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Providers and policymakers are being warned that a fragmented charge point network is slowing the take-up of electric vehicles (EVs).

 

There are currently 28,000-plus charge points in the UK and 15 major network providers, said Zap-Map.

 

Fleet body ACFO said the accessibility of charge points is a concern for drivers, as they consider whether to choose a plug-in company car.

 

ACFO chair Caroline Sandall said: “Electric vehicle ‘charge point anxiety’ is replacing ‘range anxiety’ as the big issue for drivers.”

 

Carmakers’ enhancements to batteries, she says, have improved the range of EVs so significantly that drivers’ fears of running out of charge, before reaching their destination, are quickly being eroded.

 

However, she warned: “Range anxiety is now being replaced by charge point anxiety due to a number of concerns, including different vehicles requiring different connectors to enable charging to take place; and no standard payment system across all charge point providers.”

 

The All-Party Parliamentary Group on Electric Vehicles has urged large public charge point operators to make their units interoperable.

 

In a letter to operators last month, it said the “fragmented” system for charge point transactions, involving multiple cards, apps and accounts, is “putting off” fleet operators from adopting EVs.

 

It says there is now an urgent need for industry-led collaboration to simplify this experience.

 

Even the most evangelical of EV advocates recognises that this is a major stumbling block.

 

Simon King, procurement director at Mitie, which has pledged to convert 20% of its car and small van fleet to EV by the end of 2020, said: “I’ve got between 10 and 15 apps for different charge point providers on my phone; a driver in a diesel van will have an Allstar card they can use at pretty much any filling station. That’s our biggest issue.”

 

And Catherine Hutt, innovation lead at Addison Lee, said: “Charging has been an issue for our drivers. The day I had to say ‘you are going to have to download about six different apps’, my heart sank. We cannot let this carry on – it’s not sustainable.”

 

A group of charge point providers has signed a roaming agreement to open up networks for EV drivers in the UK by the end of 2019.

 

Allego, Charge4Europe, Chargemap, ChargePoint, Engenie, EVBox, Franklin Energy, NewMotion and Travelcard will only require a single subscription to access any of their public charging stations.

 

They have also agreed to share charging station information so EV drivers can see where and if a charge point is available and what a charging session will cost them.

 

Matt Western, chair of the all-party parliamentary group, said: “This announcement from the collaborating parties in e-mobility is absolutely a step in the right direction.”

 

The agreement struck between the charge point operators is based on the Open Charge Point Interface, a standardised and open-source protocol commonly used in Europe.

 

The all-party parliamentary group says interoperability agreements in markets such as the Netherlands, France and Germany have helped fuel the switch to EVs.

 

Sytse Zuidema, CEO of New-Motion, says its wider experience in Europe also shows that making charging more “accessible and easy helps encourage EV adoption”.

 

The Government announced in the summer that it wanted all new EV rapid charge points to allow debit or credit card payments by spring 2020.

 

BP Chargemaster supported the move and said its Polar network will offer contactless bank or credit card payments on all new 50kW and 150kW ultra-fast chargers. It will also retrofit all existing 50kW Ultracharge units.

 

“Rapid chargers are contactless tap and pay – you turn up and get your bank card out,” said Tom Callow, BP director of communication and strategy.

 

Customers have always been able to access the Polar network, which operates 7,000 charge points in the UK, on a pay-as-you-go basis or via a subscription (membership).

 

Polar subscribers pay a monthly fee of £7.85 and, in turn, have cheaper charging rates.

 

Sandall says “total uniformity” is required in terms of payment and type of plug/charging point.

 

“Charge point providers and motor manufacturers need to unite in terms of the type of system and there needs to be complete uniformity in terms of payment – one card, one system,” she said. By Graham Hill Thanks To Fleet News

It’s fair to say that the idea of switching to winter tyres hasn’t caught on in the UK to the extent that tyre manufacturers had hoped. But increasing the grip at the tyre contact patch is the best way to maintain the best possible traction and steering on slippery or what engineers call a ‘low-mu’ surface. (The Greek letter µ, pronounced mu, represents the coefficient of friction.)

