North Yorkshire Council

Environment Executive Members

28 November 2025

Consolidated Active Travel Fund – Submission of schemes.

Report of the Assistant Director – Highways & Infrastructure

1.0 PURPOSE OF REPORT

1.1 To request approval from the Corporate Director of Environment in consultation with the Executive Member for Highways and Transportation to submit four schemes to Active Travel England’s assurance process as part of the Active Travel England Consolidated Active Travel Fund submission process.

2.0 BACKGROUND

2.1 Consolidated Active Travel Fund (CATF) represents the seventh tranche of active travel funding for Local Authorities since 2020.

2.2 North Yorkshire Council (NYC) was awarded £133,000 from Emergency Active Travel Fund (EATF) and £1,011,750 from Active Travel Fund tranche 2 (ATF2). Bids to Active Travel Fund 3 (ATF3) and Active Travel Fund tranche 4 (ATF4) were both unsuccessful. NYC was ineligible for Active Travel Fund tranche four extension (ATF4e). An allocation (not a competitive bid) of £369,709 was awarded to NYC for Active Travel Fund 5 (ATF5).

Table 1: Active Travel Funding summary from 2020-2025

Year	Tranche	Bid amount	Funding awarded
2020	Emergency Active Travel Fund	£266,000	£133,000
2021/22	ATF2	£1,465,000	£1,011,750
2021/22	ATF3	£1,550,000	£0
2023/24	ATF4	£2,735,270	£0
2023/24	ATF4e	N/A	N/A
2024/25	ATF5	N/A	£369,709
Total:		£6,016,270	£1,514,459

2.3 Since ATF4, capital funding allocations have been based on Local Authority Active Travel Capability Ratings from Active Travel England (ATE). The ratings are used to calculate funding allocations for local authorities, with higher rated authorities eligible to access more funding. Authorities are rated from zero to four, with four being the highest. NYC is currently a level one rated authority, alongside over half of the local transport authorities in England.

Table 2: 2024 breakdown of Capability Ratings from all 80 Local Transport Authorities in England

Level	Number of LTAs	Percentage
Level 0	0	0%
Level 1	42	52.5%
Level 2	32	40%
Level 3	6	7.5%
Level 4	0	0%
Total	80	100%

2.4 NYC recently submitted its annual Capability Ratings self-assessment return to Active Travel England (ATE) in September 2025. The outcome is expected in November.

3.0 CONSOLIDATED ACTIVE TRAVEL FUND (CATF)

3.1 As a preliminary step towards fuller funding consolidation, ATE is providing both capital and revenue funding under CATF in 2025. This totals £128m of capital and £40.5m of revenue. CATF funding was awarded on the basis that CATF schemes will be submitted for assurance to ATE.

3.2 Funding is calculated on population size and capability rating. NYC have been allocated a total of £1,256,601 which is split £872,999 capital and £383,602 revenue. Capital schemes must be submitted for ATE assurance by the end of November 2025. Once a CATF capital scheme has been submitted NYC will receive an outcome letter with design comments from ATE.

3.3 The focus of CATF capital funding is:

· New capital construction schemes with a focus on larger more impactful schemes.

· Change control funding to unblock existing ATF schemes to secure timely delivery and improve scheme quality.

· Essential maintenance funding to address safety or accessibility concerns on existing active travel routes.

· Early development of future active travel schemes, creating a pipeline of schemes to be funded by future spending rounds.

3.4 As CATF funding is larger in scale than previous two funding rounds (those being allocation based, rather than competitive bid), authorities are encouraged to focus on larger more impactful schemes and fund smaller schemes below £100k through other funding streams, where appropriate and where allocations allow.

3.5 Authorities are free to decide on an appropriate mix of funding types in line with local need and funding allocations. Essential maintenance funding is not intended to be focused on regular, periodic maintenance activities, but instead targeted activities that address accessibility or safety concerns. There is no cap on essential maintenance.

