The number of officers dedicated to policing England and Wales’ roads has fallen to its lowest level in a decade.

These results are from a new analysis by the RAC, sparking warnings that declining enforcement risks undermining road safety.

Drink and drug driving, no insurance, speeding and so forth have all seen worrying statistics in recent years, with the lack of a visible police deterrent on the roads regarded as a significant cause.

Driving down

Figures drawn from Government data show that in 2015, 5,237 officers were working across 43 police forces in various road policing roles.

By 2025, that number had dropped to 4,149 – a decline of 1,088, or 21%.

The sharpest fall has been in traffic units – the officers patrolling the roads in marked cars.

These have declined in number by 22%, from 5,005 in 2015 to 3,889 this year, representing a net reduction of 1,116 officers.

There has also been a smaller fall in officers working in casualty reduction partnerships, also known as safety camera partnerships.

The total has declined from 186 to 144 over the same period, representing a 42% reduction.

 

Enforcement at a decade low

Simon Williams, head of policy at the RAC, stated that the data shows a concerning trend.

“It’s clear from our analysis that the number of officers dedicated to roads policing is at a 10-year low which can only be seen as bad for the enforcement of motoring laws,” he said.

“Drivers we’ve surveyed express strong concerns about the dangers posed by others on the road breaking traffic laws, whether that’s speeding, drink or drug-driving, using a handheld mobile phone, driving aggressively or not having tax or insurance.”

Williams acknowledged that new technology, such as the growing use of automatic number plate recognition (ANPR) cameras, had helped police monitor roads more efficiently.

However, he warned that technology alone cannot replace visible patrols.

“Not seeing as many officers in police cars lessens the fear of being caught breaking the law,” he said.

“The deterrent value of ‘cops in cars’ should not be underestimated. We’d very much like to see a return to having more officers on traffic duty, or significant new measures introduced to crack down on those who break the rules of the road.”

Concerns over deterrence

The RAC’s warning echoes longstanding concerns from road safety groups that declining officer numbers are reducing the deterrent effect of enforcement.

Studies have consistently shown that visible policing plays a critical role in influencing driver behaviour, particularly in discouraging speeding, handheld mobile use and drink or drug-driving.

While fixed and mobile speed cameras remain in place, critics argue they cannot replace the broader role of traffic officers, who can intervene in a wide range of offences and spot dangerous behaviour that cameras cannot detect.

Casualty reduction requires enforcement, and OECD/ITF analysis confirms countries with strong, consistent enforcement regimes achieve lower casualty rates.

Cost–benefit framing

The economic cost of road collisions in Great Britain is estimated at £36 billion annually (DfT, 2023), encompassing lost productivity, NHS and emergency service costs, as well as long-term care.

  • The average cost of a road fatality is valued at £2 million (DfT values of prevention).

  • A serious injury costs approximately £220,000.

If strengthened roads policing prevented even 100 fatalities and 500 serious injuries per year – a plausible outcome based on international evaluations of enhanced enforcement – the savings could exceed £250 million annually.

By comparison, recruiting an additional 1,000 roads policing officers would cost an estimated £60–70 million per year, including salary, training, and equipment.

This suggests a benefit–cost ratio of at least 3:1, with wider benefits in terms of public confidence, reduced crime (e.g. uninsured driving), and health system relief.

International comparisons

  • Sweden integrates enforcement into its Vision Zero strategy, ensuring sustained investment in both technology and traffic patrols. Casualty rates per head are among the lowest in Europe.

  • Australia demonstrates the value of high-visibility enforcement campaigns targeting seatbelt and drink-driving offences, combining police presence with media coverage to reinforce deterrence.

  • U.S. states using “Click It or Ticket” style campaigns report casualty reductions with relatively modest investment in patrols and communications.

By contrast, the declining officer numbers in England and Wales risk undermining compliance and slowing progress in casualty reduction.

A decade without a national strategy

The decline in officer numbers comes as the Government prepares to publish the UK’s first road safety strategy in more than a decade.

Campaigners say the strategy must address enforcement head-on if it is to make progress in reducing deaths and serious injuries.

Williams added: “With the Government on the verge of publishing the nation’s first road safety strategy for over a decade, we hope there are plenty of positive measures planned to cut casualties and keep everyone safe on the roads.”

Rising risks on the roads

Latest Department for Transport statistics show that around 1,700 people are killed on Britain’s roads each year, with thirty thousand more seriously injured.

While casualty rates have fallen since the 1990s, progress has largely stalled over the past decade.

Road safety experts warn that with car use rising post-pandemic, combined with growth in speeding and risky behaviours, a visible enforcement presence is more critical than ever.

The RAC’s analysis lends weight to calls for a renewed commitment to roads policing as part of a broader national effort to reduce casualty numbers.

With the UK’s first road safety strategy in more than a decade due shortly, several options are available:

  1. Reinvest in traffic units – restore officer numbers, recognising the proven cost-effectiveness of casualty prevention.

  2. Integrate technology with human enforcement – maximise ANPR and camera systems while retaining visible policing for broader deterrence.

  3. Performance-linked funding – align police resourcing to casualty reduction targets, encouraging accountability.

  4. Public confidence campaigns – combine enforcement with communication to maximise deterrence impact.

Seeing is believing

The 21% decline in roads policing officers over the past decade has weakened visible enforcement at a time when casualty reduction progress has stalled.

The cost of collisions to society dwarfs the cost of enforcement, with clear evidence that targeted reinvestment in traffic policing offers a substantial benefit–cost case.

Reversing the decline, or innovating to restore deterrence,  should be a central pillar of the forthcoming national road safety strategy.