Recommendations & Conclusions
18 items
2
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
DfT is not on track to meet its objectives to increases rates of active travel by 2025. DfT told us that its targets to increase active travel were deliberately ambitious. They include objectives to double rates of cycling and to increase the proportion of children walking to school by 6 …
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DfT is not on track to meet its objectives to increases rates of active travel by 2025. DfT told us that its targets to increase active travel were deliberately ambitious. They include objectives to double rates of cycling and to increase the proportion of children walking to school by 6 percentage points. But progress has been disappointingly slow. There has been no sustained increase in cycling rates and, in some cases, for example the proportion of children walking to school, levels of activity are lower now than when the targets were set. The existing national measures that DfT uses to track progress on cycling rates are too high level to capture the impact of local investment accurately. Although DfT suggested that funding has not been a key issue in the failure to achieve its targets, we are not convinced that progress against DfT’s active travel objectives will be unaffected by the decisions made by the department to reduce funding. DfT states that it can no longer promise to deliver all 33 actions in Gear Change due to funding constraints and the shifting priorities of Ministers, but that it would focus on the activities could have the greatest impact on increasing active travel. Recommendation 2: DfT should include in its Treasury Minute response: • its review of its objectives for active travel in England, setting out what it expects to achieve with the funding now available for active travel to 2025; • how it plans to improve the monitoring of progress against its objectives. This should include better measures that can track progress on cycling rates where there has been local investment.
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Government response AI summary
The government states it uses National Travel Survey data and is working to increase its sample size. Active Travel England (ATE) is developing a revised evaluation approach for local schemes and exploring locally representative datasets, while also developing an impact evaluation with DLUHC.
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HM Treasury
3
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
DfT has not done enough to understand the impact and benefits of the £2.3 billion of taxpayers’ money it has spent on active travel. DfT spent £2.3 billion 6 Active travel in England funding active travel infrastructure between 2016 and 2021, but it knows too little about the quality of …
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DfT has not done enough to understand the impact and benefits of the £2.3 billion of taxpayers’ money it has spent on active travel. DfT spent £2.3 billion 6 Active travel in England funding active travel infrastructure between 2016 and 2021, but it knows too little about the quality of the infrastructure that has been built. Local authorities are only required to monitor or evaluate schemes that cost more than £2 million. Yet the average grant per project in the most recent traches of the Active Travel Fund was £750,000. This has resulted in DfT having an incomplete understanding of active travel infrastructure, as the majority of schemes have cost much less than the amount requried to be monitored or evaluated. DfT’s approach to measuring the wider impacts of active travel investment is also underdeveloped. We welcome ATE’s commitment to investing in evaluation and to support local authorities to collect robust and consistent data without making it over-burdensome. ATE is exploring new methods for data collection and has a dedicated data analysis team to bring together local data. Recommendation 3: DfT should, by December 2023, update the Committee on progress with: a) its plans to evaluate active travel interventions and how it intends to use findings from its evaluation activities to inform its ongoing and future active travel activity and investment decisions; b) how it intends to comprehensively identify and measure the benefits of active travel across all government policy areas; and c) how ATE will improve the collection and standardisation of data from active travel schemes.
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Government response AI summary
The government states ATE has enhanced guidance for local authorities to use a new 'Active Travel Infrastructure Platform' and employed a scheme database with quarterly pulse surveys to strengthen data collection. ATE is also developing a web-based reporting portal and has strengthened grant agreements to …
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HM Treasury
7
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
DfT has not set out how it plans to expand its Bikeability programme and increase the rate of children and adults receiving cycle safety training. Bikeability is an important part of how DfT promotes active travel to children and adults and ensures people have the confidence to cycle safely. DfT …
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DfT has not set out how it plans to expand its Bikeability programme and increase the rate of children and adults receiving cycle safety training. Bikeability is an important part of how DfT promotes active travel to children and adults and ensures people have the confidence to cycle safely. DfT plans to continue to fund the programme, but it has not yet agreed a business case for the programme. The 8 Active travel in England amount of funding that will be provided in 2023–24 is still uncertain, but DfT expects that it will be less than anticipated in the 2021 spending review, due to the current challenging fiscal environment. DfT told us that its planning for how to expand the Bikeability programme is ongoing. Once plans are in place, it will take time to expand the programme and to find and train the instructors needed. We are concerned that this lack of planning may lead to delays in delivering the training, particularly if funding is provided at short-notice and instructors cannot be found in time. DfT has committed to reviewing the Bikeability programme over the next 12 months with the intention of producing a simpler product that is easier for instructors to deliver. Recommendation 7: As an urgent priority, and within three months, DfT needs to set out a clear plan for its Bikeability Programme with a revised business case, including the funding it will make available to the programme over the remainder of the investment period to March 2025. Active travel in England 9 1 Progress with increasing rates of active travel in England
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Government response AI summary
The government states that Active Travel England (ATE) announced a 2-year, £50 million funding package for Bikeability until March 2025, providing funding certainty. ATE has also commissioned a review of the program to improve efficiency and effectiveness of management arrangements.
