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Peter Lamb (Crawley) (Lab)
I beg to move,
That this House has considered the potential merits of a new standard for vehicle headlight glare.
It is a pleasure to serve under your chairmanship, Mrs Harris. I am grateful for the opportunity to present this motion today; it is the first time that I have been successful in an application for a Westminster Hall debate, and I feel that I have been incredibly lucky with the coverage that it has received so far in the news. But I suppose that I should not be surprised. This issue has been raised with me by many constituents, and polling indicates that 80% of all drivers are concerned about headlight glare. I am sure that most Members have at one time or another struggled to see the road because of the glare of oncoming headlights—I certainly have.
No one should deny the valuable role that headlights play in enabling people to drive safely. They enable drivers to see potential hazards, and other people to notice vehicles in motion. It is for that reason that we encourage cyclists to ensure that their bikes are properly illuminated at night—the conversation about their lighting, and particularly the flashing lightbulbs that they often have, can wait for another day. However, in recent years the glare from headlights has begun to tip over from enhancing road safety to compromising it. On average each year, police are called to 280 collisions and six fatal collisions where headlight glare is cited as having played a role in causing the accident.
Several factors have a role to play in driving the increase in headlight glare. Poor alignment of headlights means that often car headlights are angled too high up in the road, and consequently the light enters into cabins. There is increased adoption of SUV-style cars, which sit higher in the road, so again the light is more likely to enter a car’s cabin and impact drivers.
However, the most significant change has been the replacement of traditional halogen lightbulbs with light-emitting diodes. LEDs are a significant improvement on halogen bulbs; they are far more energy-efficient, last far longer and have the ability to be brighter and better directed than traditional lightbulbs. Unfortunately, although car companies feel the advantages of the increased brightness of LEDs—which, due to emitting large volumes of blue light, unlike halogen lightbulbs, take far longer for the eye to recover from—they do not appear to have considered the impacts on other road users. It is hard to say whether that is by accident or design. Brighter headlights may well be attractive to those purchasing a car; they can be more aesthetically pleasing, and drivers benefit from increased visibility, but that all comes at the cost of other road users.
The tension between the conflicting interests of those living in this country sits at the heart of our politics. It is our job as representatives to decide where that appropriate balance sits—curtailing the freedoms of some to protect the freedoms of others—and there will always be winners and losers. Fortunately for the Government, on this issue the balance seems clear. When four out of five drivers are telling us they are concerned about headlight glare, we know that the balance of freedoms in this country rests clearly on one side. We cannot have a road network where one in 20 people have stopped driving completely and a further 22% would rather not drive at night at all if they a choice.
Lauren Edwards (Rochester and Strood) (Lab)
From my hon. Friend’s research, how concerned is he about the role that increasing glare from headlights could be playing in increasing social isolation? A lot of my older constituents say they are quite frightened about going out at night, particularly in winter as the nights are drawing in, which leaves them feeling more isolated.
Peter Lamb
Although the researcher involved did not look into particular age groups, I think we all know that on balance, it is often older citizens who are far more inclined to feel the issue of headlights and problems with driving in general. When looking at the numbers, which show the scale of people who are simply staying at home because they no longer feel safe in the road, we realise that something clearly has to be done. The overwhelming majority of those who say that they are no longer driving at night, or would not drive if they had the choice, cite headlight glare as the primary reason.
Dr Scott Arthur (Edinburgh South West) (Lab)
I congratulate my hon. Friend on securing his first Westminster Hall debate. I thought this was an issue of personal annoyance until I met Alan, an old colleague from Heriot-Watt University, who said he found it difficult to go out in the evening and was not looking forward to winter. He is a young man—even younger than me—so does my hon. Friend agree that we need more research to fully understand the negative impacts of these lights?
Peter Lamb
Certainly, there is probably work to be done in general around how transport impacts social isolation, and particularly at different times of day. We know the impact that losing bus routes has had on rural communities, and the age brackets for which that causes huge problems. Transport for many people is an essential part of daily life; they do not have the options that those of us lucky enough—I say lucky—to live in an urban area have available to us. We have to think of the enormous impact that this issue has not only on convenience, but on someone’s ability to get through life.
There are options available to drivers to reduce headlight glare. They can try keeping their windscreen and glasses clean; they can adjust mirrors to reduce glare; and they can ensure that their own headlights are properly aligned and avoid buying SUV-type vehicles. [Interruption.] Well, they could. Although all those things would see an improvement in our roads, driving-related law in the UK should not be reliant on voluntary measures by drivers. The law relating to driving begins from the starting point that every vehicle is a lethal object and rigid rules are required to manage that risk.
