Cycling Safety

Lord Sharma Excerpts

Wednesday 21st November 2012 Westminster Hall

[Alok Sharma (Reading West) (Con)]

I am pleased to open this debate on cycling safety and the wearing of cycle helmets. I know that the topic is incredibly important to many Members and many of our constituents. Rather appropriately, we are in the middle of road safety week, organised by the charity Brake, which is held every November to raise awareness of death and injury on our roads and the steps that can be taken to improve road safety, including for cyclists.

Since the last debate here in February, we have had the Olympics. I want to take a moment to put on record the enormous contributions of our cycling sportsmen and women to cycling and to raising its profile internationally. The Olympics showcased the best of British. Some of our cycling Olympians, such as Sir Chris Hoy, were already household names, but others have joined the sporting pantheon. In addition, individual gold medals were won by Jason Kenny, Laura Trott, Victoria Pendleton and Bradley Wiggins. In the Paralympics, Sarah Storey won a sensational four individual gold medals, and David Stone, Anthony Kappes, Mark Colbourne and Neil Fachie also won individual Paralympic golds. Team gold and silver medals and individual silver and bronze medals were won as well, adding up to a record medal haul. Also, the incomparable Bradley Wiggins kicked off our summer sporting celebrations by winning the Tour de France, a truly magnificent achievement.

For those of us glued to the television or lucky enough to be in the velodrome, each British win was a memorable moment. It was a golden summer for British cycling. Undoubtedly, when a country does well in a particular sport, as we did in cycling, and produces new sporting heroes, it inspires a new generation to take up that sporting discipline, or at least think seriously about taking it up. Sometimes, it even inspires those of us who are a bit longer in the tooth to take up an activity once again. I am sure that all Members will agree that that is a thoroughly good thing.

Cycling obviously has positive benefits for individual health and the environment. The organisation CTC has cited studies showing that the health benefits of cycling outweigh the risks by a factor of 20 to 1. Estimates from the Department for Transport—perhaps the Minister will give us more detailed figures if he has them—suggest that 11% of adults in England now cycle for at least 30 minutes once a month. However, that is still some way behind numerous other European nations.

One key thing that holds people back from cycling is concerns about road safety. In the past few weeks, there have been a number of road accidents involving high-profile individuals, which has brought the issue of road safety for cyclists to the top of the national agenda once again. Early this month, Bradley Wiggins was knocked off his mountain bike by a van coming out of a petrol station near his home in Lancashire. He was taken to hospital with bruises to his right hand and ribs. The next day, Shane Sutton, head coach for the GB cycling team, was knocked off his bike by a car while cycling along the Stockport road near a junction. He suffered a concussion and small bleeding on the brain, but thankfully, his condition soon stabilised.

As we all know, those accidents made the national news. They even took the US presidential election out of the top news spot for a while. “Newsround”, the BBC children’s news programme, asked its viewers whether they felt safe on their bikes. Many did not. One caller said:

“Although it helps you to keep fit, I think riding a bike on roads is dangerous and unsafe because vehicles may not be able to see you.”

[Rehman Chishti (Gillingham and Rainham) (Con)]

I congratulate my hon. Friend on securing this important debate. On the point about road safety, does he also accept that the Government recently made available an additional £30 million to tackle dangerous junctions and £15 million for infrastructure, including cycle routes and facilities at stations and across the country?

[Alok Sharma]

Of course. I agree with my hon. Friend. The Government have made additional moneys available to the £600 million sustainability fund, to which I will return. Funding is right, and it is one aspect of ensuring that we have a road infrastructure that works for everyone.

To return to the issue of children and cycling safety, if there is a perception among the young as well as adults that being on a road is dangerous, it is a serious deterrent to cycling, which is particularly bad news. The latest statistics from the Department for Transport are concerning. In the year ending June 2012, the number of pedal cyclists killed or seriously injured on our roads increased by 9% compared with the previous year, and so far this calendar year, 108 cyclists have been tragically killed in the UK. The total for 2011 was 107. More than 3,000 people were seriously injured on UK roads while riding a bike last year, a 16% increase in the number of reported serious injuries to cyclists.

