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Flix SE

Flix is a global travel company providing affordable and sustainable long-distance bus and train services.

Lobbying Activity

Meeting with Magda Kopczynska (Director-General Mobility and Transport)

28 Oct 2025 · 1.Development of FlixTrain 2.Exchange of views on: Commission’s Ticketing Initiative; Greening of Corporate Fleets; VAT legislative initiative on Travel; European High Speed Rail Network Plan; Cabotage in Spain for international coach service

Flix defends dynamic pricing and seeks harmonized EU rules

24 Oct 2025
Topic — The Digital Fairness Act addresses unfair online commercial practices and consumer protections.
Message — Flix calls for EU-wide guidance to harmonize how service fees are presented. They argue dynamic pricing is a legitimate tool that benefits price-sensitive travelers.12
Why — Consistent EU standards would reduce the cost of navigating diverse national consumer laws.3
Impact — Travelers booking during peak periods lose the benefit of flat, predictable fares.45
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Meeting with Sophia Kircher (Member of the European Parliament)

25 Sept 2025 · Schienenkapazitäts-Verordnung, Single Ticketing

Flix SE urges targeted EU support for zero-emission coach transition

5 Sept 2025
Topic — The European Commission seeks to set minimum requirements for clean corporate fleets.
Message — Flix SE requests infrastructure investment at coach hubs and financial incentives for purchasing vehicles. They warn that mandatory targets are currently unfeasible due to the lack of available technology. They advocate for a technology-neutral framework that includes biofuels and hydrogen.123
Why — EU-funded programs and fiscal incentives would reduce the high cost of fleet transition.4
Impact — Low-income travelers would lose access to affordable transport if ticket prices rise significantly.56
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Meeting with Apostolos Tzitzikostas (Commissioner) and

17 Jul 2025 · Corporate Fleets strategic dialogue

Response to EU Start-up and Scale-up Strategy

14 Mar 2025

Flix intends to transform the collective transport sector by offering sustainable and affordable long-distance bus- and train travel solutions in more than 40 countries across four continents through its brands FlixBus, FlixTrain, Kamil Koç, and Greyhound. With its asset-light business model, Flix, launched in 2013, swiftly established a market-leading position for long-distance bus travel in Europe, North America and Türkiye and is rapidly expanding further into South America and India. Having grown rapidly over the past 12 years, Flix has experienced the challenges of growing the business in Europe and identified some areas where barriers can be brought down to achieve a true Single Transport market in Europe. Along with 20 other mobility start ups and scale ups who form the EU Future Mobility Task Force, we have put together a report which highlights some of these challenges and solutions. Please find attached.
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Meeting with Elissavet Vozemberg-Vrionidi (Member of the European Parliament, Committee chair)

4 Mar 2025 · Road Transport

Meeting with Gabriele Giudice (Cabinet of Executive Vice-President Raffaele Fitto)

3 Mar 2025 · Policy priorities for a greener and more competitive transport system and for promoting tourism as factors of territorial cohesion in the EU.

Meeting with Virginijus Sinkevičius (Member of the European Parliament)

3 Mar 2025 · Discussion on the future of transport

Meeting with Jens Gieseke (Member of the European Parliament, Rapporteur)

15 Jan 2025 · Multimodal Passenger Rights

Meeting with Sophia Kircher (Member of the European Parliament)

14 Jan 2025 · Passenger Rights

Meeting with Ştefan Muşoiu (Member of the European Parliament)

25 Sept 2024 · Presentation of the company's activity in the field of transport.

Meeting with Lukas Sieper (Member of the European Parliament)

28 Aug 2024 · Transport

Meeting with Magda Kopczynska (Director-General Mobility and Transport)

26 Jan 2024 · - Regulation 1073/2009 - MDMS - track access charges in the railway sector

Meeting with Isidro Laso Ballesteros (Cabinet of Commissioner Adina Vălean) and Bolt and

11 Jan 2024 · Startups, innovation, transport

Meeting with Elzbieta Lukaniuk (Cabinet of Commissioner Adina Vălean), Walter Goetz (Cabinet of Commissioner Adina Vălean)

29 Jun 2023 · Decarbonization of transport Digitalisation of transport EC Guidelines on Track Access Charges

Meeting with Henrik Hololei (Director-General Mobility and Transport)

1 Jun 2022 · Cross-border land transport

Meeting with Henrik Hololei (Director-General Mobility and Transport)

1 Feb 2022 · Long-distance and cross-border passenger rail

Meeting with Henrik Hololei (Director-General Mobility and Transport)

4 Oct 2021 · long-distance rail; bus transport

Meeting with Henrik Hololei (Director-General Mobility and Transport)

28 Apr 2021 · SSMS

Meeting with Daniel Mes (Cabinet of Executive Vice-President Frans Timmermans), Diederik Samsom (Cabinet of Executive Vice-President Frans Timmermans), Estela Pineiro-Kruik (Cabinet of Executive Vice-President Frans Timmermans)

2 Dec 2020 · Smart and Sustainable Mobility Strategy

Meeting with Elzbieta Lukaniuk (Cabinet of Commissioner Adina Vălean)

