Q1) How is the government intending to reduce deaths and serious injuries on Britain’s roads?
Q2) How many people are killed or injured on our roads?
Q3) How do the UK's casualty figures compare to the rest of Europe?
Q4) And how do they compare worldwide?
Q5) What are the fatality and casualty numbers by age and sex?
Q6) Are road casualties higher in deprived areas?
Q7) How many road fatalities are reported for each type of road user ?
Q8) How many personal injury road traffic collisions in Great Britain involve e-scooters?
Q9) On what types of roads do casualties occur?
Q12) Where can I learn about the road risk in my neighbourhood?
Q13) What are the Road Safety Factors that lead to road collisions?
Q14) What proportion of car occupant fatalities were not wearing a seatbelt in 2025?
Q16) How many casualties occurred when someone was driving whilst over the legal alcohol limit?
Q19) How many people driving a vehicle for work purposes are killed or injured in road collisions?
Q20) Do young drivers have a high accident rate compared to other age groups?
Q22) Would a Graduated Driving Licence for young drivers reduce accidents?
Q23) How can parents help new drivers pass their test and develop safer driving behaviours?
Q24) Do older drivers have a higher casualty rate compared to other drivers?
Q26) Does the RAC Foundation believe older drivers who 'run' red lights should escape prosecution?
Q27) How many children are killed or seriously injured on roads in Great Britain?
Q28) Are more children killed on our roads in the summer as opposed to winter?
Q29) What areas in Great Britain have the highest proportion of child casualties?
Q30) Are there any plans to extend the date of a vehicle's first MOT from 3 to 4 years?
Q33) How is the safety of cars assessed?
Q34) What is Intelligent Speed Assistance?
Q36) Should I refresh my memory of the Highway Code?
Q37) What are the new rules that were introduced into the Highway Code in January 2022?
Q38) How can I stay safe if my car breaks down?
Q39) What is the eCall SOS button?
Q40) How many emergency calls made from cars and vans by the eCall safety system are false alarms?
Q42) How can I avoid glare from on-coming headlights?
Q43) Should I drive when tired?
Q44) When driving, what should I do if I see or hear an emergency vehicle on a "blue light" journey?
Q45) How can I use level crossings safely?
Q46) How can I drive safely in wintry conditions?
Q1) How is the government intending to reduce deaths and serious injuries on Britain’s roads?
A1) In January 2026, the government announced its new road safety strategy, The strategy sets out an ambitious plan to reduce deaths and serious injuries on Britain’s roads by 65 per cent by 2035 (using a 2022-2024 baseline), with an even more stretching target of 70 per cent for children under 16 (using a 2022-2024 baseline).
The main measures proposed in the strategy include:-
- Consulting on lowering the drink drive limit in England and Wales which has remained unchanged since 1967 and is currently the highest in Europe
- Consulting on the use of preventative technology, such as alcohol interlock devices and new powers to suspend driving licences for those suspected of drink or drug driving offences
- Consulting on introducing a 3 or 6-month minimum learning period, giving learner drivers more time to develop their skills in varied conditions, such as night driving, adverse weather and heavy traffic
- Consulting on mandatory eyesight testing for those over 70, while options for cognitive testing will also be developed to protect all road users
- New measures to target the growing problem of illegal number plates, including ‘ghost’ plates designed to fool camera systems, while also cracking down on uninsured drivers and vehicles without a valid MOT.
Full details of all the proposals can be seen in the road safety strategy document.
Alongside the strategy, 5 consultations were also launched on:-
- motoring offences
- introducing a minimum learning period for learner drivers (category B driving licence)
- introducing mandatory eyesight testing for older drivers
- improving moped and motorcycle training, testing and licensing (categories AM, A1, A2 and A driving licence)
- mandating vehicle safety technologies in GB type approval
All consultations closed on 31 March 2026.
Q2) How many people are killed or injured on our roads?
A2) Reported road casualty statistics for Great Britain in 2025 show a mixed picture. Reported fatalities continued to fall and remained below pre-pandemic levels (the number of fatalities in 2025 is the lowest recorded outside of years affected by the COVID-19 pandemic), while the number of people killed or seriously injured (KSI) increased slightly. Casualties of all severities were broadly unchanged compared with 2024. Long-term trends remain positive, with substantial reductions in fatalities, KSIs and overall casualties compared with the mid-2000s.
Final figures show that in reported road collisions in Great Britain in 2025 there were:-
- 1,538 fatalities, a decline of 4 per cent from 1,602 fatalities in 2024.
- 29,918 KSI casualties, an increase of 4 per cent from 28,876 in 2024.
- 127,883 casualties of all severities, little change compared to 128,272 in 2024.
It should be noted that there is no obligation for people to report all personal injury collisions to the police. Whilst comparisons of road collision reports with death registrations show that very few, if any, road collision fatalities are not reported to the police, it has long been known that non-fatal (and particularly slight) casualties are under-reported to the police as hospital, survey and compensation claims data all indicate a higher number of casualties than those recorded in police collision data. These figures, therefore, do not represent the full range of all collisions or casualties in Great Britain.
Source: RRCGB 2025: Introduction and main findings
Q3) How do the UK's casualty figures compare to the rest of Europe?
A3) The European Transport Safety Council’s Performance Index (PIN) programme enables comparisons of road safety progress between European countries to be made. The 2025 PIN report, together with background tables, can be viewed here.
In absolute terms, comparing road deaths per million inhabitants, Great Britain remains one of the safest countries in Europe for road safety. In 2025, the UK had the equal third lowest figure with 23 deaths per million inhabitants. Norway and Sweden led the way with each having 19 deaths per million inhabitants. They were followed by the United Kingdom and Denmark who each had 23 deaths per million inhabitants.
