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Users of autonomous vehicles should be legally protected in event of a collision, a new report suggests.

The Law Commission of England and Wales and the Scottish Law Commission have published a joint report, making recommendations for the safe and responsible introduction of self-driving vehicles.

Under the Law Commissions’ proposals, when a car is authorised by a regulatory agency as having “self-driving features” and those features are in-use, the person in the driving seat would no longer be responsible for how the car drives. Instead, the company or body that obtained the authorisation – typically the vehicle manufacturer should face regulatory sanctions if anything goes wrong.

The report recommends introducing a new Automated Vehicles Act, to regulate vehicles that can drive themselves and suggests that a clear distinction should be made between features which just assist drivers, such as adaptive cruise control, and those that are self-driving.

Nicholas Paines QC, public law commissioner, said: “We have an unprecedented opportunity to promote public acceptance of automated vehicles with our recommendations on safety assurance and clarify legal liability. We can also make sure accessibility, especially for older and disabled people, is prioritised from the outset.”

Modern vehicles are fitted with many driver assistance systems and the report anticipates that, in future, these features will develop to a point where an automated vehicle will be able to drive itself for at least part of a journey, without a human paying attention to the road. For example, a car may be able to drive itself on a motorway, or a shuttle bus may be able to navigate a particular route.

The report follows a consultation into the legal ramifications of autonomous driving technology.

The Law Commissions recommend a new system of legal accountability once a vehicle is authorised by a regulatory agency as having self-driving features, and a self-driving feature is engaged.

The person in the driving seat would no longer be a driver but a “user-in-charge”. A user-in-charge cannot be prosecuted for offences which arise directly from the driving task. They would have immunity from a wide range of offences – from dangerous driving to exceeding the speed limit or running a red light.

However, the user-in-charge would retain other driver duties, such as carrying insurance, checking loads or ensuring that children wear seat belts.

If the vehicle drives in a way which would be criminal or unsafe if performed by a human driver, an in-use regulator would work with the carmaker to ensure that the matter does not recur. Regulatory sanctions would also be available to the regulator.

In the case of autonomous taxis or minibuses, where there is no driver, any occupants of the vehicle would simply be passengers. Instead of having a ‘user-in-charge’, a licensed operator would be responsible for overseeing the journey.

Matthew Avery, chief research strategy officer at Thatcham Research, an organisation which was part of the consultation for the Law Commissions’ report, said: “The transition to safe introduction of automation with self-driving capabilities is fraught with risk as we enter the early stages of adoption.

Today’s report is a significant step, as it provides important legal recommendations and clarity for the safe deployment of vehicles with self-driving features onto the UK’s roads.

“In the next 12 months, we’re likely to see the first iterations of self-driving features on cars on UK roads.  It’s significant that the Law Commission report highlights driver’s legal obligations and they understand that their vehicle is not yet fully self-driving.  It has self-driving features that, in the near future, will be limited to motorway use at low speeds.

“The driver will need to be available to take back control at any time, won’t be permitted to sleep or use their mobile phones, the vehicle won’t be able to change lanes and if the driver does not take back control, when requested, it will stop in lane on the motorway.  It is critical that early adopters understand these limitations and their legal obligations.”

The report has been laid before Parliament and the Scottish Parliament. It will be for the UK, Scottish and Welsh Governments to decide whether to accept the Commissions’ recommendations and introduce legislation to bring them into effect. By Graham Hill thanks to Fleet News

Gridserve is looking to increase its cost of charging again since it increased its cost of charging an electric vehicle (EV) on its network in January, blaming spiralling costs impacting the energy sector.

In January pricing for medium power chargers – typically 60kW – which are primarily located at motorway service areas is increasing from 30p to 39p per kWh with immediate effect.

However, it said that pricing for high power chargers – up to 350kW – located at its newly developed Electric Hubs (of which it currently has 13 in construction), is 45p per kWh.

It is also keeping pricing at 39p per kWh – even for 350kW chargers – at its Electric Forecourts thanks to onsite solar generation and battery storage which gives the company more control over energy and distribution costs.

Gridserve says that it recognises the better the economics are for using EVs versus petrol or diesel, “the quicker people will make the switch”.

It is why the company says it is investing in new solar energy and battery projects which help to protect customers against the type of price hikes and instability that is currently affecting the energy market.

Gridserve says it wants to revolutionise EV charging across the UK, following the acquisition of Ecotricity’s Electric Highway network in June 2021.

