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The number of vehicles using UK roads has almost returned to normal, following the relaxation of Coronavirus lockdown rules.

Lorry traffic is now at 97% of what it was pre-lockdown, while van traffic has reached 92% of its usual level.

Overall traffic levels have reached 83% of those recorded before the March 23 lockdown began.

The data, published by the Department of Transport, highlights the changing attitudes of commuters and travellers in a post-Covid world.

Public transport usage remains at less than a third of its usual level, as people continue to socially distance and work from home.

Car usage, meanwhile, has reached 79% of its usual level, despite a significant reduction in commuting and business travel – suggesting that the public is simply avoiding public transport and opting to drive.

Rail travel was recorded at just 13% of expected levels at the start of the week, while the London Underground is only seeing 19% of its usual footfall.

Steve Gooding, director of the RAC Foundation, said: “In terms of lorry traffic it’s almost as if Coronavirus didn’t happen, with volumes staying close to pre-lockdown levels throughout.

What’s interesting is the extent to which van traffic has come back, which could be good news for the economy and for congestion if those vans aren’t heading into town in the rush hour but are instead making home deliveries throughout the day and into the evening.

“The fact that car traffic is back to four fifths of what it was before the lockdown shouldn’t surprise us, given the Government’s ongoing advice to avoid public transport, but since the Government is also advising us to work from home if we can it begs the question of what these car trips are about and how different they are to our traditional commuting patterns.”

Cycle use has boomed since the Coronavirus outbreak, growing to 140% of normal levels.

INRIX studied the vehicle-miles travelled (VMT) across Europe during the pandemic and found that in the UK specifically, VMT fell by 56% during the week of March 23 alone.

It stagnated for about a month, then began to rise throughout May and June with the reopening of recreational sites and retail locations. Notably, weekend travel remains strong across the UK.

The effects of reduced VMT are reflected in lower travel times and faster vehicle speeds across the UK. By June, drivers around Edinburgh saw the largest speed increases out of all cities studied, with a 69% jump in speed during the 8:00AM rush hour, while drivers in Belfast during the afternoon commute saw a 12% increase in travel speeds.

However, as VMT continues to grow, travel speeds have started to retract. Speeds around London have fallen from their April highs significantly (when VMT was at its lowest point), dropping 26% in the AM commute and 36% in the PM commute.

Despite the drops in speeds, however, rush hour travel is still more than 20% faster in June than it was in February.

As cities continue to rebound from Covid-related lockdowns, traffic congestion will continue to rise, says INRIX. However, it believes that the intensity of congestion may not reach ‘normal’ levels for a while if telecommuting habits, the prevalence of online shopping and public transport and cycling use change. By Graham Hill thanks to Fleet News

Vehicle thefts have risen to highest level in four years, as more than 150,000 cars, vans and motorcycles were reported as stolen in 2018-19.

It’s an increase of 10,000 vehicles when compared to the year before and a 56% (54,932) increase compared to four years earlier, according to data analysed by RAC Insurance.

All but three of the police forces that responded to a Freedom of Information request recorded an increase in the numbers of vehicles stolen in their force areas from 2014-15 and 2018-19.

The largest increases were recorded by Kent Police (up 12,550 to 40,726 thefts in 2018-19, a 45% increase), Metropolitan Police (up 9,635 to 30,773 thefts, a 46% increase) and West Midlands Police (up 5,677 to 10,372 thefts, a 121% increase).

Six forces recorded a more than doubling in the number of vehicles stolen between 2014-15 and 2018-19, with the biggest jumps in Suffolk (up 172% from 347 to 945 thefts), Surrey (up 133% from 661 to 1,543 thefts) and the West Midlands.

Only Lincolnshire, the City of London and Police Scotland recorded a reduction in thefts during this period, with reductions of 28, 29 and 473 thefts respectively.

Most police forces (32) also recorded a rise in vehicle thefts year-on-year, between 2017-18 and 2018-19. Kent, again, saw the largest rise, as well as the largest number of overall vehicles stolen in 2018-19 (up 2,575 to 40,726 thefts, 7% more than in 2017-18), followed by Essex (up 1,056 to 5,409 thefts, 24% more than in 2017-18) and the West Midlands (up 836 to 10,372 thefts, 9% more than 2017-18).

