Express Bus Service - A Missing Gap?

[Jozhua]

I note in the UK that there just isn't much in terms of express bus service connecting towns together - especially not regularly scheduled service making use of dual carriageways/motorways.

It seems like a real missed opportunity to create a useful service on routes where a rail line realistically isn't going to happen, either due to demand or lack of will. - That seems like a lot of places!

I have noticed on trips abroad that there tends to be a larger regularly scheduled express offering of bus services running on "motorway" style roads. Tenerife is interesting as the stops are attached directly to the motorway, saving the bus from a long circuitous turn off from the main road! Local buses can connect in to these to bring people to their final destinations. Similar setups can be seen in the United States. In the UK, express service often has to make long, circuitous turn offs to an existing bus stop/interchange.

It just seems like a massive missed opportunity - plenty of fast roads with potential to run good public transport service with a moderate, but very manageable and cost-effective investment in infrastructure.

Of course there is a commercial aspect to this, these routes inherently don't have the same coverage, but I think if done correctly, the journey time savings would attract new riders - especially as city/town centre parking isn't getting any cheaper! As we move to model of service run by local government, then I think this could play a useful role in a more cohesive and strategic system.

 

[Bletchleyite]

It is largely because rail effectively fulfils that role and so there is no point (or profit) in duplicating it. You get more of it in countries with poor or no rail network, or where rail operates compulsory reservation and not enough capacity.

There are odd examples in the UK where rail does not provide at all or is ineffective or otherwise poor, e.g Oxford-Bedford X5, Milton Keynes-Luton 99, Nottingham-Derby etc, or Scottish Citylink and associated routes (much more so than National Express).

 

[Spaceflower]

There are quite a few towns and population centres that are only accessible by road many of which also have some form of express bus or coach service.
Examples include the coach service Fort William - Inverness; Middlesbrough-Guisbrough-Whitby-RHB-Scarborough; Leeds-Harrogate-Ripon;Leeds-York-Malton-Whitby/Scarbro'/Brid. Unfortunately, one of the problems of bus transport is that it gets caught in urban congestion and congestion on busy summer routes and even without congestion, can be slow on hilly routes (the section between Whitby-Scarbro' springs to mind).

Both Nat Express and Megabus (Stagecoach) have broader networks linking many of the busy cities utilising the national motorway network. Many have toilets. With normal buses, toilet breaks/layovers may be needed on longer trips.

 

[JonathanH]

Stagecoach in the mid 1990s put out coaches on many trunk interurban routes on their network. The coaches had bus features such as an enclosed compartment for the driver and luggage pen directly behind the entrance door. Over the years, this network has diminished as an explicit express network (other than in Scotland) with many routes now run by double deck vehicles. The use of double deck buses with coach seats doesn't give the same impression of an 'express bus' as a coach does, although I note that the Plaxton Panther LE struggles to feel like a coach inside as well.

 

[WM Bus]

It is largely because rail effectively fulfils that role and so there is no point (or profit) in duplicating it. You get more of it in countries with poor or no rail network, or where rail operates compulsory reservation and not enough capacity.

There are odd examples in the UK where rail does not provide at all or is ineffective or otherwise poor, e.g Oxford-Bedford X5, Milton Keynes-Luton 99, Nottingham-Derby etc, or Scottish Citylink and associated routes (much more so than National Express).

In Birmingham we have X1 Birmingham - Coventry. Not really that express and there is a lot of local in between passenger traffic that presumably helps to make the route more viable by serving lots of stops in between. Though of course you can do Birmingham to Coventry on it, which duplicates the train a little but a lot slower.

I caught a 144 all the way from Worcester Crowngate to Birmingham this afternoon to, a small few doing the full route, long journey though.

 

[Towers]

Stagecoach in the mid 1990s put out coaches on many trunk interurban routes on their network. The coaches had bus features such as an enclosed compartment for the driver and luggage pen directly behind the entrance door. Over the years, this network has diminished as an explicit express network (other than in Scotland) with many routes now run by double deck vehicles. The use of double deck buses with coach seats doesn't give the same impression of an 'express bus' as a coach does, although I note that the Plaxton Panther LE struggles to feel like a coach inside as well.