It is expecting to open more than 20 ‘electric hubs’, each featuring 6-12 x 350kW ultra high-power electric vehicle (EV) charge points with contactless payment, at motorway service stations across the UK by Q2 2022.

The majority should be installed by the end of March, with a further 50 additional electric hub sites set to follow. 

Two Electric Forecourts situated adjacent to major transport routes and motorways, including a flagship site at Gatwick Airport and Norwich, are also in construction, due to open in 2022.

Several additional Electric Forecourt sites now also have planning permission including Uckfield, Gateshead, Plymouth and Bromborough, with more than 30 additional sites also under development as part of the company’s commitment to deliver over 100 Electric Forecourts.

Gridserve’s price hike follows InstaVolt raising its prices from 40p/kWh to 45p/kWh from December 1, as a result of the increases in the wholesale price of energy.

BP Pulse also increased its prices from December saying that the charging network was “no longer able to absorb the rising costs”. By Graham Hill thanks to Fleet News

New figures show the growing disparity between the relative success of electric vehicle (EV) charging device grant schemes.

The Department for Transport (DfT) statistics show there are more 250,000 home charging devices, but just 2,038 devices installed through the on-street residential charging scheme.

As of January 1, the Office for Zero Emission Vehicles (OZEV) funded grant schemes – the Electric Vehicle Homecharge Scheme (EVHS) and its predecessor the Domestic Recharging Scheme (DRS) – had delivered 277,030 domestic charging devices since 2013, with 88,624 device installations funded since January 1, 2021, an increase of almost 60%.

Meanwhile, the Workplace Charging Scheme (WCS) had funded the installation of 22,977 sockets in workplace carparks at the start of the year since the scheme started in 2016.

It had funded 9,648 sockets installations since January 1, 2021, an increase of 72%.

However, as of January 1, the On-Street Residential Charge Point Scheme (ORCS) had funded just 2,038 public charging devices for local authorities in the UK.

The DfT says that 435 on-street charging devices were installed after being claimed for by the local authorities in the previous three months, while funding has also been awarded for 4,539 additional ORCS charging devices to be installed in the future.

Jack Cousens, head of roads policy for the AA, said: “On-street residential charge points are key for the 40% of households without dedicated off-street parking and we need to see significant investment in this area.

“As a previous AA investigation showed, many councils don’t have plans to install on-street chargers and some that have been granted funds have used it to install in town centre car parks.”

The AA found that just one in six English councils had installed on-street charge points in residential areas in 2020.

Cousens continued: “There is also a danger that policy-makers think on-street charging is only an urban issue, but there are many rural communities that need on-street charging infrastructure.”

The AA is also urging the Treasury to cut VAT to 5% for on-street charging, mirroring domestic charging rates to avoid the creation of a two-tier system.

“We also believe that the scaling back of the home charging grant from 1 April sends the wrong message at a time when EV sales are booming.

“With the right incentives and support, the Chancellor could turbo-charge the electric revolution in his Spring Statement.”

The Association of Fleet Professionals (AFP) has been asking fleet owners and operators to provide information on the locations of their current and expected demand for kerbside charging facilities.

It is using the data to construct a national map showing street-by-street demand for electric vehicle (EV) kerbside charging. By Graham Hill thanks to Fleet News

A reduction in car travel by a quarter is needed by 2030 if the UK is to stay on track to achieve net zero emissions, a new report suggests.

Transport is the fastest growing source of global greenhouse gas emissions and biggest polluting sector of the UK economy, says Greener Transport Solutions.

It is calling for an urgent re-think on the UK’s transport decarbonisation strategy as it publishes a new report: Pathways to Net Zero – Building a framework for systemic change.

The report concludes that technological solutions will be insufficient to hit net zero in the UK. Urgent focus must now be given to traffic reduction, it says.

Transport emissions in the UK are only 3% lower than they were in 1990. People have driven more and in larger vehicles as engines have become more efficient.

The Major of London has pledged 27% reduction in car miles by 2030. The Scottish Government has pledged a 20% reduction.

Research for the Green Alliance shows that a reduction in car kms of 20-27% by 2030 will be needed.

Global greenhouse gas (GHG) emissions must halve by 2030 to stay within 1.5C. However, after a reduction caused by lockdowns GHG emissions have bounced back and are set to rise strongly this year.

