Coach Policies

Coach services are Britain’s hidden public transport network, conducting more than 450 million passenger journeys annually, the equivalent of 40% of the number of national rail journeys. Coaches offer a potential solution to a large variety of transport challenges.

The coach sector is highly flexible and resilient, as well as offering excellent value for money for passengers and the UK Government, as it receives no government subsidy and requires little infrastructure investment. Moreover, coaches often step in when other parts of the transport network are unable to deliver, especially when rail services are disrupted by improvement works. Coaches are vital facilitators of other transport operations, with scheduled services running between train stations and connecting airports with towns and cities across the UK.

In addition, coaches perform a variety of vital functions that other parts of the transport sector are unable to replace, such as private hire journeys for tourism, including remote destinations, school trips, and corporate events.

The Economic Impact of Coach Services

CPT-commissioned analysis conducted by KPMG revealed:

• The coach industry supports 81,000 jobs, generating £6.4bn of economic value through employment.
• Coach passengers spend £8.3bn every year in local economies.
  • £2.3bn comes from passengers spending on leisure and shopping trips.
  • Day-trippers using coaches spend £3.5bn every year.
  • Domestic coach passengers who stay overnight at their destination add £1.9bn to the economy annually.
  • International tourists travelling by coach spend over £600m.
• Destinations that are able to welcome one extra 49-seater coach a day could bring up to £1m a year into their local economy.

Read our full report on the Economic Impact of Coach Services here.

Our 2025 coach policy priorities

Ensuring coaches are at the heart of local transport planning

At present, too many Local Transport Authorities (LTAs) fail to recognise the importance of coaches as a vital part of the public transport network. While there are exceptions, namely the areas that have achieved CPT’s Coach Friendly Status, coaches tend to be ignored when it comes to planning both at a local and national level.

The result of failing to include coaches within local transport planning is that coaches end up relegated to sub-standard facilities, the ultimate effect of which can be to depress passenger numbers and damage the image of coaches as a mode of transport.

• The Integrated National Transport Strategy (INTS) should prioritise the inclusion of coaches, as well as requiring local transport authorities to include coach within their transport planning.
• As a minimum, the INTS should require local transport planners to consider appropriate drop-off/pick-up and parking facilities for the scale and range of coach operations that currently serve their communities, as well as giving consideration to future opportunities to expand the provision of coach services.
• It should be national policy that coaches are able to use bus lanes by default, unless there is a specific reason for them to be excluded on a particular route.

Read CPT’s full response to the Integrated National Transport Strategy call for ideas here.

Supporting the transition to zero-emission coaches

One of the key conclusions from the work of CPT’s Zero Emission Coach Taskforce (ZECT) was that the transition to zero-emission coaches is stymied by the lack of market signals. Without clear market signals for the end of sale of diesel coaches, manufacturers are unable to produce the right products, and operators are unable to invest in zero-emission solutions.  

• CPT is advocating for the government to agree with industry a realistic phase out date for new non-zero-emission coaches. This date must be based on recognition of the current lack of progress towards zero-emission solutions, as well as the fact that the zero-emission coach market is likely to be driven by EU decisions.
• By providing a realistic phase out date, the government can send a clear market signal, and allow operators to make a plan to invest in zero-emission solutions as the market matures.

In addition, the transition to zero-emission coaches will require significant investment in infrastructure across the strategic road network. The government has put in place plans for a Zero Emission HGV and Infrastructure Demonstrator (ZEHID) programme, which is backed by £200m of Department for Transport funding. This will support the installation of 70 public and depot-based infrastructure installations by 2030.

• CPT will continue to advocate for the coach sector to have access to this infrastructure across the strategic road network, giving operators the confidence to invest in zero-emission solutions knowing that they will have access to charging points across the country.
• CPT is also continuing to advocate to ensure that coaches have access to decarbonisation funding set aside for HGVs, vans and trucks, as well as calling for R&D funding for zero-emission coach products.

Clarity on PSVAR and the end of Medium-Term Exemptions (MTEs)

Coach operators need to have clarity over legislation on accessible travel, in order to give disabled passengers a clear and consistent service, and ensure they are aware of what is required from their vehicles in order to be compliant.

CPT provided the Department for Transport with a detailed, evidence-based response to their call for evidence on PSVAR in September 2023. This included a comparison of the default position post-MTEs, and our proposal, demonstrating that there were only positive outcomes for those with disabilities wishing to use coaches.

• CPT will continue to advocate for a balanced and pragmatic solution that enables members to continue to provide accessible services when MTEs end.
• CPT will continue to highlight the consequences of any costly or impractical alternative approaches.
• CPT will continue to press the Department for clarity on the end of MTEs.

Building the future workforce of the coach sector

Coach operators have long been dealing with a shortage of trained drivers, as well as the challenges that come with a relatively older workforce. CPT is determined to support the future growth of the sector, part of which will include ensuring a sustainable pipeline of talent, and ensuring the creation of a more diverse workforce.

The government should work with the sector to produce a workforce strategy.

This strategy should include:

• Greater flexibility for 18- & 19-year-old drivers, removing the restrictions that prevent them from operating services greater than 50km in length, and bringing coach drivers in line with HGV and train drivers.
• Guidance to encourage job centres to work with coach (and bus) operators to fill vacancies.
• Reviewing legislation to all new recruits to progress with the off-road elements of their Category D driving test, while awaiting their provisional licence.

Action in these areas will make the sector more attractive to prospective applicants, ensuring that more young people will be able to consider a career in the sector, and opening up more opportunities to a diverse pool of talented individuals.

To learn more about our policy priorities and to get involved in our policy work contact:

Alison Edwards, Director of Policy and External Relations

Keith McNally, Operations Director

Phil Smith, Coaching Manager

Nicholas Jessup, Policy Manager