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1. Main findings

This report adjusts information on journey purpose recorded in STATS19 with a number of assumptions, to better estimate the number of casualties in collisions involving drivers or riders making a journey as part of work, though figures are still likely to be underestimates.听

On this basis, the overall number of collisions involving a driver driving for work has remained relatively stable between 2018 and 2024, accounting for around 24 to 25% of all reported collisions each year. However, there was a slight decline in 2024, which may reflect changes in reporting practices rather than a true reduction in incidents.听

Further estimates are that, in 2024:听

• 459 people were killed in collisions involving a working driver, representing 29% of all road fatalities

• there were 2,308 working driver and passenger casualties killed or seriously injured (KSI) comprising 1,642 drivers or riders and 666 passengers

• there were 4,759 non-working KSI casualties in collisions involving a working driver or rider - including 1,173 KSI pedestrians hit by working drivers

• the proportion of KSI casualties in work-related collisions was 23%, broadly consistent with recent years

2. Introduction

The aim of this analysis is to improve understanding of work-related road collisions by refining the classification of vehicles and casualties in STATS19. This includes assessing whether trends in the number and severity of collisions involving working drivers are consistent over time and across casualty types.听

2.1 Journey purpose recording in STATS19

Information on journey purpose for drivers of vehicles involved in reported road collisions, including recording where a journey is made as part of work, has been recorded in STATS19 since 2005. Figures are shown in table RAS0506.

However, for a relatively large proportion of drivers the journey purpose is recorded as unknown, so that estimates of work-related collisions based purely on this will under-estimate the true number of such collisions.听In 2018, 73% of vehicles had an 鈥榰nknown鈥� journey purpose, and although this fell to 57% in 2024 following the introduction of new categories (for example 鈥榩ersonal business or leisure鈥�), the majority of records still lack meaningful journey purpose information.听

2.2 Related work

To address the limitations of STATS19 journey purpose recording, University College London (UCL) in their report made some additional assumptions to provide a more representative picture.

2.3 Assumptions

In this report we adopted some, but not all, of the assumptions made by听UCL.听This improves on the STATS19 journey purpose variable alone, but means that the resulting figures are still likely to be underestimates of the true numbers of work-related collisions. The following assumptions have been made:

• vehicle type assumptions: HGVs, buses, agricultural vehicles, and trams were assumed to always be used for work, regardless of their recorded journey purpose ^{[footnote 1]}

• journey purpose reclassification: Taxis and vans coded as 鈥渃ommuting鈥� were reclassified as 鈥渨orking,鈥� based on the nature of their use (for example, tradespeople and taxi drivers typically do not commute in the conventional sense)

These adjustments increased the estimated proportion of vehicles driving for work from 13.2% to 14.7% in 2024.听UCL听made further assumptions related to car and van journeys, based on business mileage of those vehicles, which have not been applied here but could be explored in future updates.听Assumptions which involve apportioning vehicles with journey purpose recorded as unknown, were considered but not applied as it appears there are inconsistent approaches to recording other and unknown purposes across different police forces, but this could be further explored in future.

Casualty-level assumptions were also applied to distinguish between working individuals and members of the public:

• drivers of vehicles being used for work purposes were classified as 鈥渨orkers鈥�
• passengers in taxis, private hire vehicles, and buses or coaches were treated as members of the public, even if the vehicle was being driven for work
• pedestrians were also excluded from the working category
• for other vehicle types, casualties were classified as 鈥渨orking鈥� if the vehicle was being driven for work purposes

These assumptions help fill gaps in the data but rely on generalisations that may not hold in all cases, particularly for private vehicles used in informal or gig economy work.

