London’s transport commissioner, Andy Lord, faced a difficult time at a recent City Hall Q&A session. He began with optimism, looking forward to a “momentous year” as Transport for London (TfL) celebrated its 25th anniversary. However, the mood soon shifted when the discussion turned to pedestrian road deaths and bus-related fatalities.
In July 2018, two years after taking office, Mayor Sadiq Khan introduced the Vision Zero plan, pledging to eliminate deaths and serious injuries from London’s transport network by 2041. A key target was to ensure that “no one is killed on or by a bus by 2030.” Nearly seven years later, campaigners and bereaved families are questioning how much progress has truly been made.
The reality behind the numbers
Transport safety is measured using a grim statistic known as KSIs (killed or seriously injured). In 2017, 259 people were killed or seriously injured in incidents involving London buses. By 2023, that number had fallen by just one, to 258.
While the number of pedestrians injured or killed by a bus dropped from 99 to 86 over the same period, the number of passengers hurt or killed while on board increased from 105 to 121. The most shocking statistic is that bus-related deaths rose from six in 2023 to 16 in 2024, the highest number since 2009.
While bus fatalities remain a small proportion of the total KSIs, deaths are often only the tip of the iceberg. Many non-fatal collisions leave victims with life-changing injuries, and the difference between survival and fatality often comes down to chance and medical intervention.
The human cost of bus collisions
Every number in these statistics represents a tragic story. In August 2023, nine-year-old Ada Bicakci suffered fatal injuries after being hit by a bus while cycling with her family in Bexleyheath. The bus driver has been charged with causing death by dangerous driving and is due to stand trial later this year.
Many road accident victims—whether pedestrians, cyclists, or bus passengers—go unnamed by the Met Police and TfL, making it difficult for the media to track legal proceedings and ensure accountability.
Campaigners argue that poor working conditions for bus drivers contribute to the problem. Roads are increasingly congested with online delivery vans and minicabs. Buses are moving slower than before, yet bus operators face penalties from TfL for missing punctuality targets. This creates pressure on drivers, potentially leading to reckless acceleration and sudden braking.
Former TfL board member Michael Liebreich has criticised the franchising model under which TfL tenders each route to private bus companies. He describes it as “institutionally unsafe”, citing its failure to prioritise safety over contractual obligations.
London bus drivers demand better working conditions
Concerns about driver fatigue and stress have led to a petition for a “Bill of Rights” for London bus drivers, which has attracted more than 26,000 signatures. The petition calls for:
- Adequate rest breaks
- Proper toilet facilities
- Better temperature control in driver cabins
Campaigners argue that hot cabs in summer and freezing conditions in winter impact driver concentration, potentially leading to accidents. They also believe an independent investigator—similar to the Rail Accident Investigation Branch—should be established to examine serious bus crashes.
Are buses becoming more dangerous?
Over the past decade, buses have been involved in one in ten road deaths in London. Despite average bus speeds dropping to 9.25mph, the passenger satisfaction score for ride smoothness has declined. Many injuries are attributed to buses pulling away too sharply, a problem exacerbated by the quick acceleration of modern electric buses.
TfL is now trialling safety measures such as:
- Reintroducing the “ding ding” bell (once common on Routemaster buses) to warn passengers before departure
- On-board signs displaying available seats to reduce crowding and standing injuries
Yet, despite these efforts, campaigners highlight that 93 people have died in preventable bus-related incidents since Sadiq Khan became mayor in 2016.
A frustrating exchange at City Hall
During the City Hall Q&A, Caroline Russell, a Green Party member of the London Assembly, confronted Andy Lord about pedestrian deaths. She pointed out that 67 pedestrians died on London’s roads last year, arguing that Vision Zero is failing without serious efforts to reduce pedestrian fatalities.
Lord’s suggestion? A public campaign to encourage safer road crossing habits.
Russell was unimpressed, accusing him of “victim blaming”.
Then, Keith Prince, a Conservative assembly member, pointed out that bus-related deaths in 2024 have reached their highest level since 2009, even though bus ridership has fallen. He asked bluntly: “We are nowhere near Vision Zero, are we?”
Lord defended TfL, arguing that bus fatalities remain “very rare and infrequent”. But Prince was having none of it:
“I wouldn’t say that something that averages more than once a month is rare, commissioner.”
The challenge ahead for TfL
Andy Lord, an experienced and well-respected transport official, will not have enjoyed his day at City Hall. More importantly, he knows that TfL must do better.
With more pressure on bus companies, drivers, and transport authorities, Londoners are left wondering: Are London’s buses actually getting safer? Or are they becoming more dangerous?
For now, the statistics suggest the city still has a long way to go before reaching Vision Zero.
