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Report by Jonathon Eaves, managing director SVT and traffic services at Teletrac Navman

The car crime rates in the automotive industry continue to be a concern for Manufacturers and vehicle owners alike. Data from the last 10 years demonstrates car crime has not significantly decreased despite the technological innovations seen in the sector.

Looking at the latest statistics across the UK, in 2010 the number of stolen vehicles in England and Wales totalled 93,000, and ten years later – despite the innovations we’ve seen in technology – the figure sits at a similar level of 95,000.

The statistics highlight the demand, opportunity, and tactics to steal vehicles is still prevalent – despite some manufacturers giving the impression modern cars are almost impossible to steal.

Furthermore, it demonstrates why original equipment manufacturers (OEMs) need to continually look at methods to prevent car crime.

This delay of new cars has meant vehicles themselves have become an increasingly valuable asset.

The market price is at record levels, with the average used car price during December 2021 rising to £17,816, which is 30.5% higher than the same month in 2020.

And as the value of cars goes up, so does the risk of car crime.

We know there is high demand, but do thieves continue to have the same opportunity and use the same tactics to steal cars with the new, modern systems we find in vehicles today?

Vehicles are predominantly produced using the modern key fobs and the more traditional remote key – and thieves’ tactics to combat the new technology has developed in tandem.

Currently, the most common method of vehicle theft is a relay attack with the new, modern key fob.

Criminals use hardware to clone the signal from your keyless entry fob and ‘trick’ your vehicle into thinking that the key is nearby, allowing the holder of the cloned signal access to your car and the ability to start and drive it away.

This leads to one of the big questions around the future vehicle security: what can be done to reduce the risk of car crime and keep insurance rates down?

Vehicles remain expensive, desirable and in demand. And with this comes an increased risk of car crime and insurance rates reflect this.

So, car owners need to stay vigilant and keep any personal belongings out of sight to reduce risk.

But when it comes to a relay attack, investing in a faraday pouch would be recommended, as it protects against it by blocking any signals entering or leaving the pouch.

But no car is guaranteed to be safe from theft, and to keep insurance costs low, vehicle tracking systems are an essential tool in car crime.

Many new cars now have built in security features such as e-call, b-call and stolen vehicle tracking, all of which can locate a vehicle.

However, unlike these systems, ours work remotely from the vehicle and across various countries.

One OEM to recently introduce such a measure is Ford, using stolen vehicle services (SVS) in upcoming models such as the new Ford Focus and Mustang Mach-e.

Charles Nolan, retail connectivity solutions director at Ford Europe, said: “We know that thefts have been on the rise and want to give our customers greater peace of mind when they are away from their vehicles.

“Ford has worked hard to develop a robust security offering that provides 24-hour support using our connected car technology, initially available soon for our latest Ford Focus & Mustang Mach-E GT owners but also for other models in the future.

“SVS allows customers to have that added layer of protection for their vehicles, where should the worst happen, the authorities and SVS team can work together to recover a vehicle, minimising stress and effort for the customer.”

Looking at the automotive sector today, it is evident vehicles continue to be at risk of theft.

There is clear value in more OEMs and vehicle owners putting in place methods to stay ahead, utilising the technology available to reduce theft opportunities and maximise the chance of recovery.

Vigilant behaviour and vehicle tracking are vital to increasing the likelihood of recovering your vehicle in the shortest time and intact. By Graham Hill thanks to Fleet News

A new regulator called Ofcharge is being proposed to govern targets and ensure every part of the country has accessible, available and affordable charging for their electric vehicle (EV).

Part of a new seven-point plan, published by the Society of Motor Manufacturers and Traders (SMMT) today (Wednesday, February 15), the automotive trade body says that, while most current plug-in car drivers charge at home, public charge points remain critical to consumer confidence and are still relied upon by many fleets, as well as the third of British households that do not have designated off-street parking.

The plan, designed to drive collaboration between Government, industry and all other stakeholders, calls for mandated targets for infrastructure rollout, backed by an independent regulator to keep consumers at the heart of planning.

“Range anxiety has been replaced by charging anxiety,” Mike Hawes, SMMT

The new regulatory body, ‘Ofcharge’ (the Office of Charging), would monitor the market, including charging price levels and affordability, and to enforce regulated minimum standards.

The SMMT says that this would keep the consumer at the heart of infrastructure planning and rollout to ensure every region of the UK is in readiness for the end of sale of new petrol and diesel cars in 2030, with a unified approach bringing together drivers, charge point operators, energy companies and local authorities. 

Mike Hawes, chief executive of the SMMT, explained: “Our plan puts the consumer at the heart of this transition, assuring them of the best possible experience backed by an independent regulator.