23 Nov 2020 · Follow up meeting to discuss road policy.

Response to Sustainable and Smart Mobility Strategy

29 Jul 2020

As a tech-driven mobility provider founded on the vision to redefine mobility in a smart, sustainable and affordable way, FlixBus welcomes the strategic direction taken in the Roadmap. Moreover, bus services as an affordable and sustainable travel option are key in guaranteeing connectivity and mobility of millions of Europeans; and as such have to be not only adequately incorporated but also promoted across the actions ensuring forward-looking fairer, greener and more digital mobility where no one is left behind. We fully support the objective to ensure through the Strategy that the transport sector pursues the twin green and digital transitions, in a resilient and crisis-proof manner and are convinced that long-distance bus transport is a part of the solution. For example, as an operator FlixBus aims to be at the forefront of climate friendly travel and has on that path harnessed the transformative potential of digitalisation. Particularly against the backdrop of the COVID-19 pandemic, actions to revitalise and strengthen the Single Market in transport should be considered as a key building bloc of this overall Strategy. Looking at our sector, the crisis shed additional light on the difficulties arising from the patchwork of regulatory frameworks governing long-distance bus markets across the EU. To ensure the right of free (cross-border) movement to all EU citizens and meet their mobility needs, it is necessary to set the course towards a future-proof integrated passenger transport market, in a way that lives up to the current reality and facilitates sustainable recovery. Therefore, if the Strategy is to stimulate investment in the long-term future of mobility and boost the resilience of the transport system, an important step is to open, harmonise and simplify long-distance bus markets. A greater choice of services, besides enabling more people to travel and thus having a positive social impact; would also incentivise the use of collective transport thereby diverting passengers from other, more polluting means of transport. In short, it would lead to an overall reduction of emissions for the transport sector and help drive climate friendly innovation. Moreover, it is worth noting that passenger cars make up 83% of the modal share in land transport, while travel by bus and coach for less than a tenth. In respect to GHG emissions, the German Environmental Agency (Umweltbundesamt) findings pointed out that long-distance bus travel can be the most climate friendly travel option. Therefore, as part of a resource-efficient transport system, long-distance bus services should be recognised for their potential to contribute to Europe’s sustainability and smart goals. For example, FlixBus has made significant strides in decarbonization and digitalisation, and we agree that these efforts should be increased. Our EURO VI fleet is only 3-4 years old and we are piloting several initiatives, incl. the first long-distance e-bus line 100% powered with green energy as well as exploring the use of hydrogen, biogas, and solar panels on buses. Having adopted our own Climate Neutrality Vision, aiming for 100% climate neutrality in all our activities by 2030, we see the need for the EU to incentivise research, development, production and uptake of new clean technologies in Europe. In conclusion, we encourage the Commission to be ambitious in its Strategy; bearing in mind that in order to secure the resilience of passenger transport and smooth cross-border flow of citizens if the future, it is necessary to promote and incentivize long-distance bus travel, as a sustainable means of transport that strikes the necessary balance between the imperatives of the climate emergency and preserving affordable travel options.
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Response to Climate Law

6 Feb 2020

FlixBus fully supports the European Commission's objective for Europe to become the first climate-neutral continent, and towards this end, the prioritization of the European Green Deal, its hallmark initiative. We also welcome the inclusive approach, as the Commission recognized the importance of far-reaching consultation and open debate with stakeholders in the process. We firmly believe that the climate emergency demands our collective responsibility and can only be addressed by comprehensive action of all stakeholders. In this respect, sharing the Commission's objectives and being committed to contribute to making transport more sustainable, affordable and accessible to citizens, we also welcome a climate regulation that would enshrine in law a net-zero carbon target by 2050. However, while the 2050 target is crucial, much can already be achieved in the short term. The transport sector, responsible for around a quarter of the EU’s total greenhouse gas emissions, is certainly at a crossroads and has a key role in the decarbonization of the EU economy. In this context, however, it should be noted that air travel and private cars make up a large part of that. Looking at road transport, according to the latest Eurostat figures, passenger cars accounted for almost 83% of land passenger transport in the EU, while coaches, buses and trolley buses (9.4%) and passenger trains (7.7%) each making up less than a tenth of all traffic. Aware of the reasonability of the transport sector at large, FlixBus has always aimed to be at the forefront of climate friendly travel. For example, in 2019, FlixMobility, the parent company of FlixBus and FlixTrain, announced a Climate Neutrality Vision aiming for a 100% CO2 neutrality by 2030 (at the latest) for all company activities, including all journeys. This means that we will take climate impact into consideration in all our actions, from ensuring the most fuel-efficient, clean and high-tech fleet, investing in climate neutral technologies, to sustainable business management and a green travel policy.
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Response to Evaluation of rights of passengers in bus and coach transport in the EU