Q4) And how do they compare worldwide?
A4) Information about worldwide comparisons can be seen in the International Traffic Safety Data and Analysis Group (IRTAD) report for worldwide countries.
A copy of their 2025 report can be viewed here.
Department for Transport table RAS0404 also compares figures for Great Britain and the United Kingdom with others in Europe and, where data is available, the rest of the world.
Q5) What are the fatality and casualty numbers by age and sex?
A5) In 2025, males accounted for the majority of casualties across all severities, making up 77 per cent of fatalities, 68 per cent of killed or seriously injured (KSI) and 61 per cent of casualties overall; people aged 17 to 49 accounted for the largest share of KSI casualties, representing over half of all KSIs in 2025; and older people were more likely to be killed or seriously injured after becoming a casualty in a road collision. In 2025, people aged 70 and over had the highest proportion of overall casualties that were classified as KSI.
- 77 per cent of fatalities and 61 per cent of casualties of all severities were male
- 4 per cent of fatalities and 11 per cent of casualties were aged 16 years old and under
- 23 per cent of fatalities and 28 per cent of casualties were aged 17 to 29 years old
- 24 per cent of fatalities and 8 per cent of casualties were aged 70 years old and over
Source: RRCGB 2025: Casualty demographics
Q6) Are road casualties higher in deprived areas?
A6) Yes, for England as a whole:-
- a higher proportion of road casualties live in areas of high deprivation than low deprivation, as measured by the Index of Multiple Deprivation (IMD)
- the last 5 years show broadly similar patterns
- the relationship between casualties and deprivation varies by road user group and age group, with a greater disparity between most and least deprived deciles for younger pedestrians and pedal cyclists in particular
Source: Reported road casualties Great Britain: Casualties and deprivation 2025
Q7) How many road fatalities are reported for each type of road user ?
A7) Historically, and still currently, car occupants account for the greatest number of casualties and fatalities each year. However, this is unsurprising because cars make up about 80 per cent of the traffic on British roads.
However, casualty numbers by road user group are not proportionate to the total distance that the user group travels. The vulnerable user groups (usually defined as pedestrians, pedal cyclists and motorcyclists) have much higher casualty rates per mile travelled in comparison to other road user groups. In 2025, the fatality rate per billion vehicle miles was around 50 times higher for motorcyclists compared to cars
Final figures show that in reported road collisions in Great Britain in 2025, 41 per cent of fatalities were car occupants, 25 per cent were motorcyclists, 24 per cent were pedestrians and 5 per cent were pedal cyclists.
- The number of car occupant fatalities was 629, down by 9 per cent compared with 2024
- The number of pedestrian deaths was 364, down 11 per cent compared with 2024
- The number of pedal cyclists killed was 79, down by 4 per cent compared with 2024
- The number of motorcycle users killed was 386, up by 14 per cent compared 2024
- Other fatalities (such as bus and coach occupants, goods vehicles occupants and e-scooter riders) totalled 80
Source: RRCGB 2025: Road user type
Q8) How many personal injury road traffic collisions in Great Britain involve e-scooters?
A8) Based on final data, in 2025:-
- there were 1,377 collisions involving e-scooters, compared to 1,312 in 2024
- of all collisions involving e-scooters, 384 included only one e-scooter with no other vehicles involved in the collision (single vehicle collision), compared to 306 in 2024
- there were 1,477 casualties in collisions involving e-scooters, compared to 1,390 in 2024
- of all casualties in collisions involving e-scooters, 1,162 were e-scooter users, compared to 1,096 in 2024
- there were 10 people killed in collisions involving e-scooters (10 of whom were e-scooter riders) compared to 6 in 2024
- our best estimate, after adjusting for changes in reporting by police, is that there were 484 seriously injured and 983 slightly injured casualties in collisions involving e-scooters, this compares to 428 and 956 respectively in 2024
It should be noted that a considerable percentage of non-fatal casualties are not reported to the police. Non-fatal casualties for e-scooter users are amongst the most likely to be under-reported in road casualty data since they have no obligation to inform the police of collisions. This should be borne in mind when analysing and interpreting the data.
Source: Reported road casualties Great Britain: e-scooter factsheet 2025
Q9) On what types of roads do casualties occur?
A9) In 2025, the majority of all casualties occurred on roads in urban areas. However, the majority of fatalities occurred on rural roads. The reason for this is that rural roads have higher average speeds which often result in more serious collisions that are more likely to have a casualty that is killed.
Motorways were the safest roads per mile travelled in 2025 – accounting for only 6 per cent of fatalities despite carrying 21 per cent of traffic. By contrast, fatalities on roads in rural areas (60 per cent) are over represented compared to the proportion of traffic on roads in rural areas (45 per cent). Similarly, roads in urban areas account for a much higher proportion of road casualties (62 per cent) than their relative traffic level (34 per cent).
Single carriageway roads accounted for the majority of casualties – 77 per cent of fatalities, 78 per cent of KSIs and 73 per cent of all casualties in 2025. Excluding motorways, most casualties occurred on 30 mph roads, while the largest number of fatalities occurred on 60 mph roads. Around half of all casualties resulted from collisions occurring at or within 20 metres of a junction. Most pedestrian casualties occurred more than 50 metres from a pedestrian crossing facility.
Source: RRCGB 2025: Road type and environment
Q10) Which are the most dangerous roads in the country and how can the risk on these roads be reduced?
