Six months into Greater Manchester’s new Bee Network model, public transport is at a pivotal moment as franchising now seeks to expand into Liverpool, parts of Yorkshire and others. This matter goes beyond just buses; it concerns how we organise, fund, and prioritise everyday mobility. It also raises the question of whether local and central governments can collaborate to create a truly equitable, accessible, and sustainable system for everyone.
Greater Manchester has become the first region outside London to reinstate bus franchising since the sector’s deregulation in 1986.
The outcome over the decades has been declining ridership, rising fares, and widespread service cuts, especially in rural and suburban areas. According to a 2019 report by the Campaign for Better Transport, over 3,000 routes were lost in 10 years, representing a 40% reduction in services.
In Manchester, the solution was to restore control at the local level. Under the leadership of the Greater Manchester Combined Authority (GMCA), bus services are now run, planned, and managed by Transport for Greater Manchester (TfGM).
The transformation has not come cheaply. Initial estimates put the cost of implementing franchising in Greater Manchester at £134 million over the first five years. These costs cover infrastructure upgrades, new technology, public engagement, administration, and fare subsidies.
Manchester City Council has committed more than £78 million, with the remainder funded by the central government. The National Bus Strategy, launched in 2021, allocated £3 billion to bus improvements across England. Early on, Greater Manchester secured approximately £94.8 million from this fund.
Yet experts cautioned that this may fall short. A 2023 report by the Institute for Public Policy Research expressed concerns that real-world costs could exceed initial estimates, particularly in light of inflation and higher-than-anticipated infrastructure demands.
A particularly visible aspect of Manchester’s approach is the focus on free and subsidised travel. For older passengers, free travel continues under the national concessionary scheme, but younger and lower-income passengers have also benefited from targeted support.
The ‘Our Pass’ programme offers free travel to 16–18-year-olds across the region. Since its launch, more than 60,000 young people have used the scheme. A 2022 survey found that 89% reported it had a positive impact on their lives, helping them access school, training, work, and social opportunities.
This social value, however, carries a price tag of around £16 million annually, funded by both local and national sources. Funding continues to be a persistent concern.
While central government support has been crucial, it is also unpredictable. In 2023, Greater Manchester’s request for an additional £60 million to support the further franchising roll-out was denied.
The consequence could be delays or cancellations of new routes, particularly those serving less commercially viable areas. This exposes a central tension: Local ambition often needs to be matched by national funding, yet shifting political priorities can hinder progress.
The public is beginning to see the benefits of reform — improved reliability, better value for money, and broader coverage — but the journey is far from complete. The estimated cost of implementing franchising across the region is expected to enter the hundreds of millions over the first decade.
For that investment, the goal is not just better buses, but a more liveable city: Reduced congestion, cleaner air, more job opportunities, and a fairer transport system that works for everyone. The Greater Manchester Bus Service Improvement Plan forecasts a return of £5 for every £1 invested, making an economic argument for long-term support.
Still, the risks are significant. Inflation, energy prices, supply chain pressures, and the ongoing impacts of Brexit and the pandemic all pose threats to delivery.
A 2023 warning from the Local Government Association cautioned that without consistent and adequate funding, franchising efforts could collapse under their own weight, reverting regions to the disjointed model of the past.
What Manchester has initiated is bold and potentially transformative, but for the model to succeed and for other cities to follow suit, there must be a long-term, cross-party commitment to funding and supporting locally led transport reform.
This isn’t just about getting from A to B. It’s about making public transport a reliable, affordable, and inclusive service for all. It’s about reducing inequality, boosting local economies, and tackling climate change. Above all, it’s about ensuring that access to transport is treated not as a luxury, but as a basic right.
Now is the time for government at every level to stay the course. For the public, the question is no longer whether reform is possible – it’s whether we’re willing to demand it everywhere.
Stephen Wigglesworth
Retired Duty Manager, Arriva North West
