Purpose

To fund an additional bus during peak hours
for the 41 Odd Down Park & Ride service, ensuring the
preservation of its current 15-minute frequency. This investment is
critical to maintaining the reliability and attractiveness of the
service, particularly during peak traffic periods when congestion
is at its worst. By ensuring the service remains dependable, the
Council not only enhances the convenience for current users but
also encourages greater public transport use, reducing the number
of vehicles entering the city centre. This aligns with the
Council’s broader objectives of reducing congestion, lowering
emissions, and promoting sustainable transport options, which are
essential for improving air quality and the overall quality of life
in the community. The decision to supplement the route with an
additional bus is a proactive measure that supports long-term
environmental goals, enhances public health outcomes, and
strengthens the Park & Ride service as a vital component of the
city’s transportation network.

Decision

In agreement with S151 Officer, to approve a
maximum allocation of £125,000 per annum, funded by
reallocating income from the Park & Ride service, to cover the
cost of an additional peak-hour bus for the 41 Odd Down Park &
Ride bus service.

Alternative options considered

1. Accept a Reduction in Service Frequency:
This option would involve reducing the 41 Odd Down Park & Ride
service frequency during peak hours. However, this reduction is
likely to make the service less reliable and less attractive to
current and potential users. As a result, there is a significant
risk that passengers may turn to private vehicles as a more
convenient alternative, leading to increased traffic congestion in
the city centre. This shift would not only exacerbate existing
traffic and parking challenges but also undermine the
Council’s efforts to reduce carbon emissions, improve air
quality, and promote sustainable transportation. Additionally, a
reduction in service frequency could negatively impact the
public’s perception of the Park & Ride system,
potentially leading to a long-term decline in usage that may be
difficult to reverse. This would also weaken the economic viability
of the service, necessitating higher subsidies in the future to
maintain operations.

2. Adjust Traffic Signal Timings: Adjusting pedestrian crossing
wait times or signal timings to alleviate bus delays was considered
as an alternative. However, this approach presents significant
challenges and potential drawbacks. Extending pedestrian wait times
could negatively impact pedestrian safety, as longer waits may
encourage unsafe crossings against the signal, particularly at busy
intersections. This change could also diminish the overall user
experience, especially for pedestrians, cyclists, and vulnerable
groups who rely on timely and safe crossings. Moreover, adjusting
signal timings may not sufficiently address the root causes of
congestion affecting the Park & Ride service. Traffic delays
are often multifaceted, and changes to signal timings might provide
only temporary or marginal improvements for buses, while
potentially worsening conditions for other road users. This option
could also lead to public dissatisfaction, particularly among
residents and visitors who prioritise pedestrian-friendly
environments, thus conflicting with the Council’s broader
goals of promoting walkability, safety, and a balanced
transportation network.

3. Incorporate Commercial Service 4 into the Park & Ride
Network: This option was considered but rejected due to concerns
about passenger abstraction from the core Park & Ride service
and potential delays in implementation.