A10) The International Road Assessment Programme is an association of motoring organisations, national and regional road authorities and experts that aims to reduce death and serious injuries on Europe’s roads and make those that do occur survivable. It does this by assessing roads to show how well the road would protect life in the event of an accident.
The GB Crash Risk Mapping Report 2025 can be downloaded here. The report also contains a map showing the statistical risk of death or serious injury occurring on Britain’s motorways and A roads – calculated by comparing the frequency of death and serious injury on every stretch of road with how much traffic each road is carrying.
In addition, a report for the RAC Foundation – Driven by information revisited – has highlighted how data collected from connected vehicles can be used to help identify dangerous stretches of road before anyone is killed or seriously injured on them. (Connected vehicles are ones which can “generate, transmit and receive/process data.”)
Trials are already being run where connected vehicles generate data about extreme driving manoeuvres – such as harsh braking – accurately geolocated to particular points on the road network. This allows highway engineers the potential to look at those locations where there are early indications of emergency manoeuvres and identify the cause. Crucially, resources could then be targeted on maintaining the road or changing its layout before a serious crash occurs.
Further details can be viewed here.
Q11) Are rural roads dangerous and how can we cut the number of people killed or seriously injured on them?
A11) Yes. 60 per cent of all fatalities occurred on rural roads in 2025.
Just under three people die each day on average on rural roads and the number of people killed on country roads was about 11 times higher than on motorways in 2025.
However, the RAC Foundation believes a much better understanding of what exactly a rural road is could help cut the number of people killed and seriously injured on them each year.
Government statistics – derived from police crash reports – show that of the 1,558 road deaths in Britain in 2021, 981 (63 per cent) of them were listed as occurring on rural roads, that is outside of a town or city. However, 649 of these deaths (66 per cent of 981) took place not on the twisting country lanes we might imagine as the typical rural route but on motorways (86 deaths) and A roads (563 deaths). By breaking down rural roads into several subcategories, this will enable crashes to be better understood and money better spent to reduce crashes and mitigate their effects when they do occur. That is a conclusion of the Rural road segmentation research study carried out for the RAC Foundation.
Further details can be viewed here.
Q12) Where can I learn about the road risk in my neighbourhood?
A12) The Crashmap website logs the location and date of incidents reported to the police.
Q13) What are the Road Safety Factors that lead to road collisions?
A13) Road safety factors (RSFs) (previously referred to as contributory factors) provide some insight into why and how road collisions occur, based on information recorded by police officers typically at the scene or within a short time of the collision.
Behaviour or inexperience factors were the most commonly recorded Road Safety Factors (RSFs). In 2025, 74 per cent of collisions with at least one RSF assigned were assigned a factor from this section, which was the most common for both fatal and non-fatal collisions.
The pattern of factors recorded in fatal collisions differed from that seen in collisions overall. Speed-related and distraction or impairment factors were more often assigned in fatal collisions, with 52 per cent of fatal collisions being assigned a speed RSF compared to 34 per cent of all collisions and 44 per cent of fatal collisions being assigned a distraction or impairment RSF compared to 29 per cent of all collisions
Ineffective observation by a driver, rider or pedestrian remained the most commonly assigned individual factor. In 2025, this factor was assigned to 50 per cent of fatal or serious collisions (FSCs), more than twice the proportion of the next most commonly assigned factor.
Speed-related factors featured prominently in the most severe collisions. Three speed-related factors — travelling too fast for conditions, exceeding the speed limit, and being aggressive, dangerous or reckless — were all among the most commonly assigned factors in fatal collisions.
RSFs highlight that collisions often result from multiple contributing circumstances. Most collisions with factors recorded were assigned more than one RSF, reflecting the combination of behaviours, conditions and circumstances that can contribute to road collisions.
Source: RRCGB 2025: Road safety factors
Q14) What proportion of car occupant fatalities were not wearing a seatbelt in 2025?
A14) In 2025, around a quarter of all car occupant fatalities were not wearing seatbelts but this proportion was higher for male car occupant fatalities and occupants travelling in the evening and night (8pm to 6am).
Source: RRCGB 2025: Risk behaviours and circumstances
Q15) What percentage of drivers admit to driving when they thought that they might have been over the drink drive limit ?
A15) The levels of drivers who have reported that they have driven whilst over the alcohol limit are drawn from questions asked in the ONS Crime Survey for England and Wales.
In the year ending March 2025, of the respondents that had driven in the last 12 months, 5.5 per cent reported that they had driven whilst thought to be over the alcohol limit at least once.
Of those, approximately half reported that they did so once or twice in the last 12 months.
The proportion of drivers who reported they have driven at least once when they thought that they may be over the alcohol limit shows some fluctuation, peaking at 7.6 per cent in the years ending March 2016 and March 2017. The proportion then decreased and has been broadly stable since the year ending March 2020.
Source: Crime Survey for England and Wales: self-reported driver behaviour, year ending March 2025
Q16) How many casualties occurred when someone was driving whilst over the legal alcohol limit?
A16) Statistics, especially relating to the number of fatalities, are subject to considerable uncertainty and there is no obligation for people to report all personal injury collisions to the police. However, estimates show that in reported road collisions in Great Britain in 2024 involving a driver or rider who was over the legal alcohol limit, there were between 190 and 250 fatalities, with a central estimate of 220 fatalities, a decline of 16 per cent from 2023.
The prevalence of drink-driving in road deaths has fallen over time. In 1979, 26 per cent of road deaths occurred in collisions where at least one driver or rider was over the drink-drive limit. This had fallen to 15 per cent by 1989. Since then, the percentage of road deaths that are drink-drive related has varied between 12 per cent and 18 per cent. In 2024, the proportion was 14 per cent.
