Accredited official statistics

RRCGB 2025: STATS19 Safety Performance Indicators (SPIs) for the road safety strategy

Published 30 July 2026

About this chapter

This chapter contains the official statistics used to monitor progress against the targets set out in the UK road safety strategy and the associated safety performance indicators (SPIs) derived from STATS19 road casualty data. These statistics are produced by Department for Transport statisticians, independent of political influence, in line with the Code of Practice for Statistics.

Some SPIs rely on Road Safety Factors (RSFs), which have replaced the previous Contributory Factors (CFs). To allow comparisons in trends and data collection methods, CFs from 2024 and before have been converted to RSFs and are shown alongside RSFs recorded directly in 2024 and 2025.

1. Main findings

These figures present the latest available data for monitoring the targets and Safety Performance Indicators (SPIs) set out in the UK road safety strategy:

• Progress towards the road safety strategy targets is monitored through the number of people killed or seriously injured (KSI) and the number of children (aged under 16) killed or seriously injured on Great Britain’s roads. In 2025, there were 29,918 KSI casualties and 2,432 child KSI casualties.

• The SPI framework provides an evidence base for monitoring road safety outcomes and risks. STATS19 road casualty data are used to produce the majority of the current Safety Performance Indicators.

The latest data for each of the strategy targets and STATS19-based Safety Performance Indicators are presented in the sections below.

2. Targets

The following are the overarching targets in the road safety strategy:

• 65% reduction in the number of people killed or seriously injured on roads in Great Britain by 2035, using a 2022 to 2024 baseline.

• 70% reduction in the number of children (under 16) killed or seriously injured on roads in Great Britain by 2035, using a 2022 to 2024 baseline.

Serious and slight casualty estimates are revised each year to account for changes in how police forces record injury severity. As a result, the baseline and target KSI values will change slightly when new data is published.

Chart 1 and Table 1 show the latest figures for the targets. The number of reported killed or seriously injured (KSI) road casualties in Great Britain was 29,918 in 2025, an increase of 3% compared with the 2022 to 2024 baseline average of 28,925.

The number of reported child KSI casualties (under 16) in Great Britain was 2,432 in 2025, an increase of 3% compared with the 2022 to 2024 baseline average of 2,353.

Chart 1: Overall KSI casualties and child KSI casualties compared to the corresponding baselines and targets, Great Britain, 2015 to 2025

Table 1: Overall KSI casualties and child KSI casualties, Great Britain, 2025, compared to the corresponding baselines

Metric	Baseline average (2022 to 2024)	2035 target	2025 value	% change from baseline
All KSIs	28,925	10,124	29,918	3%
Child KSIs (under 16)	2,353	706	2,432	3%

3. Severity SPIs

Chart 2 and Table 2 show the trend in road casualties by severity over the last decade and traffic volume:

• The number of fatalities decreased from 1,730 in 2015 to 1,538 in 2025.

• The number of serious casualties decreased from 30,446 in 2015 to 28,380 in 2025. There was an increase of 4% between 2024 and 2025 from 27,274 to 28,380.

• Total casualty numbers decreased from 186,189 in 2015 to 127,883 in 2025.

Trends in casualty counts should be considered alongside changes in traffic levels. Traffic volumes, measured in billion vehicle miles travelled, have generally increased over the past decade, apart from the temporary reduction during the COVID-19 pandemic ^{[footnote 1]}.

Table 2: Severity SPIs and long-term trend, Great Britain, 2025 RAS0201

Safety Performance Indicator	2025 value	Trend judgement
Number of fatalities caused by road traffic collisions	1,538	Decreased over the last decade
Number of serious injuries caused by road traffic collisions	28,380	Decreased over the last decade, with a 4% increase between 2024 and 2025
Number of casualties of all severities caused by road traffic collisions	127,883	Decreased over the last decade

Chart 2: Reported road casualties by severity and traffic volumes, Great Britain, 2015 to 2025 RAS0201

4. Pedestrian and cyclist exposure SPIs

Cyclists and pedestrian KSI casualties per billion miles travelled remain lower than in 2015^{[footnote 2]}. Since 2020, the rate for pedal cyclists has increased, with gradual rises through to 2023 followed by a larger increase between 2024 and 2025.

For pedestrians, the rate declined steadily prior to 2020 and fell sharply during that year. Since then, it has remained below pre‑pandemic levels, with broadly stable rates in recent years and a small increase in the latest year.

Table 3: Pedestrian and cyclist exposure SPIs and trend judgement, England, 2025

Safety Performance Indicator	2025 value	Trend judgement
Rate of cyclists killed or seriously injured on England’s roads, measured as the number of fatalities and serious injuries per billion miles cycled	1,238	Decreased from 2015 to 2020. Increased from 2020 to 2025
Rate of pedestrians killed or seriously injured on England’s roads, measured as the number of fatalities and serious injuries per billion miles walked	369	Decreased over the last decade

Chart 3: Cyclist and pedestrian KSIs per billion miles cycled and walked, England, 2015 to 2025

5. Age related SPIs

The number of KSI casualties aged under 25 was lower in 2025 than in 2015 but increased slightly compared with 2024. In contrast, KSI casualties aged 70 and over were slightly higher than in 2015 and 2024, but have shown a broadly flat trend over the past decade.

