The amount of funding provided by the Department for Transport to support the delivery of Bikeability cycle training in each financial year from 2007/08 to 2015/16 is set-out in the table below:

Footnotes: Figures provided in the table cover Bikeability training grant costs only. Funding expressed in 2015/16 prices was calculated using parameters in the Transport Analysis Guidance (TAG) data book.

Between 2010/11 and 2015/16 this government provided an average of £11.66m per year in 2015/16 prices, compared to an average of £4.15m per year in the three years previously under Labour.

The projected budget for the delivery of Bikeability in each financial year from 2016/17 to 2019/20 is set-out in the table below:

Footnotes: Figures provided in the table cover Bikeability training grant costs only. Funding expressed in 2015/16 prices was calculated using parameters in the Transport Analysis Guidance (TAG) data book.

Government funding for Bikeability in 2020/21 will be decided at a future Spending Review.

The 2015 Spending Review reconfirmed the Government’s commitment to the programme providing a long-term funding envelope of £55.7bn in 2015 prices. A breakdown of this envelope with and without contingency has been provided below:

To date (2009/10 – 2015/16) the government has spent £1.5bn on the HS2 programme. Please note that actual expenditure data for 2015/16 is pre-audit.

The Department’s SR15 settlement includes over £300 million for cycling over the life of this Parliament. There is no specific budget within this funding denoted ‘cycle safety’ since a variety of cycling schemes do and will help in various ways to improve cycle safety. Several projects can however be noted:

- We are providing £50m over the next four years to support Bikeability cycle training in schools; £11m was provided in 2015/16. This funding will help to increase children's road awareness, encourage active travel and improve future motorists’ empathy for more vulnerable road users. We expect to train a further 1 million children with the new funding settlement.

- We are spending £114m from 2015 onwards on the Cycling Ambition Cities programme which will accelerate their development of local cycling networks, including increased protection for cyclists at junctions.

- In addition, through the Road Investment Strategy, Highways England will spend £100m through to 2020/21 to make around 200 locations on our major road network more cycle-friendly.

Much more widely, however, other Government funding streams will also contribute to projects which could deliver improved cycle safety. Through the Local Growth Fund, the Department estimates that an investment of at least £270m is planned by local enterprise partnerships for cycling infrastructure. Local authorities could also use sums from the £1.3bn Integrated Transport Block to 2019/20 for cycle safety schemes.

It should also be noted that spending on road maintenance can benefit not just motorists but can also lead to safer conditions for cyclists, and a record £6.1billion is allocated to local highway authorities between 2015 and 2021 for road maintenance.

Regarding cycleway maintenance, from 2018/19 the plan is to change the formula used to allocate local highways maintenance capital funding so that it also takes into account footways and cycleways as well as the roads, bridges and street lighting, which it is currently based on. Once implemented, around 9% of the funding for local highways maintenance will be based on footway and cycleway lengths.

The 2015 Spending Review settlement provided to Transport for London already takes into account its likely income from rail fares in 2016 and subsequent years. The Department has no plans to make any further adjustment to TfL’s funding in respect of this matter.

The 2015 Spending Review settlement confirmed that the Government will be providing around £11 billion of support to Transport for London (TfL) over the period from 2015/16 to 2020/21. In determining the overall amount of support for TfL, my Department and HM Treasury took into account a wide range of factors, including TfL’s likely income from rail fares.