3.6 All schemes will be checked for eligibility against the agreed capital scheme types and will then be proportionately assured against a set of agreed criteria including:

· Compliance with key CATF funding principles and eligibility requirements

· Alignment with relevant guidance on design quality and safety as defined by the ATE design assurance tools.

· Value for money

· Deliverability of schemes within funding window.

3.7 Funding for construction schemes should be committed no later than March 2026 and delivered as soon as reasonably possible thereafter. All construction schemes should be completed within two years, by the end of March 2028.

4.0 SCHEME IDENTIFICATION, LONGLISTING AND PRIORITISATION

4.1 Officers revisited the long list of schemes from the previous funding rounds and added any additional schemes that had been requested since ATF5 (March 2025) from members of the public, Councillors and other interest groups. Officers sifted schemes against the criteria for both construction and essential maintenance. These two themes were given priority as development funding is available through the revenue element of CATF. Change control for an existing ATF scheme at A661 Wetherby Road/Railway Road was considered, however a feasibility study and further design work needs to be undertaken to consider a future cycle phase as part of these ATF5 funded improvements. As such, no current schemes would benefit from change control funding as part of CATF. Therefore, the focus for CATF remained on construction and essential maintenance schemes.

4.2 Guidance states new construction schemes should deliver benefits for local communities with new or upgraded active travel infrastructure. Schemes could include retrofitting routes to existing housing developments with poor active travel infrastructure provision or support active travel networks (LCWIPs) and connections to National Parks. Scheme designs may have been developed in previous years (e.g. via ATF), and they should be ready to proceed to construction quickly and offer at least medium value for money (medium VfM). Construction ready schemes should be evidenced with detailed designs, accurate fees, and a robust delivery timeline.

4.3 Essential maintenance funding should be used to address the condition of a route that has accessibility or safety concerns, to resolve identified critical issues or policy conflicts, and to ensure routes are safe and accessible.

4.4 Given CATF capital funding is larger in scale than previous rounds, officers have focused on larger more impactful schemes. Officers reviewed the ten Local Cycling and Walking Infrastructure Plans (LCWIPs) and the list of schemes currently in development to come up with a long list of schemes for evaluation. During the sifting process, a number of schemes were immediately ruled out due to cost within the funding envelope, deliverability within the funding window and other CATF assurance criteria. Appendix A shows the longlist of schemes considered.

5.0 CAPITAL SCHEMES FOR SUBMISSION TO ATE CATF ASSURANCE

5.1 Following input from stakeholders and analysis of potential schemes against the CATF criteria, the following capital schemes have been identified as appropriate to take forward:

