West Yorkshire Metro & PTE Era

Formation of West Yorkshire PTE (1974)

The West Yorkshire Passenger Transport Executive was formed on 1 April 1974, following the Local Government Act 1972. This new authority was responsible for planning and coordinating public transport across the five metropolitan districts of West Yorkshire:

• Bradford
• Calderdale
• Kirklees (including the Heavy Woollen District)
• Leeds
• Wakefield

Goals and philosophy

The PTE's mission was to:

• Integrate services across municipal boundaries
• Standardize fares and ticketing
• Improve coordination between bus routes
• Encourage public transport use through better value and convenience
• Plan strategically for the region's transport needs

The Metro brand (1978)

In 1978, WYPTE adopted the "Metro" brand to create a unified identity across all its services. This was part of a wider trend of PTEs adopting modern, corporate identities (similar to Tyne & Wear Metro, Greater Manchester's orange buses, etc.).

Visual identity

The Metro brand featured:

• Livery: Distinctive orange, brown, and cream color scheme
• Logo: Bold "Metro" wordmark with the distinctive "M" symbol
• Consistency: Applied across buses, bus stops, timetables, and publicity

This replaced the varied liveries of the former municipal operators, creating a sense of a single, integrated network. For passengers in the Heavy Woollen District, buses that had once been painted in Dewsbury or Batley municipal colors now wore the unified Metro orange and brown.

Service improvements

The Metro era brought several operational improvements:

• Cross-boundary routes: Services could now run seamlessly across district boundaries
• Integrated timetables: Better coordination between connecting services
• Unified fare zones: Simpler pricing structure across the region
• Marketing: Professional publicity and passenger information

Metro livery and branding evolution

The visual identity of West Yorkshire's buses has gone through dramatic transformations, reflecting changing ownership, design trends, and the shift from unified public service to competitive commercial operation.

Pre-Metro era: Municipal variety (1934–1974)

Before the PTE was formed, each municipal operator had its own distinctive livery:

• Leeds City Transport: Maroon and cream
• Bradford City Transport: Red and cream
• Huddersfield JOC: Red and cream
• Halifax JOC: Blue and cream
• Dewsbury Corporation: Maroon and cream
• Batley Corporation: Red and cream

This created a patchwork of colors across West Yorkshire, with each town proudly displaying its own identity. Passengers could instantly identify which authority operated a bus just by its color scheme.

1974–1978: The transition years

When WYPTE was formed on 1 April 1974, the inherited buses retained their municipal liveries initially. This created an interim period where the fleet was a mixture of colors, gradually being unified as vehicles were repainted during routine maintenance.

During this transition, buses might carry:

• Original municipal livery with hastily-applied WYPTE fleetnames
• Partial repaints (one end in new colors, one end in old)
• Temporary vinyl stickers covering old municipal crests

1978: The Metro brand arrives

In 1978, WYPTE launched the Metro brand with a completely new visual identity designed to create a unified, modern image for West Yorkshire public transport.

The iconic Metro livery

Application variations

• Early Metro (1978–1982): Brighter, more saturated orange; brown bands at waist height
• Mid-Metro (1982–1986): Slightly modified layout with refined stripe positioning
• Late Metro (1986 onwards): Variations as deregulation approached and different operators took over

1986: Deregulation and fragmentation

The Transport Act 1986 marked the beginning of the end for the unified Metro livery. As bus operations were split into competing companies and routes were opened to private operators, the orange and brown began to disappear.

What happened to the Metro colors?

• 1987–1989: Former Metro buses operated by various companies initially retained Metro livery with new operator names
• Yorkshire Rider (Leeds/Bradford): Introduced red, yellow, and cream livery
• Caldaire/Yorkshire Buses (Heavy Woollen): Adopted red and cream, later variations
• Private operators: Each brought their own colors (Blazefield blue/yellow, K-Line green, etc.)

By the early 1990s, the once-unified orange and brown Metro network had become a patchwork of competing liveries again, similar to the pre-1974 municipal era but with commercial branding rather than civic pride.

1990s–2000s: The corporate era

As bus companies consolidated through acquisitions, standardized corporate liveries appeared:

• Arriva (from 1998): Turquoise and cream, later simplified to turquoise and white
• First Group: Pink/magenta and white (or Barbie pink, as it was nicknamed)
• Stagecoach: Orange, white, and blue stripes
• Transdev/Blazefield: Blue and yellow

These corporate liveries were applied nationally, meaning West Yorkshire buses looked identical to those in Kent, Scotland, or Wales. The regional identity that Metro had created was lost.