Interesting, never been on a Panther - what is it about them that is un-coachlike? I presume having the interior clad in gaudy 'bus trim' probably doesn't help!?

 

[Acfb]

It is largely because rail effectively fulfils that role and so there is no point (or profit) in duplicating it. You get more of it in countries with poor or no rail network, or where rail operates compulsory reservation and not enough capacity.

There are odd examples in the UK where rail does not provide at all or is ineffective or otherwise poor, e.g Oxford-Bedford X5, Milton Keynes-Luton 99, Nottingham-Derby etc, or Scottish Citylink and associated routes (much more so than National Express).

Yes I'd say the 199 between Stockport and Manchester Airport and the X7 between Edinburgh and Haddington are good examples of this. I would not support a station at Haddington for example because I think it's more than adequately served by buses and a train service would not be any faster as opposed to East Linton that 's just that bit further out that the train could be more attractive to people in relation to the bus.

 

[bluenoxid]

One of the challenges is integration on fares and service.

Operators can be separate and there is very little interest in supporting a rival who will not bring many passengers to the services being run. Fares and timetables need to align and some of that includes sensible waiting. Its not nice to be left standing at a bus stop because the operation fails to link up.

In many urban areas, the intensity of the service deals with some of these issues.

 

[JonathanH]

Interesting, never been on a Panther - what is it about them that is un-coachlike? I presume having the interior clad in gaudy 'bus trim' probably doesn't help!?

The Panther LE body specifically has a front section (to about the middle of the vehicle) set up with a low floor. This makes it resemble a bus. The Stagecoach leather spec doesn't help. There are pictures here.

https://www.focustransport.org/2018/06/new-plaxton-vehicles-for-west-fife.html?m=1

First of their kind, these coaches are unique in the fact that almost half the vehicle's seating is on a low level, allowing those with mobility issues and wheelchair users easier access, for complete peace of mind.

The Plaxton Panther LE coach model, on a Volvo B8R LE 6x2 Chassis, was manufactured by Plaxton in conjunction with Bus Users Scotland to provide passengers with the best possible vehicle for their journeys.

The vehicles still retain the level of luxury typical of Stagecoach Express coaches with leather reclining seats, free wifi access, USB charging points, air conditioning and a luggage hold.

I appreciate what they were trying to do and why but I didn't really see what they offer over and above something that is actually a bus with the appropriate provision for universal travel (which may well be why many routes do now just have double decker buses with high backed seats).

 

[Alfonso]

I note in the UK that there just isn't much in terms of express bus service connecting towns together - especially not regularly scheduled service making use of dual carriageways/motorways.

It seems like a real missed opportunity to create a useful service on routes where a rail line realistically isn't going to happen, either due to demand or lack of will. - That seems like a lot of places!

I have noticed on trips abroad that there tends to be a larger regularly scheduled express offering of bus services running on "motorway" style roads. Tenerife is interesting as the stops are attached directly to the motorway, saving the bus from a long circuitous turn off from the main road! Local buses can connect in to these to bring people to their final destinations. Similar setups can be seen in the United States. In the UK, express service often has to make long, circuitous turn offs to an existing bus stop/interchange.

It just seems like a massive missed opportunity - plenty of fast roads with potential to run good public transport service with a moderate, but very manageable and cost-effective investment in infrastructure.

Of course there is a commercial aspect to this, these routes inherently don't have the same coverage, but I think if done correctly, the journey time savings would attract new riders - especially as city/town centre parking isn't getting any cheaper! As we move to model of service run by local government, then I think this could play a useful role in a more cohesive and strategic system.

There are a couple- the stagecoach falcon from Plymouth to Bristol springs to mind - but in most cases, especially in and out of London, the train is so much more frequent, flexible, and faster it is mostly cash poor time rich people like students and pensioners who use coaches or express buses. For some a.key benefit of coaches is that most serve victoria coach station making cross London transfers easier than by train

 

[asb]

In Birmingham we have X1 Birmingham - Coventry. Not really that express and there is a lot of local in between passenger traffic that presumably helps to make the route more viable by serving lots of stops in between. Though of course you can do Birmingham to Coventry on it, which duplicates the train a little but a lot slower.

