Statute Details
- Title: Highway (Revision) Code 2018
- Act Code: RTA1961-1217-2018
- Type: Subsidiary Legislation (SL)
- Authorising Act: Road Traffic Act (Chapter 276)
- Enacting authority (as stated): Minister for Home Affairs
- Enacting formula / power: Issued in exercise of powers conferred by section 112 of the Road Traffic Act
- Commencement: 5 May 2018
- Legislative instrument: SL 1217/2018
- Status (as provided): Current version as at 27 Mar 2026
- Key amendments (from the extract): Inserts new bicycle-crossing rules; revises Part III heading; updates bicycle riding conduct; replaces roadworthiness provisions; adds new crossing rules for pedal cyclists and power-assisted bicycle riders; adds a motor-vehicle parking restriction on bicycle lanes; revises “Keep left” guidance
What Is This Legislation About?
The Highway (Revision) Code 2018 is a Singapore subsidiary legislative instrument that revises the Highway Code. In practical terms, it updates the rules and safety guidance that apply to road users—especially pedal cyclists and power-assisted bicycle (PAB) riders—by amending the “principal Code” (the Highway Code (R 11)). The Code is designed to promote safer and more predictable road behaviour through clear, operational instructions.
Although the Highway Code is often described as “guidance”, the fact that it is issued under statutory authority (section 112 of the Road Traffic Act) means it forms part of the regulated framework for road conduct. For practitioners, the key point is that the Code’s provisions can be relevant to enforcement, investigations, and court assessments of whether a road user acted reasonably and in accordance with expected safety practices.
This revision focuses on several high-impact areas: (i) how cyclists should cross roads (including choices between bicycle crossings and pedestrian crossings), (ii) safe riding practices and roadworthiness checks, (iii) how cyclists should behave around bus stops and turning vehicles, (iv) restrictions on motor vehicles using bicycle lanes, and (v) updated “keep left” expectations for drivers.
What Are the Key Provisions?
1. Bicycle crossing vs pedestrian crossing (new paragraph 20A; new paragraphs 44A–44C). The Code introduces a clear default rule where there is a choice of crossing facilities. Under paragraph 20A, if there is a choice between using a bicycle crossing or a pedestrian crossing to cross a road, the rider must use the pedestrian crossing. This is a notable policy choice: it indicates that, in some contexts, pedestrian crossings may be treated as the safer or more controlled option for cyclists when both are available.
However, the revision also adds a separate set of provisions specifically under the heading “Pedal cyclists and power-assisted bicycle riders using crossings”. Under paragraph 44A, if there is a choice between using a bicycle crossing or a pedestrian crossing to cross a road, the rider must use the bicycle crossing. This creates a potential interpretive tension between paragraph 20A and paragraph 44A, which practitioners should reconcile by reference to the Code’s structure, the scope of the relevant sections, and how the principal Code allocates rules to different categories of road users and crossing contexts. In practice, counsel should treat the crossing provisions as requiring careful reading together, rather than assuming a single universal rule.
Paragraph 44B requires riders to stop and look for on-coming traffic at pedestrian crossings and cross only at walking speed. This is a concrete behavioural requirement: it limits speed and emphasises situational awareness. Paragraph 44C adds a courtesy-crossing rule: riders must slow down and give way to motor vehicles when approaching courtesy (informal) crossings and car park exits and entrances. The emphasis is on yielding and caution in semi-controlled environments.
2. Cycling lane discipline and riding position (amended paragraphs 29–31). The revision refines where cyclists should ride. Paragraph 29 is amended by changing the wording from “on a dual carriageway but do not ride on a footpath” to “of a roadway”. While the extract does not include the full original paragraph, the amendment suggests a shift in how the Code describes the relevant roadway context—likely to clarify that the rule is about riding on the roadway rather than being restricted by the dual carriageway framing.
Paragraph 30 is replaced to state that if a road has a bicycle lane, the cyclist must cycle on the bicycle lane and no other part of the road, except where the bicycle lane is blocked or obstructed, or when making a U-turn or right turn. This is a strong “stay in lane” rule with enumerated exceptions. It matters for liability analysis in collisions: if a cyclist leaves the bicycle lane without fitting an exception, the Code provides a basis to argue non-compliance with expected conduct.
Paragraph 31 is replaced with a single-file instruction: riders should ride in a single file when possible. This aims to reduce lateral uncertainty for motorists and other road users and to improve predictability at intersections and narrow road segments.
3. Safer speed and situational awareness (amended paragraphs 32–36, including new 35A–35B). The Code updates several behavioural rules. Paragraph 32 changes “held up” to “slow”, indicating a more general instruction about slowing down rather than being specifically “held up”.
Paragraphs 33–36 are replaced with a set of safety principles: maintain a safe distance from the rear of a motor vehicle (paragraph 33), maintain awareness of traffic (paragraph 34), and slow down and look out at road accesses, bends, junctions, and crossings, including when passing parked vehicles (paragraph 35). Importantly, paragraph 35 expressly warns about the risk of vehicle door opening and requires allowing a margin of safety when passing.
The revision adds targeted “do not” rules. Paragraph 35A prohibits squeezing between a bus at a bus stop and the bus stop kerb. This addresses a known hazard: a bus may move off, and passengers may alight or step into the cyclist’s path. Paragraph 35B prohibits staying close to the rear of a turning motor vehicle or squeezing between the turning vehicle and the road kerb. This targets a frequent collision scenario where cyclists are positioned in the “blind spot” of turning vehicles.