The track record of accidents stemming from headlight glare is now sufficiently clear, but it is time for that to be recognised in law with a new standard to ensure that headlights in the United Kingdom do not exceed safe levels of brightness. I am glad that the Department for Transport appears to have recognised that, with the Transport Research Laboratory having been commissioned last year to study the impacts of headlight glare. I understand that research was supposed to have been completed in the spring, but it has not yet been published. Despite that, there have been positive noises, certainly in recent days, about headlight glare being addressed, in part through the new road safety strategy. I hope that hon. Members will receive assurances about that from the Minister, and I hope that this debate will help to maintain pressure for the action that our constituents deserve at the earliest opportunity.
Several hon. Members rose—
Carolyn Harris (in the Chair)
I remind hon. Members that if they wish to speak they should bob so that we can work out the timings. Hon. Members should also please bear in mind that we are expecting votes.
Brian Mathew (Melksham and Devizes) (LD)
It is an honour to serve under your chairship, Mrs Harris. I thank the hon. Member for Crawley (Peter Lamb) for securing this important debate. The statistics are stark—as stark as bright light coming around the corner at night on a dark country road. The RAC tells us that four in five drivers complain of bright vehicle lights on the road, that 95% of drivers think that at least some headlights are too bright, that 53% have been temporarily blinded while driving, that 79% find it hard to tell when vehicles were indicating because of the bright lights, that 77% find it difficult to judge the position of an oncoming vehicle in the road, that 25% avoid driving at night due to headlights, and that 22% would like to drive less at night.
There is an issue that drivers with automatic headlight dipping, and indeed the manufacturers of the systems, may not be aware of: the sensors that dip the lights automatically do not seem to do so until they directly sense an oncoming light, so for those of us who can see a light in the distance and consequently dip our headlights manually, that courtesy is not returned until the first flash of the lights as they round a corner. That makes for more bad temper on our roads, occasional retaliation and of course the danger of being blinded.
Some may have seen advertisements for night driving glasses, which have yellow lenses that take out the blinding, blue part of the light. I have found them effective, but it would be useful if the Government’s Transport and Road Research Laboratory, the TRL, could undertake research into the effectiveness of these driving glasses. It could perhaps, along with the British Standards Institution, issue a kitemark for approved night driving glasses and make the case for them more obvious.
Other problems, such as the fitting of LED bulbs to standard car light housings are already illegal. Making that point of law more widely known and publishing statistics on the issuance of penalty points for that offence would be widely welcomed, and be a public benefit.
Carolyn Harris (in the Chair)
I am imposing an informal time limit of four minutes.
David Taylor (Hemel Hempstead) (Lab)
It is a pleasure to serve under your chairmanship, Mrs Harris. I thank my hon. Friend the Member for Crawley (Peter Lamb) for securing this important debate, for bringing this issue to national attention and indeed—forgive the pun—for shining a light on it. [Hon. Members: “Ooh.”] I know, I could not resist; I apologise.
Many of my constituents have raised this issue with me, not just in the town of Hemel Hempstead and areas such as Adeyfield and Bennetts End, but in our rural communities—in Bovingdon, Chipperfield and Flaunden. The growing problem of the glare from modern vehicle headlights is now a real concern for drivers, cyclists and pedestrians alike. Hon. Members have shared their personal irritation at this issue. I, too, cannot now drive at night without adjusting the rear-view mirror to reduce the glare. I also recognise the occasional issue of flashing an oncoming driver because it appears that they have inadvertently left their full beams on, only to find that they have not—those are just their natural headlights.
According to the RAC, nine out of 10 drivers say that they are affected by this issue, and seven in 10 believe that it has got worse in recent years. The BBC, among others, has reported how serious this problem has become across the country. In my constituency, the impact is clear. On dark, unlit rural lanes in Bovingdon and Chipperfield, the glare from oncoming cars can cause a driver to go blind for several seconds. On busier roads in urban areas, such as St Albans Road in Hemel Hempstead, drivers face a constant dazzle from modern LED lights.
As my hon. Friends the Members for Rochester and Strood (Lauren Edwards) and for Edinburgh South West (Dr Arthur) have said, the issue also affects older residents. We do not want to inadvertently create a situation where they are isolating themselves because they are avoiding driving at night altogether. I welcome the Labour Government indicating that they will review headlight glare as part of the wider road safety strategy. It shows that this Labour Government are listening to people’s real experiences and acting on them.
