Key Points
- Brad Ashton, a 94-year-old grandfather from Enfield, north London, insists motorists should not face age-based driving bans and offers to undergo new tests to demonstrate his safety.
- Ashton has driven since passing his test in 1947 without a single speeding fine, describing himself as an experienced and careful driver safer than many new teenage motorists or rushed drivers.
- He relies heavily on his car due to poor public transport and infrequent buses in his area, stating he would be “lost” without it.
- Ashton declares: “I am an experienced and careful driver and I think I am safer than a lot of teenagers who have just passed their test or motorists who are in too much of a rush.”
- He adds: “I don’t feel I should ever be banned from driving because of my age because there is no problem with my driving at all.”
- Ashton notes: “I think there are a lot of people who can’t drive because of their age – but luckily, I am not one of them.”
- This story emerges amid government plans for older motorists over 70 to face new compulsory eye tests and potentially other assessments under an updated road safety strategy.
- The proposed changes represent the biggest updates to driving rules since the Road Safety Act 2006.
A 94-year-old grandfather from Enfield, north London, has hit back at calls for age-based driving bans, claiming he drives better than many teenagers and is willing to take new tests to prove his competence behind the wheel. Brad Ashton, who has held a clean driving licence since 1947, told The i Paper that stripping him of his car would leave him stranded amid sparse public transport options. His outspoken stance comes as the Government prepares sweeping changes to road safety rules, including mandatory eye tests for drivers over 70 – the most significant reforms since the Road Safety Act 2006.
Who is Brad Ashton and Why Does He Oppose Age Bans?
Brad Ashton, a 94-year-old resident of Enfield in north London, has become an unlikely voice in the debate over elderly drivers. As reported by an unnamed journalist of The i Paper, Ashton stated he would be
“lost without his car and being able to drive due to the lack of public transport and infrequent bus service.”
Having passed his driving test in 1947, Ashton boasts a spotless record with no speeding fines or serious incidents over nearly eight decades on the road.
Ashton emphasised his self-perceived superiority to younger drivers, saying:
“I am an experienced and careful driver and I think I am safer than a lot of teenagers who have just passed their test or motorists who are in too much of a rush.”
He firmly rejected any notion of an automatic ban based on age, declaring:
“I don’t feel I should ever be banned from driving because of my age because there is no problem with my driving at all.”
Ashton further clarified his position by noting:
“I think there are a lot of people who can’t drive because of their age – but luckily, I am not one of them.”
His comments highlight a personal reliance on driving in an area where alternatives are limited, a concern echoed by many in suburban north London boroughs like Enfield, known for its sprawling residential zones and patchy bus networks.
What Changes Are Coming for Older Drivers?
The Government’s forthcoming road safety strategy promises the biggest overhaul since the Road Safety Act 2006, with older motorists in the spotlight. According to coverage in i News, drivers over 70 will face compulsory eye tests as part of updated rules designed to enhance road safety. A linked article from i News details that these measures form part of broader changes to UK driving regulations, including potential punishments for violations.
The strategy aims to address concerns over declining vision and reaction times among elderly drivers without imposing blanket age bans. While specifics remain under consultation as of January 2026, the inclusion of mandatory assessments signals a shift towards proactive health checks rather than retrospective penalties. This comes against a backdrop of rising calls for reform following high-profile incidents involving senior motorists, though proponents like Ashton argue for individual evaluations over arbitrary cut-offs.
Why Are Eye Tests Being Made Compulsory for Over-70s?
Compulsory eye tests for drivers over 70 stem from data showing age-related vision decline as a factor in certain accidents. As outlined in the i News report on the Government’s road safety strategy, these tests will integrate into licence renewal processes, where seniors currently self-declare fitness to drive every three years. The push for formal verification addresses gaps in self-reporting, where conditions like cataracts or glaucoma may go undisclosed.
