A1) A total of 1,748 people were killed in reported road traffic accidents in Great Britain in 2019, a similar number to the 1,784 deaths reported in 2018. This figure is also similar to the level of fatalities seen since 2012, which followed a period of substantial reduction in fatalities from 2006 to 2010.
The trend in the number of fatalities has been broadly flat since 2010. Previously, and particularly between 2006 and 2010, the general trend was for fatalities to fall. Since that point, most of the year on year changes are either explained by one-of causes (for instance, the snow in 2010) or natural variation. The evidence points towards Britain being in a period when the fatality numbers are stable and most of the changes relate to random variation.
In 2019, there were also 25,975 seriously injured casualties in reported road traffic accidents. This figure is as reported to the police and is not comparable to earlier years as from 2016 onwards, figures on the severity of injury have been affected by a large number of police forces changing their reporting systems. This has had a large impact on the number of serious injuries recorded in 2016 (24,101), 2017 (24,831), 2018 (25,511) and 2019 (25,975) compared with 2015 (22,144).
There were also 125,592 slightly injured casualties in reported road traffic accidents reported to the police.
In total, there were 153,315 casualties of all severities in reported road traffic accidents in 2019. This is 5 per cent lower than in 2018 and is the lowest level since 1979 when this statistical series with current definitions and detail began. However, this figure should be interpreted with caution for two reasons. Firstly, it has long been known that non-fatal (and particularly slight) casualties are under-reported to the police and therefore this figure is likely to be an underestimate of the total. Secondly, the introduction of online self-reporting by the Metropolitan Police Service at the end of 2016 and a few other forces in 2018 may have affected the number of non-fatal (and particularly slight) casualties reported in these forces and therefore impact the total for Great Britain.
It should be stressed that there is no obligation for people to report all personal injury accidents to the police (although there is an obligation under certain conditions, as outlined in the Road Traffic Act). These figures, therefore, do not represent the full range of all accidents or casualties in Great Britain.
A2) There were 39 child deaths in 2019, a decrease from 48 in 2018.
Child fatalities have fluctuated between 39 and 69 during 2010 to 2019 with no clear trend. Overall child casualties decreased by 5 per cent between 2018 and 2019 to 13,584 casualties in 2019 which is the lowest year on record. As has been the case historically, child fatalities are mainly pedestrian (18 fatalities in 2019), pedal cyclists (10 fatalities in 2019) and car passenger (8 fatalities in 2019). These are the forms of transport most commonly used by children.
A3) The number of young people aged 17 to 24 killed in reported road traffic accidents in 2019 was 244, a decrease compared with 279 fatalities in 2018. This follows a general year-on-year downward trend.
There were also 27,004 young casualties of all severities, down 6 per cent from 2018. There were fewer young fatalities who were car drivers in 2019 (99 fatalities in 2018 compared with 88 fatalities in 2019) and as car passengers (67 fatalities in 2018 compared with 54 fatalities in 2019). There were no young pedal cyclist fatalities in 2019 compared with 7 in 2018. There were also fewer young fatalities as pedestrians in 2019 (47 fatalities in 2018 compared with 38 fatalities in 2019).
A4) The number of fatalities aged 60 and over in reported road accidents increased by 8 per cent from 588 in 2018 to 637 in 2019. This increase in fatalities may partly be due to more older fatalities as car drivers, with 207 in 2019 compared to 180 in 2018, and car passengers, with 98 in 2019 compared to 79 in 2018.
The number of killed or seriously injured casualties aged 60 and over in reported road accidents (using the adjusted severity series) decreased by 2 per cent from 6,003 in 2018 to 5,884 in 2019. There were also 21,391 older casualties of all severities in 2019, a decrease of 5 per cent compared to 2018 (22,483).
A5) 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 deaths per million inhabitants, the UK came fourth with Ireland in 2019, with both countries having 29 deaths per million inhabitants. This figure was bettered by only Norway (20 deaths per million inhabitants) and Switzerland and Sweden (both having 22 deaths per million inhabitants).
International road accidents tables, produced by the Department for Transport can also be viewed here.
A6) Historically, and still currently, car occupants account for the greatest number of casualties and fatalities each year (58 per cent of total casualties and 43 per cent of total fatalities in 2018). 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 2019, car occupants accounted for 43 per cent of road deaths, pedestrians 26 per cent, pedal cyclists 6 per cent and motorcyclists 19 per cent.