It is absolutely clear that more must be done to improve conditions for cyclists on our roads. Cycling organisations such as British Cycling have been calling on the Government to put cycling at the heart of transport policy to ensure that cycle safety is built into the design of all new roads, junctions and transport projects. I absolutely endorse that view. In the 21st century, we must plan for and ultimately have a transport infrastructure that is safe and fit for purpose for all users: drivers, pedestrians, commuters and cyclists.

In recent years, there have been a number of campaigns to improve safety for cyclists. One of the latest, launched in February this year, is The Times newspaper’s Cities Fit for Cycling campaign, which involved the publication of an eight-point manifesto. The campaign, which has attracted cross-party support, was launched by The Times after one of its reporters, Mary Bowers, sustained serious injuries in a collision with a lorry while cycling to work. It is an excellent campaign that has provided an impetus for a continued focus on road safety for cyclists. It is also helping provide funding for the all-party group’s report, which will be published next year.

I know that Members present will be familiar with the eight-point manifesto, but I will set it out again for the record. The Cities Fit for Cycling campaign calls for heavy goods vehicles entering city centres to be fitted with sensors, audible turning alarms, extra mirrors and safety bars; identification of the 500 most dangerous road junctions, and their redesign or fitting with priority traffic lights and Trixi mirrors; a national audit of cycling; the earmarking of 2% of the Highways Agency’s annual budget for next-generation cycle routes; improved training of cyclists and drivers, including making cycle safety a core part of the driving test; a mandatory default speed limit of 20 mph in residential areas where there are no cycle lanes; invitations to businesses to sponsor cycle schemes, as has happened in London; and the appointment of a cycling commissioner in every city.

My hon. Friend the Member for Cambridge (Dr Huppert), co-chairman of the all-party parliamentary group on cycling, who unfortunately could not be here, secured a debate in February relating to the campaign. It was incredibly well attended, and I know that some Members present today also contributed to that debate. In his response to that debate, the Under-Secretary of State for Transport, my hon. Friend the Member for Lewes (Norman Baker) set out the Government’s thoughts at the time on the campaign’s manifesto points. On the first point, my hon. Friend responded that his Department was involved in discussions at European level about improving standards for heavy goods vehicles to help reduce accidents. I would be grateful if the Minister responding to this debate, my hon. Friend the Member for Wimbledon (Stephen Hammond), updated us on any progress in those European discussions.

On the second manifesto point, my hon. Friend the Member for Lewes noted that he had already given all local authorities in England the authority to install Trixi mirrors as and where they deem it appropriate. Again, it would be useful if the Minister provided us with any statistics his Department may have on the number of Trixi mirrors installed by local authorities over the past six months.

On the third point, relating to a national audit of cycling, my hon. Friend the Member for Lewes explained that his Department had commissioned a new question in the Sport England active people survey, to provide more detailed information on cycling at local level. I was pleased that in August the Department published for the first time ever local authority data on cycling, based on responses to the active people survey. I hope that the Minister will tell us how often he expects these data to be published, so that we can start to gauge the trend in cycling across individual local authorities. This should, over time, prove to be a powerful tool in helping to focus on which authorities are good at encouraging cycling and which need to try harder.

Regarding the earmarking of 2% of the Highway Agency’s annual budget for next generation cycle routes, my hon. Friend the Member for Lewes was understandably hesitant about adopting a specific figure, but mentioned that the Department was undertaking a stocktake of Highway Agency routes to consider what might be possible in future. Perhaps my hon. Friend the Minister has an update on that stocktake and what this may mean for improved cycle routes.