I associate myself with what my hon. Friend the Member for Crawley said about his wish to see safe levels of brightness imposed on vehicles going forward, be that from stronger regulations that force manufacturers to adjust the vehicles they are producing, better MOT alignment checks or enforcement against illegal modifications. If we can force these headlights to be dipped downwards, that would address some of the major issues, particularly with the increasing number of mini-SUV vehicles on our roads. Everyone in Hemel Hempstead, whether in our towns or villages, deserves to travel safely at night without being dazzled by oncoming lights. I once again thank my hon. Friend for bringing this important issue to our attention.
Shockat Adam (Leicester South) (Ind)
It is an absolute pleasure to serve under your chairmanship, Mrs Harris. I thank the hon. Member for Crawley (Peter Lamb) for bringing this debate to Westminster Hall. I declare that I have personal experience with this issue as a practising NHS optometrist, so I can say with some clarity that it is of great importance and concern, with potentially significant consequences. Many of my patients have told me of their utter despair when they want to drive at night. Some only take the keys out if it is a real emergency, while others have abandoned it altogether, which feeds into the narrative that elderly people in particular will not go shopping or go to the pharmacist to pick up medication. That can result in loneliness and other problems.
There are also those who continue to drive despite knowing that night driving is really difficult for them. That becomes a matter of life and death, as some of the statistics bear out. As an optometrist, I have only anecdotal evidence, but although excellent research has been done by the College of Optometrists, the Association Of Optometrists and the RAC, among others, it does not take an expert to know the link between eyesight and safety for everyone who uses the road.
I want to focus on two intertwined challenges: the impact of modern car lighting, and the lack of research and subsequent legislation around it, and the failure of our system to ensure that drivers meet basic vision standards.
Modern vehicles are brighter than ever. LED and xenon technologies have replaced many older halogen bulbs. They are much brighter and more efficient, and provide better clarity on the road for the driver, but unfortunately the increased brightness comes at a cost, which is a rise in glare and dazzle for other road users. The RAC, drawing on Government collision statistics, reported that since 2013, an average of 280 crashes a year in Britain have involved dazzling headlights as a contributing factor. Six of those crashes a year involve a loss of life. Campaigners believe that the real figures could be a lot higher.
The shift from halogen to LED, combined with higher headlight positioning because of SUV cars, is part of the problem. Experts at the light and health research centre at Mount Sinai hospital in New York have identified three factors driving the problems: the rise of taller vehicles, incorrect alignment of lights and the blue light of modern LED bulbs. Due to their shorter wavelength, they can potentially scatter more light in the eyes, and are more uncomfortable than other light forms. No research, as far as I am aware—there have been some anecdotal studies and very small-scale studies, but nothing conclusive—confirms that they help night driving.
The RAC also found that it takes 68% of drivers—this is really worrying—up to five seconds to recover after they have been dazzled, and more than 11% say that it takes six seconds or more. That is the time it takes to travel 160 metres at 60 miles per hour, without any clear vision. That is worse for anyone who has other eye health conditions, such as corneal opacity at the front of the eyes, cataracts or macular degeneration problems, but also a dirty windscreen or glasses lenses.
The greater, and quieter, threat is the number of drivers who already have poor or unsafe vision and continue to drive anyway. According to statistics by Mortar in October 2024, one in seven people knows of a relative, friend or co-worker who they believe is breaking the law by driving despite poor eyesight. Almost 30% of motorists admitted they would continue to drive even if they knew their vision was below the legal standards. More than a quarter said they are worried about someone they know who drives despite having poor vision.
These figures are deeply concerning, and reveal that our current, self-referral system is failing and many people either do not know their vision has declined or choose to ignore it. Earlier this year, a coroner in Lancashire issued a prevention of future death report following a fatal crash caused by undiagnosed sight loss. We need to change the legislation and have more research done on lighting.
Martin Wrigley (Newton Abbot) (LD)
It is a pleasure to serve under your chairship, Mrs Harris. I congratulate the hon. Member for Crawley (Peter Lamb) on securing this important debate. I have worked on this issue for some time, and I am really pleased that the Government are picking it up. I thank the Minister for engaging with it following my written questions in March and my early-day motion in April. I also thank Rod Dennis from the RAC and Denise Voon from the College of Optometrists for meeting with me around six months ago to discuss this in detail.