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HM Treasury
1
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
On the basis of a report by the Comptroller and Auditor General, we took evidence from the Department for Transport (DfT) and Active Travel England (ATE) about active travel in England.2
Government response AI summary
The government agrees with the committee and states that DfT will review ATE's achievements against targets when its corporate plan expires and consider its resources for future targets. ATE's overall effectiveness as an arm's length body will be reviewed in 2025.
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HM Treasury
10
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
It is important for DfT to have the right data and information in place to monitor whether its active travel investments are contributing to achieving its objectives. The NAO reported that longer-term progress against achieving DfT’s objectives was uncertain due to a time-lag in availability of DfT’s statistics.17 ATE told …
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It is important for DfT to have the right data and information in place to monitor whether its active travel investments are contributing to achieving its objectives. The NAO reported that longer-term progress against achieving DfT’s objectives was uncertain due to a time-lag in availability of DfT’s statistics.17 ATE told us that, currently, the existing national measures that DfT uses to track progress on cycling rates are too high-level to capture the impact of local investment accurately. DfT explained that it used the National Travel Survey to monitor progress against its objectives, which included around 10,000 people per year. It told us that this was a “very good set of data” and for walking, the numbers reported “is liekly to capture what is actually happening”. But it explained that it was cycling it was slightly different, as the survey would look at aggregated results, but that cycling infrastructure could be inconsistent across the country and investment was very localised, so a national survey was “too diluted to reflect what is happening on the ground”.18
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Government response AI summary
The government agreed, confirming work is underway to increase the National Travel Survey's sample size for better sub-national representation. ATE is developing a revised evaluation approach for local schemes, investigating locally representative datasets, and initiating a five-year Active Travel Portfolio Evaluation to be completed by …
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HM Treasury
14
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
DfT estimates that for every £1 invested in active travel, government will achieve around £4.30 in benefits. We therefore asked DfT about the benefits of active travel. DfT told us that active travel had many different benefits, including for health, air quality, decarbonisation. It explained that most of the benefits …
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DfT estimates that for every £1 invested in active travel, government will achieve around £4.30 in benefits. We therefore asked DfT about the benefits of active travel. DfT told us that active travel had many different benefits, including for health, air quality, decarbonisation. It explained that most of the benefits were found in health, including 21 Qq 11-12 22 C&AG’s Report, para 2.2 and 2.5 23 C&AG’s Report, para 2.8 24 Q 31 25 C&AG’s Report, paras 15, 21 26 Q 47 27 Q 52 28 Qq 48-49; C&AG’s Report, para 3.5 29 Q 48; Letter from Dame Bernadette Kelly DCB, Permanent Secretary for Transport, to Dame Meg Hillier MP, Chair Public Accounts Committee in relation to Active Travel in England, 1 August 2023 Active travel in England 13 reduced incidence of heart attack which it measured.30 DfT told us that it had conducted an evaluation of the Cycle City Ambition Fund, which showed that while infrastructure had increased cycling by about 40%, it can take between three to five years for a piece of new infrastructure to have a maximum impact on behaviours and active travel participation.31 DfT recognised that it was “actually measuring quite a limited number of benefits in a qualitative sense” and ATE explained that the data available was inconsistent. It said that it was working to establish a common framework for assessing the benefits of active travel, while minimising the burden on local authorities of collating this data. We were pleased to hear that ATE intended to standardise the approach to evaluation and simplify the process for local authorities. We asked DfT when its plans for evaluating the impact of spend on active travel would be in place, and why it had taken setting up a new body in ATE to make progress. DfT told us that the establishment of ATE provided “five times the people capacity” that DfT previously had working on active travel.32 ATE told us that it will have 18 staff on its analysis and evaluation team and was working with the Alan Turing Institute
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Government response AI summary
The government accepted the recommendation, noting it has commissioned research to accurately measure funding allocation and impact for active travel interventions from 2016 to 2025. This research, covering various funding streams, is expected to conclude in April 2024.