[Mr Barry Sheerman (Huddersfield) (Lab/Co-op)]

The hon. Gentleman might know that I am chairman of the Parliamentary Advisory Council for Transport Safety. Will he include in that stocktake the fact that we must go back to having targets for accident reduction, whether in respect of cyclists or other category of road user, including pedestrians? We have in the past two years renounced targets, but we know that if there are no targets across Europe casualties start to increase. Will he make a plea in his speech for getting back to targets, so that we can get accident reduction for cyclists and other road users?

[Alok Sharma (Reading West) (Con)]

The hon. Gentleman has eloquently put on the record his views on targets. I am sure that the Minister will give us his thoughts, and those of his Department, on that point.

On improving training for cyclists and motorists, my hon. Friend the Member for Lewes also talked about the work of the Department’s Bikeability initiative, among other matters, as well as noting that he had established a cycle safety sub-committee of the stakeholder forum. I understand that my hon. Friend the Minister has in recent weeks led his Department’s THINK! Cyclist campaign. I am grateful for the work that he is doing to improve road safety, but it would be useful to have some feedback on, and his view of, the work of the new safety sub-committee.

With regard to the sixth issue in The Times’ campaign—the 20 mph speed limit— my hon. Friend the Member for Lewes noted in February that he had already taken action to make it easier for local authorities to introduce 20 mph zones and a 20 mph limit. Does my hon. Friend the Minister have any update on the number of new 20 mph zones introduced in the past 12 months by local authorities? If he has, I hope that he will provide that in his response.

The Times’ campaign’s seventh manifesto point relates to encouraging businesses to follow the lead of Barclays in London and back cycling schemes and initiatives. There is universal support in the House for this idea. My hon. Friend the Member for Lewes said that his Department would send out the message to encourage this. Will the Minister update us on whether the Department has had any traction in this respect with other potential business sponsors?

The manifesto’s final point calls on every city to appoint a cycling commissioner to champion cycling-friendly reforms. Clearly, this is a matter for local authorities, but I understand that my hon. Friend the Member for Lewes wrote earlier in the year to the leaders and chief executives of each council across England, encouraging them to consider whether someone in their organisation should take a lead role on cycling. I hope that my hon. Friend the Minister provides some feedback on the responses that he has received and on the number of local authorities that have appointed a cycling champion.

I have asked my hon. Friend to respond to a range of issues, but I also want to put on the record that I know, having talked to him, that he is committed to improving road safety for cyclists. His Department has provided £600 million through the local sustainable transport fund to support local authorities in their use of transport to lever growth and cut carbon locally. Many of the 96 projects have a cycling element. My hon. Friend the Member for Gillingham and Rainham (Rehman Chishti) mentioned a number of other funding streams that have come on line from the Department and I am sure that the Minister will give us a full view on everything that his Department is doing to provide further funding to help cycling and cyclists.

[Rehman Chishti]

On road safety and cycling safety, the figures that I have from the DFT say that in 2011, 111 people were killed in cycling incidents and 3,085 were seriously injured. Does my hon. Friend have any evidence showing how many of those incidents, whether fatality or serious injury, could have been avoided if those persons were wearing a cycling helmet?

[Alok Sharma]

I will talk about an independent report produced for the Department for Transport in 2009, which demonstrated that the use of cycling helmets absolutely makes a difference in reducing fatalities and injuries. Let me come on to that later.

[Mr Peter Bone (Wellingborough) (Con)]

Is not it absurd that Members of Parliament still pretend that wearing a cycle helmet increases the risk?

[Alok Sharma]

My hon. Friend, as ever, makes a good point. There is clear evidence that using a cycling helmet, whether as an adult or a child, reduces the risk of injury. I will talk about cycle helmets, but in this debate there is almost a gulf between those hon. Members who believe that cycle helmets should be made compulsory and others who do not. Organisations out there have similar or differing views, as well. My hon. Friend is right—it has been concluded in independent reports and reports produced by the Department—that wearing a cycle helmet makes a difference in terms of improving safety.