Latest figures from the International Energy Agency show that carbon emissions rose to their highest levels in history in 2021 after the world rebounded from the Covid pandemic with heavy reliance on fossil fuels.

CO2 emissions linked to energy climbed 6% last year. Transport has the highest reliance on fossil fuels of any sector and accounts for 37% of CO2 emissions from end‐use sectors.

Claire Haigh, founder and CEO of Greener Transport Solutions, said: “At a time of rising geopolitical uncertainty, insecurity of supplies, and escalating fuel and gas prices, it becomes more critical than ever to design policies in a way that avoids unintended consequences and ensures a fair and just transition to net zero.

“We need a massive shift to clean technologies, but we must also reduce energy demand. Energy demand reduction supports the three key goals of energy policy: security, affordability and sustainability.

“Our climate is heating up at great speed. We have less than a decade to get on track.  We cannot rely on technological solutions alone. Traffic reduction will also play a critical role.”

Greener Transport Solutions is a not-for-profit organisation dedicated to the decarbonisation of transport. By Graham Hill thanks to Fleet News

Body-worn cameras have been issued to National Highways traffic officers patrolling motorways and some major A roads.

The national roll-out started in 2021 and was completed last month when the equipment was issued to colleagues in the Midlands.

It comes after National Highways recorded 214 incidents of intimidating behaviour, assault or abuse against traffic officers in just one year.

The incidents took place between January 2020 and 2021 despite the impact of the Covid lockdowns on traffic numbers.

National Highways customer service director, Mel Clarke, said: “The cameras have been provided to help protect our traffic officers and will be part of their uniform. Like a seat-belt, we hope the camera isn’t needed, but it will be there if necessary.

“Our traffic officers should not have to face abuse or even threats while simply doing their job – which is to help people and keep our roads moving.

“We want to reassure them, and warn anyone who thinks such abuse is acceptable, that we will do all we can to support our traffic officers and vigorously pursue justice for any criminal activities directed towards them.”

National Highways traffic officers are there to keep people safe and help the roads network run smoothly. But despite their primary role being to help, abuse is becoming an increasing problem as they carry out this vital work.

Incidents range from abuse being shouted from a vehicle, foul language, objects being thrown, targeted threats and even physical attacks.

Footage has been released by National Highways of two incidents faced by traffic officers which have already been captured on the new cameras.

Studies have shown that the presence of a camera can reduce the potential for confrontation and, should an incident occur, provide vital evidence needed for a police investigation and ultimately prosecution.

Traffic officer Chris Owen has already discovered how important the cameras can be after being called to the M61, between junctions 8 and 9, to a seemingly intoxicated pedestrian ‘walking home to Preston from Manchester’.

She became increasingly aggressive with the traffic officer and, when the police arrived, made allegations against him of inappropriate behaviour.

Owen, who has been a traffic officer for six years, said: “Fortunately, the camera could prove that was not the case.

“Although it was filmed at night the footage was clear. It is reassuring to have that back-up.

“Using the cameras can actually de-escalate some situations. Previously people would shout abuse or get angry knowing their actions would not come back on them. Now there is footage.”

Although infrequent, complaints against traffic officers have previously relied on all parties giving statements which can often lead to conflicting reports and therefore lengthy and time-consuming investigations. The cameras will provide an accurate account of events.

Traffic officers are wearing Motorola Solutions’ VB400 body-worn cameras which are used to support safety across many UK organisations including multiple police forces and NHS England’s ambulance trusts.

Costing some £500,000 to roll out across the team of traffic officers, the camera units are designed to withstand rigorous use and capture high-quality video and audio in all weather and light conditions.

Recorded video is uploaded to the cloud, providing footage which is admissible in court.  By Graham Hill Thanks To Fleet News

The average price of both petrol and diesel climbed to new records again on Wednesday, but wholesale prices have fallen offering some possible respite for fleets. 

Unleaded is now 159.57p a litre while diesel increased by another 2p to 167.37p – making for a rise of more than 5p in two days.

A tank of petrol is now almost £88 while diesel has now gone over £92.

RAC fuel spokesman Simon Williams said: “Diesel unfortunately appears to be on a clear path to £1.70 a litre. As this is an average price, drivers will be seeing some unbelievably high prices on forecourts as retailers pass on their increased wholesale costs.

“But there was a hint of better news yesterday on the wholesale market with substantial drops in both petrol and diesel which could lead, in a week or so, to a slight slowing in the daily pump price increases and records being broken less frequently.”