“With clear, equivalent targets and support for operators and local authorities that match consumer needs, Government can ensure the UK has a charge point network that makes electric mobility a reality for all, cutting emissions, driving growth and supporting consumers across the UK.”

Drivers face a growing regional divide in charge point availability. At the end of 2020, the ratio of electric cars to standard public chargers was 1:37 in the north of England, compared with 1:26 in the south – and in 2021, the ratio deteriorated significantly in the North to 1:52, compared with 1:30 in the south.

The SMMT is proposing a nationally coordinated and locally delivered infrastructure plan that puts the needs of consumers first, while also giving charge point operators and local authorities certainty to install the right number of the right chargers in the right places ahead of need, across every part of the UK.

Since 2011, Government, local authorities and the charging infrastructure sector have successfully delivered a 3,000% increase in the number of standard public charge points, and the UK’s provision of one rapid charger per 32 battery electric vehicles is the best in the Western world, behind only China (1:11), South Korea (1:12) and Japan (1:17), says the SMMT. 

However, as demand for EVs has surged – accounting for more than one in six new cars in 2021 – standard public charging infrastructure has struggled to keep pace.

Plug-in cars on the road grew by 280.3% between 2019 and 2021, but standard charge points increased by just 69.8% over the same period.

Meanwhile, the SMMT says that battery electric cars in the parc rose by 586.8%, whereas rapid/ultra-rapid charger stock grew by only 82.3%.

Hawes said: “The automotive industry is up for the challenge of a zero-emission new car and van market by 2035.

“Delivering this ambition – an ambition that would put the UK ahead of every major market in the world – needs more than automotive investment. It needs the commensurate commitment of all other stakeholders, especially the charging industry as surveys show that range anxiety has been replaced by charging anxiety.”

Investments are being made in public charging with the Government’s Rapid Charging Fund allocating £950 million to rapid and ultra-rapid charge points, £620m for zero-emission vehicle grants and infrastructure announced in the Net Zero Strategy, and a commitment that all new build homes will include an electric vehicle charging point.

Chris Pateman-Jones, CEO of Connected Kerb, says that regional disparities in public electric vehicle charging rollouts must not prevent drivers from realising the huge benefits of driving electric.

“Only by overcoming these disparities can we achieve a fair and equal transition to cleaner transport,” he said.

“We welcome the SMMT’s call for new standards that would guarantee social equity in provision of charge points and ensure no one is left behind in the UK’s electric vehicle transition.

“Councils and developers can often be put off installing electric vehicle charge points due to the perceived high up-front costs of installation and a lack of transparency over network performance and driver tariffs.

“Any new regulator should seek to cut through this confusion and encourage the use of large scale, long term contracts that measure operator performance, not only against economic, but also social and environmental targets.

“For the UK to deliver a full societal transition to EV, access to convenient, reliable and affordable charging infrastructure must be removed as a barrier to adoption, no matter where in the UK you happen to live.”

Fleet Evolution founder and managing director, Andrew Leech supports the SMMT’s seven-point plan. He said: “While manufacturers have made great strides with new electric models, with more than 50 set to be launched this year alone, there has been precious little co-ordinated activity on chargepoints to meet the growing demand.

“At a time when many companies right across the country are looking to go electric, they are being held back by a lack of investment in public chargepoints and especially in our largest northern cities.

“A major concern is kerbside and lamp post charging as this is a significant problem area for the 40% of us who can’t charge at home.”

A recent EV attitude survey that Fleet Evolution carried out in conjunction with Aston University revealed that the factors that made people hesitate in making the transition to EVs, were 36% cost, 28% range anxiety and 25% lack of public charging.

Charging infrastructure was an area where lack of detailed knowledge was clearly apparent, with some 67% of those surveyed saying they did not live within five minutes of a public chargepoint.

by Graham Hill thanks to Fleet News

The Department for Transport (DfT) has said it is considering new vehicle technologies, including intelligent speed assist (ISA), to aid road safety.

In response to an enquiry made on behalf of the National Body Repair Association (NBRA), the DfT confirmed the new EU legislation regarding ISA is scheduled to apply to new vehicle types in the EU from July 2022 and all new registrations from 2024.

In the EU, a speed warning system will be compulsory in all new cars, vans, goods vehicles, buses, and electric vehicles (EVs). Motorcycles and mopeds will remain exempt from this.

ISA intends to encourage drivers to observe the speed limit. The system will not limit speed and can also be deactivated by the driver but will reactivate each time the vehicle is restarted.

Chris Weeks, NBRA director said: “Consumer safety is paramount and welcomed by NBRA, however, we are concerned about the impact this will have on the repair industry.