I caught a 144 all the way from Worcester Crowngate to Birmingham this afternoon to, a small few doing the full route, long journey though.

I used to catch the 144 all the way when I was younger, especially on Sunday mornings when it started earlier than the train. It has always felt a drag, especially so on a National or Mercedes Mini, but at least back then you weren't sent on a guided tour of Catshill!

 

[tbtc]

Definitely sounds good, but I don't know what gaps in the market there are for a frequent coach service (on a route without competition from rail) - you're probably looking at a list of:

1. Places large enough to warrant a coach service but not on a main railway line, or on a slow railway route that takes a long diversion (or without a station altogether)
2. Places without a particularly central train station (where a coach can penetrate the town/city centre much better, even if it struggles to compete with rail on time)
3. Places with a fairly fast road into the town/city centre (so that the coach isn't sitting in several miles of suburban traffic)
4. New destinations that heavy rail hasn't been flexible enough to serve (yet)

Looking at examples, there aren't many large places that lack any station (Washington is an obvious example) or are only on a branch (say Gloucester, which doesn't have the main Bristol - Birmingham services stopping).

Some bits of railway are a bit uncompetitive, say the Dawlish section of the route from Plymouth to Exeter or the need to go via Ladybank/Stirling to get from Perth to Edinburgh, which explains part of the success of the Falcon and CityLink (which can use fast roads)

Bristol would certainly meet "2" and "3" - Temple Meads is some walk from the main city centre, whilst the M32 is a pretty fast way of getting into it

Destinations not served by heavy rail could include Airports and modern shopping centres (in the example of Bristol, you've got an Airport and Cribbs Causeway)

So the above suggests that some kind of Gloucester - Bristol coach service might work, given the option to serve Cribbs Causeway off-peak - but they tried that and it didn't work (from what I remember)

Yorkshire used to have a few hourly services that have dwindled away (the X32 from Sheffield - Meadowhall - Barnsley - Leeds came a cropper when Northern upped their game, the X33 was Sheffield - Meadowhall - Barnsley - Wakefield - Dewsbury - Bradford and lost out due to a combination of the improved train service and Arriva focussing on their own shorter routes, the X36 was Barnsley to Rotherham, the X24/X25 were Sheffield - Maltby - Doncaster... only the X19 from Doncaster to Barnsley has survived and even that is all stops now AIUI) - heavily subsidised local trains are hard to compete with

Nottingham to Derby works for the Red Arrow because both Nottingham and Derby have train stations a little distance from the heart of their centres (same with the X39 from Bristol to Bath, I guess)

What other markets are there?

There's also the problem that we have a distinction between the kind of "Stagecoach Express" services (full range of tickets available on board, like a regular bus) and actual "National Express" (book in advance), which complicates things - are we suggesting markets where people could pay the driver (which is attractive to that passenger, but delays the passengers already on board, compared to National Express where the driver just waves people on)

Oh, and some routes may have the problem that it may work but operators aren't allowed to co-operate beyond certain limits, whilst one operator starting a service may be seen as an incursion into another's territory (e.g. if Stagecoach start a route into a First-dominated city then will it looks like they are doing so to compete on a major road into that place?)

 

[mmh]

The Panther LE body specifically has a front section (to about the middle of the vehicle) set up with a low floor. This makes it resemble a bus. The Stagecoach leather spec doesn't help. There are pictures here.

https://www.focustransport.org/2018/06/new-plaxton-vehicles-for-west-fife.html?m=1


I appreciate what they were trying to do and why but I didn't really see what they offer over and above something that is actually a bus with the appropriate provision for universal travel (which may well be why many routes do now just have double decker buses with high backed seats).

The high floor allows them to have a luggage hold? Something a long-distance bus service really needs if it's to properly compete with other travel modes. A long-distance bus without luggage capacity and a toilet will always be something of limited desirability.