I was talking about the contribution that the Minister and the Department have made. He is also committed to supporting Bikeability cycle training for the remainder of this Parliament, which is welcome. I am pleased about that good news. However, I shall return to my central theme. All hon. Members who are supporters of cycling want cycling to be put at the very heart of transport policy. I hope that the Minister will tell us—apart from all the funding streams and all the work that is going on—how cycling will be, or is already, a central part of his Department’s policy.

Proper provision for cyclists on the road is not just something that cyclists want. Hon. Members will know that the AA recently undertook a survey of its members, and 62% of the 20,261 AA members who responded to it said that there are not enough cycle lanes. An increased number of cyclists on busy roads is leaving many motorists feeling insecure about how to interact with cyclists. The majority view is that clearly defined cycle lanes would be good news for both motorists and cyclists. That means a lot more than slapping down a few white lines intermittently along the pavement, as happens, unfortunately, in my home town of Reading.

Ahead of this debate the Mayor of London’s office was in touch with me—I am sure that it was in touch with other colleagues as well—setting out the Mayor’s commitment to making London even more of a cycling city. The aim of the Mayor’s cycling strategy is to increase cycling by 400% by 2026, from 2001 1evels. I understand that record levels of investment in cycling over the past four years have supported the cycling strategy, with investment levels now approaching those of other leading European cycling cities. A number of European cities have significantly higher per capita spending on cycling than we do in many of our cities. It will be interesting to hear the Department’s view on that, and on how the situation can be rectified. Alongside the Mayor’s flagship schemes of Barclays cycle hire, cycle superhighways and biking boroughs, a range of complementary activities has led to a 70% increase in cycling in the capital over the past four years. Many of our cities, towns and local authorities can learn from the example of London and, no doubt, Members will have other best practice from their own areas to share.

The second part of the debate relates to the wearing of cycle helmets, which can be a controversial subject, but I have no wish for a particularly emotional debate. We need to be dispassionate in discussion, and to debate on the basis of evidence rather than emotion. I asked for the debate today because I was prompted by a recent meeting with the Bicycle Helmet Initiative Trust, a national, award-winning charity based in Reading. The trust is committed to saving young people’s lives by promoting safer cycling and, in particular, the use of cycle helmets. The organisation was founded in 1988 by a paediatric nurse who, through her work, saw the devastation that head injury can cause, not only to the child but to the whole family. Since the charity’s conception, it has grown in drive and commitment to be an advocate for the child and young person. It also provides a community service by highlighting the need for safer cycling practices that incorporate the distinctive needs of children and young people. The charity is a national resource working with parents, teachers, police, road safety officers, Departments and health care professionals by promoting and providing educational programmes in schools on the need for helmet use and safer cycling practice throughout the United Kingdom.

The trust has worked successfully with the Department for Transport in the past and it recently submitted another proposal, for a project that aims to complement the Bikeability programme. It would engage with areas in need, which may not be part of training programmes due to social challenges, and work with young people to develop their understanding of road safety and self-safety. As part of its proposal, the trust wants to work in local communities to develop partnerships and to draw on local private sector organisations to provide safety packs to children who, because of the cost, might be without helmets, lights and reflector bands, or without access to training. I hope that the Minister will agree to meet representatives of the trust and me, so that we can explain to him in detail the objectives of the latest proposal, and that we will secure his personal support for the project.