Constituents have contacted me about the dazzling effect of modern car headlights and the disorientation and loss of confidence that causes when driving at night. That is particularly concerning in rural communities, such as those in Newton Abbot, where driving is essential for work, appointments and, as we have heard, social contact. Losing confidence behind the wheel can quickly lead to social isolation, especially among older residents—it is delightful to see such continuity and consistency on this across the House.
LED headlights can be up to 10 times brighter than traditional halogen bulbs and that the glare they produce can lead to photostress with recovery times of up to 30 to 60 seconds. That is a long time to be effectively driving blind. Glare will always exist to some extent, but we can manage it by regulating brightness, colour, temperature and headlight height and angle. By working with drivers, manufacturers and medical experts, we can make real improvements.
From my own experience as a former non-executive director at the Department for Transport’s Vehicle Certification Agency, I know how crucial type approvals and manufacturing standards are. Let us use that system to ensure new vehicles meet safe and consistent lighting standards. Of course, we must also use the MOT test to ensure that headlights are correctly aligned and comply with the regulations.
Finally, the UK has the opportunity to show international leadership on this issue, contributing to the UN taskforce and helping to set a global example in road safety and driver wellbeing. Let us get this sorted, so that headlights help us see the road ahead, and not blind us to it.
Jim Shannon (Strangford) (DUP)
It is always a pleasure to serve under your chairship, Mrs Harris. I commend the hon. Member for Crawley (Peter Lamb) for setting the scene so very well. This is an important issue as road safety is important to us all. Keeping ourselves, as well as other motorists safe, is part of that. There have been reports of concerns from across the whole of the United Kingdom of Great Britain and Northern Ireland about the impact of vehicle headlight glare. Indeed, just this week BBC Breakfast had a story on this very issue.
I recently read a news article back home about how the Fermanagh and Omagh district council on the west of the Province wrote to the Committee for Infrastructure at the Northern Ireland Assembly raising concerns that vehicle headlights are becoming an increasingly distressing and potentially dangerous aspect of driving at night. It has also been noted that the intensity and resulting glare from headlights are not currently tested. The hon. Member for Newton Abbot (Martin Wrigley), who spoke before me, referred to the MOT test. We really need to include this as part of that.
I know, from my experience living in rural areas, that there are safety concerns regarding vehicle glare. For example, on the roads leading down to my house, there are minor and major dips and hills. I live in the Ards Peninsula in a very rural part of Strangford. I know that some, on these country roads at night flash their main beam on, but perhaps do not turn it off when other cars approach. There is no doubt that that has a significant impact on public safety, and that is not to mention the fact that streetlight provision is next to nothing on these types of roads, so the spotlight glare of a headlight does not in any way increase safety. Indeed, it has the very opposite effect.
A more general UK survey found that 61% of drivers who suffer headlight glare say the problem has worsened in the past year, and I believe it has as well—certainly based on the evidence I have seen. Some 26% say that they try to reduce night-time driving because of bright headlights. If someone is not sure of being safe on the road, that would be the right thing to do. I would argue that the actual number is much higher; that figure is based purely on personal reports and anecdotes, and not on the many motorists who experience this issue daily.
It is evident that the issue affects many constituencies, but the narrow and unlit roads in rural areas, such as my constituency of Strangford, mean that beams and headlight glare stand out even more. As the hon. Member for Leicester South (Shockat Adam) asked, are people safe on the road during the 30 seconds or 50 seconds afterwards, as their eyes try to adjust again? That is a question I ask as well. There is space for human consideration, too: we certainly can be more mindful of where we are driving and the impact we will have on others.
I understand that the Department for Transport’s research into glare for 2024-25 is studying how to incorporate practical glare tests into annual inspections. Perhaps the Minister can tell us what the Government are intending to bring about. Future MOT guidance may include brightness and levelling checks.
I happen to have a four-wheel drive—it does not make me better than anybody else, but we are high up off the road. If someone lives in the countryside, they probably have one, but they have it because they use it, not because it is a status symbol. I look forward to seeing what more the Government can do to improve road safety collectively throughout the United Kingdom of Great Britain and Northern Ireland in the near future. I very much look forward to the Minister’s response. He is doing his business this week, yesterday and today—two days running. Well done.
Richard Foord (Honiton and Sidmouth) (LD)
It is an honour to serve with you in the Chair, Mrs Harris.