 

[PG]

Tenerife is interesting as the stops are attached directly to the motorway, saving the bus from a long circuitous turn off from the main road! Local buses can connect in to these to bring people to their final destinations. Similar setups can be seen in the United States. In the UK, express service often has to make long, circuitous turn offs to an existing bus stop/interchange.

It just seems like a massive missed opportunity - plenty of fast roads with potential to run good public transport service with a moderate, but very manageable and cost-effective investment in infrastructure.

I'm not convinced that the UK has the will to do this properly in a way that can persuade potential passengers to switch modes. The majority of people are suspicious of connections much preferring a direct service

As an example of an underwhelming facility I'd nominate the Forfar A90 stop which only has one irregular local service to provide a connection with express services. I haven't been on a service calling there since Covid hit but I doubt usage gets into double figures daily!

A much better example would be the Ferrytoll Park & Ride which has a few local services calling in addition to the express services.

 

[Towers]

The Panther LE body specifically has a front section (to about the middle of the vehicle) set up with a low floor. This makes it resemble a bus. The Stagecoach leather spec doesn't help. There are pictures here.

https://www.focustransport.org/2018/06/new-plaxton-vehicles-for-west-fife.html?m=1


I appreciate what they were trying to do and why but I didn't really see what they offer over and above something that is actually a bus with the appropriate provision for universal travel (which may well be why many routes do now just have double decker buses with high backed seats).

Oh, blimey! Yes that is an odd creation!

I was picturing the Panthers they use on Megabus, which look to have a different setup?

 

[TheGrandWazoo]

Definitely sounds good, but I don't know what gaps in the market there are for a frequent coach service (on a route without competition from rail) - you're probably looking at a list of:

1. Places large enough to warrant a coach service but not on a main railway line, or on a slow railway route that takes a long diversion (or without a station altogether)
2. Places without a particularly central train station (where a coach can penetrate the town/city centre much better, even if it struggles to compete with rail on time)
3. Places with a fairly fast road into the town/city centre (so that the coach isn't sitting in several miles of suburban traffic)
4. New destinations that heavy rail hasn't been flexible enough to serve (yet)

Looking at examples, there aren't many large places that lack any station (Washington is an obvious example) or are only on a branch (say Gloucester, which doesn't have the main Bristol - Birmingham services stopping).

Some bits of railway are a bit uncompetitive, say the Dawlish section of the route from Plymouth to Exeter or the need to go via Ladybank/Stirling to get from Perth to Edinburgh, which explains part of the success of the Falcon and CityLink (which can use fast roads)

Bristol would certainly meet "2" and "3" - Temple Meads is some walk from the main city centre, whilst the M32 is a pretty fast way of getting into it

Destinations not served by heavy rail could include Airports and modern shopping centres (in the example of Bristol, you've got an Airport and Cribbs Causeway)

So the above suggests that some kind of Gloucester - Bristol coach service might work, given the option to serve Cribbs Causeway off-peak - but they tried that and it didn't work (from what I remember)

Yorkshire used to have a few hourly services that have dwindled away (the X32 from Sheffield - Meadowhall - Barnsley - Leeds came a cropper when Northern upped their game, the X33 was Sheffield - Meadowhall - Barnsley - Wakefield - Dewsbury - Bradford and lost out due to a combination of the improved train service and Arriva focussing on their own shorter routes, the X36 was Barnsley to Rotherham, the X24/X25 were Sheffield - Maltby - Doncaster... only the X19 from Doncaster to Barnsley has survived and even that is all stops now AIUI) - heavily subsidised local trains are hard to compete with

Nottingham to Derby works for the Red Arrow because both Nottingham and Derby have train stations a little distance from the heart of their centres (same with the X39 from Bristol to Bath, I guess)

What other markets are there?