 

It might seem that four-wheel drive is a better idea, but it isn’t necessarily. A 4×4 will make the most of the traction available from the four contact patches. It may also help prevent the balance of the car being upset by a clumsy driver stabbing at the throttle.

 

But if there’s no grip available, the tyres still can’t gain forward traction, stop the car sliding anywhere it wants, or stop it quickly enough under braking, if at all. Four-wheel drive alone can’t prevent any of those things happening and the only thing that can is the grip of the tyres on the road.

 

In snow, there’s something else to consider: the width of the rubber. Watch any rally video of cars competing in snow and they all have one thing in common: skinny tyres. In snow, whatever the type of tyre, it will get more grip if it can bite down into the surface. Wide tyres, while good for cornering grip in the dry, are likely to fare worse in the snow.

 

You can probably see where this is heading. A small, front-wheel-drive hatchback with 185-section winter tyres will be more effective in snow than a big 4×4 SUV on fat summer tyres. The winter tyres grip better in snow because they’re designed to, the weight of the engine is directly over the driven wheels even if there are only two, and the tyres are skinny.

 

It’s not just about snow. Winter tyres have a softer compound that keeps the tread soft and supple in low temperatures, giving more grip on cold, damp or wet Tarmac at anything below 7deg C. That’s due to the chemistry of the compound and the fact that it contains more natural rubber than a summer tyre. Some high-end performance tyres don’t contain any natural rubber at all and can deteriorate and crack over time in extreme low temperatures.

 

The solid centre band on a high-performance summer tyre designed to give sharp steering response is missing on a winter tyre and there are normally fewer grooves around the circumference than on a summer tyre – depending on the make. However, there are a lot more of those tiny slits in the tread, called sipes. They create more sharp edges to grip the surface as the blocks they define deform in use. In snowy conditions, they also trap the snow, which grips better than wet rubber.

 

The downside of a winter tyre is that wider fitments especially are likely to be noisier than a summer equivalent, the rolling resistance is higher and the steering response and handling of a performance car in the dry won’t be as good. On a family car with modest performance, though, there’s no reason not to leave them on all year round, dodging the cost and hassle of two sets of tyres and giving much more safety and convenience in the worst winter weather.

 

The pressure to perform

 

Why does fuel consumption rise if tyres are not inflated properly? Hysteresis. As the tyre rotates and meets the road surface, it deforms, consuming energy. As it turns away from the surface, elasticity returns it to its original shape, but not all of the energy is recovered and the rest is lost as heat. By Graham Hill Thanks To Autocar Magazine.

As leasing companies and manufacturers try to increase take up of all EV’s the bigger premium cars are suffering massive drops when used according to a report by Fleet News. The question is how can it be addressed?

 

Residual values for used electric vehicles (EVs) are progressing at different rates with prices for cheaper models strengthening in the last 24 months.

 

Values for models under £17,000 at one year and 10,000 miles have seen an uplift while those for premium EVs are weaker.

 

Data from Cap HPI shows that models including the Citroen C-Zero and Peugeot iON have seen residual values improve in the last two years. In November 2017, a one-year-old and 10,000 mile Citroen C-Zero was worth around £6,000 and today a similar example is valued at more than £11,000.

 

Premium EVs remain a challenge due to the high cost new, which translates to the vehicle looking expensive when entering the used market. Models such as Jaguar I-Pace, Audi E-Tron and Tesla Model X have all seen values reduce in the past few months.

 

Chris Plumb, senior valuations editor at Cap HPI, said: “It’s clear that there is a growing market for a used BEV at a particular price point perhaps for use as a second car for city commutes. We expect to see demand continue to increase as clean air zones are rolled out across the country and the range of product widens.

 

“The premium models represent a different proposition, often with longer ranges and more features, the high purchase price at new is yet to translate in the used sector.”

 

A BMW i8 coupe is worth around £20,000 less at one year old and 10,000 miles than it was two years ago. Equally the Jaguar iPace has seen values drop by around £10,000 in the last 12 months.