Oil prices have jumped more than 30% since February 24, touching $139 (£105) a barrel at one point this week.

The oil price had fallen back to about $106 a barrel at one point on Wednesday (March 9), but was trading at around $114 today (Thursday, March 10).

Fleet News has teamed up with Allstar to bring you the fuel prices locator, enabling you to compare fuel prices and find the cheapest petrol or diesel in your area.

Even one penny per litre can make all the difference when filling up your fleet vehicles, potentially saving your company thousands of pounds a year. By Graham Hill thanks to Fleet News

Friends of the Earth and Client Earth are both taking the UK Government to court over what they claim is a failure to tackle climate change.

Both are arguing that the Government has failed to set out sufficient policies in its Net Zero Strategy to reach net zero emissions by 2050, breaching its legal duties under the 2008 Climate Change Act.

Friends of the Earth also says that the Heat and Buildings Strategy, published at the same time as the Net Zero Strategy, did not consider impact on legally protected groups under the Equality Act.

Sam Hunter-Jones, senior Client Earth lawyer, said: “On releasing the net zero strategy in October 2021, UK Prime Minister Boris Johnson said the Government had centred its plans on the principle of ‘leaving the environment in a better state for the next generation’ and releasing them of the financial burden of adapting to a warming planet.

“However, its own baseline forecasts show that the UK’s projected emissions in 2037 will be more than double the levels the Government is legally required to adhere to.”

Hunter-Jones says the Government is also relying heavily on “unproven technologies” while overlooking viable current solutions that would have immediate impact, including solutions recommended by its own advisors, the Climate Change Committee.

Friends of the Earth claims the pathways to reach net zero in the Net Zero Strategy are theoretical, because they are not supported by Government policy which shows how they can be fulfilled.

It argues that this means the Net Zero Strategy is not lawful, and crucially, does not allow parliament and members of the public to hold government accountable for any failures.

Friends of the Earth also claims that the Government failed to consider the impact of its Heat and Buildings Strategy on protected groups.

Factors such as age (both the elderly and the very young who will live with the greatest future climate impacts), sex, race, and disability can make people more vulnerable to climate impacts. This unaddressed inequality needs transparency and political accountability, it argues.

A refusal so far to disclose its equality impact assessment for the Net Zero Strategy has raised similar concerns, it says.

Katie de Kauwe, lawyer at Friends of the Earth, said: “A rapid and fair transition to a safer future requires a plan that shows how much greenhouse gas reduction the chosen policies will achieve, and by when. That the plan for achieving net zero is published without this information in it is very worrying, and we believe is unlawful.

“We know that those who do least to cause climate breakdown are too often the hardest hit. Climate action must be based on reversing these inequalities, by designing the transition with the most vulnerable in mind.

“Not even considering the implications of the Heat and Building Strategy on groups such as older and disabled people, and people of colour and ethnic minorities is quite shocking, given these groups are disproportionately impacted by fuel poverty, for example.”

She added: “The bottom line is that the Government’s vision for net zero doesn’t match the lacklustre policy that is supposed to make it possible.

“We are very concerned at the potential consequences of such a strategy for people in this country, and across the world, given the climate emergency. This is why we are taking this legal action today.”

Following filing of the claims with the High Court, the Government will submit its defence, and the Court will then decide whether to grant permission for a full hearing.

Rowan Smith, solicitor at Leigh Day, said: “Under the Climate Change Act 2008, the Secretary of State has a legal obligation to set out how the UK will actually meet carbon reduction targets.

“Friends of the Earth considers that the Net Zero Strategy lacks the vital information to give effect to that duty, and so any conclusion, that targets will be achieved on the basis of the policies put forward, is unlawful.

“Friends of the Earth is concerned that this places future generations at a particular disadvantage, because current mistakes are harder to rectify the closer we get to 2050. That is why this legal challenge is so important.”

UK CLIMATE RISK ASSESMENT

The Government published the UK’s Third Climate Change Risk Assessment earlier this week, recognising the unprecedented challenge of ensuring the UK is resilient to climate change.

The five-year assessment, delivered under the Climate Change Act 2008 and following close work with the Climate Change Committee (CCC), identifies the risks that climate change poses.

For eight individual risks, economic damages could exceed £1 billion per year each by 2050 with a temperature rise of 2°C, with the cost of climate change to the UK rising to at least 1% of GDP by 2045.