There's also the problem that we have a distinction between the kind of "Stagecoach Express" services (full range of tickets available on board, like a regular bus) and actual "National Express" (book in advance), which complicates things - are we suggesting markets where people could pay the driver (which is attractive to that passenger, but delays the passengers already on board, compared to National Express where the driver just waves people on)

Oh, and some routes may have the problem that it may work but operators aren't allowed to co-operate beyond certain limits, whilst one operator starting a service may be seen as an incursion into another's territory (e.g. if Stagecoach start a route into a First-dominated city then will it looks like they are doing so to compete on a major road into that place?)

What you say is largely correct. You need a critical mass of passengers and no alternative rail options. Notably, Bathgate used to have a number of fast services to Edinburgh but they have gone once the rail service was reintroduced and then enhanced, whilst Livingston still does have services as the rail stations are peripherally located.

Coach services need to have a Unique Selling Proposition (USP) and hence why the SW Falcon has carved a niche in serving stops adjacent to the M5 and then serving Bristol Airport. Look at the other local express services that exist.... The X66 from Darlington to Middlesbrough goes via Stockton, which isn't served by the parallel rail service whilst Middlesbrough and Darlington stations are some distance from the town centre. The X10 goes from Middlesbrough to Newcastle and is faster than the train, which again deposits you in Newcastle Central Station (which is anything but central)

In a relatively local market of a 10-30 mile journey, the additional cost of the train will not be a factor - it's time and convenience. If it has that, it wins. If not, an express coach service might be viable.

 

[gingerheid]

Traffic congestion has been killing off our express coach services for at least 30 years!

 

[TheGrandWazoo]

Traffic congestion has been killing off our express coach services for at least 30 years!

Make that 50 years.....see Green Line!

 

[cnjb8]

The TransPeak route between Manchester and Buxton was cut after Northern increased their services in 2019. It now runs between Derby and Buxton, which itself does fill in the gap in rail between Matlock and Buxton.
Yes I know they aren’t really express type routes but do connect towns in the Peak District

 

[JGurney]

some form of express bus or coach service ..... Examples include the .... Middlesbrough-Guisbrough-Whitby-RHB-Scarborough; ..... Leeds-York-Malton-Whitby/Scarbro'/

Those are not really expresses. The 93 serves every bus stop from Guisborough to Scarborough, only running limited stop for the relatively short section from Guisborough to Middlesbrough. The Coastliner similarly stops at every bus stop and makes diversions off the main road to serve some small villages (e.g. Ruswarp, Thornton-le-Dale).

== Doublepost prevention - post automatically merged: 27 Dec 2021 ==

I note in the UK that there just isn't much in terms of express bus service connecting towns together ..... It seems like a real missed opportunity to create a useful service on routes where a rail line realistically isn't going to happen,

Coach and express bus services in the UK have gone the other way - a number of routes which served rail-less places have been cancelled since the 1980's, leaving a network which is mainly a cheap and slow duplication of the main rail links rather than a means of accessing rail-less places or making journeys not available directly by rail.

Some examples which come to mind:
Weymouth - Yeovil - Glastonbury - Bristol
Middlesborough - Darlington - Penrith - Keswick (limited days)
Bournemouth - Blandford Forum - Shaftsbury - Mere - Warminster - Bath
Lyndhurst, Hants, had 8 coaches/day to London, now has none.

Two North-Eastern examples of limited-stop duplicates of all-stopping bus services now withdrawn are Coatham - Redcar - Marske - Saltburn and Middlesbrough - Guisborough - Loftus (e.g. the Loftus - Guisborough journey time has gone from 27mins to 42).

 

[Bayum]

Would there even be a time benefit to some of these services? The bus from my village to the city centre passes through numerous 30mph zones - skipping these wouldn’t equate to masses of time gained down the route.

 

[Busaholic]

I note in the UK that there just isn't much in terms of express bus service connecting towns together - especially not regularly scheduled service making use of dual carriageways/motorways.

It seems like a real missed opportunity to create a useful service on routes where a rail line realistically isn't going to happen, either due to demand or lack of will. - That seems like a lot of places!

I have noticed on trips abroad that there tends to be a larger regularly scheduled express offering of bus services running on "motorway" style roads. Tenerife is interesting as the stops are attached directly to the motorway, saving the bus from a long circuitous turn off from the main road! Local buses can connect in to these to bring people to their final destinations. Similar setups can be seen in the United States. In the UK, express service often has to make long, circuitous turn offs to an existing bus stop/interchange.