2010s–2020s: Route branding and partial return

In recent years, some operators have experimented with:

• Route branding: Specific high-frequency routes getting unique names and colors (e.g., Arriva's "Sapphire" premium services in blue, "MAX" express routes)
• Local branding: Some buses carrying "Arriva Yorkshire" or regional sub-brands
• Metro information branding: While buses aren't Metro-operated, bus stops and information systems still carry Metro branding and the "M" symbol

The West Yorkshire Savers Strip

The Savers Strip was a pre-paid bus ticket system introduced by Metro in the early 1980s. It represents a key moment in the region's public transport history, marking a move towards encouraging more passengers and speeding up boarding times.

Design and use

Why Savers Strips?

The introduction of Savers Strips addressed several operational challenges:

• Boarding delays: Cash transactions slowed down boarding, especially during peak hours
• Fare evasion: Pre-paid tickets reduced opportunities for fare disputes
• Driver workload: Less cash handling meant drivers could focus on driving safely
• Passenger value: Bulk-buying journeys offered a discount of approximately 10-15%, encouraging regular use

Late 1980s–Early 1990s: Transition and decline

By the late 1980s, the Savers Strip system was showing its age compared to newer technologies emerging elsewhere in the UK and Europe.

Metro began introducing more modern ticketing systems, including:

• Electronic ticket machines (ETMs) that could print receipts and calculate fares automatically
• Magnetic stripe cards similar to those used on London Underground
• Multi-operator day tickets following deregulation in 1986

As new types of pre-paid passes, smartcards, and eventually electronic ticketing became available, the paper Saver Strips were gradually phased out during the early 1990s. The distinctive "kerching" sound faded into memory, replaced by the electronic beeps of modern ticket machines.

Deregulation (1986)

The Transport Act 1986 fundamentally changed the landscape of bus operations in Britain outside London. From October 1986, bus services were deregulated, allowing private operators to compete freely on routes previously controlled by PTEs and municipal operators.

The context: Declining patronage

The years leading up to deregulation saw significant challenges for public transport in West Yorkshire. Between the mid-1970s and mid-1980s, the region experienced a 36.4% decline in public transport patronage, reflecting national trends of rising car ownership and changing travel patterns.

The government argued that deregulation and competition would:

• Reduce costs through efficiency gains
• Increase service frequency on popular routes
• Encourage innovation
• Reduce the need for public subsidy

Impact on West Yorkshire

Deregulation brought significant changes:

• Competition: Private operators could now run services in competition with Metro
• Fragmentation: The unified Metro network began to splinter as different operators introduced different fares and ticket types
• Service changes: Popular routes saw increased frequency (sometimes with several operators competing), while less profitable routes faced cuts
• Livery chaos: The unified Metro orange and brown was gradually replaced by a patchwork of company colors

End of the PTE operating role

Under deregulation, PTEs could no longer operate bus services directly. Metro's bus operations were restructured into arm's-length companies that had to compete commercially. The PTE itself became primarily a planning, information, and infrastructure body, responsible for:

• Bus station management
• Passenger information
• Concessionary fare schemes
• Contracted "socially necessary" services
• Integration and coordination (where possible)

The Metro brand continued (and still continues today) as the public face of West Yorkshire public transport information, but the era of a unified, publicly-operated bus network had ended.

The Fastaway experiment (1986–1987)

In the wake of deregulation, operators across Britain experimented with new service concepts to compete in the newly liberalized market. One of the most memorable local examples was West Riding's "Fastaway" brand—a short-lived attempt at premium limited-stop services.

Background: The West Riding Automobile Company

The West Riding Automobile Company (WRAC) was a major operator in West Yorkshire, based in Wakefield. It had a long and proud history:

• Pre-NBC era: Independent operator serving Wakefield and surrounding areas
• 1970s–early 1980s: Became a subsidiary of the state-owned National Bus Company (NBC), wearing the standard NBC "Poppy Red" livery
• 1981–1986: As part of integration with WYPTE, West Riding buses adopted Metro branding and many were repainted into Metro's cream and verona green livery

West Riding's operating area included significant coverage of the Heavy Woollen District, particularly around Wakefield and the Spen Valley, making it a key operator for routes connecting Dewsbury, Batley, Heckmondwike, and Cleckheaton.

October 1986: Deregulation and the Fastaway response

When bus deregulation took effect in October 1986, operators were suddenly free to run commercial services without needing regulatory approval. West Riding saw this as an opportunity to establish a new premium service that could compete with both traditional bus routes and private car use.