The report comes three months after the UK hosted the COP26 climate conference in Glasgow, bringing together nearly 200 countries to limit temperature rise and keep 1.5 alive.

Climate adaptation minister Jo Churchill said: “The scale and severity of the challenge posed by climate change means we cannot tackle it overnight, and although we’ve made good progress in recent years there is clearly much more that we need to do.

“By recognising the further progress that needs to be made, we’re committing to significantly increasing our efforts and setting a path towards the third National Adaptation Programme which will set ambitious and robust policies to make sure we are resilient to climate change into the future.”  By Graham Hill thanks to Fleet News

The average UK driver travelling 7,400 miles per year (22 minutes of driving per day) has a 15% high risk of obesity, according to research by Select Car Leasing.

The findings, from Select Car Leasing’s Driver Health Calculator, also revealed that drivers also have a one-in-20 chance of sleep deprivation, caused by the impact that prolonged periods behind the wheel have on the body.

Drivers with an average of 12,000 miles per year raise their risk of obesity to 30%. It also puts drivers at a higher risk of being stressed for time, poor overall health and a risk of their health hindering social activities.

Dr Deborah Lee of Dr Fox Online Pharmacy commented on the findings: “I find these Driver Health Calculator statistics quite alarming.

“Many of us spend at least half an hour a day behind the wheel, which equates to a mileage of around 10,000 miles a year.

“However, many people have a much higher annual mileage, especially those who drive for a living, such as lorry drivers, taxi drivers, and delivery drivers. Yet, most drivers will be totally unaware of the additional health risks of these prolonged journeys.”

To help combat the effects of driver health, Select Car Leasing has provided guidance to help offset the risks of excessive driving, including getting plenty of rest, in-car lumbar support to help maintain a healthy posture behind the wheel and parking further away from work as a way of incorporating low-effort exercise into the day.

Select also advises maintaining a balanced diet and listening to a podcast during a drive to make it appear shorter and boost mood before the day begins.

In November 2021, Select relaunched its corporate offering – Select Fleet Solutions – to provide audits, fleet management, salary sacrifice and grey fleet assistance. By Graham Hill thanks to Fleet News

Outright purchase fleets are worried that the residual values of petrol and diesel cars and vans could fall substantially from 2025, pushing them towards electric vehicles (EVs) instead.

Fleets that order new vehicles now are likely to dispose of them between 2026 and 2028, only a few years before the sale of new petrol and diesel cars and vans will be banned.

Andy Kirby, customer success director at FleetCheck, said: “There is a general feeling that, as we head towards the 2030 end of ICE production, no-one really knows what is going to happen to used vehicle buyer sentiment and therefore RVs.

“There are extremes of belief – some saying that petrol and diesel demand will hold up because those vehicles offer definite advantages and will be in limited supply, while others believe that they will be seen as yesterday’s technology and discarded.

“Because of this uncertainty, there is a feeling that ICE is increasingly a gamble when it comes to future RVs. The logic is that EV demand is now a solid bet for the future, while petrol and diesel will certainly fall away at some stage.”

The situation is being made more acute by the current long delays affecting vehicle supply.

Kirby added: “If you order a car today and are given a delivery date of late 2022 then, if you are operating on a four year cycle, that takes you right up to 2026 as a disposal date, which feels very near to the 2030 deadline. The fear is that the used market will be quite different by then.

“The situation is even more marked when it comes to van operation. We have some fleets who operate LCVs on a six year cycle. That means if you place an order now, you’ll be potentially looking to sell that van in 2028, when it is likely that electric will be the fleet norm.

“When faced with these kinds of scenarios, we are increasingly seeing people choose electric today become it looks like the safer RV bet. This is a way of thinking that can only become more dominant as time passes.”  By Graham Hill thanks to Fleet News

The expansion of the ultra-low emission zone (ULEZ) to include Greater London and higher charges for all but the cleanest vehicles are being considered ahead of a possible road pricing scheme for the capital.

The Mayor of London says that ‘bold action’ is required now to improve air quality and cut congestion, but also wants Transport for London (TfL) to investigate the merits of road user charging technology.

It comes as a new report, published today (Tuesday, January 18) by Element Energy and commissioned by the Mayor of London, sets out the action required to move London towards net-zero carbon emissions by 2030.

The Mayor of London, Sadiq Khan, said: “Nearly half of Londoners don’t own a car, but they are disproportionally feeling the damaging consequences polluting vehicles are causing.  