It just seems like a massive missed opportunity - plenty of fast roads with potential to run good public transport service with a moderate, but very manageable and cost-effective investment in infrastructure.

Of course there is a commercial aspect to this, these routes inherently don't have the same coverage, but I think if done correctly, the journey time savings would attract new riders - especially as city/town centre parking isn't getting any cheaper! As we move to model of service run by local government, then I think this could play a useful role in a more cohesive and strategic system.

There may be a small number of missed opportunities that have never been tried, but in almost every potentially viable case there have been such routes and so many didn't prove viable long term, despite the operator having a good crack at it. Sometimes the legislation that produced bus deregulation has proved an obstacle, for example if Operator A wishes to run a service from y to z but doesn't have a presence in z, so would like Operator B that does to co-operate on a joint service. This ran foul of Competition Law on integrated timetabling and ticketing, for instance. The ENCTS didn't always help either where a local authority under compensated or refused to compensate.

 

[Jozhua]

It would be a little much for me to quote the other posts, but interesting points are raised!

In regards to congestion - this really presses the importance of proper bus infrastructure! Buses can be a plug and play system, but you are leaving lots of potential on the floor if you decide to stop there - especially when navigating a busy urban area. Ideally, buses need dedicated entrance/exit ramps to highways, designed to get them on and off the roads faster than the car traffic. There are some examples of exit ramps going straight in to bus terminals, which is fantastic!

What about routes? - I'd like to use some examples around Nottingham. I have in the past travelled a lot between Long Eaton and Derby/Nottingham and still travel there from Nottingham to this day! It is frustrating that the Red Arrow cuts straight through the town on the A52, but is unable to make a stop without needing to go through a 10/15 minute detour...depending on traffic! The train is a long way from certain parts of the town and doesn't offer the most frequent service...

The Rainbow One is probably a good example of a service where some express running would be welcome!

To be honest, I think a lot of it would also be adding bus stops to existing "express" roads, where the roads are relatively close to existing stops anyway, to enable the buses to make less detours and offer a faster service.

I do think part of my thinking is Midlands rail service driving me insane! I thought Northern rail was bad...

 

[sk688]

Uno have the CX bus in Bedfordshire/MK running as an express bus from Cranfield Uni to Milton Keynes as opposed to the stopping C1/C10/C11 , but it's not that frequent I don't think

 

[PG]

To be honest, I think a lot of it would also be adding bus stops to existing "express" roads, where the roads are relatively close to existing stops anyway, to enable the buses to make less detours and offer a faster service.

A valid point but, certainly in the case of dual carriageways, highway authorities are likely to insist on proper laybys before granting permission for a recognised bus stop.

While admirable from a safety perspective the end result is often no stop as the funding isn't forthcoming, yet passengers are safer travelling by bus than other road transport.

 

[MetalMicky]

There are the occasional success stories. I think it was in the 1980s when the British Rail (Rail Link) coach service started between Peterborough and King’s Lynn via Wisbech, later extended to Norwich via Swaffham and Dereham. This was ostensibly for students studying at East Midlands universities who would travel home by train to Peterborough and change there for the coach link with its through ticketing. It was included on the fold out GB rail map which enhanced its status as part of an integrated network. The service proved popular for other passengers too and frequencies improved, so much so that we now have a 30 minute frequency running end to end, operated by First Bus, connecting towns and villages once served by train, into the rail network for onward journeys.

Other limited stop bus links that could provide a similar integrated function include:
Penrith - Keswick - Workington;
Some of the TrawsCambria routes in Wales, particularly the Aberystwyth - Carmarthen link;
Skipton - Colne;
Oxford - Witney;
High Wycombe - Maidenhead etc etc.

Travellers need to be shown that these links exist (online journey planners help greatly in this regard). Through ticketing could add to customer confidence that journeys can be made more efficiently by combining train and bus in certain instances.

