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A scrutiny review

                    Park and Ride

Task Group Members: Councillor Clive Kitchen
                    Councillor Ernie Wilson

Officer Support:        Nicola Edwards


The Task Group would like to thank all of those people who
contributed to this review.

For further information about this report please contact:

      Scrutiny Unit
      Cumbria County Council
      The Courts
      CA3 8NA

      Tel:           01228 601014


1. Introduction.........................................................3
2. Background ........................................................5
3. Methodology .......................................................6
4. Evidence – Good Practice..................................7
5. Findings and Conclusions ................................17

1. Introduction

1.1.       Park and Ride facilities are public transport stations which allow commuters
           and other people wishing to travel into city centres to leave their vehicle in a
           car park, which is usually situated on the perimeter of the city, and transfer
           to a bus or rail system for the remainder of their journey.

1.2.       Park and Ride schemes are often marketed as a way to avoid the difficulties
           and cost of parking within the city centre and allow commuters to avoid the
           stress of driving a congested part of their journey.

1.3.       Park and Ride facilities started in
           the 1960s with Oxford operating
           the first such scheme in the UK
           firstly on a part-time basis from a
           motel on the A34 and then full time
           from 1973. Oxford now operates
           Park and Ride from 5 dedicated car
           parks around the city1.

1.4.       Park and Ride schemes can be
           notoriously difficult to stack up
           financially and more and more it is
           becoming combined with other land
           uses/intermediate stops. Typically
                                                   Oxford Park and Ride Scheme
           it has been used to date in historic
           cities with constrained central
           parking, but increasingly used other areas.

1.5.       Some good examples include:

               Reading – combines with business park to gain outbound flow from
               station and inbound Park and Ride use.

               Oxford – Sites at the compass points with buses travelling across city
               which avoids lots of stagnant buses in the City Centre.

               Southport – Two sites which use the existing bus stops in the City
               Centre and based around other amenities and attractions

                Bath – Three sites around the outskirts and is extremely well used.
                There are extensive priority measures for buses on many routes.

                Chester – Provides links between Chester Zoo and City Centre and is
                part of a wider transport strategy for the City.

1.6.       A full time Park and Ride site has never been developed within Cumbria.
           The Local Transport Plan 2 which covers 2006/07-2011/12 outlines the


       consideration of Park and Ride Sites in Carlisle and Kendal and the use of
       parking revenue to support sustainable transport initiatives in the Lake

1.7.   The following report will look at two case studies of successful Park and
       Ride Schemes to identify common components which should be replicated
       should a Park and Ride facility be developed in Cumbria.

2. Background

2.1.   Initially the issue of Park and Ride in Cumbria was referred to the Economy
       & Culture Scrutiny Panel by the Chief Executive of the Lake District National
       Park Authority who was eager to maintain the attractiveness of the National
       Park but congestion was a serious problem for visitors.

2.2.   The Head of Spatial Planning was asked to consult with relevant
       stakeholders to determine the support for the development of Park and
       Rides and sustainable transport.

2.3.   As a result of discussions the Chief Executive of Cumbria Tourist Board had
       confirmed that whilst there was a need to improve sustainable transport and
       management of parking in the Lake District he did not consider that Park
       and Ride was the answer.

2.4.   Members of the Economy & Culture Scrutiny Panel were advised that
       Carlisle offered the greatest opportunity to develop an effective, integrated
       system and was rated as one of the top five priorities for Carlisle in a public
       consultation for Carlisle Renaissance and was already included in Local
       Transport Plan 2.

2.5.   Panel Members therefore agreed to undertake a review to investigate the
       potential to develop a Park and Ride(s) in Carlisle and to identify best
       practice for the development of Park and Ride and highlight barriers to the
       development of schemes.

2.6.   Councillors Kitchen and Wilson, who are both based in Barrow, were
       appointed to a task and finish group to undertaken the review and it was
       agreed that Carlisle Local Committee be invited to nominate one or two
       Members to work with the group. This invitation was declined.

2.7.   During the course of the Scrutiny Review, Carlisle Local Committee
       requested that Cabinet consider removing the 3 Carlisle Park and Ride
       Schemes from the LTP2 and substitute ten prioritised selected schemes
       from the Carlisle Renaissance Movement Strategy. Further details are
       contained at page 15.

