Andy Burnham began his premiership with a flurry of policies designed to be relatively low-cost, uncontroversial and aimed at tackling the cost of living. The policy blitz marked a stark difference to his predecessor, who was often accused of lacking a vision and the political acumen to get the country there. Now the dust has settled on Burnham's ascension, those of us in the industry are asking: what does Andy Burnham in Number 10, in fact both Number 10s, mean for transport?
Buses
Perhaps his most significant transport intervention so far was the reintroduction of the national £2 bus fare cap, announced in his first week. The £2 cap was increased to £3 by Starmer, which was set to end in March 2027, returning to the discretion of operators and local authorities. Burnham's initiative, expected to cost £500 million, will reintroduce the £2 cap, a policy he, along with the Boris Johnson government, pioneered back in 2023. Money is being allocated for devolved nations to do the same.
The policy is quintessentially Andy Burnham, focused on his beloved buses, tackling the cost of living and linking directly with Manchester. The new PM will hope the policy will stimulate the economy by getting people moving, while keeping a few more pounds in their purse.
Rail
Throughout the campaign trail in Makerfield, and the succession of power, Burnham made several comments regarding HS2, saying he would like to 'resurrect HS2 from Birmingham to Manchester' and 'move faster' on the delivery of the project. Burnham has long been an advocate of the full HS2 project, viewing the flagship infrastructure build as an opportunity to create economic growth via transport investment, and importantly growth in the North of England.
There are, of course, questions about funding and whether Burnham will choose to extend HS2 beyond Manchester to Leeds, but the prospect of a completed HS2 is now much more likely than it was under the previous administration.
Devolution
Burnham's defining political project is his drive for devolution. Having spent several years as the Mayor of Greater Manchester, Burnham argues that centralised decision-making has hampered the UK, particularly areas outside of London and the South East. To remedy this diagnosis, Burnham advocates for 'Manchesterism', a new localised politics prioritising local control to deliver public services more efficiently at a lower cost.
What this means in practice for transport policy is debatable. We can expect more cities to follow in Manchester's footsteps by exploring bus franchising, and many are already actively engaged in this process. Cities may wish to explore additional local mass transit systems or accelerate existing plans. Cycling and walking infrastructure might be prioritised to get people out of cars and encourage active travel.
What underpins these decisions is the powers and the funding local authorities receive to chart their own course. Burnham will undoubtedly face constraints in this pursuit. Economic pressures could halt progress, political will in Westminster isn't guaranteed, and local authorities will have varied interest in the pace at which to pursue new powers available to them in the English Devolution Act. Early signals look promising, but we are yet to see how the transfer of power away from Westminster will take shape.
Integration
Transport for London is the gold standard for integrated public transport systems in the UK. The new Prime Minister has recently said he wants to bring 'London-style public transport' to the whole of the UK, in a similar vein to the Bee Network in Manchester. He envisions linking trains, buses and trams under a single ticketing and scheduling system to improve multi-modal journeys and reduce fares by implementing daily or weekly caps, similarly to the rules in the capital.
The proposition is certainly a popular one in the industry, incentivising public transport over cars, reducing emissions and connecting people to education, jobs and training. Any push for integrated public transport in our cities must be delivered alongside the devolution agenda, ceding power while offering local authorities the support to plan and deliver an integrated service.
After the Makerfield byelection, Burnham's succession and the first few weeks in Number 10, we have a clear understanding of what Burnham's transport priorities are, and the philosophy that underpins them. Local decision makers shifting services under public control while making them more affordable, efficient and integrated. It's certainly a clear vision, something his predecessor lacked, which if he can deliver, will be transformative for the industry.