“We will not oppose any measures that increase consumer safety, but we will be watching the impact this technology has on claim frequency in the EU in order to understand the knock-on effect it may have in the UK.”

There are currently no mandates on speed warning systems such as ISA on new vehicles in Great Britain. However, many vehicles are fitted with this technology to earn higher ratings on the EuroNCAP (European New Car Assessment Protocol), said the NBRA.

Transport Secretary Grant Shapps is being urged to adopt EU vehicle safety measures that are due to come into effect in July.

The package of 15 integrated measures includes better direct vision in HGVs, automated emergency braking that detects pedestrians and cyclists, and ISA.

Last year, FleetCheck urged fleet decision-makers to prepare drivers now for vehicles being fitted with ISA technology.

New road technologies are currently under consideration whether it should be compulsory in new vehicles sold in the UK and which vehicle’ categories they should apply to once a new ‘GB type approval scheme’ is in place.

The DfT mentioned that this would be ready by mid-2022. By Graham Hill thanks to Fleet News

Hyundai is introducing a new 77.5kWh battery for its retro-styled Ioniq 5, replacing the existing 73kWh unit.

The updated car will be available to order from April, although deliveries won’t take place until 2023.

A new battery conditioning function is also being introduced, which, combined with the extra capacity, could see a range of more than 300 miles from the new variant.

Hyundai will continue to offer the Ioniq 5 with a 58kWh battery, alongside the newcomer.

“Ioniq 5 has proved to be highly successful in the 12 months since its launch, both in terms of sales and brand building,” said Andreas-Christoph Hofmann, vice president marketing and product at Hyundai Motor Europe. “The segment is growing increasingly competitive, and we will be offering enhanced features to defend our position as technology leader in the automotive industry.”

For the first time, the updated Ioniq 5 will be available with video-based digital interior and exterior mirrors. The Digital Centre Mirror (DCM) uses a camera installed below IONIQ 5’s rear spoiler to provide an unobstructed, panoramic rear-facing view of the car.

Digital side mirrors will also be available, using cameras mounted on the side of the car.

The new battery conditioning feature will enable the car to automatically adapt its battery temperature while travelling to ensure optimal charging conditions when reaching a charging point. Hyundai says this will improve real-life charging performance in hot or cold ambient conditions.

Smart Frequency Dampers (SFD) will improve the response of the rear axle suspension to increase ride comfort as well as improving both body control and handling.

Prices and specifications for the new Ioniq 5 will be released when order books open in the spring.  By Graham Hill thanks to Fleet News

Over a year ago I announced that work was taking place on a portable charger that would be more affordable than the current charger available costing around £8,000.

ZipCharge has now announced that its portable electric vehicle (EV) charger – the ZipCharge Go – is expected to be available in 2023.

The portable charger is now advancing to validation prototype (VP) stage with designs released for manufacture and hardware testing well underway.

The Go, says ZipCharge, removes a common barrier to EV ownership – by bringing the possibility of home charging to anyone who can not currently plug-in at their house.

ZipCharge co-founder Richie Sibal said: “Achieving this key milestone in the development of the portable EV charger is a major achievement by our small and dedicated team of expert automotive engineers.

“Drawing on the team’s 170 years of experience in designing automotive electronic systems, including EV control systems, battery modules, power electronics, electrical architectures, functional safety and wiring systems, combined with significant expertise in CAD modelling and design has enabled us to progress from the drawing board to design release in under nine months.”

In the UK alone, 8.5 million or 40% of car-owning households are without designated or off-street parking, says ZipCharge.

Elsewhere, this figure reaches 60% for example in Italy, Spain, Hong Kong, Singapore and South Korea and in major cities in the USA, China and India.

ZipCharge co-founder Jonathan Carrier said: “We’re already in advanced discussions with a number of large corporate fleets and listening to their requirements, along with product suggestions from our enthusiastic prospective customer base.

“This feedback is invaluable as part of ongoing development of our hardware and software, such as novel operating controls, safety features, and auxiliary power generation.”

The company’s engineers are currently at advanced stages of lab testing the portable EV charger’s key system components, including the NMC lithium-ion battery cells and the ZipCharge-designed bi-directional AC-DC converter. This is to evaluate thermal behaviour, charging performance, safety, durability and full functionality to ensure a seamless and safe ownership experience for everyday charging.

The bespoke compact and lightweight bi-directional AC-DC converter utilises the latest high efficiency Silicon Carbide (SiC) semiconductors found in modern EVs.

