The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

Statistics on drivers killed in road collisions with toxicology results is based on data reported to police using the STATS19 system and data that is received by the Department from coroners and procurators’ fiscal. The latest year for which coroner and procurators’ fiscal data is available is 2024.

The number of a) drivers or riders killed in road collisions, in Great Britain, where toxicology results were available for alcohol or drugs and;

the proportion of all deceased drivers or riders this represents, for each of the last 10 years is provided in the table below.

Note: Pedal cycle riders and horse riders have been filtered out of the data. This is because the current prescribed alcohol and drug limits apply only to drivers of motor vehicles. This only includes drivers or riders aged 16 or above.

Information on (b) the number of killed drivers and riders with toxicology available for alcohol and;

c) the number with toxicology available for drugs area available on GOV.uk in tables 1 and 2 of the report on “Drugs in reported road fatalities in Great Britain”: https://www.gov.uk/government/statistics/developing-drug-driving-statistics

The number of fatalities in personal injury road collisions, in Great Britain as reported by the police using the STATS19 system between 2016 and 2025 (the latest year for which data is available) where a driver or rider was assigned “affected by drugs” is given in the table below:

Within STATS19, the number of collisions where drivers were affected by drugs are based on road safety factor data. This includes illegal and legal drugs. It is not possible to separate them in the road safety factor data.

Since 2023, road safety factors (RSFs) have started to replace the previous system of contributory factors (CFs). As of 2025, not all police forces are recording RSFs, but instead using the older CF specification.

The change of specification has resulted in differences in the levels of reporting for some factors and as such comparisons to data from recent years should be made with caution.

The estimated number of collisions and fatalities in personal injury drink-drive collisions for Great Britain between 2015 and 2024 (the latest figures available) are given in the table below.

Figures are rounded to the nearest 10:

Note figures in the table are rounded to the nearest 10

Within STATS19, the number of collisions where drivers were over the legal alcohol limit are based on the results of breath tests conducted by the police at the scene of personal injury road collisions and combined with data from coroners and procurators’ fiscal on blood alcohol levels of those killed in collisions.

I extend my sympathies to the family, who are the hon. Member’s constituents. I would, of course, be very happy to meet them to talk about what we can do to improve safety on that road, as we are doing across the country.

Seventeen-year-old Oakley Meer lost his life in a collision on Beachy Head Road in Eastbourne. Will the Minister meet me and Oakley’s family to discuss how we can improve road safety on that treacherous road?

The number of fatal collisions in the parliamentary constituency of Birmingham Hodge Hill and Solihull North per year since 2020 are shown in the table:

Data on road collisions involving personal injury are reported to the Department by police forces in Great Britain via the STATS19 system. The latest year for which provisional data is available is 2025.

In 2025, 1,556 people were killed and 28,355 people were seriously injured in reported road collisions in Great Britain.

The Department for Transport publishes statistics on reported road traffic collisions annually. The number of reported fatal road traffic collisions in Birmingham and Great Britain in each of the last five years is shown in the table below.

The Department for Transport has not made a comparative assessment of trends in the number of fatal road traffic collisions in Birmingham and Great Britain over the last five years.

Information on reported road casualties and collisions is published annually as part of the Department's road safety statistics, including data at local authority level. These statistics are available on GOV.UK.

On 7 January 2026, we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all. The strategy aims to improve road safety at a national level, with benefits felt across England, including in Romford.

The Strategy sets an ambitious target to reduce the number of people killed or seriously injured on British roads by 65%, and by 70% for children under 16, by 2035. Delivery of the Strategy will be supported and monitored by a new Road Safety Board, which I chair.

Road safety is a shared responsibility, and the Strategy reflects this by setting out the actions required by government, local authorities, industry, emergency services and communities to tackle the causes of collisions and save lives, making our roads safer for everyone.

Transport in London is devolved to the Mayor of London and Transport for London (TfL), and it is for them to determine road safety priorities. Responsibility for improving safety on local roads sits with the relevant highway authority, in this case the London Borough of Havering. The London Borough of Havering received £1.5 million in TfL Local Implementation Plan (LIP) funding for 2025/26.

In addition, the Department for Transport provided TfL with £54.3 million for the Gallows Corner flyover refurbishment in the London Borough of Havering. The upgraded flyover will include new pedestrian and cycle crossings to help make walking and cycling safer, alongside improved road markings and resurfacing.

Government is committed to making our roads safer for all users and as a consequence reducing risks to cyclists and pedestrians.

The new Road Safety Strategy sets an ambitious target to reduce the number of people killed or seriously injured on British roads by 65% by 2035.

This target will focus the efforts of road safety partners across Britain, with measures to improve road design, protect vulnerable road users, and review motoring offences.

The primary audience for the THINK! campaign is young men aged 17-24, who are four times more likely to be killed or seriously injured on the road than drivers aged 25 and over. In recognition of this, THINK! works with a wide range of road safety behavioural experts and stakeholders to design and execute campaigns that have the best chance of changing attitudes and behaviours amongst this highly at risk group.

Against a backdrop of consistent long-term funding for THINK! campaigns, the number of killed or seriously injured casualties involving a young car driver has fallen 61% in the last 20 years, from 12,190 in 2004 to 4,740 in 2024.

Whilst it is not possible to directly attribute changes in road deaths to any single factor, research shows high levels of self-reported action amongst young people as a result of seeing a THINK! campaign with 9 in 10 reporting frequently taking an action, including changing their own driving behaviour.

Statistics on factors contributing to fatal collisions in Great Britain are summarised within the Department’s annual road casualty statistics published on gov.uk: https://www.gov.uk/government/statistics/reported-road-casualties-great-britain-annual-report-2024/reported-road-casualties-great-britain-annual-report-2024#factors-contributing-to-fatalities

In 2024, 59 per cent of fatal collisions had a speed-related factor assigned.

On 7 January 2026 we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all. The Strategy sets out the Department’s intention to establish a data-led road safety investigation branch to learn lessons from road incidents, by taking a strategic, thematic approach, focusing on patterns of collisions, injury trends, and systemic safety issues. It will adopt a test-and-learn approach, using real-world evidence to inform targeted safety interventions, data-driven policies, and proactive prevention and enforcement strategies.

The Department has also committed to updating its guidance to local authorities on setting local speed limits and on the deployment of speed and red‑light cameras.

No assessment has been made as part of the Road Safety Strategy of the contribution of delivery work, whether involving e-bikes or other modes of road transport, to deaths and injuries. The evidence base for an assessment is limited but it is estimated that approximately 1 in 3 of all road traffic fatalities UK-wide involve someone who is driving/riding for work.

The announced pilot in the Road Safety Strategy of a National Work-Related Road Safety Charter for businesses that require people to drive or ride for them, will be developed in collaboration with business and industry with an aim to collect and monitor data to enable an evaluation of the pilot.

The Department for Transport is commissioning research on the road behaviours of food delivery riders using e-bikes. This is expected to take about a year, and we will of course publish the findings from it.

Data on road collisions involving personal injury are reported to the Department by police forces in Great Britain via the STATS19 system. The latest year for which data is available is 2024.

In 2024, 1,353 people were killed in reported road collisions in England. This compares with 1,370 in 2023 and 1,443 in 2022.