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HM Treasury
15
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
Concerns around safety and confidence to cycle are key barriers to active travel. The NAO reported that, in 2021, around half of respondents to a DfT survey stated that safer roads would encourage them to cycle (53%) and walk (45%) more. Data from DfT surveys show that, between 2017 and …
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Concerns around safety and confidence to cycle are key barriers to active travel. The NAO reported that, in 2021, around half of respondents to a DfT survey stated that safer roads would encourage them to cycle (53%) and walk (45%) more. Data from DfT surveys show that, between 2017 and 2020, the proportion of existing cyclists who agreed that it was dangerous to cycle increased from 48% to 57%.34 We received written evidence from the University of Central Lancashire about its work examining the barriers to active travel. It found that poor infrastructure, roads being very busy with cars, and poor driver knowledge and awareness of cycling had contributed to low uptake of everyday cycling.35 We asked DfT what more that government could do to address concerns about safety. DfT recognised that perceptions of safety were just as important as actual safety when encouraging people to participate in active travel, and that ATE was working on this. ATE explained that it was working with partners around the country, and with colleagues in local authorities and highways authorities, to consider how to design roads and junctions to ensure they are safer for all users, particularly vulnerable road users such as pedestrians and cyclists.36
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Government response AI summary
The government agrees and states the recommendation is implemented, planning to publish a new road safety strategy focusing on vulnerable road users and explore a broader campaign promoting active travel, in conjunction with local partners. It also highlights previous Highway Code awareness campaigns and ongoing …
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HM Treasury
16
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
In January 2022, DfT made changes to the Highway Code to prioritise vulnerable road users, including pedestrians and cyclists.37 However, evidence we received from stakeholders suggested that DfT’s messaging around the changes made to improve safety have not been communicated effectively to the public. Stakeholders told us that a lack …
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In January 2022, DfT made changes to the Highway Code to prioritise vulnerable road users, including pedestrians and cyclists.37 However, evidence we received from stakeholders suggested that DfT’s messaging around the changes made to improve safety have not been communicated effectively to the public. Stakeholders told us that a lack of investment in wider public engagement elements may have contributed to low public support for active travel infrastructure and poor perceptions of safety. Liverpool John Moores University provided us with examples that demonstrated the impact of insufficient 30 Q26, Q47, Q55; C&AG’s Report, para 1.11 31 Q33 32 Q 55-57 33 Qq 28, 76 34 C&AG’s Report, para 2.4 35 ATE0008, Written evidence submitted by University of Central Lancashire 36 Q17 37 Q15, C&AG’s Report para 3.2 14 Active travel in England funding for community consultation and public engagement on public reception to new infrastructure. New “pop-up” schemes were built in Liverpool with emergency funding during the COVID-19 pandemic. Data it collected showed the contribution of these schemes to high rates of cycling and walking, but some have subsequently been removed due to complaints about the schemes from the public. Stakeholders also noted that a lack of positive role models and national promotion of cycling in England may have contributed to more negative perceptions of active travel.38 Leicester City Council told us that “government has missed opportunities to promote walking, wheeling, and cycling as a sustainable and cost-effective means of replacing car journeys”. For example, it said that government missed an opportunity to endorse walking, wheeling, and cycling as cheaper alternatives to car travel during the rapid cost increases of fuel and electricity following Russia’s invasion of Ukraine. Increased active travel could have reduced the impact of rising costs on consumers and reduced overall energy demand.39 London Cycling Campaign told us that cycling continues t
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Government response AI summary
The government agrees and states the recommendation is implemented, intending to publish a new road safety strategy and explore aligning it with a broader active travel promotion campaign, delivered with local partners. They also detail past campaigns on Highway Code changes, noting increased public awareness.