 

As volumes of EVs increase in the market some mainstream models have seen pressure and values drop. The VW eGolf and Nissan Leaf have seen values decline following an increase in volumes of two-year-old product, in particular, models with a smaller battery.

 

“Over time, used values have stabilised and now perform against the same market pressures as their petrol counterparts,” Plumb said.

 

“As supply and demand shift we see pressure on some models and, in some cases, values appreciate on others. We expect dozens of new models in 2020 and it will only bring more choice to the used buyer.”

Company car drivers and fleet managers are being warned that criminals are using WhatsApp groups to plan and execute car thefts, according to vehicle protection specialists at AX.

 

According to the report, criminals create and share ‘shopping lists’ of makes and models so that vehicles can be stolen to order. AX, a provider of intelligent vehicle protection and management technologies for the automotive and insurance industries, says that “fuelled by encrypted social media platforms, the wave of thefts has been intensified by the vulnerability of ‘keyless’ systems which criminals are able to exploit using key signal amplifiers and decoders costing thousands”.

 

Home Office figures show the number of vehicles stolen in Britain has almost doubled in the last five years. In 2017-18, nearly 112,000 cars were taken illegally, up from 75,308 in the 2013-14 financial year.

 

Neil Thomas, AX director of investigative services, said: “The highly organised criminal networks are constantly looking for more secure ways to carry on their ‘businesses’ online and use social media with encrypted messaging capabilities or even online games to covertly communicate with each other.

 

“The sheer volume of thefts is practically a car theft epidemic and is enabling criminals to purchase costly technology which then fuels even more car crime.

 

“The thieves who take the initial risk get the cash payment, then the buyer, who now has a tracker-free car can then take their time to strip it, clone it or export it. This is where the profit is, especially in terms of the parts which can amount to much more than the complete vehicle.”

 

AX states that typically, criminals – or whole gangs in some cases – mobilise on social media where they agree their preferred targets, pricing and buyer before preparing bogus number-plates from similar vehicles to rapidly clone vehicles. By Graham Hill Thanks To Fleet News.

Roadside pollution can be cut in half by a hedge, a new study from the University of Surrey suggests.

 

Experts from Surrey’s Global Centre for Clean Air Research (GCARE) conducted a five-month experiment, measuring traffic pollutants behind and in front of a hedge that shielded a children’s park in Guildford, United Kingdom.

 

They reported reductions of more than 50% in particulate matter in late April, when the hedge came into leaf. This could be because the density of the hedge or the stickiness of the leaves had a sizable impact on particle pollutants passing through it.

 

However, the results also revealed smaller reductions for gaseous pollutants including carbon monoxide and nitrogen dioxide, and that wind direction had little impact on the concentration levels.

 

Professor Prashant Kumar, founding director of GCARE at the University of Surrey, believes it is the first study to look at how a hedge affects the pollution from traffic – assessing the influence of the vegetation lifecycle, wind direction and other variables.

 

“The reduction in pollution after the ‘green-up’ stage gives valuable information regarding where to install green infrastructure across our communities,” he said.

 

“This study has not only produced unique evidence and support for our advocacy to install hedges and other forms of green infrastructure along busy roadsides to protect schools, playgrounds and pedestrians/cyclists from air pollution exposure; it has also provided a clear indication that evergreen species should be favoured for barriers against air pollution to exploit their year-round performance.”

 

GCARE at the University of Surrey has a long history of research in this area, conducting its first piece of research in 2014. It assessed the potential of roadside vegetation to reduce exposure to ultrafine particles; a study that was subsequently expanded to investigate larger-sized fine and coarse particles along busy roadsides.

 

Kumar said: “This journey continued with assessments of the relative potential of trees, hedges, green roofs and walls in city environments and proposed modelling methods for evaluating the impact of green infrastructure. Most recently, our research has highlighted the nexus between green infrastructure, air pollution and human health.”

 

It has also released guidance on the implementation of ‘green infrastructure’ to cut for air pollution.

