Highway Code consultation, March 2006

It is misleading to make the first cycling recommendation something that has never been shown to reduce overall cycle casualties. It must be made clear to insurers that they cannot claim contributory negligence on the grounds of not wearing a cycle helmet.

It is recognised good practice (e.g. in the Stationary Office publication 'Cyclecraft') for cyclists to use road positioning to maximise their safety. This rule is in line with that advice.

There is little evidence that cycle facilities generally make cycling safer and much evidence that in many cases cycle facilities are less safe than use of the general cycleway. The proposed wording also conflicts with the advice taught as part of the National Standard for Cycle Training and leaves cyclists vulnerable open to claims for contributory negligence. To maximise their safety, cyclists should ride where they are most easily seen by other road users, keeping close to the moving traffic lane and not necessarily the kerb.

Cyclists using cycle tracks need to be particularly vigilant at these junctions.

The benefits of using cycle lanes and covered in our re-drafted Rule 58. However best practice advice does not always recommend their use, not least because many cycle lanes in the UK are of sub- standard width. Advice to keep within cycle lanes may lead cyclists open to contributory negligence claims.

There are circumstances when this is good advice but at other times riding two abreast on narrow roads and round bends can help to deter drivers from overtaking dangerously where there is insufficient space or visibility to pass. The police have advised horse riders to ride two abreast where it is in their interests to restrict the actions of others. The advice is appropriate for cyclists too.

Most bells are inaudible except in quiet surroundings and motor vehicle occupants can rarely hear a cyclist's bell. As currently drafted, the rule implies that it is an appropriate general warning device. Calling to a pedestrian can sometimes be better received than ringing a bell, and may be safer where a cyclist needs to brake quickly. There is no reason for a cyclist to fit a bell if s/he rarely uses facilities shared with pedestrians.

National Standard cycle training is very effective in improving cyclists' confidence and safety. CTC, the national cyclists' organisation has government funding for a helpline to put potential trainees in touch with National Standard accredited trainers.

These extra words will give encourage new cyclists to avoid items such as manhole covers.

A disproportionate number of collisions involving cyclists happen at junctions - where the cyclist is going straight on and a driver is turning left. The problem is particularly an issue with HGVs whose drivers often swing to the right before turning left.

It is bad advice to suggest that cyclists keep to the left on a roundabout. This places them into the very places when risk of being hit is greatest and where other drivers are the least likely to see them. If cyclists are unable to follow the normal rules, they should simply be advised to find an alternative (pedestrian) route.

Move these clauses to their own separate rule, to increase emphasis. The biggest deterrent to cycling is overtaking too close. Drivers need clear guidance on what is and is not acceptable. Road narrowings seldom have enough space for a cyclist and average sized vehicle to both go through at the same time. This guidance would send a clear message to drivers.

This image does not illustrate best practice as laid out in the National Standard for cycle training

Drivers must be particularly aware of cyclists at roundabouts. The current advice id not strong enough considering the risks that cyclists can face at these places.