The Bicycle Helmet Initiative Trust is absolutely committed in its advocacy for children and young people to wear cycle helmets. I very much share that view, and the statistics on serious injuries to cyclists bear out why wearing a cycle helmet is so important, especially for children. In 2011, just over 3,000 seriously injured road casualties involving pedal cyclists were recorded by police. In addition, almost 16,000 incidents of pedal cyclists being casualties in slight accidents were recorded. Of the 3,000 serious injuries, 349 casualties—or 12% of the total—were children aged nought to 15. However, according to NHS statistics, almost 9,000 emergency road traffic hospital admissions last year involved pedal cyclists, so there is a threefold understatement in police-recorded injuries compared with NHS admissions. One reason for that is that not every injury or incident takes place on a road—it can be off road, in particular for children, and I will focus on that as I progress. Furthermore, of the 9,000 emergency road traffic hospital admissions, more than 3,000 were of children aged nought to 15—35% of the total. The understatement in police-recorded injuries compared with NHS admissions for children in connection with cycling injuries was therefore tenfold. That demonstrates that, when children are involved in accidents, a lot of the time, they do not happen on the road or the highway, but off road. Children may be cycling with friends in the playground or in woods, and we must bear that clear distinction in mind when we discuss cycle helmet usage as potentially compulsory for children as opposed to adults.

[Mr Russell Brown (Dumfries and Galloway) (Lab)]

I thank the hon. Gentleman for securing the debate. I am sure that anything we can do to make cycling safer would receive broad support, although I draw to his attention the attempt by the former Member for Carlisle, Eric Martlew, to introduce a private Member’s Bill. The manner in which he and the Bill’s supporters were attacked was absolutely unbelievable, yet beneath it all were people with a genuine desire to see children cycling safely, whether on roads, on footways as toddlers, in playgrounds or elsewhere. We need to do something to tackle that, to see a definitive decrease in the number of injuries.

[Alok Sharma]

The hon. Gentleman makes a good point and he makes it passionately. It is vital that we see a reduction in injuries and fatalities not only for children but for adults. I will come to the 2004 private Member’s Bill, but we have moved on since then, because there is more evidence. As I said at the start of the debate, however, there is clearly a chasm between those who believe that wearing helmets should be mandatory and those who do not.

Members might remember a few weeks ago when Bradley Wiggins tweeted on the subject. In my view, he is an absolute god, but even Bradley Wiggins came in for quite a lot of stick, and he of course then made further statements about his views on the compulsory wearing of helmets. Yet we cannot get away from the fact that wearing helmets saves lives and cuts down on injuries.

[Mr Sheerman]

Is the hon. Gentleman aware that when we organised the seat belt legislation some 28 years ago, a passionate group attacked us for undermining individual liberty? Many made the argument that wearing seat belts would make people drive faster and therefore kill more people. The proud record is that we have saved many lives over that 25 years.

[Alok Sharma]

The hon. Gentleman makes a very good point, and I will come on to that. That Bill eventually became law because of the courage of Members in the House at the time, and it is now second nature for us to wear seat belts. There is no question but that wearing seat belts saves lives, and there is no kind of negative impact.

[Mr Bone]

My hon. Friend is generous in giving way. I wanted to reinforce his point. According to emergency departments that see children, 90% receive injuries from non-vehicle-related accidents. We always hear, “Oh, it’s because you are going to be knocked over by a car”, but most accidents do not involve a vehicle and are cycling accidents alone.

[Alok Sharma]

I thank my hon. Friend for making that point and for reinforcing the fact that we are discussing wearing helmets not only on roads but off road.

We were discussing the understatement in police records compared with NHS records of injuries and why that could be. One of the key reasons, for children, is that many such injuries take place off road, as my hon. Friend has just pointed out. The total figure for cycle-related hospital admissions, however, includes only patients who occupy a bed. Those who attend A and E are not included in that 9,000. That, of course, does not include any gap between unreported and reported incidents involving only slight accidents, so the total number of cycle-related injuries receiving hospital treatment is likely to be much higher than any of the statistics that I outlined suggest. It is appropriate that the debate about cost includes not just the human and social cost, but the financial cost of cycling injuries and fatalities. We must look at the broader picture, and the larger figures.

