Long distance coach services cater for a substantial part of the mobility of Europe's less wealthy citizens, notably in those countries that have appropriately (de)regulated this branch of activity. National studies on this topic are scarce except in Britain, Sweden and Norway, countries that have a well-functioning deregulated coach market. The current situation in the inter urban passenger transport market by coach in Europe is reviewed including the regulatory setting, the main market actors, the main developments that have taken place in the last decade or two and a number of resulting challenges, especially in terms of regulation. The definition of long distance can range from over 15 miles in Britain to over 100km in Sweden. Other countries define long distance as those services crossing the borders of the regional transport authorities. In the UK, no prior notice is now needed for the operation of an express coach route. National Express is the main supplier of express coach services after intense competition in the 1980s and a de facto monopoly until 2003 when the low cost operator Megabus was set up by the Stagecoach group, booking via the internet. In Sweden deregulation took the form of ceasing to require proof that a new service would not damage the railways or more local subsidised bus services, followed by complete deregulation except for use of long distance services for shorter journeys within an area of authority. Three main players dominate the Swedish market, providing 79% of the total coach km. Few people use coach services for distances over 600km. Passengers are mainly students, those on low incomes or the elderly. In Norway express coach services are almost completely deregulated, consisting of partnerships between bus companies in the areas involved or the extension to Oslo of the former long-distance rail feeder routes. The services are popular among users and organised via NOR-WAY BUSSEKSPRESS, who represent 40 member companies. The main competitor is TIMEkspress. Most passengers are attracted to the service form cars rather than from rail and air services. The situation in Poland, Spain, Italy, France, Germany and the international Eurolines is also described. For the covering abstract see ITRD E146823
Abstract