2.8.   Whilst being mindful of the concerns of the Local Committee for Carlisle,
       Task Group Members decided that they would like to continue with the
       Scrutiny Review and would concentrate on good practice examples as
       opposed to the potential for Carlisle.

3. Methodology

3.1.   Interviews/Site Visits

       05/02/07     Rob Terwey, Head of Transport and Spatial Planning

       23/05/07     Rob Terwey, Head of Transport and Spatial Planning

                    Chris Bowles, Regional Director, Stagecoach

       21/09/07     Site Visit – Preston

       09/01/07     Site Visit – Durham

3.2.   Task Group Members visited Preston and Durham Park and Ride Schemes
       to look at good practice at two established successful facilities.

3.3.   Exeter was considered a more like for like with Carlisle with regard to size
       and surrounding population. However it was decided that due to distance
       this was not practical, though Devon County Council did provide Members
       with relevant information on the scheme.

4. Evidence – Good Practice

4.1.     Preston Park and Ride – An Overview
Task group members visited the scheme at Preston on 21st September 2007.

The scheme is served by two sites – Port Way (393 parking spaces) and Walton-le-
Dale (810 parking spaces) – which have been running for 10 and 5 years
respectively. Task Group Members visited the Walton Le Dale Site and travelled into
Preston City Centre.

The first bus service for the City Centre leaves at 0730 and thereafter every 6
minutes until the last
departure from the City
Centre at 1929.

Services operate non-
stop to the City Centre
with the exception of
one inbound stop and
one outbound stop which is primarily serves employees of the Inland Revenue

The car park itself is fully illuminated, manned and has CCTV. There are on-site
toilets and a kiosk to purchase tickets. The kiosk takes cash and debit/credit cards.

Parking is free and the return fare is £1.70 per person before 0930 and £1.00 per
person after 0930 and all day Saturday and Bank Holidays. Children pay half fare
and concessions are available to senior citizens on production of a valid pass.

A family ticket is also available at a cost of £2.00 which allows up to 2 adults and 2
children after 0930 and all day Saturday and Bank Holidays.

Regular travellers can purchase a “Saverstrip” ticket which allows ten journeys for the
price of nine.

The smaller site – Port Way – is not manned but has CCTV which is operated from
Walton-le-Dale. Services operated every 6 minutes and the cost is slightly higher -
£2.00 per person before 0930.

4.2.     Durham Park and Ride – An Overview

Task Group Members visited the scheme at Durham on 9th January 2008.

The scheme is served by three sites – Sniperly, Belmont and Howlands – each with
parking facilities for up to 400 cars. Task Group Members visited the Belmont Site
and travelled into Durham.

Durham Park and Ride began operating
in December 2005. Major Scheme
Funding of £8.913M was awarded to
develop the three sites and the scheme
continues to be subsidised through
parking revenue.

The first bus service for the City Centre
leaves at 0700 and thereafter every 10
minutes until the last departure from the
City Centre at 1846.

All sites have regular security patrols and
are covered by CCTV which is operated from Belmont Park and Ride Site and users
of the other sites can speak to and see an attendant on screen at the payment
machines. They also have a Vehicle Registration Scheme whereby contact details
can be registered with attendants who will contact a car owner should they notice
anything wrong with their car, for example leaving the lights on or having a flat tyre.

There are information facilities and toilets at all sites. Tickets can be bought from on-
site machines which accept cash and debit/credit cards.

Parking is free and the bus fare in £1.70 for unlimited daily travel or the equivalent of
                                        £1.50 per day for regular users taking
                                        advantage of the “Park and Ride Smart Card”
                                        whereby 20 days travel can be purchased for
                                        £30. Concessions apply for senior citizens
                                        and accompanied children under 16 travel

                                         All three Park and Ride car parks have been
                                         awarded the Park Mark – Safer Parking

                                          In order to meet the award, each of the car
parks was independently vetted by Prevention Officers to show that the facility is
correctly managed and maintained, and has the appropriate levels of surveillance,
lighting, signage and cleanliness, all of which have been shown to reduce the
opportunity of crime.

4.3.    Further Points
Specific points of interest were identified by Task Group Members:

4.4.    Eco Fuel

        Preston’s and Durham’s fleet of park and ride buses all run on bio diesel
        fuel. Exeter use low sulphur diesel.