- The number of car occupant fatalities was 743, down by 4 per cent from 777 in 2018.
- The number of pedestrian deaths was 462, up 1 per cent from 456 in 2018;
- The number of pedal cyclists killed was 98, slightly lower than the 99 killed in 2018;
- The number of motorcycle users killed was 335, down 5 per cent from 354 in 2018;
- Other fatalities (such as bus and coach occupants and goods vehicles occupants) totalled 110, up 12 per cent from the previous year.
A7) In 2018, the majority of casualties (63 per cent) occurred on built-up roads. However, the majority of fatalities (58 per cent) 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 carry around 21 per cent of traffic, they only accounted for 6 per cent of fatalities in 2018. However, the number of people killed on motorways in 2018 rose by 8 per cent to 107.
A8) The European 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 British EuroRAP 2019 results, showing how safe you are on British roads, can be seen here. The report identifies that road users are almost 40 times as likely to be involved in a fatal or serious crash on roads identified as high risk than on low risk roads. 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.
The road at the top of this year’s list of high risk roads is the A5004 in Derbyshire.
Guidelines drawn up by the Road Safety Foundation, supported by the RAC Foundation and the Department for Transport, advise road authorities on how to manage road crash risk on busy regional roads. The document provides a step-by-step guide on how to use Risk Mapping and Star Rating to identify high-risk roads and then develop treatment plans that will reduce their risk.
A9) Yes. 60 per cent of all fatalities occur on country roads
Three people die each day on average on country roads and the number of people killed on country roads was more than 10 times higher than on motorways in 2017. 10,729 people were killed or seriously injured in accidents reported to the police on country roads in 2017.
Advice on driving safely on country roads can be viewed here.
A10) The Crashmap website logs the location and date of incidents reported to the police.
A11) Failed to look properly was the most frequently reported contributory factor and was reported in 40 per cent of all accidents reported to the police in 2018. For fatal accidents, the most frequently reported contributory factor was again failed to look properly. This was reported in 26 per cent of fatal accidents.
For accidents where a pedestrian was injured or killed, pedestrian failed to look properly was reported in 49 per cent of accidents and pedestrian careless, reckless or in a hurry was reported in 16 per cent of accidents.
Exceeding the speed limit was reported as a factor in 6 per cent of all accidents, but these accidents involved 12 per cent of fatalities. At least one of exceeding the speed limit and travelling too fast for the conditions was reported in 12 per cent of all accidents and these accidents accounted for 21 per cent of all fatalities.
63 per cent of fatalities in reported road accidents had driver or rider error or reaction (which includes failing to look properly, loss of control and poor turn or manoeuvre) reported as a contributory factor leading to the accident.
A12) The total value of prevention of reported road accidents in 2018 was estimated to be around £16bn. This sum encompasses all aspects of the valuation of casualties, including the human costs which reflect pain, grief and suffering; the direct economic costs of lost output and the medical costs associated with road accident injuries. The figure also includes an estimate of the cost of damage only accidents.
Additionally, it is also estimated that the total value of prevention of unreported casualties is around £19bn a year. This gives a total estimate for all reported and unreported accidents of around £36bn per year.
A13) 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 2017/18, 6.6 per cent of drivers admitted to have driven when they thought they may have been over the legal alcohol limit at least once in the previous 12 months.
In the previous 7 years, figures ranged from 5.9 per cent to 7.6 per cent.
A14) The final central estimate of the number of fatalities in accidents with at least one driver over the alcohol limit for 2018 is 240. This represents about 13 per cent of all deaths in reported road accidents in 2018. The central estimate for 2018 is lower than the final figure for 2017, but the decrease is not considered statistically significant.
The central estimate of the number of drink-drive casualties of all severities in 2018 is 8,680, an increase of 1 per cent on 2017. However, this is still 4 per cent lower than the number in 2016. It is estimated that around 5 per cent of all casualties (160,597) in reported road accidents in 2018 were involved in accidents in which at least one driver or rider was over the drink-drive limit.
There were an estimated 210 fatal drink-drive accidents in 2018. This is a decrease from 220 in 2017 and the lowest level since 2015, but the reduction from 2017 is not considered statistically significant.