When coupled with ZipCharge’s innovative software it will enable the Go to be charged at home, using a standard single phase supply in just over one hour. It can then be connected to an EV wherever it is parked and deliver 20 to 40 miles of range in around 30-60 minutes, depending on the capacity of the Go charger.

In the future, ZipCharge’s portable EV powerbanks will create an intelligent energy management platform that provides flexibility and resilience for the national power grid.

In tandem with hardware testing, the ZipCharge engineering team is also developing control software and a dedicated mobile application that will allow users to optimise the operation of the portable EV powerbank.

This incorporates a suite of security features, including user authentication and the ability to remotely monitor, track and disable the Go charger from their mobile phone, anywhere, thanks to built in 2G/4G connectivity.

The diverse needs of personal customers and fleet users are also being considered, to schedule charging, track usage and cost to charge, regardless if they have access to one Go charger or several hundred.

Cost Benefits

The amount of control will generate significant operational and cost benefits for fleet managers who will be able to equip their fleets of electric cars and light commercial vehicles (LCVs) with portable chargers, enabling them to charge wherever they park, says ZipCharge.

The company is developing software tools that provide the user with intelligent control of charging and energy management, efficiently and at the lowest cost.

This includes dedicated data dashboards for fleets to manage a suite of Go chargers, optimise deployment, monitor charging history while using the power of data to make intelligent recommendations that reduce operating costs and improve the total cost of ownership equation.

ZipCharge is also building in machine learning and Artificial Intelligence (AI) into its software stack, to learn user charging patterns, to make schedule recommendations and optimise charging to save money and reduce the load on the grid.

Carrier said: “We are committed to launching a truly ground-breaking product in the Go, one that meets the needs of a range of customer groups, and how they would like to use the Go.

“This includes private individuals, fleets and end-destinations, such as hotels, retail complexes, supermarkets and leisure activities – all locations where the ZipCharge Go can provide flexible, convenient and low-cost charging for everyone, anywhere they park.”

He added: “We expect to confirm final pricing later this year in Q4 2022 as part of the pre-order process. Our mission is to democratise EV charging, which means the  ZipCharge Go will be competitively priced and comparable to the purchase and full installation cost of a fixed home charger.”  By Graham Hill thanks to Fleet News.

Vauxhall has entered a new partnership with parking provider JustPark to help people find convenient charging locations near their home.

While many electric vehicle (EV) drivers enjoy the benefits of being able to leave their home with a fully charged vehicle each day, approximately 40% of UK households do not have any access to off-street parking where they could install a charging device, says the manufacturer.

As part of the JustCharge network, EV drivers with their own charger on their drive or property can rent these out to other plug-in drivers via an app.

With the new partnership, Vauxhall will encourage its EV drivers to join the growing community network.

Matt Shirley, head of EV networks at JustPark, said: “Having lived with an electric vehicle without a home charging point, I know first-hand the challenges that solely relying on public chargers can bring.

“We are delighted to be working with Vauxhall to help enable many thousands more drivers to make the switch to an electric vehicle.”

Previous Government research found up to 80% of EV owners charge their cars at home.

Paul Willcox, managing director of Vauxhall, said: “Charging at home overnight is the most convenient and cheapest charging solution. But around 40% of households in the UK do not have access to off-street parking and therefore the switch to electric isn’t the same for everyone.

“Vauxhall is committed to making going electric as simple as possible so we’re delighted to lead the way and partner with JustPark and their new JustCharge Community Charging network.

“We believe it will make a genuine difference to encouraging more British drivers to go electric sooner – with all the environmental, financial and driving experience benefits that comes with.”

Those with a home electric vehicle charging point can make it available for others to use via the JustPark App.

Customers nearby can book and pay for the charger, selecting the time they need. Using the JustPark App, they will be able to activate the charger and will be only charged at the end of their charge.

Users can also leave reviews on the charger, highlighting things like ease of access and use for others to see. 

Fleet operators can sign up to JustPark’s FleetCharge, where JustPark sources and installs a charging device at the company driver’s property, and supplies the electricity for it, with the fees combined into a single monthly payment.

In the instance where a company driver does not have off-street parking, FleetCharge will source a parking space within a five-minute walking distance and install a charging device which the fleet driver can use throughout.

Through FleetCharge, JustPark is aiming to create a private charging network for fleets to use, enabling trades and businesses to make the switch to electric – and earlier than they might have thought possible.  By Graham Hill thanks to Fleet News

From areas such as charging to driver behaviour to tax considerations, the transition to electric vehicles (EVs) is having widespread implications on how fleets are managed.

These changes also include tyre policies.

Battery electric vehicles (BEVs) tend to be heavier than their internal combustion engine (ICE)  counterparts and the instant torque their motors deliver also places extra strain on the tyres.