Head injuries ranging from fatal skull fractures and brain damage to minor concussion and cuts are common in cyclists. I understand from the information published by the Royal Society for the Prevention of Accidents that hospital data show that an estimated 45% of child cyclists admitted to hospitals have suffered head injuries. That is a high percentage indeed. Undoubtedly, some of those injuries would have been reduced or may not have occurred if a cycle helmet had been worn.

A recent Transport Research Laboratory report, which was published in 2009 and commissioned by the Department for Transport, reached several conclusions about the efficacy of wearing cycle helmets. It concluded that helmets, assuming that they are a good fit and properly worn, are effective in reducing the risk of head injuries. They are expected to be effective in a range of accidents, particularly the most common accidents that do not involve a collision with another vehicle but, as my hon. Friend the Member for Wellingborough said, are falls or tumbles over handlebars.

The report concluded that a specialist biomechanical assessment of more than 100 police forensic cyclist fatality reports predicted that between 10% and 16% of fatalities could have been prevented if the cyclists had worn an appropriate helmet. Those who do not believe that we should have compulsory wearing of cycle helmets say that, at the end of the day, helmets will not save lives. It has been shown conclusively in an independent report produced by the Department that in some cases they do.

Most interestingly, the report concluded that cycle helmets would be particularly effective for children. I could go into the reasons for that, but I am sure the Minister, if he has time, will explain them. Yet a 2008 Transport Research Laboratory report, commissioned by the Department for Transport, estimated that only 18% of children and 35% of adults wear helmets on the road.

Apart from the terrible human and social cost of cycling fatalities and serious injuries, there is a financial cost to the country and to society. According to the Department for Transport’s own report, the total value of preventing reported road accidents in 2010 was estimated to be £15 billion. Let me put that in context. The entire transport budget for 2010-11 was just over £12 billion, and The Times manifesto calling for 2% of the Highways Agency’s budget to go towards cycle routes would amount to around £80 million. The average value of preventing every reported road accident was almost £1.8 million for a fatality, over £200,000 for a serious accident and over £20,000 for a slight accident.

One clear way of cutting down on the human, social and financial cost of cycling accidents, particularly those involving children, is through wearing cycle helmets. I am pleased that all hon. Members who have contributed to this debate so far agree. The time has come for the Government to consider very seriously the case for introducing the mandatory wearing of cycle helmets for children. I know that this is a controversial issue, and the right hon. Member for Exeter (Mr Bradshaw) shakes his head, so I presume that he does not agree.

The hon. Member for Dumfries and Galloway (Mr Brown) said that a private Member’s Bill in 2004 did not make progress, but it was supported by a wide range of organisations including the Royal College of Nursing, the Royal College of Paediatrics and Child Health, the safety charity Brake, the Child Accident Prevention Trust, the Child Brain Injury Trust, and the brain injury association Headway. Last year, the British Medical Association welcomed a Bill in the Northern Ireland Assembly to make wearing helmets compulsory, but unfortunately it did not make progress. The World Health Organisation has also stated that laws mandating helmet use can be effective in reducing road traffic accident injuries.

Many countries in Europe have laws on wearing cycle helmets, and we would not be the first to introduce such a law. In Europe, it is mandatory in Finland, where all cyclists are required to wear cycle helmets; in Spain, it is mandatory outside built-up areas; in the Czech Republic, it is mandatory for children under 16, in Iceland, for children under 15, in Sweden, for children under 15, and in 2010, it became mandatory in Austria for children under 10. Outside Europe, helmets are mandatory in Australia, New Zealand, 20 states of the USA and some Canadian provinces. We would not break new ground by at least considering the introduction of such a law.

Introducing a cycle helmet law will not suddenly solve the problem of road safety, and many hon. Members in previous debates have made that point. That is why I started this debate by talking about other measures that need to be introduced to make our roads safer. They include segregated and dedicated cycle paths and routes.

Returning to the point that my hon. Friend the Member for Wellingborough made, we can make our roads safer, but that may not reduce cycling injuries in children, because many of their injuries occur off road. The argument that we would drive people off the roads and discourage them from cycling does not hold water.