“We have too often seen measures to tackle air pollution and the climate emergency delayed around the world, because it’s viewed as being too hard or politically inconvenient, but I’m not willing to put off action we have the ability to implement here in London.”

The report sets out that to achieve required reduction in car use in the capital will need a new kind of road user charging system implemented by the end of the decade at the latest.

Such a system, says the Mayor, could abolish all existing road user charges – such as the congestion charge and ULEZ – and replace them with a scheme where drivers pay per mile, with different rates depending on how polluting vehicles are, the level of congestion in the area and access to public transport.

Subject to consultation, it is likely there would be exemptions and discounts for those on low incomes and with disabilities, as well as consideration around support for charities and small businesses.

However, recognising that the technology to implement such a scheme will take time, Khan says that action must be taken now.

The potential approaches under consideration in the short term are:

Extending the Ultra Low Emission Zone (ULEZ) beyond the north and south circular roads to cover the whole of Greater London, using the current charge level and emissions standards.

Modifying the ULEZ to make it even more impactful by extending it to cover the whole of Greater London and adding a small clean air charge for all but the cleanest vehicles.

Introducing a clean air charge: a low-level daily charge across all of Greater London for all but the cleanest vehicles.

Introducing a Greater London boundary charge, which would charge a small fee to non-London registered vehicles entering Greater London, responding to the increase in cars from outside London travelling into the city seen in recent years.

TfL says it will launch a public consultation on the short-term options, speaking to local government and businesses about the way forward.

Subject to consultation and feasibility study, the chosen scheme would be implemented by May 2024.

Gerry Keaney, chief executive of trade group, the British Vehicle Rental and Leasing Association (BVRLA), welcomed the Mayor’s plans, which he said complemented the BVRLA’s ongoing support for shared mobility models and a “clear roadmap” for road pricing.

“Importantly, this announcement gives the industry time to implement the changes that are essential to making the targets reality,” explained Keaney.

“London does not only have an emissions problem, it has a congestion problem too. We need fewer, cleaner private cars on the road.

“Car clubs, alongside rental and leased vehicles provide the solution to this while keep people mobile and offering positive alternatives to public transport.”

The ULEZ currently covers an area up to, but not including, the North Circular Road (A406) and South Circular Road (A205). It was expanded in the autumn and is now 18 times larger than the original central London ULEZ, which had occupied the same area as the congestion charge zone.

Masternaut estimated that the cost to fleets of that last expansion of the clean air zone (CAZ) could be as high as £54 million. 

Christina Calderato, director of transport strategy and policy at TfL, said: “Road based transport has for many years been a major contributor towards poor air quality and carbon emissions and we are determined to reverse this through a wide range of programmes across TfL.

“The world-leading road user charging schemes we’ve delivered throughout the last 20 years have been really effective in addressing congestion and tackling air quality across London, but it is clear that as a city we need to go further.

“These new approaches will allow us to take further steps towards a net-zero city and we will ensure that Londoners and those who regularly visit London are involved as we progress this work in more detail.”

The merits of a national road pricing scheme to plug a potential £40 billion shortfall from road taxes, including fuel duty, were expected to be investigated as part of the Government’s Net Zero Strategy, but were omitted from the final report.

Arguing the environmental benefits of road pricing, Khan says he wants greater support to reduce carbon emissions in London. It will also raise revenue for TfL, which recently had emergency funding from the Government extended until February 4.

Ministers agreed a £1.08bn funding package to help TfL recover from the coronavirus pandemic in June.

The bailout, which provided financial support for the hard-hit transport authority until December 11, followed two emergency support packages agreed in April and October 2020, and took Government support to TfL since March 2020 to more than £4bn.

Tanya Sinclair, policy director for the UK and Ireland at ChargePoint, said: “We support road pricing, so long as it is designed with drivers and fleet operators in mind.

“Road pricing needs to be considered in the context of all the taxes, incentives and payments drivers make. It’s a balancing act – the UK Government needs to make sure that it isn’t giving out grant incentives with one hand and then taking them back through road pricing.

“The road pricing formula must encourage drivers to make cleaner vehicle and driving choices and no EV driver should pay more or lose out as a result of road pricing. However, this doesn’t mean EVs should pay nothing. They use the road like any other vehicle and should contribute appropriately, especially when it comes to reducing overall congestion.”  By Graham Hill thanks to Fleet News