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Manchester's Significant Decline in Deprivation Manchester has recorded the biggest fall in inner-city deprivation in Britain, according to a report by the Centre for Cities. This achievement is a significant boost for Andy Burnham, the Greater Manchester mayor, who is preparing to fight the Makerfield byelection before an expected leadership challenge against Keir Starmer. Key Findings of the Centre for Cities Report The report analyzed 63 UK towns and cities and found that Manchester had a 17-percentage-point fall in deprivation rates for neighborhoods within close proximity to its city centre between 2010 and 2025. This is the largest fall of any city analysed. Deprivation Rates: Then and Now In 2010, 75.7% of neighborhoods in and around Manchester's city centre ranked among the most deprived. By 2025, this number had decreased to 58.4%. Nationwide, the share of inner-city neighborhoods in the 20% most deprived places fell by seven percentage points, from 38% to 31%. The Impact of Devolution Andrew Carter, the thinktank's chief executive, emphasized the importance of backing metro mayors. He stated that big cities with devolved powers had outperformed smaller cities and towns, and that the government should continue to support mayors to deliver and ensure their plans for fiscal devolution reward metro mayors for boosting local growth. Future Outlook This report is likely to strengthen Burnham's claim that his approach to economic management, dubbed 'Manchesterism,' could be replicated nationwide. As the frontrunner to replace Keir Starmer, Burnham's success in Manchester could serve as a model for his potential future leadership role.

Leeds, the largest European city still without a mass‑transit system, may finally see a tram line – but not before the late 2030s. The latest West Yorkshire Mass Transit plan, championed by combined‑authority mayor Tracy Brabin, received a fresh £200 million in development funding, part of a broader £2.1 billion allocation for the region.City council leader James Lewis, who began his career on a 1993 work‑experience placement with the council’s highways department, says the new scheme differs from past attempts. Instead of squeezing trams onto existing bus routes, the proposal envisions a dedicated line that could “float over or under the M621 motorway, similar to the Docklands Light Railway,” linking the White Rose shopping centre, Elland Road stadium, Leeds railway station and St James’s Hospital.The Treasury’s independent review, however, forced the government to demand a fresh business case that proves the need for trams rather than buses. This procedural hurdle has added roughly two years to the timetable, pushing the projected opening into the late 2030s. Brabin acknowledges the setback, noting critics now claim the project is effectively “cancelled,” but she insists the work is merely delayed, not abandoned.Leeds’ transport woes date back to the removal of its historic double‑deck tram network in 1959 and the construction of the M621, which many locals blame for isolating the city’s south side. A 2025 Treasury review warned that previous “Supertram” proposals failed because they could not demonstrate sufficient value for money, leading to the withdrawal of funding in 2005 and the abandonment of a trolley‑bus plan in 2016.Supporters argue the tram is essential for unlocking massive regeneration. Leeds United investor Pete Lowy predicts the line could catalyse up to £1 billion of investment, including 2,500 new homes, retail and leisure space, and a 15,000‑seat stadium expansion. Northern Powerhouse Partnership chief executive Henri Murison points to the emerging South Gateway development in Bradford as evidence that transport‑led investment is already materialising.Critics remain sceptical. Leeds University transport professor Greg Marsden questions how an 18‑year‑long project can still be justified, while local residents voice doubts that a tram can ever be built in a city they consider “not big enough.” Tom Forth, co‑founder of data‑city firm Information Group, blames centralised decision‑making in London, arguing that devolved funding would accelerate delivery.In the meantime, the council is focusing on improving bus services, which will come under public control in 2027. Centre for Cities analyst Rob Johnson notes that increasing bus frequencies could immediately benefit the 390,000 residents currently poorly connected, potentially delivering more mobility gains than a tram in the short term.Nevertheless, Brabin maintains that trams are “more attractive, carry more passengers, and generate more jobs and growth” than buses, and she reaffirms her promise: “I promised a tram, and a tram is what we’re going to get.” The pledge to have “spades in the ground” by 2028 for preparatory works remains on the table, even as the project navigates the Treasury’s stringent process.