrive. RRB stops are far less frequent than with service buses.

 

[BuhSnarf]

I don't think it would be difficult for drivers to call out each stop as they arrive. RRB stops are far less frequent than with service buses.

It wouldn't be difficult and fine for most, but useless to someone who cannot hear.

 

[TUC]

It wouldn't be difficult and fine for most, but useless to someone who cannot hear.

But those who can't hear can see where they are in the same way as any other sighted passenger.

 

[BuhSnarf]

But those who can't hear can see where they are in the same way as any other sighted passenger.

Which is only helpful if you know where you are and that it's light!

 

[TUC]

Which is only helpful if you know where you are and that it's light!

Given that one will be able to see that the bus has entered the next town/locality and that there will presumably be other passengers getting ready to disembark/board, I would have this was clear in most cases.

 

[jon0844]

I don't think it would be difficult for drivers to call out each stop as they arrive. RRB stops are far less frequent than with service buses.

It seems hard enough to find a RRB driver that knows where they're going, let alone asking them to tell passengers!

 

[Deerfold]

But those who can't hear can see where they are in the same way as any other sighted passenger.

So why have any notification for passengers at all?

 

[BuhSnarf]

Given that one will be able to see that the bus has entered the next town/locality and that there will presumably be other passengers getting ready to disembark/board, I would have this was clear in most cases.

Maybe for someone who travels a lot, but for those who don't travel much or have poor spatial awareness (or again when it's dark outside) it's quite hard to know where you are.

Also, just by entering the town, unless you've noticed the sign as you drive by how will you know what town it is?

 

[RT4038]

I don't think it would be difficult for drivers to call out each stop as they arrive. RRB stops are far less frequent than with service buses.

What would be difficult is to get drivers to do this consistently, every time, on every bus - hence the requirement for an audio system where compliance is much more likely.

 

[Titfield]

Maybe for someone who travels a lot, but for those who don't travel much or have poor spatial awareness (or again when it's dark outside) it's quite hard to know where you are.

Also, just by entering the town, unless you've noticed the sign as you drive by how will you know what town it is?

How about a tracker on a mobile phone for sighted passengers?

 

[py_megapixel]

What would be difficult is to get drivers to do this consistently, every time, on every bus - hence the requirement for an audio system where compliance is much more likely.

I recall the government guidance says that the requirement could in fact be met by drivers calling out stops (albeit I think on all but the smallest buses it would have to be over a PA system to meet the requirements about it being audible), but there would have to be steps taken to ensure as far as possible that this always actually happens. I will try and find a link later unless someone does so before me.

== Doublepost prevention - post automatically merged: 20 Aug 2026 ==

How about a tracker on a mobile phone for sighted passengers?

Requiring passengers to use their own device to access the legally required service information is explicitly disallowed.

 

[Dwarfer1979]

What would be difficult is to get drivers to do this consistently, every time, on every bus - hence the requirement for an audio system where compliance is much more likely.

Technically the requirement isn't for an audio/visual system only for an arrangement to make a visual & verbal announcement. If the driver were to hold up a sheet with the name of the station and make a verbal announcement that would meet the requirements of the legislation as I understand it. But, as you say, that is a level of complicated and so reliant on the driver doing so much that no one realistically would use it for anything but a very unique circumstance.

 

[sytransport]

How about a tracker on a mobile phone for sighted passengers?

Or, hear me out, fit buses with next stop announcements….

Why do people complain about something that genuinely positively impacts journeys for a lot of people?

 

[RT4038]

I recall the government guidance says that the requirement could in fact be met by drivers calling out stops (albeit I think on all but the smallest buses it would have to be over a PA system to meet the requirements about it being audible), but there would have to be steps taken to ensure as far as possible that this always actually happens. I will try and find a link later unless someone does so before me.

== Doublepost prevention - post automatically merged: 20 Aug 2026 ==


Requiring passengers to use their own device to access the legally required service information is explicitly disallowed.

I recall the government guidance says that the requirement could in fact be met by drivers calling out stops (albeit I think on all but the smallest buses it would have to be over a PA system to meet the requirements about it being audible), but there would have to be steps taken to ensure as far as possible that this always actually happens. I will try and find a link later unless someone does so before me.

== Doublepost prevention - post automatically merged: 20 Aug 2026 ==


Requiring passengers to use their own device to access the legally required service information is explicitly disallowed.

Yes, sorry, I didn't mean there was a legal requirement to have audio/visual device (as you say - the legal requirement is for audio and visual announcement which could be discharged by the driver holding up a card on both decks and calling out the name) - the 'requirement' I was referring to was by the employing bus companies requiring electronic equipment to ensure that their legal responsibility was discharged in a consistent manner in accordance with the regulations. (Actually doing it at the correct height and place for visibility, decibel level etc etc)

 

[BuhSnarf]

How about a tracker on a mobile phone for sighted passengers?

Tracker on a phone also works for unsighted passengers (text to speech exists) - however this all requires on these passengers having a smart phone, there being signal and them wanting to use it.

The regulations state that it should be the service providers responsibility to provide the NSA - not down to individuals.

 

[TUC]

Maybe for someone who travels a lot, but for those who don't travel much or have poor spatial awareness (or again when it's dark outside) it's quite hard to know where you are.

Also, just by entering the town, unless you've noticed the sign as you drive by how will you know what town it is?

At the risk of opening up a can of worms, smartphones will give that information for most people.