In practice, the frequent timetable can result in multiple buses at the stop at the same time. This leads to buses queuing, idling, and manoeuvring around each other within limited space at the stop as traffic is forced to queue behind them.
I suggested that only one Stagecoach service should use Rustington Shops as a timing point, with other routes timing at preceding stops. This would reduce clustering, limit unnecessary idling, and ease congestion without compromising timetable reliability.
In response, the Commercial Director stated (4 August 2025) that key stops are used as timing points because they are easily identifiable to customers, serve as interchange locations, and typically experience the highest passenger footfall. He emphasised that Rustington Shops is a busy stop and therefore appropriate as a timing point for all passing services.
However, when I requested supporting data on passenger numbers boarding and alighting specifically at Rustington Shops, I was advised that this information is not collected at that level of detail. While an estimate of 600 boardings per day across Rustington was provided, with a similar number of alightings - set against approximately 99 Stagecoach buses per day, this equates to an average of around 6 passengers per bus, though this does not account for variation by route or time of day it does explain why buses are arriving and departing with few passengers.
Rustington, West Sussex, has a population of around 14,000–14,300 (2021 Census estimates). In Littlehampton, only a few practical bus routes can connect residents to key destinations like shops, stations, and schools. Stagecoach South confirm that buses do funnel through Rustington because there are no reasonable routes further south and to use Worthing Road further north would mean disconnecting residents from the north of Littlehampton and Worthing Road/North Lane from their nearest local shops. Even given this, more than 200 buses seems high for the reported passenger activity.
This raises legitimate questions about the efficiency of the current arrangement and whether the designation of this stop as a timing point for multiple routes and the number of buses remains appropriate.
Although Rustington Shops has reportedly functioned as a timing point since at least the 1960s, the scale of bus services have changed significantly since then. Despite having the commercial flexibility to adjust timetables and add buses, Stagecoach has not, to date, indicated a willingness to consider a practical revision that could reduce congestion, emissions, and local disruption.
Given these factors and the cumulative effects of noise, vibration and diesel exhaust, a review of the current use of Rustington Shops as a multi-route timing point is both reasonable and necessary.