Paragraph 36 addresses steep hills and control: if the bicycle wobbles before reaching the top, the rider should get off and walk. It also instructs riders to keep cycling speed under control downhill because excessive speed prevents stopping in emergencies.
4. Roadworthiness and riding control (replaced paragraphs 38–40; deletion of 41–42). The revision replaces the bicycle roadworthiness section with more operational checks. Under paragraph 38, riders must check that the bicycle’s front and back lights, brakes, tyres, and chain are in safe working condition before setting off. It also requires checking the height of handlebars and seat, and provides a physical test: if the rider cannot touch the ground with a foot on either side, the seat is too high and the rider will not have full control in an emergency.
Paragraph 39 provides lighting and visibility requirements: switch on lights at night or when it is dark; front light must show white; rear must show red light or red reflector; lights/reflector should be visible from a reasonable distance; the rear mudguard should be white and kept clean to increase visibility from the rear. It also advises wearing light-coloured clothing at night.
Paragraph 40 requires both hands on the handlebars. When signalling, riders must do so ahead of time and return the hand to the handlebars before turning.
The revision deletes paragraph 41 (which, per extract, previously advised not holding an umbrella while riding in rainy weather) and deletes paragraph 42 entirely. For practitioners, this means that any reliance on the deleted umbrella-specific guidance should be reconsidered; however, the general “keep both hands on the handlebars” requirement in paragraph 40 would still address the underlying safety concern.
5. Motor-vehicle restriction on bicycle lanes (new paragraph 49A). A significant addition is paragraph 49A: riders must not be impeded by motor vehicles. It states: “Do not drive, stop or park your motor vehicle on a bicycle lane at all times.” This is an absolute prohibition in the Code’s wording. In practice, it supports enforcement and provides a clear standard for assessing whether a motorist’s conduct contributed to a cyclist’s risk.
6. Updated driver positioning: “Keep left” (amended paragraph 50). The Code revises the “Keep left” rule. Under the substituted paragraph 50, drivers must not “hog the middle of the road” and must keep well to the left and as near as practicable to the edge of the road (including on dual carriageways), unless: (a) intending to overtake; (b) intending to turn right; or (c) there is a bicycle lane, in which case the driver should keep to the left-most vehicle lane. This last exception is particularly relevant where bicycle lanes exist alongside vehicle lanes: it aims to reduce encroachment and improve separation between cyclists and motor traffic.
How Is This Legislation Structured?
The Highway (Revision) Code 2018 is structured as an amending instrument. It follows an enacting formula that lists the amendments to the principal Highway Code (R 11). The extract shows that the revision operates through: (i) inserting new paragraphs (e.g., 20A, 44A–44C, 49A), (ii) amending existing paragraphs (e.g., 29, 32, 41, 50), (iii) deleting and substituting paragraphs (e.g., 30–31, 33–36, 38–40), and (iv) deleting paragraphs (e.g., 42).
From a practitioner’s perspective, the most useful way to read the instrument is to treat it as a “redline map” of the principal Code. The revision also modifies headings—most notably changing Part III to “PEDAL CYCLISTS AND POWER‑ASSISTED BICYCLE RIDERS”. That heading change signals that the revised provisions are intended to be read as a coherent set of cyclist-specific rules.
Who Does This Legislation Apply To?
The Highway (Revision) Code 2018 applies to road users covered by the principal Highway Code, with particular emphasis on pedal cyclists and power-assisted bicycle riders. The provisions on bicycle lane use, safe riding practices, roadworthiness checks, and crossing behaviour are directed at cyclists and PAB riders.
It also applies to motor vehicle drivers through provisions that regulate driver behaviour in relation to bicycle lanes and road positioning. For example, paragraph 49A prohibits driving, stopping, or parking on bicycle lanes, and paragraph 50 provides driver positioning rules where bicycle lanes exist.
Why Is This Legislation Important?
This revision is important because it tightens and clarifies practical safety expectations for cyclists and motorists. Many of the amended provisions are “collision-relevant”: they address predictable risk points such as passing parked vehicles (door opening), riding near turning vehicles (blind spots), and squeezing between buses and kerbs. The Code’s specificity can be highly persuasive in post-incident analysis, even where the Code is not the sole legal basis for liability.
For enforcement and compliance, the addition of paragraph 49A provides a clear, categorical rule against motor vehicles using bicycle lanes. That clarity can assist investigators and prosecutors in demonstrating that a motorist’s conduct directly contravened an express standard.
For practitioners advising clients—whether cyclists, PAB riders, or motorists—the revision also highlights the need for careful reading of crossing-related provisions. The existence of both paragraph 20A and paragraph 44A (with opposite “choice” directions in the extract) means that legal advice should be grounded in the full principal Code context, including how the Code allocates rules by road user category and crossing type.
Related Legislation
- Road Traffic Act (Chapter 276)
- Highway Code (R 11) (principal Code amended by this instrument)
Source Documents
This article provides an overview of the Highway (Revision) Code 2018 for legal research and educational purposes. It does not constitute legal advice. Readers should consult the official text for authoritative provisions.