In addition, a low rolling resistance is key to maximising a vehicle’s range.

These demands have led tyre manufacturers to develop BEV-specific tyres which, as well as meeting these requirements, also aim to reduce noise to capitalise on the refinement EVs offer.

These tyres tend to be fitted as standard by car and van makers, but they mean that fleet decision-makers operating BEVs need to ensure their tyre management policies take these considerations into account.

“Tyres are an extremely sophisticated piece of technology which we all too commonly take for  granted,” says Stuart Jackson, chair of tyre safety charity TyreSafe.

“However, drivers of BEVs must be aware of how different they could be to those on other cars, and, when it’s time to replace the original tyres, owners need to ensure they are buying the right specification.”

Kwik Fit recommends fleets adopt a like-for-like replacement policy wherever possible, due to BEV tyre development still being in its relative infancy.

“There may be constraints on homologated tyre availability in the short term as tyre manufacturers scale to meet the demand,” says Dan Joyce, fleet director at Kwik Fit.

“As the EV car parc grows, we will see tyre manufacturers increase their development of nonoriginal equipment (OE) alternatives to homologated options and as more data becomes available, we will work with our fleet customers to include these within their policies wherever suitable.”

While there are now new factors to consider when considering a tyre management policy, the Association of Fleet Professionals (AFP) warns fleet decision-makers not to overlook the basics.

“The fundamentals of good practice remain the same as for any other approach to tyre management,”says Lorna McAtear, AFP board member and fleet manager at National Grid. “This means safety is the guiding principle and the written policy should be based around factors such as minimum tread depths and regular visual checks.”

Here, we look at four key questions facing fleet operators when it comes to BEV tyre policies.

What are the differences between BEV and ICE tyres?

There are some key technological differences between BEV-specific and non-BEV-specific tyres.

“Ultimately, reduced weight, minimal rolling resistance, low noise emissions and an aerodynamic sidewall are the key components of a good, well-developed EV tyre,” says Martin Towers, sales director at Micheldever Fleet Solutions.

The lighter weight can increase efficiency and a premium is placed on noise reduction due to the refinement levels offered by BEVs, while tyre manufacturers are also focusing on getting the balance right between grip and rolling resistance.

“We’ve developed a number of technologies affecting the tyre which can extend an EV’s driving range,” says Jaap van Wessum, sales general manager consumer UK & Ireland at Goodyear.

“This includes the material properties of the tread compound, which have been tuned for ultra-low rolling resistance to extend the vehicle range while coping with high levels of torque.

“The sidewall has also been designed to reduce aerodynamic drag and the profile yields less rotating mass, which, in turn, reduces the energy consumption.”

How does BEV tyre wear compare with that of ICE vehicles?

One of the benefits of running BEVs compared with diesel or petrol is their reduced service and maintenance costs due to their much lower number of moving parts, but some claim that tyre wear will be greater.

This is supported by analysis from Kwik Fit, which has found average front tyre wear across all fleet segments in 2020 was 4% greater for BEVs than ICE vehicles.

This was based on the number of miles driven by vehicles when their tyre tread depth had reached 2mm.

At this point, an ICE vehicle had travelled an average 24,644 miles, PHEVs 24,196 miles and BEVs 23,766 miles.

“It’s important to note that the sample size for this data varies significantly between powertrain types, so this is really only a high-levelexample of tread wear, but we are seeing the tyres on EVs requiring a slightly earlier change,” says Kwik Fit’s Joyce.

Van Wessum adds: “Due to the heavier battery, tyres on EVs tend to wear down considerably faster than those on vehicles powered by ICE.”

What are the effects of fitting non-BEV-specific tyres to a BEV?

Safety charity Tyresafe warns BEV owners that fitting a non-BEV-specific tyre could result in loss of range, increased noise, accelerated wear and the risk of failing while being driven, which could result in a serious incident.

Micheldever’s Towers adds: “Firstly, (non-BEV-specific tyres) will certainly reduce the range the vehicle will be able to travel between charges and this will be true whether you are fitting single, axle pair or full set replacements.

“Secondly, and this is particularly an issue with single replacement due to damage, replacing a BEV-specific tyre with a standard product will cause handling issues.

“This is mainly due to the weight of the tyres, but can also be as a result of the difference in grip, as EV tyres will have far better rolling resistance characteristics than standard ones.”

Towers adds there may also be a greater requirement within the EV market to ensure the tread depth on tyres on the same axle does not have too big a differential, as this could also cause handling issues.