The central estimate of the number of killed or seriously injured (KSI) drink-drive casualties in 2024 was 1,740, a decline of 6 per cent from 2023. The overall trend is fairly flat for the last 10 years, other than the years affected by the COVID-19 pandemic where there was a drop in the number of people killed or seriously injured for both drink-drive and all reported road collisions.
The central estimate of the number of drink-drive casualties of all severities in 2024 is around 6,350, little change from about 6,310 in 2023. Whilst the number of drink-drive casualties of all severities has decreased compared to 10 years ago, the number of casualties has seen little change over the last 5 years.
It is estimated that around 5 per cent of all casualties in reported road collisions in 2024 were involved in collisions in which at least one driver or rider was over the drink-drive limit. In 1979, 9 per cent of road casualties occurred in collisions in which at least one driver or rider was over the drink-drive limit. This fell to 5 per cent by 1992 and has mainly varied around 5 per cent since then, which suggests that the reductions in drink-drive collisions over the past decade reflect overall reductions in road casualties.
In 1979, around 8 per cent of reported road collisions were drink-drive related. This fell to about 5 per cent by 1990 and has generally been around 5 per cent since then. In this regard, it is important to note that the number of overall road traffic collisions has fallen 60 per cent from 1979 to 2024. However, drink-drive collisions have fallen further and are down 78 per cent since 1979. It is therefore likely that some drink-drive initiatives have been effective in reducing the number of drink-drive collisions.
Source: Reported road casualties in Great Britain, drink-drive collisions: 2024
Q17) What percentage of drivers admit to driving when they thought that they might have been under the influence of illegal drugs?
A17) The levels of drivers who have reported that they have driven whilst under the influence of illegal drugs are drawn from questions asked in the ONS Crime Survey for England and Wales.
In the year ending March 2025, of all drivers, 0.4 per cent reported that they have driven whilst thought to be affected or under the influence of illegal drugs. Of those, around half reported that they did so once or twice in the last 12 months.
The percentage of all drivers who reported to have driven when they thought that they may be under the influence of illegal drugs at least once has fallen from 2.3 per cent in the year ending September 2010 to 0.4 per cent in the year ending March 2024, though this percentage has been broadly constant over the years from year ending March 2016.
Source: Crime Survey for England and Wales: self-reported driver behaviour, year ending March 2025
Q18) How many fatalities occurred in collisions where one or more of the deceased drivers were over the drug-drive limit for illegal drugs?
A18) In Great Britain in 2024, the estimated number of fatalities in collisions where one or more of the deceased drivers were over the drug-drive limit for illegal drugs was 120, a 24 per cent decrease on the previous year
Most deceased drivers who were over the drug-drive limit were more than twice over the limit. Illegal drugs were more likely to be found in drivers aged between 20 and 39 and of the drugs detected in deceased drivers, cocaine and cannabis (and their metabolites) were the most often recorded.
It should be noted that data on drivers over the drug-drive limits are only available where a driver or rider was killed in a road collision on a public highway and a toxicology report was produced. These figures therefore do not represent the full range of all collisions or casualties involving drivers over the drug-drive limit in Great Britain.
Source: Drugs in reported road fatalities in Great Britain, data to 2024
Q19) How many people driving a vehicle for work purposes are killed or injured in road collisions?
A19) There is a high level of risk associated with occupational driving and it is widely accepted that for most workers, driving is one of the riskiest activities undertaken as part of work.
The Department for Transport has analysed road collisions recorded in STATS19 where at least one driver was driving for work. This analysis provides estimates of the scale and impact of work-related road collisions in Great Britain, applying assumptions to address some – though not all – of the limitations of the STATS19 journey purpose category.
The figures below are likely to be underestimates but they nonetheless highlight the substantial proportion of road casualties involving working drivers, both among workers themselves and members of the public. However, the findings must be interpreted with caution due to limitations in the underlying data, particularly the high proportion of unknown journey purposes and the assumptions required to reclassify vehicle use.
The research estimates that in 2025:-
- 445 people were killed in collisions involving a working driver – accounting for 29 per cent of all road fatalities
- there were 1,703 killed or seriously injured (KSI) casualties travelling as part of work (drivers, riders and passengers)
- the percentage of KSI casualties in work-related collisions was 22 per cent, broadly consistent with recent years
- 4,757 non-working casualties were killed or seriously injured in collisions involving a working driver or rider, including 1,183 KSI pedestrian casualties who were hit by working drivers or riders
The research also estimates that in 2025, there were 22,871 reported collisions involving at least one driver or rider travelling for work. This represents 23 per cent of all police-reported collisions that year, a proportion that has remained relatively stable since 2015.
Source: Reported road casualties Great Britain: estimates involving driving for work
Q20) Do young drivers have a high accident rate compared to other age groups?
A20) Yes. Overall, in 2025, 19 per cent of all car driver fatalities were younger drivers, down from 30 per cent in 2004. However, younger drivers are still over represented in 2025 as they hold only 6.3 per cent of driving licences. (Younger drivers are defined as someone aged between 17 and 24 years old).
Around a fifth of all killed or seriously injured (KSI) casualties were from collisions involving a younger driver in 2025.
Younger male drivers also had the highest KSI casualty counts of all age groups, although this partly reflects the population size of each age group.
The key statistics on younger car drivers involved in police-reported road collisions in Great Britain, highlighting the main trends and characteristics of these collisions, can be viewed in the following factsheet.
Source: Reported road casualties in Great Britain: younger and older drivers factsheet, 2025
The Transport Committee has also inquired into the higher proportional rates of young and novice drivers in the casualty statistics. A copy of their report, and the government response, may be viewed here.
