UK pothole statistics: 14bn backlog and the cost to drivers

Three main data sources are used on this page.

The AIA ALARM Survey (Annual Local Authority Road Maintenance) is published each year by the Asphalt Industry Alliance and draws on responses from local highway authorities across England and Wales. It is the most widely cited source for the repair backlog figure and council spending data. The survey uses self-reported data from councils and figures are estimates rather than audited accounts.

The DfT Road Condition Statistics are published annually by the Department for Transport and cover both the strategic road network (motorways and A-roads managed by National Highways) and the local road network (maintained by local authorities). Road condition is assessed using automated surveys that measure surface rutting, cracking, and roughness; the percentage figures represent road length where maintenance attention is recommended within 12 months.

The RAC Foundation and AA vehicle damage estimates are based on insurance claim data and member surveys. The cost-per-vehicle figures are averages and individual repair bills vary considerably depending on vehicle type and the severity of the impact.

The 14 billion backlog figure represents the estimated one-off cost of bringing the entire road network in England and Wales up to a condition where no road requires maintenance attention within the next 12 months. It is a cumulative deficit built up over many years and does not include the cost of maintaining roads once repaired.

Councils spend approximately 1.1 billion per year on pothole repairs and reactive road maintenance. The AIA estimates the annual funding need is over 1.6 billion just to keep pace with deterioration - meaning the backlog grows even in years when spending appears to increase. Inflation in construction materials and labour has made the gap harder to close.

The AIA's own analysis puts the preventive maintenance ratio at roughly 1:5: one pound spent on planned, preventive resurfacing saves around five pounds in reactive pothole patching later. Patched potholes are a temporary fix; without the underlying road structure being repaired, the same stretch of road typically needs attention again within 18 to 24 months.

Suspension defects are the second most common defect category recorded at initial MOT failure, accounting for 19.9% of all defects. While not all suspension failures are caused by potholes, pothole impacts are a significant contributor to the wear patterns that trigger MOT defects.

A sharp pothole impact transfers a sudden vertical force through the tyre into the wheel and suspension components. Over time - or in a single severe impact - this can cause wheel bearing wear, shock absorber failure, bent track rod ends, and tracking misalignment. Any of these will generate a defect at MOT. Because the damage is often gradual rather than catastrophic, many drivers are unaware their suspension has been affected until they fail their test.

Checking tyres, steering response, and ride quality after a significant impact is good practice. A pre-MOT inspection is also useful for catching damage before it becomes a failure. See our pre-MOT checklist for the checks most likely to catch pothole-related damage, and our MOT failure rates by car make page for how different vehicles compare on suspension and tyre failures.

Councils have a legal duty to maintain roads in a safe condition under the Highways Act 1980. You can make a claim against the relevant highway authority if you can show that they knew about the pothole - or ought reasonably to have known - and failed to repair it within a reasonable time.

To support a claim:

• Photograph the pothole, including something for scale (a coin, your hand, or a ruler)
• Record the location (road name, nearest landmark, and if possible GPS coordinates)
• Measure or estimate the depth and width - many councils use a standard threshold (typically 40mm deep)
• Get two or more repair quotes before authorising work
• Check whether the pothole had been reported previously (many councils have online reporting portals with a record of reports)

Claims are submitted directly to the local authority (for local roads) or to National Highways (for motorways and strategic A-roads). Success rates vary widely; councils often defend claims by demonstrating they had an adequate inspection schedule in place. Most councils publish their inspection frequency standards.

The insurance route is also available if you hold a comprehensive policy. Pothole damage is typically covered, but you will pay your excess and may lose your no claims bonus. For damage that falls below your excess, a direct council claim may be preferable.