“From a regulation and legality perspective, what’s important is to fit tyres that are the correct size, load index and speed index applications,” he adds. “Something EV drivers should pay particular attention to, however, is the importance of routine tyre inspections.”

Brian Porteous, technical manager at Michelin, wants to see more data from “everyday journeys” before he forms a definitive opinion on the impact of fitting non-BEV-specific tyres to BEVs.

“Some BEVs have larger diameter tyres to help reduce rolling resistance, with fewer revolutions and less flexing leading theoretically to reduced tyre wear,” he says.

“However, the torque in BEVs is typically higher than for ICE vehicles and they tend to spend more time in urban environments, both of which increase wear.

“For now, it looks like tyre wear rates will likely continue to be dictated by driving style, road conditions and the type of journey, just as they have always been.”

British Gas fits all its vans with non-BEVspecific Michelin CrossClimate tyres for the all-year round grip they offer and has found they last more than twice as long on BEVs than on diesels.

“Lots of people say you use loads of tyres on BEVs because they’re much heavier, but we’re not. It has gone the other way around,” says Steve Winter, British Gas head of fleet.

“We’re seeing far less tyre wear to the extent that we had Michelin check our tyres because we wanted to be absolutely certain that we were right.

“We reckon our tyres go on now for the best part of 40,000 miles, when previously we’d been seeing them lasting 15,000 miles on a diesel van.”

Winter thinks part of this may be because the company is switching from Volkswagen Caddy diesel vans to larger Vauxhall e-Vivaro BEV models – so, instead of using car tyres, their new vehicles use van tyres, which are bigger and have stiffer sidewalls.

“I think the pure electric drivetrains are also a bit more gentle on tyres, because of the way they take up drive, the way it steers and manoeuvres,” he adds.

“I also think our engineers drive their BEVs more carefully because they want to maximise their range so they can get home at night.”

What about special tyres for plug-in hybrid vehicles?

Unlike for BEVs, tyre manufacturers do not make PHEV-specific products, although they may be fitted with tyres with a higher load rating compared with ICE vehicles to reflect their greater weight.

However, Towers believes fleets certainly need to be “more aware” of the tyres that they are fitting to their PHEVs.

“I believe that they need to have a more product-led approach,” he says.

“This means choosing what is right for the vehicle rather than the generic fleet ‘one sizes fits all’ approach we are currently seeing for ICE vehicles.”  By Graham Hill thanks to Fleet News

A new code of practice for the private parking sector has been launched following years of campaigning for a fairer system for drivers.

The RAC, which supports the move, says that the new Private Parking Code of Practice outlines minimum standards expected by private parking operators and should root out the more dubious practices that have been prevalent by some operators in the sector.

Furthermore, a new national appeals system will be introduced to make it simpler for drivers to fight charges they believe are unfair.

RAC head of roads policy Nicholas Lyes said: “The RAC has campaigned for years to end the sharp practices in the private parking sector, so we welcome the new national code that will usher in higher standards.

“Alongside this, drivers can expect a lower cap on penalty charge notices, an independent appeals system and an end to rip-off debt collection fees.”

The range of measures announced aim to reduce the maximum parking charge notice to £50 in most cases outside of London, with a 50% discount for early payment. The upper £100 limit for more serious breaches will be kept.

There will be a ban on parking debt collectors from charging additional fees when parking charge notices are not paid and a compulsory 10-minute grace period before firms can issue a late fine along with a compulsory five-minute cooling-off period in which a motorist can consider the terms and conditions, and change their mind about parking.

The code of practice also says that operators must improve standards on signage, conditions of parking and make it clearer on how to appeal a charge.

In addition, it will crackdown on parking firms using aggressive or pseudo-legal language to intimidate motorists into paying fines.

Lyes says that it will and create a much more level playing field, reducing “hassle and stress” while at the same time forcing rogue operators to clean up their acts.

He continued: “Since clamping was banned on private land, there has been a shift to ticketing instead, with the number of parking charge notices being issued rising year-on-year at alarming levels.

“While some of these are justified, others are not and sadly in many cases drivers simply pay up in fear of the consequences, particularly given that follow-up letters can use threatening and intimidating language.”

RAC research found that nearly three-quarters (73%) of drivers wanted the sector to be brought under some form of regulation.

Lyes said: “This package of measures is not about stopping parking operators doing their jobs, it’s about creating a system that is fair and transparent for all.”

The RAC called on the Government and MPs to act after being contacted by drivers who felt the actions of private parking companies were entirely unreasonable.

For instance, the RAC heard of how parking charge notices were issued for, at best, very minor breaches of car park terms and conditions, and, at worst, for reasons that were simply inexplicable.