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HM Treasury
17
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
We asked DfT if there was more that it could do to promote the changes it had made to improve safety and encourage more people take up cycling. It told us that it recognised that communication was a big part of tackling perceptions and encouraging changes in behaviour. It told …
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We asked DfT if there was more that it could do to promote the changes it had made to improve safety and encourage more people take up cycling. It told us that it recognised that communication was a big part of tackling perceptions and encouraging changes in behaviour. It told us that it was using its long-standing road safety communications campaign, Think!, to communicate changes it had made to the Highway Code.41 This campaign was first run in 2022 when the changes to the Highway Code were first made.42After our evidence session, on 3 August 2023, DfT also relaunched its Think! campaign reminding people of the changes that had been made to the Highway Code which prioritised vulnerable road users.43
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Government response AI summary
The government agreed, stating it intends to publish a new road safety strategy to improve safety for vulnerable road users and will explore aligning it with a broader active travel campaign and partner communications. It also highlighted ongoing Think! campaigns that have raised awareness of …
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HM Treasury
19
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
DfT has overall responsibility for active travel policy in England and ATE is now responsible for delivering against DfT’s objectives to increase active travel by 2025. Local authorities are key delivery partners who deliver active travel infrastructure in local areas to support increased uptake of active travel. Other organisations are …
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DfT has overall responsibility for active travel policy in England and ATE is now responsible for delivering against DfT’s objectives to increase active travel by 2025. Local authorities are key delivery partners who deliver active travel infrastructure in local areas to support increased uptake of active travel. Other organisations are funded by ATE and DfT to deliver behaviour change schemes, such as the Bikeability Programme.48 Joining up active travel with other modes of transport
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Government response AI summary
The government agreed, outlining new Network North funding for integrated transport solutions. By April 2024, DfT and ATE will agree on how ATE design tools will support active travel and public transport integration, and how the Inspectorate will review these schemes.
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HM Treasury
20
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
Active travel is one of many options of transport that individuals can choose from to make their journeys. In its 2020 publication Gear Change: a bold vision for cycling and walking, DfT identified that limited integration with other transport and planning policy had contributed to inconsistent provision of active travel …
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Active travel is one of many options of transport that individuals can choose from to make their journeys. In its 2020 publication Gear Change: a bold vision for cycling and walking, DfT identified that limited integration with other transport and planning policy had contributed to inconsistent provision of active travel infrastructure in local areas and was a barrier to increasing rates of active travel. The NAO found, however, that DfT had made limited progress with the actions it set out in Gear Change to integrate active travel into transport planning. It also found that DfT had not taken the steps required to ensure that active travel schemes are sufficiently joined-up with wider transport infrastructure, for example enabling people to safely walk to bus stops or take their bike on the bus.49
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Government response AI summary
The government agreed, detailing new Network North funding to encourage integrated local transport solutions. By April 2024, DfT and ATE will establish how ATE design tools can best support active travel and public transport integration and how ATE's Inspectorate will review related schemes.