4.5.    Cycle Racks
        Cycle racks on back of buses or trailers. Free electric bike charging
        stations. Dedicated cycle routes from P&R, heritage trails (also from
        railway station).
        Both Preston and Durham do not have cycle racks on their buses,
        primarily due to safety risks. Exeter have trialled cycle racks on the
        back of other buses (not Park and Ride) which produced a number of
        issues regarding responsibility for safe stowage of cycles and
        subsequently removed the racks.
        Both Durham and Exeter have cycle lockers at their sites, however
        Durham expressed that these were rarely used.

4.6.    Links to Supermarket stores
        Preston and Durham’s schemes are purely a link to the city centre
        and do not therefore link up with supermarkets. Exeter services are
        “multi-use” and as well as providing a Park and Ride service to the
        city centre, also operate as local bus services providing links from the
        City to industrial areas. Therefore there is an increase in revenue and
        passenger numbers but does mean that services and fares are less
        straightforward than a pure Park and Ride.

4.7.    Running Costs and Subsidies
        Exeter have three services two of which are subsidised (the third
        service is commercial).
        Preston, who have two sites, have a minimum cost contract with the
        two sites being monitored separately. The larger site – Walton le
        Dale – is breaking even, but the smaller site – Port Way – is being
        subsidised by approximately £30k per year.
        Durham subsidise their Park and Ride Scheme through parking
        revenue. Income from Park and Ride in 2006/07 was £448,903 with a

        running cost for buses of £725,688 and £298,706 for site
        management. Parking income for the same period was £1,145,098.

4.8.    Fares & Parking
        All three schemes offer free parking and payment is for the bus
        Preston – fares £1.70/2.00 pre 0930 thereafter £1.00 (return)
        Exeter – fare £1.70 return which is lower than other local bus service
        fares and equates to around 2 hours parking
        Durham – fare £1.70 which is for as many bus journeys throughout
        the day or £1.50 for Smartcard users (£7.50 per week).

4.9.    Branding
        Preston, Durham and Exeter all have a unique brand
        for their Park and Ride schemes which is on all bus
        livery and marketing tools.
                                                                   Exeter Park & Ride Logo

4.10.   Impact of concessionary fares
        Preston indicates that in terms of revenue there is 14% at Port Way
        site and 10% at Walton le Dale. Exeter states that the overall effect
        has been virtually neutral.

4.11.   Direct Route
        Preston has 1 additional stop and Exeter has two services which
        operate non-stop to the city centre and one service which serves
        other stops en-route.

4.12.   Security & Opening Times
        In Preston both sites are covered by CCTV and the larger site is
        staffed. Both sites are fenced and secure. Overnight parking is not
        actively encouraged but can be done at owners risk. Opening times
        are Monday to Friday 0730 to 1900 for Port Way and 0730 to 1930 for
        Walton le Dale. The buses are approximately every 6 minutes.
        In Exeter all car parks are staffed during opening hours and CCTV is
        provided at all sites. Overnight parking is not encouraged as sites are
        not locked. Two services operate every 12 minutes and the third
        every 10 minutes.
        Durham have secure sites with CCTV which is operated from Belmont
        Park and Ride Site and users of the other sites can speak to and see

        an attendant on screen at the payment machines. They also have a
        Vehicle Registration Scheme whereby contact details can be
        registered with attendants who will contact a car owner should they
        notice anything wrong with their car, for example leaving the lights on
        or having a flat tyre.

4.13.   Promotion of Service

        Exeter have found that the most effective media has been local radio, press
        advertising and advertising in conjunction with City Centre events.

        Preston have mainly used self promotion/word of mouth, leaflets, county
        information centres, fixed signage and internal promotion. Late night
        Christmas openings and Christmas Sunday openings are promoted in the
        local newspapers.

        Durham had a marketing strategy in place to launch the scheme which
        included the branded image, leaflets and posters, radio advertising and
        special offers.

4.14. Carlisle Park & Ride – A Summary

4.15.         During the Christmas period in 2003, a pilot Park and Ride was set up in
              Carlisle from Kingmoor Park at the North of the city. Funding for the
              scheme had been provided by Cumbria County Council, Carlisle City
              Council and the Chamber of Commerce. A review of the pilot in February
              20042 found that:

          •     Operationally the scheme worked very well and the timetable was
                achieved. In fact this route was the only one in Carlisle which did not
                experience significant delay due to traffic congestion during the Christmas

          •     Users of the service were very complimentary and a number of positive
                letters have been received. Generally the media coverage was very
                positive and supportive.