When looking at the biggest percentage increases over this 12 month period, Suffolk witnessed the highest jump with 44% more thefts (945 in 2018-19 compared to 655 a year earlier), followed by Bedfordshire (37% increase, from 1,056 to 1,445 thefts) and North Wales (32% increase, from 464 to 612 thefts).

RAC Insurance spokesperson Simon Williams said: “These figures paint a rather disturbing picture – vehicle thefts are on the rise almost everywhere, and in some parts of the country numbers are rocketing.

“It’s also not the case that the rises in crime are confined to a few larger urban areas, with many police forces covering more rural areas also seeing big increases.

“While vehicle crime is at far lower levels today than it was in the early 1990s, thanks to improvements in vehicle security, and the number of vehicles licensed to be driven on the UK’s roads is higher than at any point in the past, it’s still concerning that so many more vehicles are being stolen than just a few years ago.”

The average fleet loses around £16,000 per year as a result of vehicle or equipment theft, according to Verizon Connect.

Its research found that businesses have at least one vehicle stolen each year.

The average loss increases to nearly £50,000 for those businesses that have between 101-250 vehicles, as the number of vehicles stolen rises to three for businesses of this size.

Some of the increases in recent years can be put down to a rise in thefts of vehicles that are easier to steal, such as motorbikes and mopeds that are less likely to have immobilisers. Government data also shows that thieves generally use keys to access vehicles in around half of crimes, which suggests that drivers need to do more to keep their keys safe.

Tracker data suggests that nine out of 10 van thefts were performed using the keys.

In a fifth of cases (18% in 2018), thieves were able to access vehicles because they weren’t locked in the first place.

Company car drivers and fleets are being warned by Tracker to be wary of opportunistic criminals looking to steal cars to fill a replacement parts gap caused by COVID-19.

The stolen vehicle recovery company says that police across the country are already fighting an increase in ‘chop shops’ – where stolen vehicles are stripped down and expensive parts sold on. But, it argues, the lack of legitimate parts could increase their popularity and profitability still further. By Graham Hill thanks to Fleet News

If you suffer from illnesses that could affect your ability to drive, you’re required by the DVLA to inform them.

However, while some might be quite obvious, the DVLA has a list of health conditions that you might be surprised to learn put you at risk of a £1,000 fine if you don’t declare them.

Car hire comparison site StressFreeCarRental has scoured the full list of conditions to find the less obvious ones you should know about…

Diabetes

If you have diabetes that is treated by insulin, and the insulin treatments last more than three months, you must inform the DVLA. This also applies to gestational diabetes, or if you are at risk of low blood sugar, known as hypoglycaemia.

Vertigo

While most people associate vertigo with being at height, this is specifically known as ‘height vertigo’. Regular vertigo sufferers can get attacks anywhere, making it feel like the world around them is spinning. If you suffer from sudden, disabling, or recurrent vertigo you must tell the DVLA.

Déjà vu

This is something mostly written off as an odd feeling that you’ve been somewhere before, but it can be much more serious. The DVLA must be informed if you suffer from seizures or epilepsy that cause déjà vu.

Sleep apnoea

Obstructive sleep apnoea is a condition that causes the throat to relax and narrow during sleep, which can cause difficulty breathing. It’s one of a number of sleeping disorders that the DVLA must be told about, including narcolepsy and cataplexy.

Labyrinthitis

Labyrinthitis has nothing to do with mazes, it’s actually an inner ear condition that causes dizziness, nausea and loss of hearing. Since all of these things could affect your ability to drive, you must inform the DVLA if you have it.

Heart palpitations

This condition results in the sufferer becoming more aware of their heartbeat, which may feel like it’s pounding or fluttering, or perhaps beating irregularly. While the NHS says they are usually not a sign of something serious, the DVLA requires you to declare if you regularly suffer from them.

By Graham Hill thanks to AOL Cars

What is the minimum vision standard required to drive on UK roads? And how can you check your own eyesight before driving?

Your eyes are obviously a crucial tool for driving a car safely, and the DVLA (Driver and Vehicle Licencing Agency) lays down detailed rules describing the standards of vision required for driving a car in the UK.

Drivers have their vision checked when they take their driving test, but from that point on, it’s the responsibility of individual drivers to report any problems that develop with their eyesight to the DVLA.

