(14 Mar 2022, 3:35 pm)busmanT wrote [ -> ]If he follows the "London" model (which he keeps mentioning) the daily cap will be £6 (3 x single trip fare) and the weekly cap will be £28.20 (4.7 x daily cap).
That will be a big fare increase for many passengers if he follows the "London" model.
£4 per day or £16 a week is being quoted in their BSIP document. Page 80 - section 5.6:
https://democracy.greatermanchester-
ca.gov.uk/documents/s17274/15a%20Appendix%202%20Greater%20Manchester%20Bus%20Service%20Improvement%20Plan.pdf
It's not a million miles off what GNE charge for a Tyne and Wear weekly ticket now, but without the complexity of needing different tickets for different operators, the inability of having your fare capped at the cheapest option, and so on.
(14 Mar 2022, 5:55 pm)DeltaMan wrote [ -> ]Burnham has pulled a bit of a fast one here. The £2 is reliant on BSIP funding. He knows if he doesn't get a settlement then its a proper dust up with Westminster
How does that equate to him pulling a fast one? All local authorities were instructed by the Government to work with operators in drawing up 'ambitious' bus service improvement plans to fulfil the requirements of their National Bus Strategy. Manchester, along with Transport North East and other LTAs have done just that, so I'd suggest the only 'fast one' being pulled is if the Govt don't put their money where their mouth is.
As much as people will point the finger at Burnham/Greater Manchester and hope they fail, it's going to be a big case of people in glass houses. Bus networks everywhere are going to fall flat on their arse without proper Government funding going forward.
(14 Mar 2022, 8:12 pm)RobinHood wrote [ -> ]Some areas have been told in advance what their BSIP allocations will be. Manchester probably know.
Will be interesting to see how this pans out.
Cheap fares, means less revenue, means local tax payer needs to contribute more. If it generates demand, then more resources needed to move that demand, which in turn will only be viable if a specific level of increased demand is met.
There is headline cheap and then unsustainable cheap, fear this is the latter.
Unfortunately, people see London as the pinnacle of how it should be, yet don't realise how much Central Gov funding is needed (even pre-COVID) to support the operation. Burnham won't have that Central pot to bail him out.
Short term, expect lots of high fives and positive news. After a few years, cutbacks, curtailments etc after the initial funding pool dries up and they need to balance the books.
I agree it'll be interesting to see how it pans out. I also think the legal case is important, because in the absence of an Enhanced Partnership not working for them (and we both know it won't without proper funding), I think more LTAs will look towards franchising as an option. There's legal precedent now, so without a solid new argument, operators won't have a challenge for it.
The question of 'unsustainable cheap' is a good one, and I suppose that goes hand-in-hand with 'unsustainably expensive'. Bus fares have risen faster than inflation for years and years, even through the best part of a decade of pay restraint from 2010. A lot of people have been priced out of public transport and into private cars, and really there's been very little enterprising in response to that. It's only been the last couple of years we've started to see some decent work done on fares and offers, and even at that, it's from a minority of operators.
As I said above, I think there'll be a lot of people hoping for Burnham/Greater Manchester to fail, but what you describe in your final paragraph is almost testament to almost four decades of private ownership. It's failed the public it serves, and unless we get that BSIP windfall from Government, we've got our own funding crisis to deal with.