 

“What was missing from earlier work was an understanding of how the vegetation cycle of roadside hedges influences their capacity for air pollution mitigation,” continued Kumar. “This required long-term measurements to capture various phases, including dormancy, leaf emergence and maturity.”

 

The research – The influence of the vegetation cycle on the mitigation of air pollution by a deciduous roadside hedge – was carried out under the umbrella of the iSCAPE (Improving Smart Control of Air Pollution in Europe) project, which is funded by the European Community’s H2020 Programme. By Graham Hill Thanks To Fleet News

Bus lanes are used to separate traffic and ensure it flows freely through cities and busy urban areas.

 

Here we’ll cover everything from how to spot and use bus lanes, to the possible penalties incurred if you’re caught illegally driving in one.

 

How do you know if it’s a bus lane?

Bus lanes are clearly marked by dashed white lines or a solid white line.

 

The solid white lines mark out the edge of the bus lane and should not be crossed while it’s in operation.

 

The dashed white lines signify the beginning and end of the lanes, as well as points where it’s acceptable for vehicles to cross into it – for example to reach a loading bay or to turn left.

 

They will also have the words ‘bus lane’ marked along the road.

 

When can’t you use a bus lane?

All bus lanes have blue signs signalling their times of operation, which can vary significantly from road to road. By times of operation, we mean the periods within which only buses can drive in the lanes.

 

The sign will usually show a time period, and the days of the week when restrictions for non-buses are to be observed.

 

Sometimes they’ll show two sets of times (e.g. Mon-Fri 7.30 – 9.30am, 3.30 – 6.30pm).

 

If there are no times are shown on the sign then the lane is in operation 24 hours a day and can’t be used at any point by unauthorised vehicles.

 

When can you use a bus lane?

If you’re driving outside a bus lane’s operational hours, then you can use it as long as it’s safe to do so.

 

This will help ease traffic congestion, freeing up another lane for other vehicles.

 

Be aware that not using a bus lane when it’s safe to do so during your driving test could result in a marking down.

 

The bus lane’s blue sign will also show which other road users are permitted to use it…

 

Who can use a bus lane?

This all depends on the lane in question. While some are reserved entirely for buses (which must have a minimum of 10 seats including the driver), individual signs will signal which other road users may drive in them.

 

If they display the word ‘local’ then the lane can only be used by local bus services.

 

The following vehicles may be allowed to use bus lanes at indicated times if they are shown on the sign:

 

Licensed London Taxis (Hackney carriages)

Motorcycles (without side cars)

Mopeds

Scooters

Tricycles (non-motorised, motorised under 450kg, not with side cars)

Bicycles

What happens if you cross in to a bus lane?

In some circumstances you may be required to cross the solid white line into the bus lane. You should only drive into the lane when you have no other choice but to move over.

 

These cases could include; to avoid an obstruction in the road, to move out of the path of an emergency vehicle or to avoid an accident.

 

If you do enter a bus lane you must make sure you leave it again as soon as is safe to do so.

 

What are the penalties for using bus lanes?

Bus lanes are introduced using Traffic Regulation Orders through powers issued under the Road Traffic Regulation Act 1984 and carry penalties for misuse.

 

Bus lanes are increasingly monitored by CCTV cameras to record any unauthorised vehicle driving or parking within the operational area.

 

The recordings are also checked to determine whether the lines may have been crossed in mitigating circumstances (e.g. to make way for emergency services).

 

If you’re caught using a bus lane during operational hours you could be liable to pay a penalty charge notice.

 

A PCN will be sent to the vehicle’s registered keeper containing details of the contravention, vehicle information and photographic evidence.

 

The amount payable varies across the country – being much higher in the capital and its Congestion Charge zone.

 

Fines for driving in bus lanes are as follows:

Inside Greater London         Full Fine:  £160    Paid Within 14 Days:   £80

Outside Greater London      Full Fine:  £65      Paid Within 14 Days:   £30

Can I appeal a bus lane violation?

