Q1) How many people are killed or injured on our roads?
Q2) How do the UK's casualty figures compare to the rest of Europe?
Q3) And how do they compare worldwide?
Q4) What are the fatality and casualty numbers by age and sex?
Q5) Are road casualties higher in deprived areas?
Q6) How many road fatalities are reported for each type of road user ?
Q7) How many personal injury road traffic collisions in Great Britain involve e-scooters?
Q8) On what types of roads do casualties occur?
Q10) Are rural roads dangerous and do more deaths occur on rural roads than on motorways?
Q11) Where can I learn about the road risk in my neighbourhood?
Q12) What are the major contributory factors to accidents?
Q13) What proportion of car occupant fatalities were not wearing a seatbelt in 2023?
Q15) How many casualties occurred when someone was driving whilst over the legal alcohol limit?
Q17) How many people driving a vehicle for work purposes are involved in road crashes?
Q18) Do young drivers have a high accident rate?
Q20) Would a Graduated Driving Licence for young drivers reduce accidents?
Q21) Do older drivers have a higher casualty rate compared to other drivers?
Q23) Does the RAC Foundation believe older drivers who 'run' red lights should escape prosecution?
Q24) Are more children killed on our roads in the summer as opposed to winter?
Q25) What areas in Great Britain have the highest proportion of child casualties?
Q26) Are there any plans to extend the date of a vehicle's first MOT from 3 to 4 years?
Q29) How is the safety of cars assessed?
Q30) What is Intelligent Speed Assistance?
Q32) Should I refresh my memory of the Highway Code?
Q33) What are the new rules that were introduced into the Highway Code in January 2022?
Q34) How can I stay safe if my car breaks down?
Q35) What is the eCall SOS button?
Q36) Should I drive when tired?
Q37) When driving, what should I do if I see or hear an emergency vehicle on a "blue light" journey?
Q38) How can I use level crossings safely?
Q39) How can I drive safely in wintry conditions?
Q1) How many people are killed or injured on our roads?
A1) In reported road collisions in Great Britain in 2023 there were an estimated:-
- 1,624 fatalities, a decline of 5 per cent compared to 2022
- 29,711 killed or seriously injured (KSI) casualties, little change compared to 2022
- 132,977 casualties of all severities, a decline of 2 per cent compared to 2022
Between 2022 and 2023, there was a small decline in reported road casualties in Great Britain with casualty numbers broadly following the trends observed before the COVID-19 pandemic. The number of fatalities in 2023 is the lowest recorded, outside of years affected by the COVID-19 pandemic, although fatality figures are relatively low and can fluctuate from year to year. Overall casualties have returned to the steady decline observed prior to the COVID-19 pandemic, though the number of killed or seriously injured casualties has fallen less, particularly since 2017.
Casualty counts are also impacted by traffic levels with casualty trends following a broadly similar pattern to motor traffic (in terms of billion vehicle miles) during periods of national COVID-19 lockdown. In 2023, there were 334 billion vehicle miles travelled, an increase of 2 per cent compared to 2022.
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: Reported road casualties Great Britain, annual report: 2023
Latest figures show that for reported road collisions in Great Britain in the year ending June 2024 there were an estimated:-
- 1,607 fatalities, a decline of 2 per cent compared to the year ending June 2023
- 29,540 killed or seriously injured (KSI) casualties, little change compared to the year ending June 2023
- 128,920 casualties of all severities, a decline of 4 per cent compared to the year ending June 2023
In the year ending June 2024:-
- 45 per cent of fatalities were car occupants
- 24 per cent were pedestrians
- 20 per cent were motorcyclists
- 5 per cent were pedal cyclists.
Of these 4 road user types, compared to the year ending June 2023 the biggest percentage change was for pedal cyclist fatalities, which showed a decline of 5 per cent.