The Fastaway concept

Fastaway was designed as a network of limited-stop express services:

• Fewer stops: Services would skip minor stops, calling only at major towns and key interchange points
• Faster journeys: Reduced stop frequency meant quicker end-to-end journey times
• Premium vehicles: Largely Leyland Tigers with Plaxton Paramount Mk II bodywork—coach-style buses with comfortable seating
• Commercial operation: Run on a fully commercial basis, separate from Metro's subsidized network
• Direct competition: Fastaway routes ran parallel to existing all-stop Metro services

The distinctive livery

West Riding quickly repainted selected coaches into a new Fastaway livery on deregulation. The livery featured:

• A prominent "FASTAWAY" logo on the side of the vehicles
• Distinctive branding designed to differentiate from Metro's orange and brown
• Modern, commercial appearance aimed at attracting car users

Route network

The exact Fastaway routes are no longer comprehensively documented, but based on West Riding's operating area and the nature of limited-stop services, they likely included:

• Wakefield to Huddersfield: A key corridor for West Riding, passing through or near the Heavy Woollen District
• Wakefield to Bradford: Another major route in the company's traditional network
• Spen Valley services: Routes through Cleckheaton, Heckmondwike, and surrounding towns—historically significant for West Riding

Reception and rapid decline

Despite the investment in vehicles and branding, Fastaway struggled from the start:

• Poor passenger numbers: The expected demand for premium express services failed to materialize
• Competition issues: Passengers were reluctant to pay premium fares when cheaper all-stop services ran on the same routes
• Limited market: The Heavy Woollen District and Wakefield area may not have had sufficient commuter traffic to sustain express services
• Timing: Deregulation created chaos with multiple operators competing; Fastaway may have been lost in the confusion

By 1987—just months after launch—it was clear the Fastaway experiment had failed. The concept was quickly abandoned by West Riding.

What happened to the Fastaway vehicles?

Absorption into Caldaire Holdings

In 1987, both West Riding and the former Yorkshire Woollen District operations were sold to Caldaire Holdings, a private bus group. The companies traded as:

• West Riding Buses
• Yorkshire Buses (Heavy Woollen District area)

The Fastaway-liveried coaches were either:

• Repainted into standard Caldaire liveries (typically red and cream)
• Had the Fastaway logos simply removed or overpainted

Transfer to United

On 2 December 1987, Caldaire Holdings purchased United Automobile Services, a major operator based in the North East. As part of fleet rationalization, many of the former Fastaway vehicles were transferred to United, where they were:

• Absorbed into the United fleet
• Repainted in United liveries
• Used on services in County Durham, Northumberland, and Tees Valley

Later ownership changes

West Riding itself continued through several more ownership changes:

• July 1989: West Riding was bought by Yorkshire Rider, which already operated services in Leeds and Bradford
• 1995: West Riding and Yorkshire Rider were sold to British Bus
• 1 August 1996: British Bus was acquired by the Cowie Group (later Arriva)
• Present day: Services in the former West Riding area are now operated by Arriva Yorkshire and First West Yorkshire

2025: From Metro to Weaver Network

On 7 May 2025 it was announced that the 'Metro' brand would be phased out as the region transitions to a franchising model for bus services. On 12 May 2025, the new branding was unveiled under the name Weaver Network.

The name and inspiration

The Weaver Network name is inspired by the region's industrial past and visually reflects the cultural fabric of modern-day West Yorkshire. The name emerged from extensive work to explore the region's cultural identity, including the involvement of poet laureate and West Yorkshire resident Simon Armitage.

The name was chosen for the region's shared industrial heritage surrounding the production of textiles, and likely to emulate the success of the Bee Network, the equivalent transport authority within Greater Manchester.

Visual identity and livery

The W symbol and the distinctive green livery inspired by textiles and sculpture across West Yorkshire will adorn the region's buses and trams as well as potentially hire bikes and trains in future. Art on the side of the bus that was unveiled on Monday features nod to Burberry, Harris Tweed, Henry Moore and the region's nature.

The branding is inspired by local artists from David Hockney to Barbara Hepworth, reflecting West Yorkshire's rich cultural heritage alongside its textile industry past.

Why rebrand?

The decision to retire the Metro brand came as West Yorkshire moves towards a franchising model for bus services, bringing them back under public control. Research found that someone in West Yorkshire looking to plan a journey could be faced with around 50 brand identities - with the Combined Authority running or having involvement in 19 of those. To move people onto more sustainable travel options, the need to simplify became clear.

