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Electric vehicles (EVs) are proving to be a third more efficient than in the coldest months, according to new data from EV payment specialist Mina.

Analysis of more than 350,000 charging events, using over 8 million kWh of electricity, from May 2022 to April 2023, show that late spring, summer and early autumn are the best months for EV batteries.

However, Mina notes that the heatwave in late July and August last year saw a spike in consumption as air con was turned up to full blast.

“Our data, recorded by thousands of electric vehicles, proves for the first time what many anecdotal reports had suggested, EVs operate far better in warm weather,” said Ashley Tate, Mina’s CEO.

Through winter, drivers were still averaging about the same amount of charge per session but, to do the same amount of work and mileage, needed an extra plug-in a week compared to September and October to account for reduced battery efficiency and other potential drains on energy such as heating the cabin.

Tate said: “One of the big questions asked about EVs is: how hard are they hit by winter? Well, now we know for sure. There are many factors involved of course, including temperature, routing, vehicle technology and driving style, but for the first time our data is able to show just what the effect is across thousands of vehicles

“By looking at consumption for each week and applying an average domestic tariff for the period of 30p per kWh, we could then show the cost of this for a typical driver. But of course, the cost could be far higher or lower depending on individual circumstances.

“If a driver has an EV specific tariff and charges exclusively at home at off-peak, the cost could be a third of that quoted, at only around £2.50 a week more. Conversely, if they only charge in public, our data shows it could at least double.”

Month  Average weekly consumption (kWh) Charges per week      Increase/decrease in consumption compared to May 22  Indicative extra weekly spend (30p per kWh) compared to May 22

Month	Average weekly consumption (kWh)	Charges per week	Increase/decrease in consumption compared to May 22	Indicative extra weekly spend (30p per kWh) compared to May 22
May 22	81.6	3.7	–	£24.48
June 22	76.6	3.8	-6.1%	-£1.50
July 22	77.7	3.7	-4.8%	+£1.17
August 22	87.6	4.0	+7.4%	+£1.80
September 22	79.8	3.6	-2.2%	-54p
October 22	78.9	3.6	-3.3%	-81p
November 22	91.7	3.8	+12.3%	+£3.03
December 22	104.9	4.6	+28.5%	+£6.99
January 23	107.5	4.7	+31.7%	+£7.77
February 23	106.8	4.6	+30.8%	+£7.56
March 23	98.6	3.9	+20.8%	+£5.10
April 23	87.7	3.5	+7.5%	+£1.83

Tate explains that it is important to put it into context and remember that the extra winter consumption is only equivalent to two extra tanks of petrol or diesel and that ICE vehicle efficiency can also be hit during winter months as well.

“With electric you have a much wider range of options,” he said. “Because we track hundreds of thousands of home and public charges and their cost, our data shows the cheapest tariffs are only around 10p per kWh at home and 30p per kWh in public.

“So if a driver wants to reduce costs, whatever the season, they need to ensure they are on the lowest possible home tariff, and search out the best value public chargers.”  By Graham Hill thanks to Fleet News

The UK is among the top three European countries considered most ready for the switch away from internal combustion engine (ICE) vehicles to electric, new research suggests.

LeasePlan’s 2023 EV Readiness Index measures the preparedness of 22 European countries for electric vehicles (EVs) based on three factors: the maturity of the EV market, the maturity of EV infrastructure, and the total cost of EV ownership in each country.

The UK remained in the top 3 with an overall score of 36 out of 50, behind Norway and the Netherlands.

Maturity of the EV market increased by 19% (42 points) across Europe – with the UK increasing by 1 point – reflecting the overall improved penetration of EVs in European countries.

However, although EVs are still more affordable in most European countries compared to an ICE alternative, the total cost of ownership (TCO) maturity of EVs has slightly decreased by 6% (14 points). This is mostly driven by rising energy prices in 2022. 

Alfonso Martinez, managing director of LeasePlan UK, said: “It is great to see a significant improvement this year in the UK – we are more ready than ever before for the shift to EV.

“It is now essential that we keep this momentum going: this year’s Index shows drivers in the UK are ready and willing to make the switch to electric, and we must keep pressure on both European and UK Government to ensure a robust public charging infrastructure is available to all drivers – including commercial vehicle fleets, incentives for switching like low Benefit in Kind rates, and OEMs that are able to keep pace with demand.” 

LeasePlan’s report highlights how EVs held a 23% share of the UK’s car market is the highest scoring in terms of Government incentives.

The UK has also significantly improved charging infrastructure compared to the previous year with more than 71,000 public charge locations and over 13,000 fast charge locations per population. The second highest across Europe.

“The continued investment in charge points (including rural areas), electricity prices beginning to fall, and Government’s Budget that announced continued low rates of benefit in kind rates for EVs have all helped ensure electric remains cost comparative with a petrol or diesel equivalent,” continued Martinez. 

“We want every single driver in the UK to be able to go electric, and while this year’s results are promising, we still have work to do.”

By Graham Hill thanks to Fleet News

ATS Euromaster is warning that fleets making the switch to electric vehicles (EVs) need to prepare for a shift in the balance of service, maintenance and repair (SMR) spend.

EVs are expected to cost less to service, thanks in part to fewer moving parts and the absence of requirements such as oil changes, but tyre life expectancy is likely to change compared with traditional internal combustion engine (ICE) fleet vehicles, says ATS.