You should NOT drive a car if you believe that your eyesight may fall below the required standard. If you need to confirm that your eyesight is up to standard, visit an optician, and definitely do not drive there, no matter how far.

Standards of vision required for driving

The basic eyesight standard required for driving is simple. To drive a car legally in the UK you must be able to read a car number plate from a distance of 20 metres.

If you need to wear glasses or contact lenses for driving, you should be wearing them when you attempt to read the number plate, and the number plate should be of the current design that’s been standard on UK cars since September 2001.

In addition to this basic requirement, you must have a visual acuity measurement of at least 6/12 (or 0.5) on the Snellen scale, again while wearing any glasses or contact lenses that you need for driving.

While this sounds ominous, if you’ve visited an optician, the Snellen scale will be familiar to you as the wall chart with the rows of letters or numbers that get smaller as you read down. This chart is used to measure visual acuity, your central vision that you use to see detail.

Normal visual acuity is called 6/6, which means that from 6 metres away (the first number) you can read all 6 lines of the chart. Someone who could only read the first line of the chart would receive a rating of 6/60 which means that from 6 metres they could only read what someone with normal vision could read from 60 metres away.

If the second line of the chart is the ‘36’ line, someone with standard vision could read it from 36 metres, but if your Snellen score was 6/36 you would only be able to read it from 6 metres.

The 6/12 minimum vision standard for driving a car in the UK means that you can read from 6 metres what someone with standard vision could read from 12. This is half the distance, hence the conversion to the decimal 0.5.

Driving test eyesight check

Before your practical driving test, the examiner will test your eyesight by asking you to read the number plate of a parked vehicle that’s 20 metres away. If you can’t do this, then your test is immediately over and you will not be permitted to drive the car. Your provisional driving licence will also be revoked.

If you reapply for your driving licence, the DVLA will ask you to take a full eye test with the DVSA (Driver and Vehicle Standards Agency) which will take place at a local driving test centre. You’ll have to pass this before you get your licence back and then pass the number plate eye test before you take your practical driving test.

Online driving eyesight tests

There are a number of online driving eyesight tests that you can find on the Internet that may give you some idea if there is a problem with your eyesight.

However, these have no diagnostic value and should not be taken as the only indication of whether you’re safe to drive.

A better course of action is to test yourself by trying to read a car number plate from 20 metres and contacting your doctor and the DVLA if you struggle to do so.

What if there’s a problem with your eyesight?

There is no mandatory retesting of driver’s eyesight in the UK, and it is the driver’s responsibility to report any deterioration in their eyesight to the DVLA.

If you believe that your eyesight has diminished to the point that you are no longer safe to drive, or if you have any concerns that this could be the case, you should not drive a car. See a doctor and have your eyesight evaluated before getting behind the wheel.

If you do not tell the DVLA about any medical condition that affects your driving, you could be liable for a fine of up to £1,000 and you could be prosecuted if you are involved in an accident.

The DVLA publishes a list of health conditions that can affect your driving that may be useful to check whether you need to contact them. If there’s any doubt, however, contact your doctor before driving.

Eyesight tests for HGV and bus drivers

The eyesight standards required to drive an HGV or a bus in the UK are more stringent than for cars. To get your HGV licence, you must have a visual acuity of at least 6/7.5 (or 0.8) on the Snellen scale in your best eye. Your worst eye must be at least 6/60 (or 0.1).

If you take the test wearing glasses, their corrective power can’t be more than 8 dioptres and you must have an uninterrupted visual field of at least 160 degrees. This field of vision must include an extension of at least 70 degrees left and right plus at least 30 degrees down.  By Graham Hill thanks to Auto Express

Volvo has limited all its new cars to a maximum speed of 112mph, as part of its commitment to road safety.

 

The Swedish brand announced the initiative last year and started limiting vehicles from the beginning of 2020.

 

As well as the speed cap, every Volvo car will now also come with a Care Key, which allows Volvo drivers to set additional limitations on the car’s top speed. The new initiative is similar to the Ford MyKey, which enables owners to set a maximum speed and other restrictions, such as loud the stereo can be turned up.

 

“We believe that a car maker has a responsibility to help improve traffic safety,” said Malin Ekholm, head of the Volvo Cars Safety Centre. “Our speed limiting technology, and the dialogue that it initiated, fits that thinking.