This ranged from minor keying errors at payment machines to people receiving a charge for overstaying by seconds.

In addition to this, some operators were incentivising third parties by offering them financial incentives for issuing parking charge notices.

In 2017, Sir Greg Knight MP introduced the Parking (Code of Practice) Bill, which received Royal Assent in 2019 with cross-party backing and Government support. By Graham Hill thanks to Fleet News

UK used car transactions grew by 11.5% in 2021, with 7,530,956 units changing hands, according to according new figures from the Society of Motor Manufacturers and Traders (SMMT).

It means that 777,997 more cars changed hands than in 2020, a year which was even more badly affected by lockdowns and unsettled consumer and business confidence, says the automotive trade body.

Despite this growth, the 2021 performance was still 5.5% below the pre-pandemic five-year average.

SMMT’s chief executive, Mike Hawes, said: “It’s good to see the used car market return to growth, even if activity is still below where we were pre-pandemic.

“With the global shortage of semiconductors set to ease later this year, releasing the squeeze on new car supply, we expect more of the latest, cleanest and zero emission models to become available for second owners.

“The demand for personal mobility has undoubtedly increased during the pandemic, so it’s vital we have healthy new car sales to drive fleet renewal and the used car market if we are to improve air quality and address climate change.”

Quarter four rounded off a volatile year for the market, with transactions falling by 3.1% to just over 1.6 million, as semiconductor shortages impacting new car sales in the second half of the year squeezed supply of stock into the used market.

The second quarter was, in fact, the best Q2 on record and, with 2.1 million transactions, the busiest period of the year as the UK emerged from renewed lockdowns.

May was the highpoint with 769,782 cars finding new keepers in the month, while December performance fell by -10.2% as Omicron cases rose and restrictions increased.

Used electric vehicles

Annual demand for battery electric (BEV) and plug-in hybrid electric (PHEVs) vehicles hit record levels, growing by 119.2% and 75.6% to 40,228 and 56,861 transactions respectively.

Hybrid electric vehicle (HEV) transactions also rose by 50.3% to 137,639, a new high. Growth was driven by an increasing number of ultra-low and zero-emission models filtering through to second owners and, combined, these vehicles represented 3.1% of the market.

Used petrol and diesel powertrain transactions, meanwhile, increased by 10.7% and 9.8% respectively, with a combined 7,277,291 units changing hands.

It meant that even with record demand for alternatively fuelled vehicles, 96.6% of all used car sales were still either petrol or diesel models, evidence of how far the market must go to meet zero emission ambitions.

In terms of segment performance, superminis remained the most popular body type during 2021, taking a third of the market (32.7%), followed by lower medium (26.4%) and dual purpose (13.2%), with all segments seeing transactions increase.

Demand for dual purpose cars rose most significantly, up 18.3% with almost a million changing hands.

Richard Peberdy, UK head of automotive at KPMG, said: “As new car production slowed, used car demand rose, as did prices.

“That’s of course good news for those sellers that can find a replacement newer car to buy but presents an additional cost challenge for some consumers whose budgets are being squeezed on a number of fronts.

“As supply chain problems eventually ease, more new cars will be produced, more used cars will enter the market and their prices will begin to level off.”

Breaking the trend of the new car market, where grey reigns as the best-selling colour, black was most popular among used buyers in 2021 with more than 1.6 million black cars finding new owners.

Silver and blue rounded off the top three with 1.28 million and 1.25 million transactions respectively.

At the other end of spectrum, nearly 40,000 yellow used cars changed hands, 20,230 people chose a bronze car and pink trailed in last place, representing nearly 5,000 transactions.

James Fairclough, CEO of AA Cars, said: “Used car sales may have slowed during the final months of 2021, but that can’t take the shine off what was a strong, if volatile, year for the second-hand market.

“Overall second-hand sales in 2021 were up 11.5% compared to 2020, well ahead of the 1% year-on-year increase recorded in new car sales.

“Nevertheless, the lagged impact of the semiconductor shortage which held back the production of new cars for much of 2021 is now starting to be felt in the second-hand market too.

“Fewer nearly-new models are coming onto the used market, and finite supply pegged back used car sales figures in the final months of 2021 – albeit to a lesser extent than the decline seen in new car sales.

“Despite these supply issues, demand remains strong, with thousands of drivers choosing to buy second-hand rather than wait for a new car.”

Chris Evans, head of sales at Heycar, says that used cars prices remain at a record high, with little indication of this changing in the short to medium term.

“We’ve seen the average part exchange value shoot up by 55% in the past twelve months, while the value of leads we send to our dealer network is now 17% higher,” he added.