2.4 Limitations

While the reclassification methodology improves the identification of work-related collisions, several limitations remain, including:听

• incomplete journey purpose data: The high proportion of 鈥榰nknown鈥� journey purposes (57% of vehicles in 2024) limits the accuracy of work-related collision estimates, and trends over time may reflect changes in data recording rather than genuine variations听

• accuracy of assumptions: Vehicle and casualty classifications rely on assumptions that may not apply universally. For example, not all vans coded as 鈥渃ommuting鈥� are necessarily being used for work

• changes in STATS19 coding: The introduction of new journey purpose categories in 2024 complicates comparisons with earlier years and may affect trend analysis

• underrepresentation of informal work: The methodology may not fully capture gig economy drivers or others using private vehicles for work, leading to underestimation

• casualty misclassification risk: Classifying passengers based on vehicle type and journey purpose may misidentify some individuals, especially when journey purpose is unknown

• lack of comparable exposure data: The analysis does not account for exposure (for example, distance driven), which limits the ability to assess relative collision risk between working and non-working drivers

These limitations should be considered when interpreting the findings, particularly in relation to year-on-year changes and comparisons with other datasets.听

3. Work-related collisions

In 2024, there were 23,770 reported collisions involving at least one driver driving for work. This represents 24% of all police-reported collisions that year, a proportion that has remained relatively stable since 2018.听

The highest number of work-related collisions occurred in鈥�2018, with鈥�31,105 incidents, while the lowest was in鈥�2020鈥�(21,289), likely influenced by COVID-19 restrictions and reduced traffic volumes.听

Table 1: Number and percentage of reported road collisions involving at least one driver or rider driving as part of work, Great Britain 2018 to 2024

驰别补谤听	听 Number	Percentage
2018听	听 31,105	听听听听听听 25.4
2019听	听 28,871	听听听听听听 24.6
2020听	听 21,289	听听听听听听 23.3
2021听	听 24,983	听听听听听听 24.7
2022听	听 25,388	听听听听听听 24.0
2023听	听 24,979	听听听听听听 24.0
2024听	听 23,770	听听听听听听 23.6
Total	180,385	听听听听听听 24.3

4. Casualties in work-related collisions

In 2024, 459 people were killed in collisions involving a working driver 鈥� accounting for 29% of all road fatalities. A total of 6,679 people were killed or seriously injured (KSI) in these collisions, representing 23% of all KSI casualties.听

Table 2: Casualties in reported road collisions involving at least one driver or rider driving as part of work, by severity, Great Britain 2018 to 2024

驰别补谤听	Fatal	Serious	听 Slight	听听听 KSI	Fatal (%)	Serious (%)	Slight (%)	KSI (%)
2018听	听听 573	听7,068	听 34,474	听7,641	32.1	23.9	26.7	24.4
2019听	听听 578	听6,827	听 31,467	听7,405	33.0	23.9	听25.6	24.4
2020听	听听 429	听5,027	听 22,308	听5,456	29.4	22.5	听24.3	23.0
2021听	听听 484	听5,873	听 25,980	听6,357	31.1	23.1	听25.7	23.6
2022听	听听 492	听6,286	听 26,282	6,778	28.8	22.5	24.8	22.9
2023听	听听 464	听6,366	听 25,866	听6,830	28.6	22.7	听25.0	23.0
2024听	听听 459	听6,220	听 24,254	听6,679	28.6	22.3	听24.6	22.7
Total	3,479	43,668	190,630	47,147	30.3	23.0	听25.3	23.4

4.1 Working drivers and their passengers

In 2024, 1,642 working drivers or riders were killed or seriously injured in collisions, alongside 278 working passengers.听听

Table 3: Driver or rider casualties driving as part of work, by severity, Great Britain 2018 to 2024

Year	Fatal	Serious	Slight
2018	听听听 70	听听 1,728	10,596
2019	听听听 70	听听 1,695	听 9,969
2020	听听听 54	听听 1,334	听 7,713
2021	听听听 62	听听 1,685	听 9,430
2022	听听听 64	听听 1,576	听 9,755
2023	听听听 60	听听 1,564	听 9,512
2024	听听听 63	听听 1,579	听 8,844

Table 4: Driver or rider casualties driving as part of work and their passengers, by severity, Great Britain 2018 to 2024

Year	Fatal	Serious	Slight
2018	听听听 89	听听 1,990	12,609
2019	听听听 81	听听 1,966	11,958
2020	听听听 63	听听 1,517	听 9,112
2021	听听听 78	听听 1,923	10,947
2022	听听听 78	听听 1,818	11,335
2023	听听听 67	听听 1,820	11,022
2024	听听听 71	听听 1,849	10,252

4.2 Other casualties

Collisions involving working drivers also result in harm to other road users. In 2024, 4,759 non-working casualties were killed or seriously injured in collisions involving working drivers, including 1,173 pedestrians who were hit by a working driver. Overall, 29% of pedestrians killed were estimated to have been struck by working drivers.