 

The speed cap and Care Key help people reflect and realise that speeding is dangerous, while also providing extra peace of mind and supporting better driver behaviour.”

 

The top speed limit has proven to be controversial since it was announced, with some observers questioning the rights of car makers to impose such limitations through available technology.

 

From 2022, all new cars sold in the UK must be fitted with a speed limiter linked to traffic sign recognition or GPS data, however they can still be overridden by the driver.

 

The Volvo system has no override, meaning flagship models such as its S60 and S90 T8 twin engine variants may be less desirable when compared to rivals, which are limited to 155mph.

 

Volvo says that above certain speeds, in-car safety technology and smart infrastructure design are no longer enough to avoid severe injuries and fatalities in the event of an accident, however.  By Graham Hill thanks to Fleet News

Initial analysis of the impact of the coronavirus pandemic on used car values does not show a “seismic” shift in prices being achieved, suggests Cap HPI.

 

However, it is urging caution and warned vendors to expect “volatile” price movements over the coming weeks.

 

Cap HPI says that more vehicles are beginning to be sold at auction, with pricing data volumes increasing by 70% in the week commencing May 4, compared to two weeks earlier, in the middle of April.

 

From the start of the lockdown, the company stated that it would be analysing both used car retail and wholesale data, but it would not adjust used values while there was insufficient data to portray the market accurately.

 

Between March and May 10, no values were moved, but now that cars are selling in more volume, it says they need to be adjusted to reflect sold prices and allow the trade to buy and sell optimally.

 

The latest data shows that average wholesale selling prices have increased steadily from around £4,000 to more than £7,000, suggesting vendors are now more confident of selling slightly more expensive cars.

 

Early indications suggest a 2% to 5% downward movement for some of those models and ranges older than five-years-old.

 

Derren Martin, head of valuations UK at Cap HPI, explained: “The previous five years have seen an average drop of 4% during April and May at the five-year-old age point, and last year witnessed a 6.3% drop. So, the movements we are currently seeing in the middle of this pandemic are by no means seismic. We are reflecting the data as volumes slowly increase.”

 

Cap HPI reported a 2.2% fall in used car values on March 27. The total cumulative Live movement during March, leading to April’s monthly values, was an average drop of 2.2% (-£275) at the three-year, 60,000-mile point, the majority of which happened in the final 10-days of valuing. For newer used cars, the drop was 1.8% (-£425) at the one-year, 20,000-mile point.

 

In April, Cap HPI observed around 7,500 sold records and that number has already been exceeded by the middle of May.

 

Furthermore, both Manheim and CD Auction have reported they have started online sales, while BCA has continued its online offering during the pandemic.

 

Cap HPI says that, while wholesale records are still well below usual volumes, there is now enough data for prices to be reflected to assist the industry.

 

Martin continued: “We are now in a position to confidently move values in line with the market, taking a prudent approach using our editorial expertise, no algorithms, to analyse the data.

 

“Initially, we will be moving values on older vehicles in mainstream sectors, where there is enough evidence to accurately reflect current prices, by looking at each generation of model individually.”

 

However, he said: “No overall market movements will be applied. At the current time, younger used cars will not be moved in value as that end of the market is still very much in a hiatus.”

 

The data company says outliers, unrepresentative volumes and prices will not be reflected to move values.

 

It has also made the decision not to move values of younger cars or of cars in niche sectors, due to the paucity of data available.

 

For now, it says that valuation movements will only be made on cars between around five and 20-years old. The situation will be reviewed on an ongoing basis.

 

The analysts at Cap HPI are also analysing retail advertised prices in large volumes, although it says movements on retail price have been negligible.

 

Martin concluded: “We can see how retail and trade values operate differently in the market and this continues to be true during the pandemic.

 

“It’s more important than ever to take a careful, considered view from the evidence and it is likely to be a volatile time for used car prices over the next few weeks, whilst supply and demand dynamics work themselves out.

 

“We would recommend the industry keeps a very close eye on our daily valuations as they may move in either direction.”  By Graham Hill thanks to Fleet News

I’m still mystified as to why the industry seems to be preoccupied with the charger infrastructure given that fact that the super fast chargers can charge a car in around 15 minutes and as new electric vehicles are launched their range is not too far away from the range of a full tank of petrol. Anyway here is what the Government said:

 

The Government expects up to 6,000 additional rapid electric vehicle (EV) chargers will be required across the UK’s motorways and major A roads by 2035.