          •     There appeared to be some confusion over the target users. The location
                of the parking site (Kingmoor Park) was such that visitors from the north
                and east were the key area. Areas to the south and west were not

          •     The scheme started too early and a more realistic start date would be the
                Christmas lights switch on. Similarly, the take-up on weekdays was poor
                with an obvious lack of support from people working in the City Centre
                and their employers.

          •     Marketing of the initiative started too late to be included in the general
                material/advertising for the Christmas in Carlisle. Where some specific
                publicity was given for the Fireshow there was a higher usage.

          •     The parking site at Kingmoor Park had a number of advantages but was
                not directly adjacent to a main route.

          •     Those partners who made financial contributions had these capped. The
                revenue income was significantly lower than forecast which has been
                directly borne by Stagecoach. There was no apparent impact on car
                parking income as a result of the initiative.

    Report to Carlisle ATAG 9 February 2004

4.16.          Local Transport Plans and Park and Ride

4.17.          Three Park and Ride sites were identified in Cumbria LTP1 2001/02-
               2005/06 -Wigton Road, Warwick Road and Scotland Road. Park and Ride
               was an integral part of the transport plan designed to reduce growth in car
               trips to the city centre to zero.

4.18.          Allocation of road space to buses was a key part of the justification for the
               Carlisle Northern Development Route and the introduction of park and ride
               together with bus lanes was intended to follow opening of CNDR.

4.19.          The provision of Park and Ride and bus priority in Carlisle are identified as
               key measures in LTP2. The transport aims that these proposals will support
               reducing congestion, providing real alternatives to the private car and
               reducing pollution

4.20.          The bus lane and bus gate proposals are supportive of LTP2 Policy T4 –
               giving priority to reducing public transport delays on radial routes.

4.21.          Work already carried out includes the preliminary design for three sites and
               a summary of the scheme costs3 is as follows:

                                Land              Junction           Highway        Site
                                                   access             works

      Warwick                  £2.1m              £0.16m              £0.64m       £3.0m

      Wigton Road             £0.34m              £0.18m              £1.04m       £2.4m

      Scotland                £0.27m              £0.17m              £0.33m       £1.9m

4.22.          The scheme costs make introduction of each scheme in one year
               difficult given current annual spending on Targeted Programme of
               Improvements (TPI) schemes which is approximately £2M per annum.

4.23.          This means that, given current levels of Targeted Programme of
               Improvements (TPI) funding, delivery of all three schemes is likely to
               be staged and will take 9 or more years.

4.24.          Results of Assessment
           •     A large proportion of existing car journeys on the radial routes do
                 not have a destination in the city centre (between ½ and ¾)
           •     A large proportion of vehicles travelling to the city centre do not pay
                 to park – 69% in the morning peak and 52% in the off peak periods
           •     The proposed bus lanes on Wigton Road and Scotland Road make
                 a relatively small difference to bus journey times
    Costs include 40% contingencies but exclude statutory undertaker costs

        •     The predicted daily patronage for all three sites is just over 1,000
        •     At this level of patronage, the service would require subsidy of just
              over £1m per annum
        •     Although increasing car park charges would increase patronage,
              subsidy of at least £¾m per annum would still be required
        •     Park and ride would bring significant benefits, including:
                         Potential reduction in trips into the city centre of between
                         14% and 17% in the AM peak hour
                         Travel time savings in the opening year that are
                         equivalent to £410,000
                         A significant reduction in pollution levels during peak
                         periods (over a whole day pollution is reduced but by less
                         significant amounts)

4.25.       The assessment work indicates that the Park and Ride sites will
            require subsidy. The main disincentives to using park and ride are
            the abundance and low cost of parking in the city centre. Given the
            nature of the road network in Carlisle there is a limit to how much time
            advantage can be given to buses relative to cars. The main potential
            to influence the use of Park and Ride is therefore through parking
            policy. Reducing the availability of free parking and increasing
            parking costs, will make park and ride more attractive and also raise
            additional revenue that could be used to subsidise park and ride.

4.26.       Consultation of Current Travel Patterns

4.27.       During June 2007 an online travel survey questionnaire was sent out to 226
            employees based at The Courts, Carlisle with a response of 133 (59%).

4.28.       Of the employees responding to the survey, 13% travel to work by bus and
            10% by train. Although Park and Ride was not specifically mentioned many
            staff indicated that they would be encouraged to use public transport if they
            received incentives such as discounted bus fares and more frequent and
            reliable bus/train services. Quicker buses for commuters, better quality
            buses, Park and Ride scheme and more bus lanes were also stated as
            specific incentives which would encourage the use of public transport.

