In recent years, a distinct shift has taken shape across the United Kingdom’s urban landscape. Once dominated by cars, city centres are being reimagined as spaces where people—not vehicles—take priority. At the heart of this transformation are the mayors of major UK cities and combined authority regions. Empowered by devolution deals and local transport powers, these leaders have leveraged their political platforms to champion active travel. By investing in pavement widening, protected cycle lanes, pedestrianised zones, and bike-sharing schemes, they are not only reshaping the physical infrastructure of their cities but also improving public health, air quality, and local economies. This article examines how UK mayors have become central figures in the push for urban walkability and bicycle infrastructure, the policies and funding mechanisms they use, real-world case studies, and the challenges that lie ahead.

The Growing Mandate for Active Travel

The UK’s urban population has long suffered the consequences of car-centred planning: congested roads, poor air quality, rising obesity rates, and sedentary lifestyles. The Covid-19 pandemic acted as an accelerator, with temporary pop-up cycle lanes and widened pavements appearing overnight. But without sustained political leadership, these temporary measures risked being reversed. Mayors stepped into the gap, using their executive authority to make permanent changes. The concept of the “15-minute city” and the push for net-zero emissions by 2050 gave mayors additional ammunition to argue for a fundamental rebalancing of street space. In cities like London, Manchester, and Birmingham, mayors have made active travel a central plank of their transport strategies, often backed by multi-million pound funding packages from central government and local revenues.

Powers, Funding, and Policy Levers

Mayors in the UK—particularly those of combined authorities such as Greater Manchester, West Midlands, and Liverpool City Region—have control over transport budgets, spatial planning, and local air quality strategies. This allows them to direct resources toward walking and cycling infrastructure without waiting for Whitehall approval. For instance, the Mayor of London has direct authority over Transport for London (TfL), which manages the capital’s roads, buses, and major cycle networks. Similarly, the Mayor of Greater Manchester oversees Transport for Greater Manchester (TfGM), which operates the city-region’s bus and tram system and has a dedicated cycling and walking commissioner.

Funding for these projects comes from a mix of central government grants—such as the £2 billion Active Travel Fund announced in 2020—local council budgets, developer contributions via Section 106 agreements, and mayoral combined authority transformation funds. Mayors also use their soft power to lobby central government for dedicated cycling and walking budgets, to reduce speed limits, and to integrate active travel with public transport. The policy levers include: creating cycling and walking strategies, setting minimum standards for new developments, implementing low-traffic neighbourhoods (LTNs), and investing in safe routes to schools.

  • Direct transport budgets – mayors can allocate capital and revenue to active travel projects.
  • Spatial planning powers – mayoral development corporations and spatial strategies can mandate cycle parking, pedestrian priority, and car-free streets.
  • Air quality mandates – mayors can introduce clean air zones and use revenue to fund alternatives to car travel.
  • Policy influence – mayors chair regional boards and can set targets for mode shift away from cars.

Case Studies: Mayors Making a Difference

Across the UK, individual mayors have become synonymous with the push for better walking and cycling conditions. Below are detailed examples of how mayoral leadership has translated into tangible infrastructure and behaviour change.

London: The Healthy Streets Approach

The Mayor of London, currently Sadiq Khan, has made the Healthy Streets programme a cornerstone of his transport strategy. The approach, developed by TfL, focuses on reducing motor traffic, improving air quality, and making streets more inviting for pedestrians and cyclists. Key initiatives include the creation of the Cycle Superhighways—segregated cycle lanes connecting outer suburbs to central London—and the introduction of the Ultra Low Emission Zone (ULEZ), which has cut toxic emissions and freed up road space. The mayor also set a target for 70% of Londoners to live within 400 metres of a high-quality cycle route by 2041. Under his leadership, London has seen a 24% increase in cycling between 2016 and 2022, with permanent infrastructure built on major roads like Ludgate Circus and Park Lane. The mayoral office has also funded School Streets—closures of roads outside schools during drop-off and pick-up times—boosted pedestrian priority crossings, and expanded the Santander Cycles bike-hire scheme to outer boroughs. TfL’s Mayor’s Transport Strategy provides the policy backbone for these changes, with regular progress reports published.

Greater Manchester: The Bee Network and Clean Air Plans

Greater Manchester’s mayor, Andy Burnham, has championed the Bee Network—an integrated transport system that combines buses, trams, walking, and cycling under one brand. In 2022, he launched the Bee Network Cycling & Walking Commissioner role (held by Chris Boardman) to accelerate infrastructure delivery. The region committed £160 million to active travel over five years, including building 28 miles of protected cycle lanes and 50 miles of improved walking routes by 2026. Burnham has also introduced a Clean Air Zone in the city centre, with charges for older, polluting vehicles; revenues are being reinvested into sustainable travel options. A notable project is the Oxford Road Corridor, which transformed a busy dual carriageway into a bus-priority and cycle-friendly street. The mayor has also pushed for Active Neighbourhoods (low-traffic zones) in areas like Chorlton and Levenshulme, despite local controversy. The Transport for Greater Manchester active travel page details ongoing schemes.

West Midlands: Mayor Andy Street’s Focus on Cycling Hubs

West Midlands Mayor Andy Street has overseen the West Midlands Cycling Charter, which aims to quadruple cycling journeys by 2030. The region has invested in cycle hubs at major rail stations (e.g., Birmingham New Street and Moor Street), providing secure parking, repair facilities, and bike rental. A flagship project is the Birmingham Cycle Revolution network, which includes 100+ miles of dedicated cycle routes linking suburbs to the city centre. The mayor has also supported the Clean Air Zone in Birmingham, which charges polluting cars and uses funds to subsidise bus travel and cycling grants. Street’s administration has worked with local councils to introduce School Streets schemes in over 50 schools across the region. The combined authority’s active travel strategy sets out a long-term vision for walking and cycling as primary modes for short journeys.