Allocated funding: £872,999

Scheme name	Description	Scheme type	CATF ask
Bawtry Road underpass, Selby	The proposed scheme involves the adaptation of an existing underpass beneath the Bawtry Road bridge (A1041) in Selby to accommodate walking, wheeling, and cycling. This intervention addresses the significant challenges associated with east-west movement across Bawtry Road, which currently sees an average daily traffic volume of 12,356 vehicles. Existing pedestrian access is hindered by steep, narrow, and uneven stairs, while those wheeling or cycling face a longer, indirect route to and from the bus and train stations. By removing this barrier, the scheme will promote active travel, improve safety, and reduce journey times for pedestrians, wheelchair users, and cyclists. The elimination of stair use along the key east-west desire line will ensure the route is inclusive and accessible to all users. Grade separation will also mitigate the risk of conflict between vulnerable road users and motor vehicles, while enhancing connectivity between residential areas and key leisure and transport hubs. Data from a counter at the eastern end of Portholme Road indicates daily usage by approximately 656 pedestrians and 83 cyclists near the proposed underpass location—many of whom likely cross Bawtry Road as part of their journey. The nearest alternative crossing is located around 240 metres away at the Park Street/The Crescent junction, further underscoring the need for a more direct and accessible solution. The underpass will integrate directly with a priority LCWIP corridor linking Portholme Road to Brayton Lane and will also connect with TCF improvements already under construction.	Construction	£415,278
Austwick to Clapham bridleway	Public Bridleway No. 52 serves as a vital off-highway connection for cyclists within the Yorkshire Dales National Park, linking Austwick and Clapham village. This traffic-free route offers a safe alternative to the A65, a busy road with a 60mph speed limit and poor sight lines, making it hazardous for cyclists. Established in 2011 as part of a highway safety improvement scheme, the bridleway was developed in response to community concerns, cycling campaign advocacy, accident data on the A65, and priorities identified in the local Rights of Way Improvement Plan. Its creation enabled a continuous cycling route via minor roads between Settle and Ingleton, connecting several villages and hamlets to key service centres. The bridleway also enhances access between Clapham railway station and the National Park through the A65 underpass, promoting active travel for both residents and visitors. Additionally, it forms an important off-road segment of the National Cycle Network (Route 68) and supports long-distance cycling routes including: · Pennine Cycleway · Way of the Roses – Coast to Coast Cycle Route Despite its strategic importance, the current aggregate surface of the bridleway is unsuitable for road cyclists. Frequent deterioration discourages use, leading many cyclists to continue using the A65 instead. The proposed improvements include resurfacing with Flexipave (suitable for a range of users including equestrians), splayed entrances/exits to the bridleway, signage enhancements and appropriate markings to ensure cyclists give way when merging with vehicular traffic on the quiet B6480 and Clapham Road. The scheme is part of the Yorkshire Dales National Park Authority’s Active Travel Plan and is also supported by ‘Walk, Wheel, Cycle Trust’ (formerly Sustrans).	Construction	£201,780
Bridleway connection from Hornbeam Park avenue to Fulwith Mill Lane and Oatlands	The proposed scheme aims to upgrade two key sections of the public bridleway: · From Hornbeam Park to its connection at Oatlands · From the Allotments to Hookstone Road These upgrades will complement the previously improved central section, which was resurfaced with Flexi-Pave a few years ago. That work was well received by the local community and cycling groups, and it successfully created a more accessible and durable route. The current proposal seeks to extend the Flexi-Pave surface to the remaining unmade sections. These areas currently consist of uneven terrain, which poses accessibility challenges—particularly in wet conditions—and limits usability for many residents. Flexi-Pave is a permeable, slip-resistant material made from recycled rubber and stone. Its porous structure allows rainwater to drain naturally, reducing surface water accumulation and erosion. The material offers long-term durability and significantly lowers future maintenance costs. Upgrading the bridleway will enhance active travel opportunities by providing a safer, more reliable surface for walking, cycling, and horse riding. The route serves as a vital link for local residents, offering access to schools, the railway station, and the college, while also supporting recreational use. Creating a continuous, all-weather surface from Hookstone Road to Hornbeam Park will improve accessibility for users of all ages and abilities, including those with mobility challenges. This project will transform the bridleway into a key active travel corridor, strengthening local connectivity, promoting sustainable transport, and contributing to public health and wellbeing.	Construction	£212,507
West House Gardens Birstwith footway construction	The developer of the West House Garden site went into liquidation before securing a Section 278 agreement with the Council. As a result, there is currently no funding available to complete the missing footway link of circa 60 metres. The new homes are now occupied, but residents—particularly children—are unable to safely walk to Birstwith village or access Birstwith Primary School. The only route involves walking along a steep grassy/muddy verge, which poses a significant health and safety risk. The proposed scheme will provide a new footway.	Essential maintenance	£43,434
		TOTAL	872,999

5.2 Three of the four schemes are above the 100k threshold suggested for this fund and are all seen as impactful schemes within their own right. The ATE route check tool is a ‘scheme review’ tool used to assess the existing quality of active travel schemes against the proposed design. The tool evaluates the route against metrics for safety, accessibility, comfort, directness, attractiveness, and cohesion. The completed ATE route check tool suggests the following ‘level of service’ scores for the proposed schemes.