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HM Treasury
21
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
We asked DfT why there had not been more focus on areas where integration was key to encouraging active travel. DfT told us that it had prioritised activity and investment on the areas where it felt it could have maximum impact on increasing rates of active travel. It explained that …
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We asked DfT why there had not been more focus on areas where integration was key to encouraging active travel. DfT told us that it had prioritised activity and investment on the areas where it felt it could have maximum impact on increasing rates of active travel. It explained that this included focusing on delivering segregated cycle routes in an attempt to address the safety barrier to people cycling. This activity was prioritised above integrating active travel with other transport modes such as rail, buses or trams. As a result, in places like Sheffield, we noted that it is not possible to take a bike onto a tram, limiting the options for how people can complete an end-to-end journey using these modes of transport. Concerns around a lack of safe bike parking facilities at train stations is one area where people may be dissuaded from cycling to a station to catch a train, and we asked DfT whether it had provided grants to increase safe parking facilities at stations. ATE and DfT told us that grants had been provided and furthermore that when local authorities bid for active travel funding, they may choose to spend some of the funds on cycle parking.50
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Government response AI summary
The government agrees with the implied recommendation and will encourage local authorities to invest in integrated transport solutions through new funding. By April 2024, DfT and ATE will agree how ATE's design tools and Inspectorate function can best support integration between active travel and public …
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HM Treasury
22
Recommendation
Seventy-Fifth Report - Active travel in…
Accepted
ATE expects the largest increases in rates of active travel participation will come from more people walking and wheeling, rather than cycling. It recognised that buses and trams can increase the number of walking trips taken..51 However, ATE told us that there had been “countless examples” of new bus or …
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ATE expects the largest increases in rates of active travel participation will come from more people walking and wheeling, rather than cycling. It recognised that buses and trams can increase the number of walking trips taken..51 However, ATE told us that there had been “countless examples” of new bus or tram infrastructure being installed without pavements or crossings to enable people to access them safely on foot, including in new housing developments.52 To create a joined up transport network that enables sustainable and affordable journeys, investment in public transport—such as buses, trams and trains —must go hand-in-hand with investment in active travel to allow people to access them and encourage people to walk to stations and bus or tram stops.53 48 C&AG’s Report, para 1.2, Figure 1 49 Q32, Q33, C&AG’s Report, paras 1.4, 2.8 and Figure 9 50 Qq 32, 35 51 Q 33; C&AG’s Report, para 1.7 52 Q 33 53 C&AG’s Report, para 1.12, Q33, ATE0012 16 Active travel in England
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Government response AI summary
The government accepted the recommendation, outlining plans for research into disabled bus/coach user experience to improve roadside infrastructure. It noted Network North funding enables local authorities to improve access to public transport stops, and ATE will ensure new active travel routes to bus stops are …
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HM Treasury
27
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
The Bikeability Programme plays an important role in providing children and adults with cycle training and skills, helping develop confidence to cycle safely.67 It helps teach practical skills through instructor-led training sessions. The Bikeability Programme is managed and developed by Bikeability Trust, a charitable organisation, on behalf of DfT. The …
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The Bikeability Programme plays an important role in providing children and adults with cycle training and skills, helping develop confidence to cycle safely.67 It helps teach practical skills through instructor-led training sessions. The Bikeability Programme is managed and developed by Bikeability Trust, a charitable organisation, on behalf of DfT. The Bikeability Trust’s mission is that, by 2025, it will have helped 5 million children take up Bikeability cycle training and cycle more confidently.68 We received written evidence from the Bikeability Trust informing us of the impact that the cycle training can have on increasing cycle rates among children. In 2019, it reported that 65% of children had cycled since the start of term after completing Level 2 or 3 Bikeability training.69 DfT told us that half a million people went through the Programme last year.70
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Government response AI summary
The government agrees and states the recommendation is implemented, providing a 2-year, £50 million funding package for the Bikeability programme until March 2025. A review has also been commissioned to improve the programme's efficiency and effectiveness.
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HM Treasury
28
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
In 2020, DfT announced it would expand its Bikeability programme and committed to offering cycling skills to all children in England. However, DfT has not yet completed its plans for expanding the Bikeability Programme and could not tell us when the commitment will be met. In 2022–23, 51% of children …
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In 2020, DfT announced it would expand its Bikeability programme and committed to offering cycling skills to all children in England. However, DfT has not yet completed its plans for expanding the Bikeability Programme and could not tell us when the commitment will be met. In 2022–23, 51% of children received road safety training through Bikeability by the end of primary school. This is much lower than the 80% required to help achieve DfT’s active travel objectives.71 61 ATE0003, Written evidence submitted by Local Government Association 62 C&AG’s Report, Figure 12, ATE0003; Written evidence submitted by Local Government Association 63 ATE0007, Written evidence submitted by Leicester City Council 64 ATE0003, Written evidence submitted by Local Government Association 65 ATE0012, Written evidence submitted by Liverpool John Moores University 66 Qq 73, 74 67 Qq 37, 39 68 About Us - The Bikeability Trust Organisation | Bikeability 69 ATE0002, Written evidence submitted by Bikeability Trust 70 Q 44 71 Qq 37-38, C&AG’s Report, para 2.10 18 Active travel in England
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Government response AI summary
The government agrees and states the recommendation is implemented, providing a 2-year, £50 million funding package for the Bikeability programme until March 2025. A review has also been commissioned to improve the programme's efficiency and effectiveness.