Overall, in the year ending June 2024:-
- 75 per cent of fatalities and 61 per cent of casualties of all severities were male
- 4 per cent of fatalities and 10 per cent of casualties were aged 16 years old and under
- 24 per cent of fatalities and 28 per cent of casualties were aged 17 to 29 years old
- 22 per cent of fatalities and 8 per cent of casualties were aged 70 years old and over
Source: Reported road casualties in Great Britain, provisional estimates: year ending June 2024
Q2) How do the UK's casualty figures compare to the rest of Europe?
A2) The European Transport Safety Council’s Performance Index (PIN) programme enables comparisons of road safety progress between European countries to be made. The latest PIN report published by the European Transport Safety Council can be viewed here.
In absolute terms, comparing road deaths per million inhabitants, the UK had the third lowest figure in 2023 with 25 deaths per million inhabitants. Norway led the way with 20 deaths per million inhabitants, followed by Sweden with 22 deaths per million inhabitants.
Q3) And how do they compare worldwide?
A3) 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 2023 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.
Q4) What are the fatality and casualty numbers by age and sex?
A4) Overall, in 2023:-
- 75 per cent of fatalities and 61 per cent of casualties of all severities were male
- 5 per cent of fatalities and 10 per cent of casualties were aged 16 years old and under
- 23 per cent of fatalities and 29 per cent of casualties were aged 17 to 29 years old
- 22 per cent of fatalities and 8 per cent of casualties were aged 70 years old and over
Source: Reported road casualties Great Britain, annual report: 2023
Q5) Are road casualties higher in deprived areas?
A5) 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 and these patterns do not appear to have been greatly influenced by COVID-19, though the gap between the proportion of casualties in the most and least deprived areas has grown slightly.
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 2023
Q6) How many road fatalities are reported for each type of road user ?
A6) 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 2023, 45 per cent of fatalities were car occupants, 25 per cent were pedestrians, 19 per cent were motorcyclists and 5 per cent were pedal cyclists.
- The number of car occupant fatalities was 725, down by 8 per cent from 788 in 2022
- The number of pedestrian deaths was 405, up by 5 per cent from 385 in 2022
- The number of pedal cyclists killed was 87, down by 4 per cent from 91 in 2022
- The number of motorcycle users killed was 315, down by 10 per cent from 350 in 2022
- Other fatalities (such as bus and coach occupants, goods vehicles occupants and e-scooter riders) totalled 98
Source: Reported road casualties Great Britain, annual report: 2023
Q7) How many personal injury road traffic collisions in Great Britain involve e-scooters?
A7) Based on final data, in 2023:-
- there were 1,292 collisions involving e-scooters, compared to 1,411 in 2022
- of all collisions involving e-scooters, 284 included only one e-scooter with no other vehicles involved in the collision (single vehicle collision), compared to 347 in 2022
- there were 1,387 casualties in collisions involving e-scooters, compared to 1,502 in 2022
- of all casualties in collisions involving e-scooters, 1,117 were e-scooter users, compared to 1,154 in 2022
- there were 6 killed in collisions involving e-scooters (6 of whom were e-scooter riders) compared to 12 in 2022
- our best estimate, after adjusting for changes in reporting by police, is that there were 416 seriously injured and 965 slightly injured in collisions involving e-scooters, this compares to 441 and 1,049 respectively in 2022
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 2023
Q8) On what types of roads do casualties occur?
A8) In 2023, the majority of all casualties occurred on built-up urban roads. 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.
Although motorways account for 21 per cent of road traffic, they account for a much smaller proportion of road fatalities (5 per cent) and casualties (4 per cent). (The number of people killed on motorways in 2023 was 84, 16 per cent lower than the 100 killed in 2022). By contrast, rural road fatalities (60 per cent) are over represented compared to the proportion of rural road traffic (44 per cent). Similarly, urban roads account for a much higher proportion of road casualties (63 per cent) than their relative traffic level (35 per cent).
Source: Reported road casualties Great Britain, annual report: 2023
Q9) Which are the most dangerous roads in the country and how can the risk on these roads be reduced?