Table 3: ATE Route check tool level of service scores

Scheme	Existing layout	Proposed layout	Net difference
Bawtry Road underpass	26%	97%	71%
Austwick to Clapham bridleway	42%	77%	35%
Bridleway connection from Hornbeam Park avenue to Fulwith Mill Lane and Oatlands	47%	82%	35%

5.3 The ATE route check tool is not required for the essential maintenance scheme ‘West House Gardens Birstwith footway construction’. This low-cost scheme has been progressed as it fits the remaining funds and meets the focus of the fund by addressing safety and accessibility concerns on an existing route.

6.0 LOCAL MEMBER ENGAGEMENT

6.1 Who, area, ward, outcome

i. Bawtry Road underpass - Councillor Jack Proud, Selby East – Supportive

ii. Austwick to Clapham bridleway - Councillor David Ireton, Bentham & Ingleton – Supportive.

iii. Bridleway connection from Hornbeam Park avenue to Fulwith Mill Lane and Oatlands - Councillor John Mann, Oatlands & Pannal – Supportive

iv. West House Gardens Birstwith footway construction - Councillor Nathan Hull, Washburn & Birstwith – Supportive

7.0 CONTRIBUTION TO COUNCIL PRIORITIES

7.1 The ‘North Yorkshire Council ‘Council Plan 2024-2028’ sets out the priorities for the next four years. One such priority is to ‘promote and encourage active travel including walking, wheeling and cycling.’ The schemes within this bid align with this priority and are expected to increase walking, wheeling, and cycling.

7.2 The York and North Yorkshire Combined Authority’s Strategic Transport Framework commits to ensuring that active travel is a core part of an integrated transport network. In the long term this means a comprehensive network of lit, well-maintained walking, wheeling, and cycle routes across the Combined Authority. The schemes within this bid will improve walking, wheeling, and cycling routes across North Yorkshire.

8.0 ALTERNATIVE OPTIONS CONSIDERED

8.1 A sifting exercise was undertaken to assess potential schemes against the fund criteria as mentioned in 4.0. All schemes that are proposed to be taken forward for submission are of low/medium complexity and can be delivered within the funding window. Alternative options such as early development of schemes and change control options were discounted in order to focus on infrastructure delivery. Improving delivery of active travel schemes is a key element of NYC’s Capability Rating and is something that would go toward increasing our capability rating in the future which would have a positive impact on future active travel funding.

9.0 FINANCIAL IMPLICATIONS

9.1 CATF funding has been calculated on population size and capability rating. NYC have been allocated a total of £1,256,601 which is split £872,999 capital and £383,602 revenue.

9.2 NYC formally accepted the CATF grant allocation on 10 March 2025. The approval covered the acceptance of both the capital and revenue elements of the CATF. In terms of the revenue element, NYC provided ATE with an indicative list of revenue activities which are already underway.

9.3 In terms of the capital element, the proposal is for NYC to submit four schemes to ATE’s assurance process totalling £872,999 of capital funding, which is the full capital allocation given to NYC for CATF. Costs include preliminary fees, contingency and optimism bias where relevant.

Scheme	Design & Construction	Contingency	Prelims	Optimism Bias	Total cost	CATF ask
Bawtry Road underpass, Selby	263,502	26,350 (10%)	52,700 (20%)	72,726 (23%)	£415,278	£415,278
Austwick to Clapham bridleway	128,033	12,803 (10%)	25,607 (20%)	35,337 (23%)	£201,780	£201,780
Bridleway connection from Hornbeam Park to Fulwith Mill Lane and Oatlands	193,188	19,319 (10%)	/	/	£212,507	£212,507
West House Gardens Birstwith footway construction	36,195	3,620 (10%)	/	3,620 (10%)	£43,434	£43,434

						£872,999

9.4 An optimism bias of 23% has been applied to the base cost (inclusive of preliminaries) for both the Bawtry Road underpass and the Austwick to Clapham bridleway schemes. This uplift reflects the potential for cost increases associated with scheme delivery and is consistent with standard practice at this stage of development where cost estimates are considered to be of order-of-magnitude accuracy. In addition, a contingency allowance of 10% has been included for each scheme to account for unforeseen risks and unexpected costs that are not captured within the base budget. This level of contingency is typical for projects assessed as having low to medium risk profiles.