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HM Treasury
29
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
Written evidence from Bikeability Trust told us that funding for the Bikeability Programme was provided through a multi-year settlement between 2016 and 2020, but since then funding had been provided in single year extensions often confirmed just before the start of the financial year. Bikeability Trust told us that there …
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Written evidence from Bikeability Trust told us that funding for the Bikeability Programme was provided through a multi-year settlement between 2016 and 2020, but since then funding had been provided in single year extensions often confirmed just before the start of the financial year. Bikeability Trust told us that there was a risk of under-delivery as a result of delays in confirming funding. Its written submission to us set out that 69,985 (20% of all) Level 1&2 and Level 2 places were at risk of not being delivered in 2022–23 as a result of funding not being announced until the end of the prior financial year. It estimated a multi-year settlement for the Bikeability Programme would provide a direct cashable saving of 2.8% of the Programme as well as increase the ability of the Programme to expand.72
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Government response AI summary
The government accepted the recommendation, noting that ATE has already announced a 2-year, £50 million funding package for Bikeability until March 2025, providing funding certainty. ATE has also commissioned a review to improve programme efficiency.
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HM Treasury
30
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
We asked DfT for the details about its plans to fund the Bikeability Programme for 2023–24. It told us that it had been increasing the amount of funding available for the Programme over the last decade, and would do the same again this year, but recognised that the funding would …
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We asked DfT for the details about its plans to fund the Bikeability Programme for 2023–24. It told us that it had been increasing the amount of funding available for the Programme over the last decade, and would do the same again this year, but recognised that the funding would not be as much as expected. It explained that conversations on the Programme’s business case were in live discussion and that it would not be providing the £28.5 million which it had initially expected to as part of the 2021 Spending Review Settlement because of the “challenging fiscal environment”.73
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Government response AI summary
The government has agreed and implemented the recommendation by announcing a 2-year, £50 million funding package for the Bikeability programme until March 2025. A review has also been commissioned to enhance the programme's efficiency and effectiveness.
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HM Treasury
31
Conclusion
Seventy-Fifth Report - Active travel in…
Accepted
Bikeability Trust uses trainers to deliver cycle training. ATE and the Bikeability Trust, in their written submission to us, told us that often, local authorities do not directly employ these trainers and there can be complicated arrangements and criteria for becoming a trainer and delivering Bikeability training. In its written …
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Bikeability Trust uses trainers to deliver cycle training. ATE and the Bikeability Trust, in their written submission to us, told us that often, local authorities do not directly employ these trainers and there can be complicated arrangements and criteria for becoming a trainer and delivering Bikeability training. In its written submission, Bikeability Trust raised concerns that delays to sufficient and long-term funding will hamper the ability to scale up equitably and overcome the current postcode lottery of Bikeability provision. It told us that it can take time for local authorities to agree contracts through complex procurement processes and any further delay in an announcement of funding for the Bikeability programme could lead to delays in cycle training delivery and entrench inequality in cycle training provision. ATE told us that it planned to review the approach to delivering Bikeability training to simplify the process for trainers.74 ATE told us that Bikeability training is an effective way to increase the safety of adults who cycle, and that the likelihood of an adult continuing to cycle increases once they have completed the training. ATE told us that it was looking at ways to extend the training to adults but that this will in part be down to the willingness of local authorities to fund adult training sessions.75 72 ATE0002, Written evidence submitted by Bikeability Trust 73 C&AG’s Report, para 2.9, Q37, Q38, Q41, Q42, Q43, Q44 74 Q 46; ATE0002, Written evidence submitted by Bikeability Trust 75 Q 39 Active travel in England 19
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Government response AI summary
The government has agreed and implemented the recommendation, providing a 2-year, £50 million funding package for Bikeability until March 2025. Additionally, ATE has commissioned a review to increase the programme's efficiency and effectiveness, focusing on management arrangements and delivery systems.
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HM Treasury