4.29.       Stagecoach Research

4.30.       Stagecoach undertook a research study in 2005 regarding the viability of a
            Park and Ride Scheme in Carlisle. At that time the population of Carlisle
            and a 15 mile radius did not meet the number for a Park and Ride to be
            successful in Carlisle. Therefore it is of the view of Stagecoach that should
            a Park and Ride by developed it would need subsidising.

4.31.       The study identified fifteen schemes with a similar population size to
            Carlisle, however most had a larger surrounding population size.

4.32.       Carlisle Local Committee & Carlisle Renaissance

4.33.       Launched in August 2005, Carlisle Renaissance is a vision for the
            regeneration of Carlisle and is about making the city a better place to live,
            work and visit. A Movement Strategy was produced as it was considered
            that the City’s infrastructure is struggling to meet demands placed upon it
            and to support any new development in the City Centre. Therefore there is a
            need to improve movement into and around the City for all modes of
            transport, whilst promoting sustainable development that reduces the
            dependence on car travel.

4.34.       The study boundary is the M6 (Junctions 42-44) to the North and East the
            line of the proposed CNDR (Carlisle Northern Development Route) line to
            the West, and a line from Dalston to Junction 42 of the M6.

4.35.       Carlisle Local Committee held a special meeting run by an external
            facilitator and selected 10 key priority schemes which it considers should be
            prepared before others in the Movement Strategy:

        •     Subsidised local bus services for those employed in central Carlisle

        •     South to West Inner Relief road corridor

        •     Caldew Bridge (A595) upgrading

        •     Cyclepath corridors

        •     Eastern Relief road corridor (linked to Lowther Street)

        •     Lowther Street severance effect reduction

        •     City Centre streets environmental upgrading

        •     City Centre to outer residential areas, cycle and pedestrian routes

        •     Carlisle Car Parking Strategy (including key service centres: Brampton,
              Dalston & Longtown)

        •     Cross City and radical bus route improvements

4.36.       On 9th October 2007 the Local Committee presented a paper to Cumbria
            County Council’s Cabinet requesting that Cabinet consider removing the

        three Park and Ride schemes as soon as practicable from the Local
        Transport Plan and substitute the ten prioritised selected schemes from the
        Carlisle Renaissance Movement Strategy.

4.37.   The Local Committee emphasised that it was not averse to the development
        of Park and Ride concepts building on existing bus and rail services, with
        the development of secure parking and inward/outward journey. However
        they believed that such concepts should grow naturally rather than become
        a major expenditure project for something that may well not work, or at best,
        require a significant subsidy.

4.38.   Cabinet responded that:

         The Local Transport Plan was not open to change, it was a statutory
        document established in the Transport Act 2000, which is produced every 5
        years and once agreed it cannot be changed. However the content of the
        developing Area Transport Plan should reflect the views of the Committee.

        Cabinet also endorsed that the Local Committee should take a long term
        view of the expected transport needs to ensure that opportunities to secure
        resources necessary for transport improvements were taken.

5. Findings and Conclusions
5.1. Site visits of two Park and Ride schemes, information from Devon County
     Council and general research has show that successful schemes tend to hold
     the following characteristics:

5.2. Funding

     The cost of developing Park and Ride schemes, particularly to purchase land
     and develop attractive, secure parking facilities and adapting roads is
     expensive, for example for three sites in Carlisle is it estimated to cost around
     £7.5M. Park and Rides schemes are often not self sustainable, at least in the
     short to medium term, and will therefore usually require a subsidy from the
     Local Authority. The example of Preston has shown that one site has broken
     even after 5 years but another which has been running for 10 years still
     requires subsidy.

5.3. Site Selection

     There is a need to identifying sites close to major road links that are known to
     be heavily used commuter routes. These need to be convenient and easily
     accessible, which are implemented as part of a sustainable, integrated
     transport strategy. Successful schemes offer a fast, frequent and less
     expensive means of accessing an urban area. Whilst those that fail have to
     ‘compete’ with easily accessible town or city centres with free or low parking.