Q21) Which areas have the highest younger car driver casualties compared to the proportion of all car driver casualties?
A21) In previous research, the Department for Transport identified the highest relative rates (based on total younger car driver casualties per million population as a proportion of all car driver casualties per million population) were in 1) Harborough 2) Shetland Islands 3) West Dorset 4) Teignbridge and 5) Moray.
The highest rates occur in rural areas. Rural roads will most likely have higher average speeds than urban roads. Rural roads are often more sinuous and narrow in nature, with blind bends, dips and other distractions.
Source: Department for Transport: Young Car Drivers Road Safety Factsheet
Q22) Would a Graduated Driving Licence for young drivers reduce accidents?
A22) The RAC Foundation believes that Graduated Driver Licensing (GDL) can help limit young drivers’ exposure to risk until they have gained experience and would ease them more safely than is currently the case into the world of motoring beyond passing their practical driving test. (GDL schemes typically place temporary restrictions on newly qualified young drivers in the first few months after they pass their tests. GDL can comprise a menu of options, not a single, fixed proposition).
The RAC Foundation’s suggestions for what a GDL might look like can be viewed here.
Many countries have adopted GDL in various forms to help protect new young drivers, their passengers and other road users they encounter. Northern Ireland introduced Graduated Driver Licensing (GDL) on 1 October 2026. The scheme will target new drivers (primarily aged 17-23) with a mandatory 6-month learning period, 24-month “R” plate restriction and night-time passenger restrictions to reduce road fatalities.
In January 2026, as part of its road safety strategy, the government announced that it would be consulting on introducing a three or six month minimum learning period for learner drivers. This consultation included consulting on introducing a minimum amount of time to be spent learning and a minimum number of learning hours, a mandated learning syllabus and how this learning can be conducted. A minimum learning period would give learners more time to develop their skills and gain experience in varied conditions, such as driving at night, in adverse weather, and in heavy traffic.
A separate consultation on a lower blood alcohol limit for novice drivers is also being undertaken.
Q23) How can parents help new drivers pass their test and develop safer driving behaviours?
A23) In the light of research that found international evidence demonstrating that parental involvement is a “central, modifiable influence on young driver safety,” leading experts in the motoring industry – including road safety charity IAM RoadSmart, behavioural scientist Dr Elizabeth Box, the RAC Foundation and the motoring organisation the RAC – have collaborated to produce downloadable resources designed to support young drivers throughout the learning process and beyond.
The resources focus on the key role parents and guardians can play in supporting safer driving behaviours during supervised practice and the transition to independent driving. They include:
- Parental Guidance: Practical guidance for supervised practice as well as best practice hints and tips to help parents and guardians support learning, encourage safer habits and become more effective driving coaches.
- Practice to Pass Scorecards: Qualified instructor informed checklists designed to help learners build well-rounded driving skills across different driving environments while reinforcing positive driving behaviours.
- Parent-Teen Agreement: A framework to help families set clear, co-operative expectations around vehicle access and safer independent driving from the outset. The agreement also encourages conversations around higher-risk situations, such as night-time driving and carrying peer-age passengers.
These resources are designed to supplement Approved Driving Instructor (ADI) paid training and support safer driving behaviours beyond the practical test where new drivers are often at high risk of being involved in a collision. Parents and guardians are encouraged to work closely with ADIs during the learning process.
Full details can be viewed here.
Q24) Do older drivers have a higher casualty rate compared to other drivers?
A24) Yes. Overall, in 2025, 27 per cent of all car drivers killed were older drivers (defined as 70 or over). 14 per cent of all killed or seriously injured casualties were from collisions involving an older driver
The key statistics on older car drivers involved in police-reported road collisions in Great Britain, highlighting the main trends and characteristics of these collisions, can be viewed in the following factsheet.
Source: Reported road casualties in Great Britain: younger and older drivers factsheet, 2025
Q25) Why do older drivers have collisions? And how do these Road Safety Factors compare to all car drivers?
A25) The most common Road Safety Factors (RSFs) assigned in fatal or serious collisions to the car drivers by age group, for 2024 to 2025, are detailed in the younger and older car drivers factsheet.
Ineffective observation was the most frequently assigned RSF in every age group. It was assigned to 42 per cent of older drivers, 30 per cent of other car drivers aged 25 to 69 and 31 per cent of younger car drivers. poor turns or manoeuvres were also common across all age groups, particularly among older drivers, at 22 per cent.
However, illness or disability showed the clearest difference in prevalence for older drivers. It was assigned to 16 per cent of older drivers, compared with 3 per cent of drivers aged 25 to 69 and 1 per cent of younger drivers.
Source: Reported road casualties in Great Britain: younger and older drivers factsheet, 2025
Q26) Does the RAC Foundation believe older drivers who 'run' red lights should escape prosecution?
A26) No. In some news stories about the publication in November 2021 of a report by the Older Driver Task Force it was implied that older drivers who run red lights should escape prosecution and attend a fitness to drive assessment instead. The RAC Foundation was associated with this story because it sat on the steering board of the Task Force and also offered a comment on the report.
What the report actually recommended was that older drivers who commit a careless driving offence be assessed for competency. The Crown Prosecution Service lists driving through a red light by mistake as one such offence. The RAC Foundation can see a case for this sort of behaviour resulting in a driving assessment – similar in fashion to a speed awareness course which millions of drivers in the UK have attended over the years – however the Foundation certainly does not advocate such an outcome for anyone who wilfully drives through a red light.
Q27) How many children are killed or seriously injured on roads in Great Britain?