If you think you’ve been wrongly penalised, you can appeal against the notice on the following grounds:

 

the contravention didn’t occur

the charge is more than the relevant amount

a Fixed Penalty Notice had already been issued

you are not the registered owner/hirer

the vehicle was being hired out to someone who had signed a statement of liability

it was being kept by a motor trader

the vehicle was being used without consent

Be aware that failing to pay a PCN notice could result in your local authority taking action against you. By Graham Hill Thanks To RAC

Drivers across the country will soon be liable for fines for offences like stopping in yellow box junctions, the Government has indicated.

 

Transport Secretary Grant Shapps looks set to hand all local councils legislative powers to crack down on ‘moving traffic violations’ – currently only available to London and Cardiff.

 

While accepting the move broadly makes sense, the RAC remains concerned some councils could use their new powers as a cash cow.

 

Nicholas Lyes, head of roads policy at the RAC said: “Local authorities know where congestion might require some form of enforcement, particularly in the case of box junctions, so it stands to reason they should be able to improve this through the use of enforcement.

 

“However, we remain concerned that cash-strapped authorities may see this as an opportunity to extract more revenue from drivers.”

 

Under the Traffic Management Act 2004, councils must apply for powers to tackle parking, bus lane contraventions and moving traffic violations. Many have taken measures to enforce parking and bus lane contraventions, but not moving traffic violations.

 

Members of the committee had raised concerns that police officers are too busy policing minor offences to deal with more serious crimes.

 

Mr Shapps said: “I have been looking at powers outside of London provided to local areas to do some of these things, and think that I’ll shortly be making an announcement.”

 

Transport for London has been penalising drivers for stopping in yellow box junctions for 15 years. In the 2017/18 financial year alone, it issued £16 million in fines.

 

In many cases drivers claim stopping was unavoidable – either because of traffic light sequencing, or because of drivers ahead of them blocking their path.

 

Drivers are allowed to wait in a box junction to turn right, providing their exit road is clear.

 

Nicholas Lyes added: “Should powers be extended to cover all moving traffic offences, local authorities must use this as an opportunity to improve traffic flow and safety, and not as a way to generate more revenue.”  By Graham Hill Thanks To RAC

According a new report 43% of drivers believe that electric vehicles (EVs) should mimic the sound of a diesel or petrol powered vehicle when driven at low speed.

 

The new survey by Venson Automotive Solutions coincides Brake Road Safety Week (November 18 – 24). Of those polled, 72% believed EV sounds should be standardised, with 23% in favour of a continuous low decibel sound. However, 6% of respondents “would choose something completely different, such as classical music, whale song or ocean waves”.

 

Acoustic Vehicle Alerting Systems (AVAS) are sound generating devices fitted to pure EVs and hybrids to warn pedestrians and other vulnerable road users of the vehicle’s presence.

 

Compliance with the new requirements on AVAS becomes mandatory from July 1, 2019 for “new types of pure electric vehicle and new types of hybrid electric vehicle that are capable of operating without their internal combustion engine running”, and from July 1, 2021 “for all new vehicles of such types”.

 

Positive move

Alison Bell, marketing director for Venson Automotive Solution, said: “The integration of AVAS into hybrid and electric vehicles is a very positive move. Almost silent electric and hybrid cars put vulnerable road users at risk, especially children, the partially sighted and blind.

 

As more fleet drivers opt for emission-free electric models, with the introduction of zero BIK tax from April 2020, they will be relieved to know that with the introduction of AVAS their choice will no longer put road users at risk.”

 

Under EU law, from 2021, EV drivers will be able to manually trigger a warning sound, as in a horn but less urgent, to alert pedestrians and road users of their presence. 70% surveyed said they would like to hear a horn sound similar to that made by a petrol or diesel engine vehicle. Just 13% wanted to hear a phrase such as “EV approaching”, however, 6% would prefer an animal sound like a roar, bark or quack instead of a traditional vehicle horn.