5 Aug 2019

FlixBus is a young pan-European mobility provider that has been changing the way millions of people travel in Europe. Our business model is collaborative in essence, combining our expertise with that of small and medium sized local bus and coach operators, often family-owned businesses. Thanks to this unique business model and innovative technology, we have grown from a startup to developing the Europe's largest long-distance bus network, currently covering more than 350,000 daily connections to 2,000 destinations in 29 countries. FlixBus is pleased to provide initial feedback to the European Commission’s evaluation roadmap regarding the EU Regulation on coach passenger rights. While passenger safety is our biggest priority, we consider customer satisfaction as being of outmost importance and we constantly seek to improve our internal processes to provide the best possible experience to travelers. FlixBus’ feedback FlixBus has been applying rules under EU Regulation 181/20111 in all EU countries it operates; and believes that the current provisions under the Regulation are proportionate and sufficient to ensure that rights of passengers traveling by coach are respected. - Regarding information to passengers before/during their trips, FlixBus provides information on the website, labels on buses and drivers have leaflets to distribute to customers if required. Drivers are instructed to inform about the arrival time to the next stop before and during the trips via microphone. Flixbus provides information on delays, cancellations, colour of the bus (if not green) etc. When Flixbus has access to the passenger’s mobile phone number (80% of passengers provide it when booking), information is sent through text messages. For the remaining 20% of passengers, information is communicated via e-mail, if the ticket was purchased online. In case of a booking through a travel office, such offices dispose of a special tool where a phone number or email address is provided in case a contact is needed. Usually, the driver also announces any additional relevant information by microphone while on the bus. - Flixbus has a dedicated team to handle passenger requests and ensure their satisfaction. Regarding the established complaint procedure - complaints can be submitted by letter, e-mail or phone in German, English and several other EU languages. The deadline for replies to complaints is up to 3 months, as set in the Regulation, although some requests (e.g. injuries) are addressed as a priority. FlixBus also closely cooperates with the relevant National Enforcement Bodies, to discuss various issues and interpretation of legislation if need be. - FlixBus does believe that a distinction should remain between delays at departure (covered by the Regulation) and delays at arrival, as in cases of construction works or traffic jam/congestion, information is not always available and we cannot change timetable and stops for the service, as those are set in the authorisation issued by the national authorising authority. - FlixBus seeks to accommodate all customer needs in a non-discriminatory manner, including for Passengers with Reduced Mobilty (PRM). In case of need for a disability access, a PRM is invited to contact us via a dedicated form seven days before travel, so that we can liaise with our partner company due to operate the line to organise an accessible vehicle and ensure assistance. - Flixbus would also like to draw attention on the fact that a passenger experience is not limited to their actual time spent on the coach. As bus terminal managers are responsible for the general and accessibility equipment at terminals, we would welcome – in the interest of operators and passengers alike – greater clarity concerning the services provided at terminals, that this information would be provided in an easily accessible format, and that the quality of those services provided would be enhanced.
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Response to Economic Equilibrium Test for national rail regulatory bodies

18 May 2018

The aim of the common European railway policy is to make railway passenger transportation more attractive to the customer and open markets to new operators. Railways should become affordable and better. The principle ideas of the European Railway Packages are a market liberalization and a simplification of complex regulation. Lower barriers for new market entrants should increase the offer of attractive and sustainable rail transportation. This should lead to more travelers taking trains and reduce the share of environment-harming car traffic. The proposal from the European Commission to define procedures for an "Economic Equilibrium Test for national rail regulatory bodies" (EET) risks to counteract the goal of the European railway policy to liberalize the market and to reduce market entry barriers. We recommend being very careful about the introduction of additional administrative procedures. This concerns especially the topic of non-discrimination of new market entrants. The new proposal of EET must not harm potentially profitable new rail services or discriminate those against state-subsidised PSC. Therefore, the following aspects have to be considered: • Article 7, 2. (c) lists the documents to be handed in from the applicant of a new rail service. This includes a business plan and pricing and marketing strategies. These are very sensitive information and normally not to be forwarded to anyone outside the company. In addition, the pure amount of required information overloads the procedure of a fast and standardized EET. • Article 9, 6. is seen problematic in two ways: Firstly, two not yet existing train services are to be analyzed. The estimated economic prognosis about the just tendered public service and the not yet existing new rail service cannot give a reliable decision-base for an EET. Secondly, the regulatory body can postpone a decision about the EET by 18 months. This deadline is too long and might delay the start of a new rail service significantly and could cause negative financial consequences for company. This is especially valid for new market entrants and smaller non-incumbent rail operators with a weaker financial backbone. It thus restricts competition. • Similar to Article 10, 3. (a), different costs should also be taken into account in the "new rail passenger service" (such as differences in the cost of rail use). • As by Article 10, 3. (b) it is correct that positive effects generated by the new rail service for the public service contract are also taken into account for the EET. • Furthermore Article 10, 6. raises the question of how the regulatory authority will handle the situation of several 'new rail passenger services' wishing to offer their services on the same route. In this regard it is important that new transport services – especially those that are completely new to the market - are not inappropriately challenged by the EET than established rail companies, which already offer transport services alongside the PSO services. It is questionable how the analysis of economic equilibrium can adequately account for already existing transport services operating alongside the PSO. • In addition, it is unclear why new PSO services would be excluded from the definition of new rail passenger service and thus of an EET. We see the risk of discrimination for non-subsidised railway companies.
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