“As the final coronavirus restrictions are rolled back, it’s likely there will be greater footfall on forecourts. And it might give more buyers the confidence to finally make a purchase they may have put off as a result of the pandemic.

“Yet lack of stock does remain a challenge for both dealers and consumers.”

By Graham Hill thanks to Fleet News

Wilmott Dixon has successfully argued that car allowance payments made to its employees were ‘relevant motoring expenditure’ and therefore should qualify for relief from Class 1 National Insurance Contributions (NICs).

HMRC had refused to refund Willmott Dixon for NICs paid from 2004/05 to May 2014 relating to car allowance payments made by the firm.

It argued that the car allowances were earnings and not relevant motoring expenditure, but in what was a landmark ruling for fleets, a First Tier Tribunal (FTT) ruled in favour of Willmott Dixon.

Car allowances at the construction and property firm, which was represented by Innovation Professional Services, were paid to employees based on a grade which was allocated to that employee.

The more senior an employee, the higher the grade. The amount paid did not depend on the number of business miles driven by an employee.

Separate business mileage payments were intended to reimburse an employee for the fuel costs of actual business miles driven.

An employee who was entitled to a car allowance at a certain grade could choose to select a car from a lower grade choice list and be reimbursed the difference in the car allowance for those grades.

Meanwhile, some individuals who drove no business miles were awarded a grade and allowances were paid even when an employee was ill (including long-term sick) or their business miles reduced because, for example, of the pandemic.

The purpose of the car allowance was to ensure that an employee had a properly insured, maintained and reliable motor vehicle available which that employee could use for performing his or her duties as an employee, in other words for business use.

Furthermore, an employee who received the car allowance was obliged to have a fit and proper vehicle for business use. There was no obligation or direction however, on an employee as to how they should spend the car allowance.

While Willmott Dixon anticipated that an employee who had no satisfactory vehicle would spend the allowance, in part, on acquiring one, there was no contractual obligation to do so.

Similarly, once an employee was in possession of a satisfactory vehicle, then Willmott Dixon anticipated that the allowance would be paid on the financing, maintenance and costs of insurance, in other words the ongoing costs of owning a vehicle. But again, there was no contractual or other obligation to do so.

The employee was free to decide on what they spent the car allowance, and it could be spent on something wholly unrelated to the vehicle or its use for business travel.

The court heard that Willmott Dixon undertook a “rigorous analysis” of the underlying data and set the level of the allowances on the basis that an employee who did 10,000 business miles per year would be in the same financial position whether they opted for the car allowance or chose a company car.

An employee receiving a company car could choose whether to continue to take the company car or to switch into the car allowance scheme.

Car allowance payments ‘were earnings’

The FTT had to first decide whether the car allowance payments were earnings for NICs purposes or reimbursements of business expenses.

Given the amount of car allowance paid did not depend on the number of business miles driven by that particular employee, the FTT decided that the car allowance payments were earnings.

However, it decided that the car allowance payments were ‘relevant motoring expenditure’ citing the Court of Appeal decision in favour of Total People (now Cheshire Employment and Skills) almost 10 years ago on a similar matter, while also contradicting a more recent decision involving Laing O’Rourke (LOR).

Laing O’Rourke lost a £2.2 million claim for relief on grey fleet business mileage payments paid to employees at its firm. It had been seen as the first test case following the Total People ruling.

Total People’s long-running legal battle related to an NI refund claim based on the difference between the HMRC 40p per mile (ppm) approved mileage allowance payment (AMAP) rate (now 45p) and the 12ppm paid by the employer plus an additional lump sum paid to the employees for using their private cars on business.

The value of the amount claimed was approximately £146,000 or around £1,000 per employee, which was subsequently paid by HMRC.

Laing O’Rourke argued that its car allowance scheme should also qualify for relief from NICs on payments made to employees.

HMRC said relief did not apply, because the payments could not be defined as relevant motoring expenditure. Judge Tracey Bowler reached a decision last July, ruling in favour of HMRC.

In reaching a decision in the Willmott Dixon case, Judge Nigel Popplewell said: “I totally appreciate that the way in which these payments were made and the amounts of the payments were based not on actual business use but on grades, and those grades, in turn, did not reflect actual business use but seniority.

“A similar arrangement was in place in LOR and this was another reason why Judge Bowler thought that similar payments in that case to the car allowances in this, were not made in respect of use. I respectfully disagree.”

He added: “The evidence shows that in order to receive the allowances an employee was obliged to have a private vehicle available for business use.”

Laing O’Rourke has appealed its FTT decision. HMRC has not said whether it will appeal the court’s decision in the Willmott Dixon case.  By Graham Hill thanks to Fleet News