 

Bell added: “With over 100 years of petrol and diesel engine sounding vehicles on our roads, people naturally react to the sound of an approaching vehicle or a horn being sounded. Keeping sounds we are used to hearing on UK roads makes the most sense when it comes to road safety and saving lives.”  By Graham Hill Thanks To Fleet News

I came across a piece that explained some things to be wary of as an employer but is also useful if you drive a car on business even though you may be self employed or use your own car but are paid a car allowance or mileage.

 

The Christmas work party season will soon be with us! It is therefore worthwhile taking the following into account. If you as an employer are putting on a Christmas party, whether on your premises or at an outside location then you have responsibilities under employment and health and safety laws.

 

And as an employee you need to be aware of your responsibilities should you be attending a works party.

 

The company should have the relevant policies in place and staff handbooks should be up to date with the issues below covered. This helps to avoid any misunderstandings in the future as employees will be aware of the company expectations.

 

Alcohol and Drugs

 

If the employees have to drive a vehicle, they cannot be over the legal limit, including the following morning. As an employer, you are liable for their actions when they are acting in the course of their employment so be mindful of employees who could potentially be over the limit the next morning.

 

If a majority of employees are likely to consume alcohol, it would be wise to arrange transport.

 

Remember some people want a soft drink rather than alcohol and for some it’s a necessity on religious grounds or due to the fact they are the designated driver.

 

Watch for drugs use.  It is an offence to knowingly permit (or ignore) the use/supply of drugs.

 

Whilst it may be an office Christmas party, on or off company premises, it is still deemed as a working environment. Employees telling one another how they really feel about one another in ‘banter’ or playing pranks could be misconstrued.

 

Any grievance, should be dealt with. This extends to the world of social media, any confession or inappropriate posts will still have to be dealt with accordingly.

 

Any failures of employees to attend work the next day is a disciplinary offence and should be made clear to those attending. This should be applied to all employees to ensure no discrimination claims arise. If a manager doesn’t turn up with no action but a subordinate staff member is disciplined – it could end up in a tribunal.

 

It is a good idea to designate certain people in management/supervisory roles to oversee the level of behaviour at parties and make sure that things don’t get out of hand.  Remember that your involvement in putting on the party can lead to claims for discrimination, harassment, assault which the company could be liable for.

 

Some religions or faiths don’t recognise Christmas since it is a Christian holiday.  Make it clear that attendance at a party is entirely voluntary. Whilst it’s important that everyone enjoys themselves – it’s a Christmas party after all, you don’t want to find yourselef out of a job the following day or week for telling your boss or an employee what you think of them. By Graham Hill

UK drivers are risking their licences by breaking the speed limit when overtaking, shocking government figures have shown.

 

According to official stats, in 2017 almost 8,000 vehicles were involved in collisions when overtaking – and over half (55%) of these were cars.

 

Safety chiefs are now urging motorists to watch their speed when overtaking to avoid putting themselves and other road users at risk – and avoid getting hit with heavy fines or even losing their licence.

 

The Royal Society for the Prevention of Accidents (RoSPA) is keen to set aside myths that speeding is acceptable when overtaking another vehicle.

 

“The common-sense message is do not overtake unless you are sure you can complete the manoeuvre safely and without causing risk or inconvenience to another road user,” warns an RoSPA spokesman.

 

“Although you should complete an overtaking manoeuvre quickly, never exceed the speed limit for the road.”

 

As rule 125 of the Highway Code states, the speed limit is the absolute maximum you should drive on any particular road. This does not exclude overtaking.

 

Exceeding the speed limit for any reason is dangerous as well as illegal and could see you hit with penalty points, a hefty fine, or even being banned from the roads entirely.

 

While overtaking is, of course, legal, there are strict rules about how and when it is safe to overtake – the most fundamental being that you should only overtake ‘when it is safe and legal to do so’.

 

If you’re caught speeding while overtaking, you could collect a fine up to £2,500 and six points on your licence, depending on your speed and the road you’re caught on.

 

Should you get 12 penalty points or more in any three-year period, you’ll have your licence revoked.  By Graham Hill Thanks To RAC