As the clocks go back and evenings grow darker, drivers in Devon are finding that dazzling headlights are no longer just a nuisance, but a real danger on our roads. This week, for the first time since summer, many of the people I represent are trying to get around in the dark along the dark lanes and long roads that surround Sidmouth, Honiton and Seaton. A burst of a full beam before it is dipped can leave drivers disoriented. Add in a wet road, a scattering of potholes and maybe a cyclist, and it is a recipe for a near miss. Those do not always make it into the statistics, but anybody who drives knows them, because they have been there.
Many people in Devon are saying the same thing to me: headlights feel brighter than they used to. They are right. I remember when halogen bulbs were first introduced. They cast a much longer beam than we had known before, but now those have been surpassed by LED. The RAC’s recent polling backs this up: almost every driver thinks that some headlights are too bright, and more than half have been temporarily blinded. A quarter now do not drive for fear of such temporary blinding.
Richard Foord
I honestly do not think that we can make this the responsibility of every individual driver; it is our job to come here and legislate on collective problems such as this one.
The problem is especially serious in rural areas such as the one I represent, where the population tends to be older than across the country as a whole. Age changes how the eye copes with bright light at night. A report by road safety consultants released yesterday highlighted that an older person’s eye can take around nine seconds to recover from glare, compared with about one second for a 16-year-old. That could mean not being able to see anything properly—potholes, pedestrians or cyclists—for the length of an entire football pitch.
In 2024, more than 600 people were injured on Devon and Cornwall’s roads, and sadly 56 lost their lives in road traffic collisions. Plainly, the sort of glare we are talking about will not have been responsible for all of those incidents, but I know from a constituent who came to see me in a surgery that at least one of those fatalities related to glare from sunlight. If adapting headlights to reduce glare helps to prevent even one of those tragedies, it is worth looking into it.
LED headlights give the driver a clearer, crisper view but, when they are not properly fitted or aligned, their tight, blueish beam can cause real discomfort for others on the road. Penalties for sellers peddling unsafe kits would make a difference. When the Government’s report is released in the coming weeks, it is vital that its recommendations are acted on quickly. Following the evidence could help us to save lives on the roads.
People in Seaton, Sidmouth and Honiton want to get home without feeling that they are gambling every time with a bright set of lights coming around the bend. Let us make sure that our vehicles light the way home safely, rather than blinding those who share our roads. I am grateful to the hon. Member for Crawley (Peter Lamb) for bringing this issue to the fore.
Olly Glover (Didcot and Wantage) (LD)
It is a pleasure to serve under your chairship, Mrs Harris. I join other hon. Members in commending the hon. Member for Crawley (Peter Lamb) for bringing this very important topic to Westminster Hall and, indeed, for his impressive efforts in getting media coverage before the debate had even occurred—I might ask him later for his tips on that, if he might be so generous, because hitherto I have not had quite such success, but it is very good to see. He is quite right to talk about the fear of driving at night that this issue instils and offers some good tips for mitigating the effects.
My hon. Friend the Member for Melksham and Devizes (Brian Mathew) talked about the economic impact of reduced night driving and the problem of automated light dimming—I shall return to that subject, because I have some very strong views about it. The hon. Member for Hemel Hempstead (David Taylor) joined other hon. Members in talking about the rural context and how important night-time driving is for people who live in rural areas and for the rural economy. It was once again great to hear the hon. Member for Leicester South (Shockat Adam) bring his professional optometrist’s experience to the debate and quite rightly highlight the impact of the issue on elderly people’s mobility, as well as the safety aspects of those who continue driving even though their eyesight may be compromised.
My hon. Friend the Member for Newton Abbot (Martin Wrigley) gave us an excellent summary of his very strong and robust campaigning on this issue, which this debate will hopefully accelerate. The hon. Member for Strangford (Jim Shannon) was very articulate about the need to strengthen MOT requirements and the fact that the data under-represents the problem at hand, a point also made by my hon. Friend the Member for Honiton and Sidmouth (Richard Foord).
Following a petition with more than 14,000 signatures, the previous Government committed to commissioning research into headlight glare, a project that was taken up by the current Labour Government, with the results eagerly expected. While LED headlights improve driver visibility and energy efficiency, they can cause discomfort or temporary blindness to oncoming drivers. An RAC survey in December 2024 found that 95% of drivers believe some headlights are too bright, with 53% reporting being temporarily blinded and 25% avoiding night driving altogether because of glare.
Research shows that glare particularly affects people with cataracts or other vision issues. Headlight alignment and condition are checked during the MOT test, yet overly bright lights can still pass if technically compliant. There are concerns about poorly aligned or aftermarket LED conversions sold online; police reports list dazzling headlights as a factor in around 200 to 300 collisions annually in Great Britain. However, as hon. Members have suggested, that is almost certainly an underestimate.