 

A £500m Rapid Charging Fund was announced in the March 2020 budget. It will be used to assist where the electrical connection costs of upgrading sites to meet future charging demand is not commercially viable.

 

The Government said it has undertaken a detailed analysis to assess the number of chargepoints required to meet future en route charging needs along motorways and major A roads.

 

Currently, a driver is never more than 25 miles away from a rapid (50kW) chargepoint anywhere along England’s motorways and major A roads, with a total of 809 open-access rapid chargepoints, as of January 1 2020. This includes an average of two rapid chargepoints at motorway service areas with more being rolled out over the next year.

 

As part of the UK’s commitment to end our contribution to climate change, the government is committed to supporting growth of green, zero emission technologies.

 

It is consulting to bring forward the end of the sale of new petrol and diesel cars and vans to 2035, but realises that extensive public charging infrastructure across the motorways and major A roads is a key part of this transition.

 

By 2023, it aims to have at least six high powered, open access chargepoints (150 – 350kW) at motorway service areas in England, with some larger sites having as many as 10-12.

 

By 2030 it is planning for there to be around 2,500 high powered chargepoints across England’s motorways and major A roads.

 

The Government said the new charging points will allow drivers to pay for the cost of charging their vehicle using debit or credit card payment and there will be clear pricing information available in pence per kilowatt hour.

 

James Taylor, general manager for Zipcar UK, said: “We are encouraged to see the government’s mission to accelerate the UK’s transition to electric vehicles, as rapid electric vehicle chargers are fundamental to enabling growth.

 

“However, while great progress is being made, we believe that more needs to be done. A ubiquitous charging infrastructure is vital to the growth of electric vehicles and is key to building consumer confidence in using them.

 

Rapid chargers have a key role to play, but a combination of rapid, fast and more on-street chargers are needed, particularly in urban areas such as London where air pollution levels are usually high.”

 

Dr Nina Skorupska CBE, chief executive of the REA, added: “This is an important moment for the UK’s electric vehicle sector, one which should give confidence to investors, fleets, and individual drivers alike.”  By Graham Hill thanks to Fleet News

A new ‘smart’ traffic light system is helping to reduce waiting times for drivers across the South East.

 

Seven towns across Kent and East Sussex have benefited so far from new technology, which was successfully trialled by electricity firm UK Power Networks in Maidstone, last summer.

 

As the Covid-19 pandemic continues, the firm has worked with local councils to use the new smart traffic lights across Marden, Orpington, Crowborough, Twickenham, Maidstone and Dover.

 

The temporary traffic lights, which are sometimes necessary, to cater for roadworks use something called the ‘autoGreen’ radar system. It automatically detects congestion and makes continuous adjustments to the phasing of the traffic lights to maximise traffic flow, all without the need for an operator’s intervention.

 

Each site is different, it says, but this form of artificial intelligence adapts to the situations it monitors, creating safer, more efficient and less stressful journeys and local environments.

 

The trial in Maidstone revealed that in heavy traffic autoGreen reduced journey times between 8% and 12%, rising to 27% to 41% in congested conditions, with some 15-minute periods cutting journey times by half.

 

Other benefits to motorists and councils included less impact on surrounding infrastructure and reducing the environmental impact of queuing traffic. It also improved safety for workers on site, by reducing their exposure to pollution, safety risks and occasional abuse, it said.

 

Paul Dooley, streetworks performance manager at UK Power Networks, explained: “Our trial in Kent using this technology was well received.

 

“We were able to demonstrate the tangible benefits and help to alleviate environmental concerns. There was a greater increase in cars passing per hour. This in turn led to shorter journey times along with an overall improvement in air quality.”

 

Dooley says that the system accurately tracks vehicle movements and uses this information to optimise the operation of the lights, varying the decision-making algorithms and timings.

 

He concluded: “Our long-term aim is for this type of smart traffic lights to be deployed whenever we need to do roadworks that affect traffic, across Kent and the other areas that we serve, in future.”  By Graham Hill thanks to Fleet News

Drivers who leave their vehicle’s engine running while parked face a £20 fine after Lambeth Council introduced the penalty to improve air quality.