A27) Overall, in 2025 2,432 children (defined as someone aged between 0 and 15) were killed or seriously injured (KSI) on roads in Great Britain. 8 per cent of all KSI casualties were children, while 3 per cent of fatalities were children.
In the 5 years between 2021 and 2025:-
- 68 per cent of child KSI casualties were male, similar to the proportion among casualties aged 16 and over
- pedestrians accounted for 55 per cent of child KSI casualties
- 46 per cent of weekday child KSI casualties occurred between 3pm and 5:59pm, with 12 per cent occurring between 8am and 8:59am
- child KSI casualties from the most deprived communities were almost 6 times higher than the least deprived communities
- around three quarters of collisions involving a child KSI casualty occurred on roads in urban areas, compared to 55 per cent of casualties aged 19 and over on urban roads.
- for children aged 6 to 11, KSI casualties were most concentrated close to schools, with 70 per cent occurring within 500 metres of an age-appropriate school (including those at weekends and in holidays)
Between 2024 and 2025, over half of fatal or serious collisions involving a child pedestrian casualty had the road safety factor ‘pedestrian careless or in a hurry’ attributed to an injured pedestrian.
Source: Reported road casualties Great Britain: child casualty factsheet, 2025
Q28) Are more children killed on our roads in the summer as opposed to winter?
A28) Contrary to what many people might think, higher numbers of children die on the roads on longer, warmer summer days as opposed to the shorter, colder days of winter.
Historical data shows that the monthly total of child road casualties rises to a peak in July when (based on a five-year average) 57 per cent more children aged 15 are killed or hurt compared to December which has the lowest monthly average.The summer peak in total child casualty numbers is likely to be down to children’s increased exposure to risk with the better weather and longer days meaning more young people playing outside with their friends; and cycling and walking to and from school.
Source: Child Road Safety in Great Britain: 2010-2014
Q29) What areas in Great Britain have the highest proportion of child casualties?
A29) The area in Great Britain with the highest proportion of child casualties (2010-14 average) is Blackpool. This is followed by Hyndburn and Blackburn with Darwen.
Source: Average Annual Child Casualties per 10,000 Resident Children, 2010-2014, by Local Authority
Q30) Are there any plans to extend the date of a vehicle's first MOT from 3 to 4 years?
A30) No. The Department for Transport consulted in 2023 about amending the date of the first MOT for cars, vans and motorcycles from 3 to 4 years, as well as areas that could be considered for reform in the future. However, given the significant concerns about road safety that were raised, and that any potential savings made by motorists would be limited by the additional cost of potential defects not identified at the MOT, the previous government announced that it did not intend to proceed in changing the date of a vehicle’s first MOT. This therefore remains at 3 years from registration and annually thereafter.
Q31) What percentage of Class 3 & 4 vehicles (cars, vans and passenger vehicles with up to 12 seats) failed their initial MOT test in 2025/26?
A31) In 2025/26, 27.51 per cent of Class 3 & 4 vehicles (cars, vans and passenger vehicles with up to 12 seats) failed their initial MOT test.
MOT testing data for Great Britain can be viewed here.
Q32) What were the 3 main defects for Class 3 & 4 vehicles (cars, vans and passenger vehicles with up to 12 seats) failing their initial MOT tests in 2025/26?
A32) In 2025/26, the 3 main defects for Class 3 & 4 vehicles (cars, vans and passenger vehicles with up to 12 seats) failing their initial MOT were lamps, reflectors and electrical equipment defects (24.89 per cent of defects), suspension (20.49 per cent of defects) and brakes (15.18 per cent of defects).
Q33) How is the safety of cars assessed?
A33) The European New Car Assessment Programme (Euro NCAP) provides consumers with an independent assessment of the safety level of the most popular cars sold in Europe. Euro NCAP was established in 1997 and is comprised of seven European governments as well as motoring and consumer organisations in every European country.
Euro NCAP has created a five-star safety rating system. The safety rating is determined from a series of vehicle tests, designed and carried out by Euro NCAP. These tests represent, in a simplified way, important real-life accident scenarios that could result in injured or killed car occupants or other road users.
The number of stars reflects how well the car performs in Euro NCAP tests, but it is also influenced by what safety equipment the vehicle manufacturer is offering in each market. So a high number of stars shows not only that the test result was good, but also that safety equipment on the tested model is readily available to all consumers in Europe. The star rating goes beyond the legal requirements and not all new vehicles need to undergo Euro NCAP tests. A car that just meets the minimum legal demands would not be eligible for any stars. This also means that a car which is rated poorly is not necessarily unsafe, but it is not as safe as its competitors that were rated better.
Full details can be found on the Euro NCAP website.
Q34) What is Intelligent Speed Assistance?
A34) Intelligent Speed Assistance (ISA) is a system that compares the local speed limit to the vehicle speed. The system can then (i) advise the driver when the vehicle is found to be exceeding the speed limit with an audible and/or visual warning (advisory ISA); (ii) control maximum speed through an overridable system where the driver can choose to override the speed limiting function and regain full manual control until a new speed limit is encountered and/or the road speed drops beneath the current speed limit at which time ISA regains control (overridable ISA) and; (iii) control maximum speed through a mandatory speed limiting function that the driver cannot override (mandatory ISA).
A European Transport Safety Council briefing on ISA can be viewed here.
From July 2022, ISA has been required to be fitted in new models/types of vehicles introduced on the market in the EU and several other countries. From July 2024 it has been mandatory for all newly registered vehicles in the EU to have ISA.
Q35) Does the October clock change lead to an increase in road crashes per day in Great Britain in which someone is hurt?