A9) 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 2024 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.
Q10) Are rural roads dangerous and do more deaths occur on rural roads than on motorways?
A10) Yes. 60 per cent of all fatalities occurred on rural roads in 2023.
Nearly three people die each day on average on rural roads and the number of people killed on country roads was more than 11 times higher than on motorways in 2023.
Rural roads are dangerous for all road users. Many rural roads are narrow, with blind bends and brows and limited safe places to pass. They often do not have pavements yet are frequently used by some of the most vulnerable road users such as people riding or walking. Traffic can often include vehicles travelling at a wide variety of speeds, including slow-moving farm vehicles. There may also be animals, spillages or tree branches in the carriageway.
Advice on driving safely on rural roads can be viewed here.
Source: Reported road casualties Great Britain, annual report: 2023
Q11) Where can I learn about the road risk in my neighbourhood?
A11) The Crashmap website logs the location and date of incidents reported to the police.
Q12) What are the major contributory factors to accidents?
A12) Road collisions occur for a wide range of reasons, including those related to road user behaviour and the roads and vehicles involved. A single collision can be the result of several different factors, so reliably attributing the cause of collisions is difficult.
STATS19 data provides some insight into why and how road collisions occur. When police officers attend the scene of a collision, they can select up to 6 contributory factors (CFs) they believe contributed to the collision (for vehicles and casualties involved). The most recent STATS19 review recommended that these contributory factors (CFs) be replaced with a new system of road safety factors (RSFs). These are designed to focus on recording factors related to areas where action can be taken to improve road safety, and to reduce the list of potential factors, with a new set of codes.
A small amount of data for 2023 has been collected directly as RSFs while the majority has been collected using the CFs. In order to begin analysing trends using the new system contributory factor data has been converted to road safety factors. The various tables can be viewed here.
For fatal collisions in 2023 where RSFs have been assigned, the 3 main reasons were speed, behaviour or inexperience and distraction or impairment.
Source: Reported road casualties Great Britain, annual report: 2023
In addition, road safety factor data has been used to explore the factors contributing to fatal collisions in the fatal 4 factsheet.
Q13) What proportion of car occupant fatalities were not wearing a seatbelt in 2023?
A13) In 2023 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 (6pm to 8am).
Source: Reported road casualties Great Britain, annual report: 2023
Q14) What percentage of drivers admit to driving when they thought that they might have been over the drink drive limit ?
A14) 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 2024, of the respondents that had driven in the last 12 months, 5 per cent reported that they had driven whilst thought to be over the alcohol limit at least once.
Of those, 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. 5 per cent is the equal lowest figure since records began to be collated in 2010.
Source: Crime Survey for England and Wales: self-reported driver behaviour, year ending March 2024
Q15) How many casualties occurred when someone was driving whilst over the legal alcohol limit?
A15) Statistics, especially relating to the number of fatalities, are subject to considerable uncertainty but estimates for 2022 show that between 290 and 320 people were killed in collisions in Great Britain where at least one driver was over the drink-drive limit, with a central estimate of 300 deaths. This represents about 18 per cent of all deaths in reported road collisions in 2022.
The central estimate of fatalities for 2022 is the highest level since 2009, and an increase compared to the previous year. However, it is important to note that the number of reported drink-drive collisions and casualties involved in them is likely to have been impacted by the COVID-19 pandemic and the national restrictions implemented during periods of 2020 and 2021 which led to a reduction in traffic and collisions and may also have impacted on driver behaviour. Between 2021 and 2022, there was an increase in the overall number of collisions reported with numbers broadly showing a return to levels seen before the COVID-19 pandemic.
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 2022, the rate was 18 per cent.
The central estimate of the number of killed or seriously injured drink-drive casualties in 2022 is 1,920, an increase of 3 per cent on 2021. This figure is higher than 2020 but lower than 2019. 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.