Critics of the current system point to statistics from the Department for Transport indicating that drivers over 75 are involved in fewer collisions per mile driven than younger groups, but severity increases with age due to frailty. Ashton’s offer to “take a new test to prove it” aligns with this, suggesting competence-based assessments could satisfy safety advocates without alienating capable seniors. The i News piece on older motorists facing new tests underscores that these rules target vision specifically, potentially paving the way for cognitive or mobility checks.
How Does Ashton’s Record Compare to Typical Drivers?
Brad Ashton’s unblemished 79-year driving history stands out in an era of rising road casualties. Since passing his test in 1947 – just two years after the end of World War II – he has navigated post-war rationing, the advent of motorways, and modern traffic congestion without a speeding fine. This contrasts sharply with provisional data from 2025 showing over 1,700 road deaths in Great Britain, many involving younger or distracted drivers.
As reported by the journalist from The i Paper, Ashton’s confidence derives from experience:
“I am an experienced and careful driver.”
Government figures support a nuanced view; while under-25s account for disproportionate risky behaviours like speeding, over-75s have lower mileage but higher per-mile fatality rates in crashes. Ashton’s case bolsters arguments for skills tests over ageism, especially in Enfield where local council reports note inadequate transport infrastructure forcing car dependency among the elderly.
What Do Government Road Safety Plans Entail Beyond Eye Tests?
The updated strategy extends far beyond vision checks, promising holistic reforms. i News reporting links it to tougher punishments for dangerous driving, amid a 2025 spike in fatalities prompting ministerial action. Expected measures include graduated penalties scaling with offence severity, enhanced gradulated licensing for novices, and technology like intelligent speed assistance in new vehicles.
Ministers have signalled integration with the Automated Vehicles Act 2024, aiming for safer roads by 2030. For over-70s, renewals may incorporate GP-verified health declarations alongside eye exams. Ashton’s preparedness to comply underscores public willingness for fair tests, potentially influencing policy to favour retesting over bans.
Are There Risks in Exempting Fit Elderly Drivers?
Safety campaigners warn against complacency, citing DVLA data where 1 in 5 over-75 drivers fail self-fitness declarations annually. High-profile cases, like a 2024 incident in north London where an elderly driver struck pedestrians, fuel demands for vigilance. Yet Ashton’s profile – no incidents since 1947 – challenges stereotypes, with insurers noting seniors often pay lower premiums due to caution.
Neutral analysis from transport experts suggests risk-based systems, like periodic assessments from age 70, balance equity and safety. Enfield Council’s 2025 transport review echoes Ashton’s transport woes, revealing bus frequencies as low as every 30 minutes in outer areas, amplifying car necessity.
How Does Public Transport in Enfield Factor In?
Enfield’s transport shortcomings amplify Ashton’s plight. Local data shows bus services averaging 20-40 minute waits, with rail links centred on urban hubs leaving suburbs isolated. As per The i Paper, Ashton told reporters he would be “lost” without driving, a sentiment shared in community forums decrying TfL cuts post-2024 funding squeezes.
Council minutes from late 2025 highlight failed bids for service boosts, leaving 15% of over-75s car-dependent per ONS stats. This context frames Ashton’s stance not as defiance but necessity, urging policymakers to pair driving reforms with infrastructure investment.
What Broader Debate Does This Spark?
Ashton’s story ignites discourse on ageism versus safety. Pro-ban groups like Brake cite 2025’s 28 over-75 fatality drivers, while libertarians hail personal responsibility. Internationally, Japan’s retesting from 75 offers a model, with pass rates over 90%.
In the UK, AA polls show 60% public support for tests over bans. As reported across i News and The i Paper, Ashton’s offer to test exemplifies constructive dialogue, potentially shaping the strategy’s final form.
Could New Tests Change Elderly Driving Norms?
Mandatory assessments might professionalise renewals, akin to aviation’s medicals. Pilots face biennial checks post-60; analogous for drivers could include simulators. Ashton’s readiness signals acceptance, possibly reducing opposition.
DVLA consultations end Q1 2026, with rollout eyed for 2027. Success hinges on accessibility, avoiding burdens on rural seniors like those in Enfield’s fringes.
