Cycling is growing in the UK. The number of trips made by bicycle has increased substantially over the past decade, supported by active travel investment, urban cycling infrastructure, and a post-pandemic shift in commuting behaviour. Yet cyclists remain among the most vulnerable road users — 82 were killed on British roads in 2024 and 5,823 were seriously injured.

The disproportionality is striking. Cyclists account for approximately 11% of all road casualties in 2024, but represent a small fraction of overall road traffic. The risk per mile travelled is dramatically higher than for car occupants.

These figures are the latest available from official UK statistics, and this page is reviewed and updated as new data is published.

Key facts and figures

  • 82 cyclist fatalities in Great Britain in 2024 — a 2% decline from 2023 (DfT, September 2025).
  • 5,823 cyclists seriously injured in 2024 (adjusted).
  • 10,413 cyclists slightly injured in 2024.
  • ~5% of all road fatalities are pedal cyclists, despite representing a small fraction of road traffic.
  • 81.5% of cyclist KSI casualties are male — the most male-dominated of all vulnerable road user groups.
  • 1,214 e-scooter casualties in 2024, including 4 fatalities — a separate, growing category distinct from pedal cyclists.

Why cycling is risky despite infrastructure investment

Physical vulnerability: Cyclists have no protective structure around them. In any collision with a motor vehicle, the physical asymmetry creates severe injury risk. The absence of passive safety devices (crumple zones, airbags) means that even moderate-speed collisions can cause fatal head injuries.

Visibility challenges: Cyclists occupy a relatively small visual footprint on the road and are often in the peripheral vision of drivers looking primarily for other vehicles. The most common fatal collision factor — “failed to look properly” — reflects this visibility challenge.

Infrastructure gaps: While urban cycling infrastructure has improved significantly in some cities, the UK road network was designed primarily for motor vehicles. Rural roads, roundabouts, and major junction designs frequently offer inadequate protection for cyclists.

HGV-specific risk: The combination of large vehicles’ limited driver visibility (particularly to the left and near-side), long stopping distances, and the vulnerability of cyclists creates a specific and well-documented fatality risk at junctions and roundabouts. London’s Direct Vision Standard — which has halved KSI in HGV-cyclist/pedestrian/motorcyclist collisions since 2019 — demonstrates that targeted intervention can significantly reduce this risk.

For employers whose employees cycle as part of their duties — last-mile delivery workers, healthcare community workers, facilities management staff — cycling is a workplace activity subject to the Health and Safety at Work Act 1974. Employers must assess the road risk and implement controls. For employers with cycling commuter programmes or Cycle to Work schemes, employer duty of care extends to ensuring that reasonable steps are taken to protect employees. A structured workplace risk assessment is the foundation for identifying and controlling these road risks.

Written by CPD experts

This guide was produced by the team at Online CPD Academy, a UK provider of CPD-accredited online training courses. Our work-related road risk and road safety training covers all vehicle types including cyclists and vulnerable road users.

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Mark McShane
Mark McShane
Health & Safety Training Specialist, Online CPD Academy

Mark writes about workplace health and safety, road risk and accredited training for Online CPD Academy, a UK provider of CPD-certified online courses.