Table 4: Age related SPIs and trend judgement, Great Britain, 2025 RAS0201

Safety Performance Indicator	2025 value	Trend judgement
Number of people under 25 killed or seriously injured in road traffic collisions	8,395	Decreased over the last decade, with an uptick between 2024 and 2025
Number of people over 70 killed or seriously injured in road traffic collisions.	3,382	Increased over the last decade

Chart 4: KSI casualties aged under 25 and over 70, Great Britain, 2015 to 2025 RAS0201

6. Motorcyclist SPIs

The proportion of motorcyclist KSI casualties in collisions involving ineffective observation has generally declined over the last decade. This trend appears to have continued after the transition from contributory factors to road safety factors.

The proportion of KSI motorcyclist casualties in collisions involving speed as a factor has remained relatively stable over time, fluctuating around 50%. Converted speed RSFs show a slight upward trend since 2018, reaching 53% in 2024. However, directly recorded speed RSFs for 2025 are lower than 2024.

Both indicators show variability in recent years, particularly following the introduction of road safety factors, meaning longer-term trends should be interpreted with caution.

Table 5: Motorcycle casualty SPIs and trend judgement, Great Britain, 2025 RAS0701

Safety Performance Indicator	2025 value	Trend judgement
Proportion of motorcyclists killed or seriously injured in road traffic collisions with ineffective observation as a road safety factor.	53%	Declined since 2015
Proportion of motorcyclists killed or seriously injured in collisions where speed was a road safety factor	47%	Relatively stable over the last decade

Chart 5: Percentage of KSI motorcyclist casualties in reported road collisions by road safety factor assigned, Great Britain, 2015 to 2025 RAS0701

7. Work related SPIs

The estimated number of people killed or seriously injured in collisions involving someone driving or riding for work was lower in 2025 than in both 2024 and 2015.

Table 6: Work related SPIs and trend judgement, Great Britain, 2025

Safety Performance Indicator	2025 value	Trend judgement
Estimated number of people killed or seriously injured in road traffic collisions involving someone driving/riding for work	6,460	Declined over the last decade

Chart 6: Estimated KSI casualties in road traffic collisions involving someone driving or riding for work, Great Britain, 2015 to 2025

For more detail on reported work-related road collisions, see the driving for work factsheet. We intend to update the work-related analysis in September 2026, including exploring ways to improve the estimation of work-related casualties and considering whether analysis of road maintenance worker casualties can be introduced.

8. Deprivation SPI

In 2025, 12% of casualties in road traffic collisions in England were residents of areas in the lowest IMD decile, based on the casualty’s home postcode ^{[footnote 3]}. This indicator has been relatively stable over the last decade.

For further analysis on deprivation in reported road collisions, see the deprivation factsheet.

Table 7: Deprivation SPI value and trend judgement, England, 2025

Safety Performance Indicator	2025 value	Trend judgement
Proportion of casualties in road traffic collisions with Index of Multiple Deprivation (IMD) in lowest decile	12%	Stable over the last decade

Chart 7: Proportion of casualties in road traffic collisions with casualty home postcode Index of Multiple Deprivation (IMD) in lowest decile, England, 2015 to 2025

9. Fatal four SPIs

This section illustrates the numbers and trends in KSI casualties in collisions involving at least one of the ‘fatal four’ factors (speed, alcohol and drugs, seatbelt non-wearing and mobile device use). For further analysis on the fatal four, see the fatal four factsheet.

Table 8: Fatal four SPIs and long-term trend, Great Britain, 2025

Safety Performance Indicator	2025 value	Trend judgement
Proportion of people killed or seriously injured in road traffic collisions where speed was a contributing factor	39%	Increased 2015 to 2023. Too early to determine a trend for 2024 onwards
Proportion of motor vehicle occupants killed in road traffic collisions that were recorded as not wearing a seat belt	24%	No clear trend over the last decade
Proportion of people killed or seriously injured in road traffic collisions where drink was a contributory factor assigned to the driver or rider	9%	Increased 2015 to 2021. Decreased 2021 to 2024. Too early to determine a trend for 2024 onwards
Proportion of people killed or seriously injured in road traffic collisions where drug use was a contributory factor assigned to the driver or rider	6%	Increased 2015 to 2024. Too early to determine a trend for 2024 onwards
Proportion of people killed or seriously injured in road traffic collisions where ‘distraction inside or outside the vehicle’ was a contributing factor	12%	Increased over the last decade

9.1 Speed

Examining converted road safety factors, the proportion of KSI casualties in reported road collisions where any speed-related road safety factor was assigned has shown a gradual increase over the last decade.