A35) Work by the RAC Foundation in 2018 shows that past experience suggests that the October clock change will lead to an increase of some 20 more road crashes per day in Great Britain in which someone is hurt.
Analysis of police data from the past six years shows that in the two weeks after the Autumn clock change there were an average of 278 more personal injury collisions than in the two weeks before the clock change. Three quarters of the extra collisions occur in the afternoons, which will be darker because of the clocks going back one hour.
However, the work also suggests that worsening weather at this time of year could also be a significant factor.
The number of collisions where someone is hurt and the weather is reported to have been ‘adverse’ is seen to rise by a similar proportion to the overall increase in personal injury collisions, though police will not necessarily have recorded poor weather itself as a contributory factor.
The study also shows that after the clocks go forward earlier in the year there is actually a significant fall in personal injury crashes in the morning – down, on average, by 221 in the following two weeks – even though they will be darker because of the change.
Q36) Should I refresh my memory of the Highway Code?
A36) Yes. Knowing and applying the rules contained in The Highway Code could significantly reduce road casualties. Cutting the number of deaths and injuries that occur on our roads every day is a responsibility we all share. The Highway Code can help us discharge that responsibility.
Many of the rules in the Code are legal requirements, and if you disobey these rules you are committing a criminal offence. You may be fined, given penalty points on your licence or be disqualified from driving. In the most serious cases you may be sent to prison. Such rules are identified by the use of the words ‘MUST/MUST NOT’.
Although failure to comply with the other rules of the Code will not, in itself, cause a person to be prosecuted, The Highway Code may be used in evidence in any court proceedings under the Traffic Acts (see ‘The road user and the law’) to establish liability. This includes rules which use advisory wording such as ‘should/should not’ or ‘do/do not’.
Q37) What are the new rules that were introduced into the Highway Code in January 2022?
A37) New rules about the new ‘hierarchy of road users’ were introduced in 2022. The hierarchy places those road users most at risk in the event of a collision at the top of the hierarchy. It does not remove the need for everyone to behave responsibly.
The new rules can be viewed here.
Q38) How can I stay safe if my car breaks down?
A38) Most breakdowns are avoidable and simple vehicle checks before setting out can help you have a safer journey and significantly reduce the risk of breakdowns.
National Highways advice on what to do in an emergency on a motorway can be viewed here and information on its “Go left” safety campaign here.
If your vehicle does breakdown you should:-
- move your vehicle off the road to a safe place if possible
- turn on your hazard warning lights to alert other motorists that you have stopped. If visibility is poor, for example if it’s foggy or dark, you should put your sidelights on too
- help other road users see you by wearing light-coloured or fluorescent clothing in daylight and reflective clothing at night or in poor visibility
- if possible, get out of the car. Staying inside a vehicle when there is fast-moving traffic passing close by is extremely dangerous. Never leave the vehicle via the driver’s door but instead leave the vehicle by the left-hand door and ensure your passengers do the same
- put a warning triangle on the road at least 45 metres (147 feet) behind your broken-down vehicle on the same side of the road, or use other permitted warning devices if you have them. NEVER use a warning triangle on motorways
- stand well away from the traffic. Ideally, you should stand as far away from your vehicle and the oncoming traffic as possible. If you can, get behind the safety barrier
- call for assistance
Breaking down on a motorway
If your vehicle has a problem, or you get into trouble on a motorway, stay calm and try to exit at the next junction or motorway service area. If that’s not possible:
If your vehicle has a problem on a motorway with no hard shoulder:
- move into the left hand lane and put your hazard lights on
- leave at the next junction or service area if you can
- follow the orange SOS signs to an emergency area and call for help using the free telephone. This will tell National highways your location
If you can’t get off the motorway or to an emergency area:
- move your vehicle as close as possible to the left-hand verge, boundary or slip road
- if you feel you can get out safely with any occupants, consider exiting your vehicle via the left-hand door, and wait behind the safety barrier if there is one and it is safe to do so. Keep clear of your vehicle and moving traffic at all times
- call 999 immediately or press your eCall SOS button if your vehicle has one
If your car stops unexpectedly in any lane and it is not safe to get out:
- stay in your vehicle
- keep your seatbelts and hazard lights on and call 999 immediately or press your eCall SOS button if your vehicle has one
- The Highways Agency will close the lane and send help
If there is a hard shoulder on a motorway, you can use it to stop in an emergency only. If you can, get behind the safety barrier and away from your vehicle and moving traffic. Use the free SOS phone or call Highways England on 0300 123 5000 for help.
Do not put out a warning triangle in any circumstances.
If you don’t have breakdown cover already, now might be the time to consider it.
Q39) What is the eCall SOS button?
A39) Since April 2018, most cars and vans have been fitted with an emergency call system, known as eCall. It is estimated that nearly a third of cars and vans in the country already have the technology installed. This built-in safety feature is automatically activated in the event of an incident when the airbags are deployed. It can also be manually activated by the driver or passenger by pressing a button – this button is known as eCall SOS.
The eCall SOS button can be found in the ceiling console by the internal rear-view mirror, behind a pop-out hatch or on the centre console. (Please refer to your vehicle manual, your car manufacturer or authorised dealership.)
Some vehicles also have a breakdown call button. This button is also known as ‘bCall’ and connects you to the National Highways breakdown service.
When eCall is activated, the system transmits your vehicle location whilst contacting a 999 operator. The 999 operator will automatically receive your vehicle details including your location and direction of travel. Through your vehicle’s speaker system, they will then ask for further information to establish the nature of the emergency. The emergency services can then, if necessary, alert National Highways so they can close motorway lanes and send other help as required, such as a traffic officer.