The total number of drink-drive accidents of all severities rose by just over 3 per cent from 5,700 in 2017 to 5,890 in 2018. However, this is still 3 per cent below the level seen in 2016. This means that around 5 per cent of all reported road traffic accidents in 2018 involved at least one driver/rider over the legal alcohol limit.
A15) 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 2018/19, 0.5 per cent of drivers admitted to have driven when they thought they may have been under the influence of illegal drugs at least once in the previous 12 months.
This figure has remained broadly unchanged since 2012/13.
A16) According to the HSE “Driving at work: Managing work-related road safety leaflet“, more than a quarter of all road traffic incidents may involve somebody who is driving as part of their work at the time. Indeed, for the majority of people, the most dangerous thing they do whilst at work is drive on the public highway
Analysis by the RAC Foundation of previously unpublished data from the annual Labour Force Survey carried out by the Office for National Statistics shows that in 2011 an estimated 73,000 people were seriously or slightly hurt in accidents while travelling on company business (excluding commuting). This is 36 per cent of the total number of 202,000 people recorded injured (but not killed) in all road accidents for that year. Of those hurt whilst driving in the course of their employment, more than a third (36 per cent) are subsequently off work for more than a week.
A17) Yes. Young car drivers (17 – 24 year olds) have a higher casualty rate given distance travelled compared to all car drivers. In 2016, the rate for young car drivers was more than three times higher in England than all car drivers.
In 2016, young drivers only accounted for about 7 per cent of all full driving licence holders in Great Britain. Yet in the same year, they were involved in crashes where 25 per cent of all those people killed and seriously injured were hurt. The number of fatal collisions involving at least one young car driver represented 24 per cent of all fatal collisions involving any car driver in 2016.
The RAC Foundation has also explored this matter. Its “Young driver licence holding and safety” fact sheet shows that whilst the number of young drivers involved in crashes in which people were killed or seriously hurt has fallen since 2016, 23 per cent of such accidents still involve young drivers.
It is worth noting that these casualties were not necessarily inflicted by a young driver, or directly related to the young driver personally in any way; they simply occurred as a result of a crash in which a young driver was involved.
The Transport Select Committee’s Inquiry into Young and Novice Drivers is currently scrutinising the Government’s actions to reduce the risks of young drivers being involved in a road traffic collision and is examining potential policy options to improve road safety.
A18) 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) are 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.
A19) The RAC Foundation believes that in order to reduce the risk exposure that young drivers face, the following proposals should be introduced:-
On learning to drive
- encourage or mandate an increased amount of on-road supervised experience whilst learning to drive;
- encourage or mandate learner drivers to practice in a variety of situations that they will experience on the road (such as driving in the dark, on motorways and in different weather conditions);
- accelerate the introduction of the new practical driving test, which the Driver and Vehicle Licensing Agency has been trialling, which is widely recognised as providing a more realistic assessment of real-world independent driving; and
- ensure, as part of the learning to drive process that, road safety education teaches young drivers how to develop self-regulatory plans to reduce driving risk – it is not enough to just teach the physical skills and capabilities needed for driving.
- encourage young drivers and their parents/guardians to be cautious about taking passengers and driving at night in the first six months after obtaining a full driving licence; and
- encourage the take up of telematics policies, that continue to provide feedback to the driver as their experience grows
A20) Among other possible requirements (like a minimum learner period and lower alcohol limit for new drivers), Graduated Driving Licensing (GDL) schemes typically place temporary restrictions on newly qualified young drivers in the first few months after they pass their tests. These restrictions can include a limit on the number of young passengers they can carry and a late night curfew. The aim of GDL is to limit young drivers’ exposure to risk until they have gained experience.
A report commissioned by the RAC Foundation and undertaken by the Transport Research Laboratory in 2014 concluded that based on the experience of other countries where GDL is in operation, across Britain about 4,500 fewer people would be hurt in an average year. This includes about 430 people who would otherwise have been killed or seriously injured.
In 2018, the RAC Foundation used the latest available road safety data to update previous estimates of the potential casualty and collision reductions GDL might bring. This updated analysis used the same method developed and outlined in the previous report. It assessed the potential gains to be had from a range of typical graduated licensing components used either singularly or combined.
The updated estimates show, using the same methodology as previously, that the potential benefits – in terms of reductions in casualties and collisions – across all four of the possible scenarios tested for would be less now than they would have been in 2014.