The UK raised the issue at the UN Economic Commission for Europe, which agreed to tighten rules on headlamp alignment and to make automatic levelling systems mandatory by 2027. Ongoing Government-funded research by the Transport Research Laboratory will include real-world glare assessments across different road types.
This issue is close to my heart, because my Oxfordshire constituency of Didcot and Wantage has many rural components, and my main method of transport around the constituency is a bicycle. I assure the hon. Member for Crawley that I certainly do not use a flashing light outside street-lit areas, nor am I one of those covered in dark clothing who is invisible. However, despite wearing high-vis clothing with retroreflective strips and having panniers with retroreflective elements, a front light, a rear light and loads of reflectors, I encounter a growing problem of car drivers taking too long to dip their headlights. Often it is so bad, particularly on roads that do not have a white line, that I just have to stop until the offending vehicle has gone—perhaps after some creative hand gestures in front of my light, as a last-minute attempt to make sure that they see me.
Some people dip their headlights and others do not, so it seems unlikely that it is to do with my visibility. I therefore wonder whether the automation that some hon. Members have mentioned is the factor; possibly some drivers rely on that, whereas others are observant, keeping a close eye and dipping as soon as they can. I can say from my experience as a cyclist that this is a real safety issue: if somebody is behind me when I have to stop suddenly, they will not be expecting to have to stop too.
The Liberal Democrats welcome the Department for Transport’s decision to commission an independent review into headlight glare and we urge the Government to develop an updated road strategy including vehicle design, including lighting, within its scope. I know that that is something they are working on. We are deeply concerned about increasing reports of overly bright or poorly aligned LED headlights causing discomfort, temporary blindness and heightened safety risks for other road users, including drivers, cyclists and pedestrians. For all those reasons, this debate is very welcome and I look forward to hearing the Minister’s response to it.
Greg Smith (Mid Buckinghamshire) (Con)
It is a pleasure to serve under your chairmanship, Mrs Harris, and I am grateful to the hon. Member for Crawley (Peter Lamb) for securing this debate.
We have all heard from constituents who say that they now avoid driving at night altogether because of dazzling headlights. The BBC recently reported on this issue, highlighting the frustration of drivers who say that modern lights, while being brighter and more energy-efficient, are simply too intense for oncoming road-users. Drivers have spoken of being momentarily blinded by glare or of feeling unable to judge distances, and consequently of losing confidence behind the wheel. For many, that means avoiding night-time journeys altogether.
However, this issue is not just about comfort; it is also about access and safety. When people tell us that they no longer drive at night because the glare from other vehicles hurts their eyes or makes them anxious, that represents lost freedom and independence, particularly for older drivers or drivers in rural areas, such as my constituency of Mid Buckinghamshire.
The data supports those stories. According to the RAC’s headlight glare study, which was published in February, a quarter of drivers who have been dazzled by the headlights of oncoming vehicles now stay off the roads more at night; 61% of drivers said the problem is worse than it was a year ago; and three quarters of those who are driving less say that it is because others cars’ headlights make the experience uncomfortable or more difficult.
The issue matters because glare does not just cause discomfort; as I have already said, it interferes with people’s ability to process visual information quickly. Older drivers are particularly affected. The evidence shows that a 70-year-old’s eyes can take nine seconds to recover from glare, compared with about one second for a teenager. Nine seconds is a very long time to be effectively blinded while driving at any speed, let alone at national speed limits on a country lane.
However, we should also be guided by the data on collisions. The Department for Transport’s records show that the number of road traffic accidents in which dazzling headlights were recorded as a contributory factor has not risen sharply in recent years; the figures fluctuate from year to year, but they do not indicate a dramatic upward trend. However, although the statistical picture does not suggest that glare is causing more crashes, it does confirm what drivers have been telling all of us: that glare is making people feel less safe, which in itself is a serious issue.
We know that several factors contribute to glare. Misalignment of headlights is one of the most common. Of the 32.4 million MOT tests carried out in 2022 on cars and light vehicles, 1.6 million vehicles—1.6 million!—failed because their headlights were misaligned. Even a small upward tilt can make a big difference to the intensity of glare experienced by other road users.
Newer lighting technologies also play a role. LED headlamps, which are now fitted to most modern vehicles, produce a whiter and more focused beam than traditional halogen bulbs. The human eye reacts differently to such light and although LEDs improve visibility for the driver using them, they can cause real discomfort for oncoming traffic.