 

Drivers who allow their vehicle engines to run “unnecessarily” when parked in the London borough will be asked to turn off their engines, and if they fail to cooperate, will be issued with the fine from Monday (May 18).

 

The move builds on previous anti-idling events in the borough to raise awareness and educate drivers on the effects of idling, it said.

 

Councillor Claire Holland, Lambeth’s deputy leader  and cabinet member for sustainable transport, environment and clean air, said: “Cleaning up toxic air is an absolute priority for this council.

 

“Poor air quality is a huge health risk to our residents, and engine idling is a major contributor. We are determined to tackle the issue and are confident these new measures will help encourage people to change their behaviour so that everyone in Lambeth – particularly young children due to the effects on their development – is able to breathe clean air.”

 

In Lambeth, Waterloo, the Southbank, central Brixton, Clapham and the Vauxhall Gyratory have been identified as idling hotspots.

 

Outside schools, hospitals, taxi ranks and coach bays have also been flagged as key locations for drivers committing idling offences.

 

Between February 2018 and September 2019 wardens in Lambeth told 2,044 drivers to switch off their engine while stationary, of which 2,017 drivers complied with their advice and 27 people did not.  By Graham Hill thanks to Fleet News

Euro NCAP has announced a series of new safety tests into its programme, which have been labelled as “game-changing” by Thatcham Research.

 

Vehicles launched in 2020 will undergo the new tests later this year, which are designed to “address long-standing needs in occupant protection, improve post-crash protection and promote the latest advanced driver assistance technology.”

 

A key change is the implementation of a new moving barrier to the moving car frontal crash test. It replaces the offset-deformable barrier test, which has been used by Euro NCAP for the last 23 years.

 

This new test evaluates the protection of occupants inside the car while also assessing how the car’s front-end structure contribute to injuries in the collision partner.

 

“The objective is to encourage makers of larger vehicles to share some of the burden of the impact with smaller vehicles. Historically SUVs and other big cars have offered very good protection to their occupants. However, the smaller vehicles they sometimes crash into can fare less well,” said Matthew Avery, director of research Thatcham Research and Euro NCAP board member.

 

In the new compatibility test, if the larger vehicle is too stiff in an impact scenario, it will be penalised accordingly. Avery says this levels the playing field for all vehicle sizes, which is a “win-win for road safety”.

 

Side impacts account for the second highest frequency of death or serious injuries. The latest updates to this area of the safety assessment include adjustments to the near-side barrier test speed and mass, increasing the severity of the test.

 

Euro NCAP will, for the first time, evaluate far-side impact protection, focussing on driver protection and the potential interaction between driver and front seat passenger. With the latter test, the protection offered by new-to-market countermeasures such as centre airbags can be adequately verified.

 

The organisation has also added new, more challenging, test scenarios to rate AEB technology for cars and vulnerable road users, including back over situations and turning at a crossing. In addition, the first step is taken to evaluate Driver Status Monitoring systems, designed to detect driver fatigue and distraction, as part of the Safety Assist assessment.

 

Post-crash safety too plays a vital role in crash survival. In partnership with CTIF, the International Association of Fire & Rescue Services, Euro NCAP developed new rating rules to promote better post-crash safety.

 

Manufacturers will be rewarded when rescue information is accurate and easily available. Euro NCAP also checks ease of extrication, electric door handles, etc. and endorses advanced eCall functions.

 

Avery said: “These are the biggest changes to Euro NCAP’s impact testing protocols in a decade. Chief amongst them is the new ‘compatibility’ impact test. For the first time there will be two moving elements to the head on collision: the test vehicle and barrier.

 

Most importantly we will not only look at the intrusion occurring to the vehicle being tested, but also to the new Mobile-offset Progressive Deformable Barrier.”

 

In addition, a new ‘THOR’ mid-sized dummy will be used in the tests. Avery continued: “The THOR dummy is the most advanced we’ve ever worked with. It makes the new test especially challenging for carmakers, as the dummy more closely represents a human.

 

The previous dummy we used was designed for impact scenarios that are less common today, while the THOR dummy is far more complex and sensitive and can record abdominal injuries.

 

“As a result, carmakers not only have to tune vehicle restraints and structures to accommodate for THOR’s sophistication, but there is also the new barrier to consider.” By Graham Hill thanks to Fleet News