Overall, an estimated 6,800 people were killed or injured when at least one driver was over the drink-drive limit. This represents an increase of 1 per cent from 6,740 in 2021 and is the third lowest figure recorded since 1979.
It is estimated that around 5 per cent of all casualties in reported road collisions in 2022 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, with a broadly stable trend from around 2006 to now.
There were an estimated 280 fatal drink-drive collisions in 2022, the highest level since 2009.
The total number of drink-drive collisions of all severities represents a decline of 1 per cent from 2021 to 2022 to 4,620. This means that around 4 per cent of all reported road traffic collisions in 2022 involved at least one driver or rider over the legal alcohol limit.
Source: Reported road casualties in Great Britain, involving illegal alcohol levels: 2022
Q16) What percentage of drivers admit to driving when they thought that they might have been under the influence of illegal drugs?
A16) 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 2024, 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. 0.4 per cent is the lowest figure on record although figures at this level have been reported on a number of occasions in recent years.
Source: Crime Survey for England and Wales: self-reported driver behaviour, year ending March 2024
Q17) How many people driving a vehicle for work purposes are involved in road crashes?
A17) 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. Research has highlighted that in Great Britain about 1 in 3 road deaths, 1 in 5 seriously injured casualties and 1 in 4 casualties of all severities are sustained when someone is driving for work
The guidance from the Health and Safety Executive on driving and riding safely at work can be viewed here.
Q18) Do young drivers have a high accident rate?
A18) Yes. Overall, in 2023, around a fifth of all killed or seriously injured casualties from collisions involving cars were in collisions which involved a young car driver. (Younger drivers are defined as someone aged between 17 and 24 years old).
Young male car drivers aged 17 to 24 are 4 times as likely to be killed or seriously injured compared with all car drivers aged 25 or over.
Younger car drivers also account for a relatively large proportion of fatalities in both car driver casualties and casualties in collisions involving cars. In 2023, 18 per cent of all car driver fatalities were younger car drivers and 23 per cent of fatalities from collisions involving a car driver were from a collision involving at least one younger car driver.
Full details, including time of day of collisions and the types of road the collisions take place on, can be viewed in the following factsheet.
Source: Reported road casualties Great Britain: younger driver factsheet 2023
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.
Q19) Which areas have the highest young car driver casualties compared to the proportion of all car driver casualties?
A19) In previous research, the Department for Transport identified the highest relative rates (based on total young 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
Q20) Would a Graduated Driving Licence for young drivers reduce accidents?
A20) Yes. 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 and many countries have adopted GDL in various forms to help protect new young drivers, their passengers and other road users they encounter.
The RAC Foundation view is that GDL could be applied in Great Britain in a way that would positively support safe mobility for young drivers. However, the absence of a clear proposal for the form GDL could sensibly take in Great Britain, recognising our existing rules, such as the age at which individuals can legally obtain a full car driving licence, risks causing confusion and fuelling concerns about highly restrictive options
We have therefore drafted a note setting out a firm proposal which, whilst not set in stone, should help focus debate and start to crystallise opinion around a practical and proportionate form of GDL for this country.
We are proposing to help younger drivers build up the experience they need that, in addition to passing a theory and practical driving test, 17 to 19 year olds (i.e. only the youngest drivers) seeking to obtain their full car driving licences should be required to undergo a minimum 6-month learning period before being eligible to take a practical test and should not be entitled to carry any passengers 25 or under unless accompanied by an older adult (e.g. aged 35 or older) for the first 6 months after passing the practical test (or until the date of their 20th birthday, whichever is sooner).
We are also proposing an exemption for a young parent carrying their own child/children (or dependants) to take account of the fact that young parents may need to travel with their children. Nor would the proposals apply to people qualifying for the enhanced rate of the mobility component of Personal Independence Payment (PIP), to members of the armed forces and potentially to others driving in the course of their in-work duties
Q21) Do older drivers have a higher casualty rate compared to other drivers?