I also want to raise a related concern about the glare from powerful bicycle and personal lights. Many drivers and pedestrians now report being dazzled by high-intensity LED lights that are poorly aligned or excessively bright. Some of these lights are designed for off-road use, yet they are now being used on busy streets and in shared spaces, creating unnecessary discomfort and danger for everyone else on the road. Some cyclists and runners even wear head-mounted lamps, which can shine directly into the eyes of other road-users.
The issue is not about stopping people being seen; clearly, visibility is vital. However, it is about balance and consideration. It might be time for the Government and the British Standards Institute to consider introducing clear standards for all lights used on the public highway, whether on a car, a bike or a person, to ensure that they are properly focused, safe and considerate to others.
Of course, we also have the problem of illegal retrofitting—drivers replacing their halogen bulbs with cheap LED kits that are not compatible with their vehicle’s design. These conversions are not road-legal; they fail the MOT test and make glare far worse. The Driver and Vehicle Standards Agency has increased surveillance to tackle this, but more needs to be done to stop the sale of unsafe aftermarket products online. The Government have said that research into that is under way, but it was first announced by the previous Conservative Administration in May 2024.
The research, commissioned by the Department for Transport and undertaken by the Transport Research Laboratory, was meant to include real-world testing to examine how different lighting technologies, vehicle designs and driver characteristics affect glare. However, here we are more than a year later and the findings have still not been published. I ask the Minister directly: when will the research be released and will the full findings be made public? Until that happens, drivers will rightly question whether the issue is being taken seriously enough.
It is also worth recognising the international progress made under the previous Government. They raised the issue of dazzling headlights with the United Nations Economic Commission for Europe, which oversees global vehicle standards. In April 2023, that body agreed to tighten rules on headlamps, aiming to make automatic headlight levelling mandatory for new vehicles. That technology ensures that when a car is heavily loaded with passengers or luggage, the headlights automatically adjust downwards to avoid dazzling oncoming drivers.
Those rules with tighter tolerances come into force in September 2027, which is welcome progress. But it only applies to new vehicles; millions of older cars will remain on our roads for years and decades to come. We should be asking what more can be done to mitigate glare in the existing fleet of vehicles—whether that is tougher and better MOT checks, awareness campaigns, proper headlight alignment or encouraging wider adoption of adaptive headlight systems that dip automatically when other vehicles approach.
A lot of evidence has been put out and it has been a good debate. The issue is about balance: making sure that headlights are bright enough to see, but not so bright that they blind. It is also about fairness—ensuring that drivers of all ages in all types of vehicles can travel confidently and safely, whether it is noon or night.
The Parliamentary Under-Secretary of State for Transport (Simon Lightwood)
It is a pleasure to serve with you in the Chair, Mrs Harris. I start by congratulating my hon. Friend the Member for Crawley (Peter Lamb) on securing this debate about the potential merits of a new standard for headlight glare. I am sure that it will have not gone unnoticed that the UK has some of the safest roads in the world. But the effect of every death or injury on our roads is devastating for the individuals and families involved.
I make it clear that this Government treat road safety seriously and are committed to reducing the number of those killed and injured on our roads. The Department is working to develop its road safety strategy, which will include a broad range of policies, and will set out more detail in due course. More widely, the Department recognises the importance of the road network to many people’s lives and to the economy. But we know that not everyone shares the same positive experience. Glare from headlamps is a perennial issue, as there is a compromise between providing illumination with sufficient intensity and distance to enable drivers to see and anticipate potential hazards, and the propensity to cause glare for other road users.
To strike the right balance, all vehicle headlamps are designed and tested to follow international standards developed under the United Nations to ensure that they are bright enough to illuminate the road but do not unduly affect the vision of other road users. Those standards define the beam pattern and include maximum and minimum light intensities. None the less, we know that lots of people raise concerns about headlamp glare, and we are told that some drivers, as has been mentioned, choose not to drive at night because of its effects. While police collision statistics do not indicate an increase in collisions caused by headlamp glare, the issue can lead to social isolation, which impacts on people’s wellbeing and their ability to undertake everyday tasks.
My hon. Friend the Member for Crawley highlighted the impact on older residents in particular. Obviously, we have an ageing population with increasing numbers of older drivers. As people age, their eyes become more susceptible to glare due to changes in the photobiology of their eye. Better vehicle technology such as power-assisted steering, automatic transmission and improved braking and parking aids have made the driver’s task easier, and people tend to drive for longer before surrendering their licence. The number of adults more than 70 years old in England holding a full car licence has actually increased by more than 50% over the last 10 years.