Key reasons for the rebrand include:

• Simplification: Moving towards a fully integrated transport network under one brand, replacing about 19 different brands currently in use
• Franchising: Reflecting the return of buses to public control from 2027 onwards
• Integration: Creating a unified identity across buses, trams (planned for 2028), bike hire, and potentially some rail services
• Future-facing: Representing the region's devolved powers and transport ambitions

Rollout timeline

The new brand was officially unveiled by Mayor Tracy Brabin and West Yorkshire's five council leaders at Millennium Square in Leeds on Monday 12 May 2025.

The plan is to minimise the cost by rolling out the new brand on a repair and replace basis. This means that as infrastructure is repaired, replaced, upgraded and invested in, the new branding will be applied. This helps minimise costs, but it does mean there will be a period when multiple brands are in the public domain.

The phased rollout includes:

• 2025–2027: Gradual introduction at bus stops and stations during planned replacements
• 2027 onwards: The first franchised bus services are expected to be in operation by March 2027, with Weaver Network branding on franchised buses
• 2028: Construction work will start in 2028 on the planned West Yorkshire tram system, which will carry Weaver Network branding
• Heavy Woollen District: New stations being built at Huddersfield, Dewsbury and Heckmondwike will feature the new branding

Connection to textile heritage

The Weaver Network name creates a powerful link back to the Heavy Woollen District's industrial heritage. The region earned its "Heavy Woollen" name from its historic role in producing heavy woollen cloth and blankets, with mills across Dewsbury, Batley, Heckmondwike, Cleckheaton, and surrounding towns.

• 1900s–1930s: Electric trams serving the textile mill workers
• 1935–1974: Motor buses replacing trams, continuing to serve the woollen industry
• 1974–2025: Metro brand under PTE/Combined Authority coordination
• 2025 onwards: Weaver Network - explicitly celebrating the textile heritage that shaped the region

Legacy

While the Savers Strip is no longer in use, it is remembered with a sense of nostalgia. It is frequently mentioned in online communities and social media posts, with many reminiscing about:

• The unique "kerching" sound
• Strips getting wet in the rain and becoming illegible
• The distinctive color-coded designs
• The ritual of using the last journey on a strip
• Children being trusted with their own strips for school journeys
• Keeping strips in wallets or purses alongside cash

The Savers Strip remains a powerful reminder of the Metro brand's history and an era before contactless payments, Oyster-style smartcards, and mobile ticketing changed public transport forever. For those who grew up in West Yorkshire in the 1980s, the "kerching" is as evocative a sound as the bell of a tram would have been to an earlier generation.

Evolution of ticketing

The journey from Savers Strips to modern ticketing:

• 1980s: Paper Savers Strips with mechanical validation machines
• 1990s: Electronic ticket machines (ETMs) printing thermal paper tickets
• 2000s: Introduction of the MCard smartcard system
• 2010s: Mobile ticketing apps and QR codes
• 2020s: Contactless bank card payments become standard

Each generation of technology brought improvements in convenience and speed, but none quite captured the public imagination like the distinctive "kerching" of the Savers Strip machine.

Connection to Yorkshire Woollen heritage

While the Savers Strip era came decades after the Yorkshire Woollen District Electric Tramways closed in 1934, there are direct continuities that connect the PTE era back to the tramway heritage:

Routes and corridors

Many Metro bus routes in the Heavy Woollen District followed the same corridors as the old tram routes:

• Dewsbury–Heckmondwike–Cleckheaton corridor
• Dewsbury–Batley–Birstall route towards Leeds
• Dewsbury–Ossett–Wakefield connection
• Local circulators within each town

Depots

Some former tram depots continued in use as bus garages under Metro ownership:

• Savile Town, Dewsbury: Originally opened in 1903 as the first Y(WD)ET depot; extended in 1925 and 1928; transitioned to buses in 1934; continued through NBC, Metro, and into the Arriva era
• Swallow Street, Heckmondwike: Purpose-built YWD bus depot opened 1931; became part of NBC, then Metro operations, and remains an Arriva depot today

Service philosophy

The PTE's goal of integrated, affordable public transport echoed the original municipal tram operators' aims from the 1900s–1930s. Both eras shared a vision of:

• Public transport as a social good, not just a commercial service
• Affordable fares accessible to working people
• Coordinated networks serving multiple towns and communities
• Investment in infrastructure for long-term benefit

The Metro era (1974–1986) can be seen as a brief return to this integrated, public-service ethos after the commercial pressures of the NBC period — before deregulation once again fragmented the network.