9.5 Preliminary costs have been set at 20% for both these schemes, consistent with previous schemes delivered through North Yorkshire Highways. However, should a more cost-effective procurement route become available, North Yorkshire Council will pursue that option.

9.6 The Hornbeam Park Avenue to Fulwith Lane and Oatlands bridleway scheme costs have been supplied by a contractor. Therefore, there is more certainty within these costs which include preliminaries in the base fee (fencing/welfare etc). As such, no optimism bias has been applied, but a contingency of 10% has been applied.

9.7 For the Birstwith scheme, North Yorkshire Highways have provided a cost and included a lower optimism bias of 10% reflecting the schemes relatively modest value and complexity. Again, 10% contingency has been applied in line with expectations against a low-risk project. For the Birstwith scheme, preliminaries have not been separately included, as traffic management and welfare costs are already incorporated within the overall construction budget due to the scheme’s low value.

9.8 No match funding is required within the CATF submission to ATE.

9.9 Capital funding is expected to be committed by the end of March 2026 and be delivered as soon as is reasonably possible thereafter. A commitment could consist of a contract for design and construction, or a business case approving delivery of a scheme agreed by Council Executive Member approval. All construction schemes should be completed within two years, by the end of March 2028.

9.10 The risk of any cost overrun is with NYC which is partly mitigated through the contingency included in the scheme budgets. Should costs on a scheme overrun NYC could look to utilise the Local Transport Grant allocation to support the delivery of CATF schemes. This would be discussed with the Combined Authority in the first instance and could form part of future years LTG programme. If this is not possible, costs would need to be met from the NYC capital allocation. Should any funds remain, NYC will discuss with ATE the possibility to use the change control process to direct any funds to another scheme. If this is not possible, there is a risk this funding would be lost to NYC.

10.0 LEGAL IMPLICATIONS

10.1 There are no legal implications arising from the submission of these schemes to ATE. The Grant Acceptance for the Consolidated Active Travel Fund allocation has already been approved and the submission of these schemes represents the next stage of the process whereby ATE will check the schemes meet the eligibility criteria through their assurance process. It is acknowledged that there is a requirement to develop schemes in consultation with local communities and having regard to responsibilities under existing legislation. Further consideration may need to be given to legal implications as schemes are developed should the assurance process be successful.

11.0 EQUALITIES IMPLICATIONS

11.1 Consideration has been given to the potential for any equality impacts arising from the recommendations. It is the view of officers that at this stage the recommendations do not have an adverse impact on any of the protected characteristics identified in the Equalities Act 2010. A copy of the Equality Impact Assessment screening form is attached as Appendix B.

12.0 CLIMATE CHANGE IMPLICATIONS

12.1 The proposed schemes should have positive impacts on greenhouse gas emissions and pollution, but a full climate change impact assessment is not proportionate at this stage. Further assessments will be caried out during the development of approved schemes. A copy of the Climate Change Impact Assessment initial screening form is attached as Appendix C.

13.0 REASONS FOR RECOMMENDATIONS

13.1 The submission of the schemes listed in this report is the next step required by ATE as part of the CATF approval process. The schemes meet the criteria, can be delivered within the funding window and within the budget available.

14.0

RECOMMENDATION

14.1

It is recommended that the Corporate Director Environment in consultation with the Executive Member for Highways and Transportation:

i. Approves the submission of four schemes listed within this report to Active Travel England’s assurance process as part of the Consolidated Active Travel Fund submission process.

APPENDICES:

Appendix A – Schemes longlist

Appendix B – Equality Impact Assessment

Appendix C – Climate Change Impact Assessment initial screening form

BACKGROUND DOCUMENTS: None

Barrie Mason

Assistant Director – Highways & Infrastructure

County Hall

Northallerton

19 November 2025

Report Author – Alexander Kay, Senior Transport Planning Officer

Presenter of Report – As above