If you have stopped in a live traffic lane and require emergency services, use eCall. If you have broken down and can leave your vehicle safely, do not use the emergency call system or press the eCall button. (eCall must only be used in an emergency requiring the police, fire service or an ambulance.) Instead, press your bCall button or use your phone to call for breakdown recovery or roadside assistance.
If the emergency call system fails to work when you press the eCall SOS button, use your phone to call 999 for help.
Full details of the eCall SOS safety feature may be found here.
Q40) How many emergency calls made from cars and vans by the eCall safety system are false alarms?
A40) New research suggests two thirds of the emergency calls made from cars and vans by the eCall safety system are false alarms
Statistics for 2024 indicate that more than 85 per cent of eCall alerts made in that year were triggered manually. Of those about three quarters of them proved to be false alarms. For automatic activations in the same year, around a third were considered to be false alarms. This means approximately two thirds of all calls in 2024 were false alarms.
The figures are revealed in a report – Spoiler Alert: Is the eCall emergency alerting system fulfilling its road safety promise? – by Dr Nick Reed, of Reed Mobility, for the RAC Foundation.
The author says that common causes of manual false alarms include “button misuse, poor interface design, system faults and demonstration presses at dealerships.”
Even where calls are genuine the report concludes that not enough information is systematically reaching the emergency services, including the vehicle characteristics contained in the standardised set of data that is sent to the emergency call handling centre whether eCall is activated manually or automatically.
The report also warns that even if the false alarms can be reduced and the data is used more effectively, the owners of up to four million cars and vans fitted with early versions of eCall could find themselves with systems that don’t work because they rely on 2G and 3G mobile phone networks which are progressively being turned off.
Full details can be viewed here.
A41) Headlight glare describes when the main lights fitted to a vehicle dazzle other road users, a phenomenon that is most likely to be experienced at night. This can lead to discomfort or temporary loss of vision. The RAC’s advice on headlight glare and everything you need to know about it can be viewed here.
A new study by TRL has found that nearly all drivers in the UK said they thought headlights were too bright and that they have been dazzled by oncoming vehicles. The TRL study, commissioned by the Department for Transport, found 97 per cent of people surveyed found they were regularly or sometimes distracted by oncoming vehicles and 96 per cent thought most or some headlights were too bright.
Q42) How can I avoid glare from on-coming headlights?
A42) The advice given by the RAC to reduce the effects of headlight glare at night is:-
- Keep your windscreen clean and smudge-free to reduce the impact of glare
- If you wear glasses, ensure they’re clean and smudge-free too
- Stay up to date with sight tests with your local optometrist to ensure your glasses help you see as well as possible when driving and your eyes are healthy.
- When presented with bright oncoming headlights, keep your eyes open and briefly look to the curb or side of the road until you can see clearly again. This will keep you safe and help minimise the discomfort of glare.
- Finally, be considerate when driving and dip your headlights when required. If you have automatically dimming headlamps, remember they don’t always pick up oncoming cars, cyclists and pedestrians, so know how to dip them manually.
In addition, adjust your rear view mirror at night to reduce the effect of bright headlights behind you. Newer cars have self-dimming mirrors that can also help, although you may notice you still experience unavoidable glare through your wing mirrors.
If you are dazzled while driving it’s important to safely slow down, or even stop your vehicle until your vision improves.
Q43) Should I drive when tired?
A43) No. Research suggests that almost 20 per cent of accidents on major roads are sleep-related. Such accidents are also more likely to result in a fatality or serious injury.
Studies have shown that drivers do not fall asleep without warning. Drivers who fall asleep at the wheel have often tried to fight off drowsiness by opening a window or by turning up the radio. This does not work for long.
The Highway Code (Rule 91) gives the following advice:-
Driving when you are tired greatly increases your risk of collision. To minimise this risk:-
- make sure you are fit to drive. Do not begin a journey if you are tired. Get a good night’s sleep before embarking on a long journey
- avoid undertaking long journeys between midnight and 6 am, when natural alertness is at a minimum
- plan your journey to take sufficient breaks. A minimum break of at least 15 minutes after every two hours of driving is recommended
- if you feel at all sleepy, stop in a safe place. Do not stop in an emergency area or on a hard shoulder of a motorway.
The most effective ways to counter sleepiness are to drink, for example, two cups of caffeinated coffee and to take a short nap (at least 15 minutes). Remember, however, that the only cure for sleepiness is proper sleep. A caffeine drink or a nap is a short-term solution that will only allow you to keep driving for a short time.
Q44) When driving, what should I do if I see or hear an emergency vehicle on a "blue light" journey?
A44) Do not panic should you hear a siren or see blue lights coming.
Some simple advice on what you should do if you come across a blue light vehicle en route to an emergency is contained in a short video – “Blue Light Aware” – that has been produced on behalf of the emergency services. The video can be viewed here.
As well as the main video, there are also 10 short animations covering situations where drivers can get confused, from smart motorways to dealing with emergency vehicles at red traffic lights.
Q45) How can I use level crossings safely?
A45) The advice given by Network Rail is:-
- Be prepared to stop at the crossing
- Understand the warnings (lights, barriers, alarms)
- If the warnings activate, stop – unless it is unsafe to do so
- Remain stationary until all the warnings stop
- Check that your exit is clear before driving across
Full details of how to use a level crossing safely can be viewed in this leaflet.
Q46) How can I drive safely in wintry conditions?
A46) The RAC has a lot of helpful advice on its website about preparing for wintry conditions and how to drive safely in those conditions.
The advice can be viewed here.