听Table 5: Non-working casualties in reported road collisions involving at least one driver or rider driving as part of work, by severity, Great Britain 2018 to 2024

Year	Fatal	Serious	Slight
2018	听听 484	听听 5,078	21,865
2019	听听 497	听听 4,861	19,509
2020	听听 366	听听 3,511	13,195
2021	听听 406	听听 3,951	15,032
2022	听听 414	听听 4,468	14,947
2023	听听 397	听听 4,546	14,844
2024	听听 388	听听 4,371	14,002

Table 6: Pedestrian casualties hit by working drivers, by severity and percentage of all pedestrian casualties, Great Britain 2018 to 2024

Year	Fatal	Serious	Slight	Fatal (%)	Serious (%)	Slight (%)
2018	听听 132	听听 1,322	听 2,746	听听听听听 28.9	听听听听听听听 19.9	听听听听听听 17.9
2019	听听 141	听听 1,303	听 2,656	听听听听听 30.0	听听听听听听听 20.4	听听听听听听 17.8
2020	听听 106	听听听听 837	听 1,624	听听听听听 30.6	听听听听听听听 19.5	听听听听听听 16.1
2021	听听 112	听听听听 949	听 1,874	听听听听听 31.0	听听听听听听听 19.2	听听听听听听 16.5
2022	听听 122	听听 1,089	听 1,941	听听听听听 31.7	听听听听听听听 18.5	听听听听听听 14.9
2023	听听 116	听听 1,159	听 1,898	听听听听听 28.6	听听听听听听听 19.2	听听听听听听 14.8
2024	听听 119	听听 1,054	听 1,840	听听听听听 29.1	听听听听听听听 18.1	听听听听听听 14.2

4.3 Vehicle types

Cars were the most common vehicle type being driven for work in injury collisions in 2024, accounting for nearly a third of all cases. Vans and buses also featured prominently, together making up over 30% of the total.

Table 7: Top 10 vehicle types being driven for work involved in injury collisions, Great Britain, 2024

Vehicle Type听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听	Number	Percentage
Car听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听	听 8,414	听听听听听听 31.1
Van 3.5 tonnes mgw or under听听听听听听听听听听听听听听听	听 5,428	听听听听听听 20.1
Bus or coach (17 or more pass seats)听听听听听听	听 3,145	听听听听听听 11.6
Goods 7.5 tonnes and over听听听听听听听听听听听听听听听听听	听 2,483	听听听听听听听 9.2
Motorcycle over 50cc and up to 125cc听听听听听听	听 2,227	听听听听听听听 8.2
Taxi or private hire car听听听听听听听听听听听听听听听听听听	听 1,828	听听听听听听听 6.8
Pedal cycle听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听听	听听听 978	听听听听听听听 3.6
Goods over 3.5t. and under 7.5t听听听听听听听听听听听	听听听 773	听听听听听听听 2.9
Agricultural vehicle (including diggers)	听听听 405	听听听听听听听 1.5
Other vehicle听听听听听听听听听听听听听听听听听听听听听听听听听听听听听	听听听 366	听听听听听听听 1.4

5. Conclusion and next steps

This analysis provides estimates of the scale and impact of work-related road collisions in Great Britain, applying assumptions to address some 鈥� though not all 鈥� of the limitations of the STATS19 journey purpose category.

Though these figures are likely to be underestimates, they nonetheless highlight the substantial proportion of road casualties involving working drivers, both among workers themselves and members of the public.听

However, the findings must be interpreted with caution due to limitations in the underlying data, particularly the high proportion of unknown journey purposes and the assumptions required to reclassify vehicle use.

5.1 Further work

This work represents a work in progress, which we hope to develop, in particular exploring the potential to use the new STATS19 journey purpose category to apportion vehicles with unknown journey purposes.

Any suggestions for improvements to the estimation method, or for further analysis, would be welcome and can be provided to the road safety statistics team by email to roadacc.stats@dft.gov.uk.

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