 

[cnjb8]

It would be a little much for me to quote the other posts, but interesting points are raised!

In regards to congestion - this really presses the importance of proper bus infrastructure! Buses can be a plug and play system, but you are leaving lots of potential on the floor if you decide to stop there - especially when navigating a busy urban area. Ideally, buses need dedicated entrance/exit ramps to highways, designed to get them on and off the roads faster than the car traffic. There are some examples of exit ramps going straight in to bus terminals, which is fantastic!

What about routes? - I'd like to use some examples around Nottingham. I have in the past travelled a lot between Long Eaton and Derby/Nottingham and still travel there from Nottingham to this day! It is frustrating that the Red Arrow cuts straight through the town on the A52, but is unable to make a stop without needing to go through a 10/15 minute detour...depending on traffic! The train is a long way from certain parts of the town and doesn't offer the most frequent service...

The Rainbow One is probably a good example of a service where some express running would be welcome!

To be honest, I think a lot of it would also be adding bus stops to existing "express" roads, where the roads are relatively close to existing stops anyway, to enable the buses to make less detours and offer a faster service.

I do think part of my thinking is Midlands rail service driving me insane! I thought Northern rail was bad...

I do wish TrentBarton would reinstate the Rapid One, it was useful!

 

[daodao]

Some of the TrawsCambria routes in Wales, particularly the Aberystwyth - Carmarthen link

Integrated bus-rail through ticketing is now being trialled on this route (T1).

The network of X-prefixed express bus services that used to exist to/from Cardiff has shrunk in recent years, partly due to local rail service enhancements. The X5/6 to the Cynon Valley, X8/X9 to the Rhondda Fach/Fawr and the X16 to the Ebbw Valley have disappeared completely, although there is still a frequent express service (T4/X4) to Merthyr (and beyond). Congestion on the A470/Manor Way has probably affected many of these services.

Around Manchester, the only surviving express bus services are those to Accrington (X41) and Burnley (X43), which fill a gap due to closure of the line via Haslingden. None of the former North Western Road Car Company services from peripheral towns outwith Greater Manchester now survive.

 

[Spaceflower]

Those are not really expresses. The 93 serves every bus stop from Guisborough to Scarborough, only running limited stop for the relatively short section from Guisborough to Middlesbrough. The Coastliner similarly stops at every bus stop and makes diversions off the main road to serve some small villages (e.g. Ruswarp, Thornton-le-Dale).

== Doublepost prevention - post automatically merged: 27 Dec 2021 ==


Coach and express bus services in the UK have gone the other way - a number of routes which served rail-less places have been cancelled since the 1980's, leaving a network which is mainly a cheap and slow duplication of the main rail links rather than a means of accessing rail-less places or making journeys not available directly by rail.

Some examples which come to mind:
Weymouth - Yeovil - Glastonbury - Bristol
Middlesborough - Darlington - Penrith - Keswick (limited days)
Bournemouth - Blandford Forum - Shaftsbury - Mere - Warminster - Bath
Lyndhurst, Hants, had 8 coaches/day to London, now has none.

Two North-Eastern examples of limited-stop duplicates of all-stopping bus services now withdrawn are Coatham - Redcar - Marske - Saltburn and Middlesbrough - Guisborough - Loftus (e.g. the Loftus - Guisborough journey time has gone from 27mins to 42).

Yes, sorry, it stops at every stop on the lonely A171 moors road [sarcasm detected].

 

[Roger1973]

There was a crop of consultancy reports on strategic bus / coach networks commissioned just before the economic you-know-what hit the fan in 2008, for example the Thames Valley Strategic Bus & Coach Network (there's a a few pdf documents lurking on council websites that reference it, but it's hard with google to get a link to a pdf) which were looking in to inter-urban services to do some of the things that the rail network doesn't rather than duplicate it.

It can be a bit chicken and egg - if there's no public transport links between town A and town B, then there probably sn't going to be a sudden surge of people coming out of the woodwork to use it when it appears, so any network like this is going to need some initial revenue support, especially if it's going to be frequent enough to attract enough passengers to it to make it viable in the longer term.