The new analysis does not go beyond updating the figures. The RAC Foundation has not sought to explain the changes in figures though they could be related to factors such as: safer vehicles, lower mileage rates amongst young drivers or behaviour change caused by greater use of telematics insurance.
Further study is required to understand the underlying trends behind this change and the RAC Foundation will continue to conduct research into the general topic of young driver safety.
In 2019, the Government committed to explore further whether graduated driver licensing — or a similar scheme — should be introduced in England.
A21) Comparisons of collision rates in several countries indicate that, when all severity collision rates are compared on a per-licensed-driver basis, older drivers up to the age of 80 have collision rates that are comparable to those of middle-aged drivers. The comparatively greater fatality rates of older drivers can be accounted for by their greater fraility and lower resilience to injury. It is also accepted that the risk of injury which older drivers pose is predominantly to themselves rather than to other road users.
A22) 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.
The RAC Foundation has also published an Information Sheet on Child Road Safety. This can be viewed here.
A23) 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.
A24) The Government consulted in 2016 on whether there should be a change to the period of the initial MOT test extending it from three years to four years
The consultation presented three options:
- No change, maintaining the current period for vehicles requiring a first MOT at three years.
- Extending the first MOT for all vehicles currently requiring an MOT at three years, to four years.
- As Option 2, but excluding vans in Classes 4 and 7, where the current MOT three year first test timing would be maintained.
The Government subsequently announced in 2018 that it had decided not to proceed with the changes proposed to the timing of the first MOT test. However, it also announced that further research will take place in the near future designed to ensure that the MOT test remains robust and appropriate to the evolving needs of the road transport sector.
A25) The MoT test changed on 20 May 2018, with new defect types, stricter rules for diesel car emissions and some vehicles over 40 years old becoming exempt.
From 20 May 2018 to 31 March 2019, 33.4 per cent of Class 3 & 4 vehicles (cars, vans and passenger vehicles with up to 12 seats) failed their initial MoT test.
Full details of the MoT tests carried out in 2018/19 can be viewed here.
A26) From 20 May 2018 to 31 March 2019, the 3 main defects for Class 3 & 4 vehicles (cars, vans and passenger vehicles with up to 12 seats) failing their initial MoT were lighting and signalling defects (26.7 per cent of defects), suspension (18.3 per cent of defects) and brakes (17.0 per cent of defects).
A27) New cars are rated by the independent European New Car Assessment Programme (Euro NCAP) which was established in 1997 and has the current backing of seven European governments and the European Commission, as well as motoring and consumer organisations in every European country.
Vehicles made before 2009 were given three separate star ratings, to indicate how they performed in a crash when it came to adult occupant protection, child occupant protection and pedestrian protection.
From 2009 all vehicles now receive a single star rating (out of five) which encompasses the three existing test areas, plus a fourth area – additional technologies designed to promote safe driving. This includes such technology as Electronic Stability Control and speed limiters.
The Euro NCAP site contains a wealth of information about cars’ comparative safety.
A28) Electronic Stability Control (ESC) is a system that when it detects a loss of steering control, automatically applies the brakes to help manoeuvre the vehicle where the driver intends to go. Braking is automatically applied to individual wheels depending on the situation. It significantly reduces the risk of a vehicle sliding if a bend is taken too fast or skidding during a sudden emergency manoeuvre.
ESC normally consists of the electronic systems of traction control and ABS using several sensors such as steering wheel angle sensor, yaw rate sensor, lateral acceleration sensor and wheel speed sensor to monitor the vehicle’s direction of travel and the driver’s intended course. ESC cannot be retrofitted and needs to be fitted before sale.
From 1 November 2011 all new type approved vehicles were required to have ESC fitted as standard and from 1 November 2014, all newly-registered vehicles also had to have the system fitted.
A29) 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.
The European Parliament announced in 2019 that – subject to final agreement from the EU Council of Ministers – it will become mandatory from 2022 for all new vehicle models sold in the EU to be fitted with ISA.
A30) 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.
A31) 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’.
A32) 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 on a motorway with no hard shoulder:
- move into the left hand lane and put your hazard lights on
- exit at the next junction or services OR
- follow the orange SOS signs to an emergency area and call for help using the free telephone. This will tell us 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
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
- 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.
A33) 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 on the 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, 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.