A21) Yes. Overall, in 2023, around a quarter of all car drivers killed were older drivers, with 11 per cent of all casualties in car collisions being in collisions involving older drivers (defined as 70 or over).
There is also an increased casualty rate for those aged over 70 years old, particularly for those aged over 80 years old, when car driver casualties per billion miles driven are compared.
An overview and key statistics on older car drivers involved in road collisions in Great Britain, as reported by the police, including the main trends and characteristics of collisions can be viewed in the following factsheet.
Source: Reported road casualties in Great Britain: older driver factsheet, 2023
Q22) Why do older drivers have collisions? And how do these contributory factors compare to all car drivers?
A22) Table 8 contained in the Department for Transport’s factsheet on older drivers shows the 10 most common contributory factors that have been allocated to older car drivers that were involved in fatal or serious collisions (between 2019 and 2023). This is displayed as a proportion of all vehicles driven by older car drivers. These proportions are contrasted to the equivalent figures for vehicles driven by other aged car drivers.
“Failed to look properly” was the most common contributory factor assigned to both older car drivers and other car drivers. Where older car drivers differ is that second most common factor was “driver or rider failed to judge other person`s path or speed.” For other car drivers this contributory factor is ranked third.
“Driver illness or disability, mental or physical” corresponds to 11 per cent of contributory factors allocated to older car drivers but only 2 per cent for all drivers.
Source: Reported road casualties in Great Britain: older driver factsheet, 2023
Q23) Does the RAC Foundation believe older drivers who 'run' red lights should escape prosecution?
A23) 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.
Q24) Are more children killed on our roads in the summer as opposed to winter?
A24) 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
Q25) What areas in Great Britain have the highest proportion of child casualties?
A25) 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
Q26) Are there any plans to extend the date of a vehicle's first MOT from 3 to 4 years?
A26) No. The Department for Transport had consulted 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 government has announced that it does not intend to proceed in changing the date of a vehicle’s first MOT. This will remain at 3 years from registration and annually thereafter.
However, in order to ensure MOTs remain fit for the future, the government will further investigate a more effective test for diesel particulate emissions, whether further improvements could be made to the MOT for electric vehicles and the transfer of some larger zero-emissions vans to more standard, car-style MOT testing.
Q27) What percentage of Class 3 & 4 vehicles (cars, vans and passenger vehicles with up to 12 seats) failed their initial MoT test in 2023/24?
A27) In 2023/24, 28.58 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.
The RAC Foundation’s analysis of the Government’s MOT database can be viewed here.
Q28) 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 2023/24?
A28) In 2023/24, 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 (25.1 per cent of defects), suspension (19.5 per cent of defects) and brakes (16.4 per cent of defects).
Q29) How is the safety of cars assessed?
A29) 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.
Q30) What is Intelligent Speed Assistance?
A30) 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 will be mandatory for all newly registered vehicles in the EU to have ISA.
Q31) Does the October clock change lead to an increase in road crashes per day in Great Britain in which someone is hurt?
A31) Work by the RAC Foundation 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.
Q32) Should I refresh my memory of the Highway Code?
A32) 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’.
Q33) What are the new rules that were introduced into the Highway Code in January 2022?
A33) New rules about the new ‘hierarchy of road users’ have been introduced. 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.
Q34) How can I stay safe if my car breaks down?
A34) 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. However, 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:
- 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.
National Highways advice on what to do in an emergency on a motorway can be viewed here.
If you don’t have breakdown cover already, now might be the time to consider it.
Q35) What is the eCall SOS button?
A35) Since April 2018, most cars and vans have been fitted with an emergency call system, known as eCall. 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.
Q36) Should I drive when tired?
A36) 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.
Q37) When driving, what should I do if I see or hear an emergency vehicle on a "blue light" journey?
A37) 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.
Q38) How can I use level crossings safely?
A38) 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.
Q39) How can I drive safely in wintry conditions?
A39) 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.