Recommendation 16

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