Wearing cycle helmets saves lives and reduces injuries, and even the most hardened opponents of cycle helmets acknowledge that. A key argument by anti-helmet campaigners is that making them compulsory will put people off cycling, will therefore not help in reducing carbon emissions and will discourage a healthier lifestyle. Some organisations have produced statistics showing that the mandatory wearing of helmets might save tens of lives, but that a reduction in the number people cycling would result in people perishing earlier than expected because of obesity. I am not sure that that is a serious contribution to the debate.

International evidence suggests that mandatory helmet wearing, particularly for children, does not result in a long-term drop in cycling. Some studies have concluded—one in Australia is often cited, but it was about 20 years ago—that introducing compulsory helmet wearing may result in a temporary decline, but that the medium to long-term effect is likely to be negligible. Other studies have concluded from experience in the States and elsewhere, particularly where laws were introduced only for child cyclists, that there has been no reduction in cycling following the introduction of such laws. International experience suggests that the wearing of helmets can be introduced successfully without resulting in a long-term decline in cycling.

Logically, a rule affecting only children should not discourage adult cyclists. The right hon. Member for Exeter has in previous debates made the point that the more people cycle on roads, the safer it will be. Children of five, six, seven, eight, nine or 10 are not part of a group that consistently cycles on roads, so introducing a cycle helmet law for them will not deter adults from cycling.

One thing that puts children off wearing cycle helmets, of course, is peer pressure, especially as they enter secondary school. It is not always considered cool to wear a helmet, but if we can change attitudes by introducing a law, so that it becomes the norm—almost second nature—to wear cycle helmets from a young age, that will stick with children in adolescence and adulthood. I have two young daughters; we go out cycling fairly often, and they were brought up wearing cycle helmets. I must admit that I do not always wear one, but when I cycle with my daughters, the peer pressure works the other way, and they absolutely insist that I wear a cycle helmet, too. If we can get children into a mindset whereby they think it is absolutely the norm to wear cycle helmets, we will see a change in attitudes, and they will wear cycle helmets into adolescence and adulthood. That change will mean that we see significantly fewer fatalities and injuries, not only on the roads, but off them.

The hon. Member for Huddersfield (Mr Sheerman), who has left his place, made a good point about wearing car seat belts. I was a teenager when the law was introduced, and wearing seat belts certainly was not the norm. I was not a particularly rebellious teenager, but I did not always follow the rules. However, after a few months, when everybody else is doing it, we do it too, and it absolutely becomes the norm. Thinking back, people will say, “Wasn’t it astonishing that people railed against the introduction of a law on seat belts?” If we get to the point where we can introduce a law making it compulsory for children to wear helmets, I hope we will look back after a few years and wonder what the fuss was all about.

The Department for Transport’s report concluded that wearing helmets is beneficial, especially for children. I am asking the Department to commission a definitive, independent report on the benefits and costs of introducing a law requiring children to wear a cycle helmet. In particular, I want it to look at whether such a law would deter cycling in the longer term and whether parents would support it. I am a parent; I cycle, and my children cycle. I am not part of any lobby or group. There are millions of people like me and my children, and they are the ones we should be listening to and whose views we should be getting, before we decide whether it is right to introduce such a law.

The Department could make a pretty easy start by introducing a few extra questions in the Sport England Active People survey. It could ask cyclists whether they regularly wear helmets or ask their children to wear helmets. It could ask them whether they would support a law making it mandatory for children to wear helmets.

The Horses (Protected Headgear for Young Riders) Act 1990 made it mandatory for young children riding a horse on the public highway to wear protective headgear. If such a law makes sense for young horse riders, surely it should make sense for children on bicycles. We are talking about a measure that will save lives, and prevent injuries and unnecessary cost. I look forward to the Minister’s response.

[Several hon. Members]

rose—