In 2025, the directly recorded figure was lower compared to the 2024 directly recorded figure, at 39%. Differences between the converted and directly recorded RSFs may reflect changes in data collection and recording practices, meaning comparisons between the two series should be interpreted with caution.

Chart 8: Percentage of KSI casualties in reported road collisions with any speed related road safety factors assigned, Great Britain, 2015 to 2025

9.2 Seatbelt non-wearing

The percentage of car occupant fatalities recorded as not wearing a seatbelt has fluctuated over the last decade, with no clear long term upward or downward trend.

Chart 9: Percentage of car occupant fatalities not wearing a seatbelt, Great Britain, 2015 to 2025

9.3 Drink and drugs

The main statistics on drink-drive collisions are based on blood and breath test results for drivers in collisions. This SPI is based on collisions where the road safety factor “affected by alcohol” was assigned to a driver or a rider.

For alcohol, there was a modest increase in the proportion of KSI casualties in collisions where the driver or rider was affected by alcohol between 2015 and 2021, followed by a decline between 2021 and 2024. It is too early to determine a trend for 2024 onwards due to the transition to direct recording of RSFs.

For drugs, converted RSFs show an increase in the proportion of KSI casualties in collisions affected by drugs between 2015 and 2024. Directly recorded RSFs shows a decline between 2024 and 2025; however, it is too early to determine whether this reflects a real change in risk or is due to the change in recording system.

Chart 10: Percentage of KSI casualties in reported road collisions with “affected by alcohol” or “affected by drugs” RSF assigned to the driver or rider, Great Britain, 2015 to 2025

9.4 Distraction inside or outside the vehicle

For distraction inside or outside the vehicle, the converted road safety factor series shows a gradual increase in the proportion of KSI casualties between 2015 and 2025. The directly recorded series also shows a slight increase between 2024 and 2025

Chart 11: Percentage of KSI casualties in reported road collisions with “distraction inside or outside the vehicle” RSF assigned, Great Britain, 2015 to 2025

10. Further information

Further data and statistics on road collisions and casualties which underly the calculation of the targets and SPIs is available via:

• Spreadsheet data tables

• Interactive data tools

• Open data

11. About this data

Detailed information about the data used in this chapter, including its strengths and limitations, can be found in the guidance pages.

11.1 STATS19 data

The statistics in this publication are based on data collected through the STATS19 system, which records personal injury road collisions on public roads in Great Britain. STATS19 data are reported to the Department for Transport by police forces using a common national specification, allowing consistent analysis across time and geography. All collisions reported by the police within 30 days and that occurred on a public highway involving at least one motor vehicle, horse rider or pedal cyclist, and where at least one person was injured, are included in these statistics.

STATS19 is the primary source used to understand long-term trends in road collisions and casualties, and to monitor and evaluate road safety policies and interventions. Its standardised approach enables comparison at local, regional and national level, and provides a long-running time series underpinning road safety analysis.

There is no obligation for people to report all personal injury collisions to the police, and not all collisions are reported to the police, particularly those involving only slight injuries, meaning some types of incidents are under recorded. Therefore these figures do not represent the full range of collisions or casualties in Great Britain.

The quality and completeness of the data can also vary, especially for variables based on officer judgement at the scene. Changes to data collection systems, guidance or reporting practices over time may also affect comparability of trends. For example, recent updates to the STATS19 specification (including the introduction of new variables) may lead to discontinuities in some data series.

11.2 Injury severity reporting

The figures in this release for injured casualties are based on adjusting figures reported by the police to take account of changes in the reporting of injury severity by some police forces in recent years. These adjusted figures can reliably be used to compare trends over time across the country. More details can be found in our severity adjustments guidance.

11.3 Road safety factors and contributory factors

When police officers attend the scene of a collision, they can select up to 6 factors they believe contributed to the collision and assign them to vehicles, casualties or uninjured pedestrians involved. This is based on the police officer’s professional judgement and before a full investigation.

The number of RSFs recorded is impacted by the number of road casualty collisions which occur and the number of collisions in which a police officer has attended and records an RSF. To account for this, data has been presented as the percentage of collisions with an RSF assigned. Because a collision can be assigned multiple factors, the percentages presented may sum to more than 100%.

To avoid presenting misleading data, directly recorded and converted RSFs have been presented alongside each other with 2024 as the changeover year. Differences between the converted and directly recorded RSFs may reflect changes in data collection and recording practices, meaning comparisons between the two series should be interpreted with caution.

Further information about RSFs and CFs, including the impact of the change between the two reporting systems, is available in the RSF and CF guidance.

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14. Contact details

Road safety statistics

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1. Total traffic volume includes all motor traffic and pedal cycle traffic volumes. ↩

2. 2025 pedestrian rates use 2024 figures for miles walked. They will be updated when the 2025 National Travel Survey is published. ↩

3. Data for the deprivation safety performance indicator relate to collisions in England only. This is because deprivation indices are defined differently across England, Scotland and Wales and cannot be compared on a consistent basis. ↩