Shockat Adam
I agree wholeheartedly that better cars mean that we are driving for longer, but does the Minister share my concern that the UK is the only country in Europe that allows people to hold a driving licence until the age of 70 without ever being required to take a sight test? Perhaps we need a sight test at initial licence application, at every 10-year renewal and at every three years from the age of 70 because we are driving for much longer.
Simon Lightwood
We will always keep all these considerations under review, but, as with anything, we will be evidence-led on the measures that we put in place, working with our international partners.
Road users will have experienced discomfort from headlamp glare when driving. From personal experience, I know that that is not pleasant. A few Members raised headlight aim, which is checked in an MOT once a year. During normal wear and tear, headlights can become out of alignment. The manual controls that many of us have to adjust our headlight focusing need to be changed if we have passengers in the back seats or luggage in the boot. Many Members I spoke to in advance of the debate did not know that, if they have luggage in their boot or people in the back seats, they should adjust their headlights. There is more education to be done there.
Over the years, the Department for Transport has raised the issue at the United Nations international expert group on vehicle lighting, and it was asked about the UK playing an international role. Following lengthy and significant negotiations, proposals to amend headlight aiming rules were agreed in April 2023, together with requirements for mandatory automatic headlamp levelling —a system that automatically recorrects the aim of the headlights based on the loading of the vehicle, to go back to the issue of when passengers are in the back seats or there is luggage in the boot. Those new requirements are expected to take effect in September 2027, to permit sufficient time for vehicle manufacturers to redesign their products and adapt the manufacturing process. Once implemented, those tougher requirements will help alleviate the number of cases where road users feel dazzled by vehicle headlamps.
There is, however, still much to do and much that we do not know about the underlying causes. To address the lack of clear evidence into which factors are impacting on drivers, the Department for Transport commissioned independent research in 2024 to understand better the root causes of the glare. Over several months, researchers gathered real-world glare data when driving at night, using an instrumented vehicle and machine learning analysis tools to determine the main factors that influence glare. That work was recently completed, and the final report is due to be published in the next week.
As might be expected, the results indicated that road geometry, in combination with brightness, is a key factor in glare events. The second most important factor, however, was identified to be vehicle type, suggesting that certain vehicle characteristics may be contributing to problems of glare. Given the findings of this innovative and groundbreaking research, the Department plans further research examining a range of vehicle makes and models, aimed at identifying what vehicle design factors may be responsible for increased glare. That can then be used to generate proposals for amendments to the international vehicle lighting regulations at the United Nations.
Lauren Edwards
Given that SUVs, which are generally larger, higher cars and have LED lights, now make up more than half of new cars sold in the UK and demand is growing, does the Minister agree that it is critical that the Government address this issue urgently?
Simon Lightwood
I heed the comments of my hon. Friend. Again, it is important that we are evidence-led, hence the commissioning of further research to drill down on the cause and effect.
In parallel, the Driver and Vehicle Standards Agency, which leads for the Department on market surveillance of vehicles and automotive components, has stepped up its activities to intercept the sale of illegal retrofit headlamp bulbs for on-road use, which we believe is one of the contributing factors. Anyone caught could face a fine of £1,000. The Department is also an active member of the Euro NCAP consumer information programme, which assesses a range of vehicle characteristics to determine a vehicle’s safety rating. Work is under way to develop a new vision protocol for 2029, which is planned to include an assessment of vehicle lighting systems to ensure that they provide forward vision while minimising the risk of dazzle for some road users.
Much has already been achieved, but we have listened and we understand that more can and must be done. We will continue to develop the evidence and work domestically and with our international partners to help ensure that people feel able to drive at night without experiencing glare or dazzle.
Peter Lamb
I am very grateful for the time that we have been given for this debate, and I am grateful to all the Members who have taken the time to come along and participate. I thank the Minister for his response. We look forward to the publication of the existing research into the issue and for the research due to begin shortly. I very much hope that it can be completed promptly.
It is recognised across the House that there is a need for action. There is support among Members, the public and the press to act. Politically, this is something of an open goal, readily available to the Government. We know from the figures that headlight glare poses a risk to life. It is putting real limits on people’s freedom to go out and exercise or to go places at night. It is beyond time that we finally put an end to it by introducing a new standard, which I hope will be forthcoming on the basis of the research.
Question put and agreed to.
Resolved,
That this House has considered the potential merits of a new standard for vehicle headlight glare.