5.4. Marketing and Publicity

     Public awareness is fundamental to the success of Park and Rides. Potential
     users, whether that be commuters, shoppers or tourists, need to be targeted
     effectively to promote the benefits of Park and Ride. The main forms of
     promotion used are leaflets, signage, media advertising and special offers.
     Word of mouth promotion should not be underestimated and a well run scheme
     does attract new users through the recommendation of others.

     Research has shown that the majority of Park and Ride schemes looked at in
     the UK have their own unique branding which is on the bus livery, signage and
     all marketing materials.

5.5. Car Parking Facilities

     Secure car parking is essential to successful schemes. The schemes
     examined all have secure, illuminated sites which are ideally manned and
     patrolled or covered by CCTV. Sites need to be attractive to the user to give
     confidence that their vehicle will be safe and secure during the time that it is
     parked. The Vehicle Registration Scheme ran by Durham Park and Ride is an
     excellent example of how customers can receive a personal and assuring

5.6. Cost to User

      Essentially the cost to the user needs to be cheaper that taking the car into
      town for more than four hours. Parking policies therefore need to be
      considered hand in hand with the development of Park and Ride.

5.7. Bus Service

      Research has shown that the majority of successful Park and Ride schemes in
      the UK have dedicated buses which are exclusive to the users and have little or
      no stops between the car park site and the City Centre.

      The timings of the service also need to be frequent with a maximum ten minute
      wait for the user. It has been suggested that good practice is that a bus is
      always present at the Car Park Site in the morning and the City Centre in the

5.8. Issues for Cumbria

   5.8.1. The pilot Christmas Park and Ride scheme in Carlisle was not a complete
          success primarily due to the location of the site, ineffective marketing and
          lack of support from employers and workers. Although the people who
          did use the service were very complimentary and the route was the only
          one in Carlisle which did not experience significant delay due to traffic
          congestion during the Christmas period.

   5.8.2. The provision of Park and Ride and bus priority in Carlisle are identified
          as key measures in LTP2. Carlisle Local Committee requested the
          provision of Park and Ride be removed as members of the committee
          decided that Carlisle had other priorities in the movement strategy.

   5.8.3. Initial estimate of costs for three sites is £7.3 million. The current annual
          spending on Targeted Programmes of Improvements (TPI) is
          approximately £2m per year and therefore should funding be provided
          through TPI it is estimated the staged scheme would take 9 years or

   5.8.4. Research study by Stagecoach in 2005 concluded that at that time the
          population of Carlisle and a 15 mile radius did not meet the number for a
          Park and Ride to be successful.

   5.8.5. Recently the University of Cumbria announced plans to develop a new
          campus in Carlisle which would also house the headquarters. The effects
          of this Carlisle Renaissance and new housing developments over the next
          5-10 years may have a greater impact on the numbers of people travelling
          into the city centre.

   5.8.6. According to Cumbria Tourism4 the Cumbria Steam Summary 2006
          determined that Carlisle had 2.4 million visitors during 2006 equating to

(4 Cumbria Tourism Steam Model: Tourism Volume and Value 2006)

           3.2 million tourist days. Therefore a high population of tourists are ‘day
           visitors’ as apposed to ‘staying visitors’.

6. Recommendations
It was never the intention of the task group to conclude or recommend that Carlisle or
indeed anywhere in Cumbria should proceed with a Park and Ride scheme. This
exercise has highlighted good practice and potential barriers to Park and Ride.

The task group do conclude the ‘one size doesn’t fit’ all and Park and Ride is one
solution to an identified problem but is not the right solution across the board.

6.1.    That before embarking on any Park and Ride scheme within Cumbria,
        the Council identify what the problems are (eg Parking, Congestion,
        Environmental Considerations etc.) and how a Park and Ride scheme
        will address these issues. Park and Ride should not be seen as a fix
        for every problem nor should it be developed as it is seen as ‘the right
        thing to do’. Other potential solutions should also be considered, for
        example, schemes with the rail network, car sharing initiatives and
        parking policies.

6.2.    That should it be decided that a Park and Ride scheme be developed in
        Cumbria then the good practice characteristics identified in 5.1 – 5.8
        be replicated as far as is reasonably practicable.

6.3.    That the Economy & Culture Scrutiny Panel have the opportunity to be
        involved in the planning and development of any Park and Ride
        scheme in Cumbria so that members can determine whether plans
        have taken good practice characteristics identified in this report into

6.4.    That Cumbria County Council identify potential Park and Ride sites
        which could be earmarked for future use and take relevant action to
        secure land should it be considered appropriate..


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