Edinburgh and Scotland’s Mayoral-Style Leadership

While Scotland does not have directly elected mayors for cities (except for the new role of City Region Deal chairs), the Leader of the City of Edinburgh Council—effectively a mayoral figure—has driven significant change. Coalition leaders have pursued the City Mobility Plan, which includes transforming George Street into a pedestrian and cycle priority route, creating a Low Emission Zone in the city centre, and expanding the Edinburgh Cycles hire scheme. The council has also built continuous cycle lanes on key arteries like Leith Walk and Inverleith Row. In addition, the Edinburgh and South East Scotland City Region Deal allocated £1.3 billion for transport improvements, with a strong active travel component. While mayors in Scotland have fewer direct powers, the council leaders act as de facto mayors and are increasingly coordinating with the national government on the A9 Active Travel Fund and Places for Everyone programme.

Bristol and the Mayoral Combined Authority

Bristol’s directly elected mayor—a position abolished in 2024 but active throughout the period of expansion—was instrumental in putting walking and cycling at the heart of the city’s transport policy. The Bristol Cycling Strategy (2015) aimed to increase cycling modal share from 8% to 20% by 2030. Infrastructure delivery included the Concorde Way cycle path, Bristol to Bath Railway Path, and the Old Market Smokehouse pedestrian zone. Mayor Marvin Rees introduced the Bristol Clean Air Zone in 2022, charging older diesel vehicles and investing in a e-bike loan programme for residents. The city also pioneered low-traffic neighbourhoods in areas like Ashton and Bedminster. Although the mayoralty was succeeded by a committee system, the legacy of active travel investment continues through the West of England Combined Authority (WECA), whose metro mayor has committed £100 million to walking and cycling over the next decade.

Challenges and Controversies

Despite the progress, mayors face significant obstacles. Limited road space in historic city centres makes it difficult to reallocate lanes from cars to bikes without political backlash. Funding is often sporadic and subject to central government priorities; the 2023 cancellation of the northern leg of HS2 freed up some funds for transport in the North, but active travel budgets have been squeezed elsewhere. Resistance from local businesses and residents is common when schemes like low-traffic neighbourhoods are introduced—some argue that reduced motor access harms trade and increases congestion on boundary roads. To counter this, mayors have invested in consultation and monitoring, but trust remains a challenge.

Another issue is equity. Active travel infrastructure can disproportionately benefit wealthier residents who already cycle for leisure, while low-income communities may rely on cars for work or school trips. Mayors need to ensure that walking and cycling improvements are accompanied by reliable, affordable public transport and that schemes do not simply displace traffic to poorer neighbourhoods. The maintenance of infrastructure—such as sweeping leaves from cycle lanes and repairing potholes—is often underfunded, leading to complaints about poorly maintained routes. Additionally, integration with existing transport hubs remains patchy; bike parking at rail stations is often inadequate, and many bus stops lack shelters for pedestrians.

Future Directions: Smart Cities and Fast-Track Delivery

Looking ahead, mayors are likely to embrace technology to accelerate walkability and cycling improvements. Smart traffic management systems that prioritise cyclists and pedestrians at junctions, bike-sharing apps with integrated payment across modes, and real-time air quality data dashboards on street furniture are already being piloted in Manchester and London. Mayors are also exploring mobility hubs—central points where bikes, e-scooters, buses, and car clubs converge—to make seamless multi-modal journeys easier. The UK government’s Active Travel England (ATE) agency now inspects and scores new cycle infrastructure, giving mayors an independent barometer for quality. This is likely to drive up standards and encourage more ambitious designs, such as fully segregated cycle tracks on main roads.

Net-zero targets are providing a long-term policy anchor. Many mayors have declared climate emergencies and set mode-shift targets—for example, reducing car traffic by 20-30% by 2030. To meet these goals, they will need to repurpose road space on a larger scale, introducing car-free days and permanent school streets across entire cities. The Leicester City Mayor, Peter Soulsby, has already pedestrianised the city centre’s Clock Tower area, and others are expected to follow. Collaboration between mayors—via the UK Mayors’ Network—helps share best practices and lobby for consistent national policy, such as a single national cycling design standard and ring-fenced budgets for active travel. External independent research, such as the Sustrans Walking and Cycling Index, provides evidence for the economic and health benefits of these investments, helping mayors make the case to sceptical constituents.

Conclusion

Mayors across the UK have emerged as unlikely heroes in the quest for more walkable, bikeable cities. By leveraging devolved powers, marshalling funding, and framing active travel as a public health, economic, and climate imperative, they have delivered tangible improvements—from London’s Cycle Superhighways to Manchester’s Bee Network and Birmingham’s cycle hubs. The results are visible: more people cycling, lower emissions in clean air zones, and streets that feel safer for pedestrians. Yet challenges remain in terms of equity, funding, and local opposition. The most successful mayors have been those who combine bold political vision with careful community engagement and robust data collection—ensuring that every mile of cycle lane and every pedestrian zone contributes to a healthier, more sustainable urban future. As more cities consider adopting directly elected mayors, the active travel agenda is likely to remain a defining issue—one that can truly reshape how we experience the places we call home.