(Yesterday, 3:43 pm)Andreos1 wrote I just wanted to highlight two elements of your reply. 

A number of these business parks, actually have a shortage of spaces. 
Competitions are held, for winners to access prime spots or even guaranteed spaces. 
Rainton Bridge had to build a brand new car park. 
Doxford International, have cars parked on access roads.

On the second point, Durham Road has bus lanes/priority measures between The Angel and the Tyne Bridge, since the early 90s.
Despite the A1 being widened and improved (to cope with the traffic which exists because buses don't) and the flow moving away from Low Fell, I see absolutely no major improvement in journey times over the last 35 years.
They're slow and probably more unreliable than they were.

On the business parks point, the parking shortages actually reinforce the argument rather than undermine it. If car demand already exceeds supply, that’s precisely the scenario where viable alternatives are needed. But people won’t switch unless buses are competitive on reliability and journey time, which brings us back to priority and congestion on the wider network, not just the final mile.

On Durham Road, limited stretches of bus lane don’t equate to continuous priority. If buses still have to negotiate multiple congested junctions, general traffic lanes, and mixed-running sections, the overall journey remains slow and unreliable. 

That’s why isolated priority measures rarely deliver dramatic improvements on their own.

More broadly, the lack of improvement over decades reflects the growth in traffic volumes overwhelming piecemeal interventions. That’s not evidence bus priority doesn’t work, it’s evidence it hasn’t been applied consistently or extensively enough to offset rising car use.