The tyre and maintenance provider explains that this is down to a number of factors, including the bulk of the cars. The majority are heavy SUVs, which when combined with the weight of a large battery makes them extremely heavy, while regenerative braking may also have a role in shortening the tyre replacement cycle.

However, Mark Holland, operations director at ATS Euromaster, said: “The greatest influence on the wear rate of tyres is the driver.

“With EVs there does seem to be a tendency for drivers new to electric vehicles to make continued use of the exceptional acceleration offered – at least during the initial phase of the driver’s lifecycle with the vehicle.

“The data is very young at the moment and there’s certainly not enough to draw significant conclusions about tyre wear, but driver behaviour appears to be a significant factor.”

In a recent survey conducted by Michelin, nearly 60% of drivers said they enjoyed the accelerative power of EVs and used it at every opportunity where it was safe to do so or did so during the early phase of vehicle ownership before resorting to more moderate levels of acceleration.

Holland continued: “This strongly suggests to us that fleets should prepare for accelerated tyre replacement on EVs, certainly in the first phase of driver use. It seems the novelty of the EV driving experience is having an unexpected effect on tyre wear rates.

“We would also suggest that fleets actively consider driver training before handing over a new EV to a company employee to mitigate these issues, but also as part of a broader duty of care programme.”

Fleet guidance on EVs from ATS Euromaster

• Expect accelerated tyre wear, certainly during the initial phase of driver use
• Consider driver training as part of your fleet’s decarbonisation programme with an introduction to EV technology and the different driving characteristics of EVs compared with ICE vehicles
• Monitor tyre replacement and take preventative driver action if excessive tyre wear continues or explore alternative, EV-specific tyres
• As newer EVs appear on the market, consider moving your fleet away from heavier SUV style models to EVs with less weight, which will not only improve vehicle efficiency but also SMR cost pressures

By Graham Hill thanks to Fleet News

The UK Government is working with international partners to develop new laws for monitoring the health of electric vehicle (EV) batteries.

The plans to make the fitting of battery state of health (SOH) monitors compulsory on all new EVs were discussed at last week’s meeting of the Vehicle Remarketing Association (VRA).

Abdul Chowdhury, head of vehicle policy at the Office for Zero Emission Vehicles (OZEV), explained that because the battery forms a large part of a used EV’s value and performance, providing information on its health would support consumers in making informed comparisons between vehicles and help alleviate concerns over battery degradation.

He said: “The UK government has been working with the United Nations Economic Commission for Europe (UNECE) and other international partners to develop technical regulations on SOH monitors and minimum battery performance standards and is currently analysing options for adopting these regulations into UK law.

“The EU is also considering options, and its Euro 7 proposals look set to bring SOH monitors in from July 2025.”

A battery state of health (SOH) is an estimate of a battery’s remaining total capacity, compared to the total capacity at the EV’s production.

The Global Technical Regulations on EV batteries developed at UNECE, where many international automotive standards and regulations are set, cover two key aspects.

The first is to mandate installation of SOH monitors on EVs which must be accessible to the consumer, meet accuracy requirements and be validated through in-service testing.

The second is to set a minimum performance standard of 80% SOH from 0-5 years old or 100,000km, whichever comes first, and 70% SOH for vehicles between 5-8 years old or 100,000 to 160,000km, whichever comes first.

Other areas where OZEV was looking to provide support to the used EV sector included providing standardised EV information to customers at the point of sale and helping to ensure that sufficient numbers of technicians were trained to repair EVs.

Chowdhury continued: “The used market is critical to the UK’s transition to zero emission vehicles and meeting our net zero ambitions.

“It is where 80% of all cars are bought and sold, and as we move from early EV adopters to a mass transition, its health is critical to ensuring a fair and equitable transition for all.”

Government support has included financial incentives to stimulate the new EV market and increase the supply of vehicles feeding through to the used market.

Funding for charge point infrastructure at homes, workplaces, residential streets and across the wider roads network is also supporting consumers to buy used EVs, added Chowdhury.

The potential for legislation around battery monitoring comes as an advisory group of battery experts is being assembled to explore ways of promoting greater confidence in the used EV market.

Organised by the British Vehicle Rental and Leasing Association (BVRLA), the half-day event – Battery health: supercharge your knowledge – will take place on May 16

At the VRA event, members heard that there are no Government plans for direct financial support for used EV purchases. However, it says that all policy options are continually under review and OZEV closely monitor the health of the used market and are always open to receiving any evidence.

“Used EVs continue to be among the most-discussed topics in remarketing and being able to hear directly from someone such as Abdul at the centre of Government thinking was fascinating and provided a high level of insight for VRA members,” said VRA chair Philip Nothard.

The event also featured a panel discussion on the used EV market and used vehicle supply in general featuring Phill Jones, chief operating officer at eBay Motors Group; Greg Smith, commercial director at Carshop Supermarket; and Michael Tomalin, CEO at both City Auctions Group and PurpleRock.  By Graham Hill thanks to Fleet News

New car registrations are expected to exceed previous estimates, while the used market continues to track towards surpassing seven million transactions this year, new analysis from Cox Automotive suggests.

Overall sentiment about the new car market has been boosted by 2022’s surprisingly strong performance and confirmation that Q1 of 2023 continued this positive trend.

As a result, Cox Automotive’s revised baseline forecast for the full year predicts it will end 2023 with 1,942,667 registrations, a 13.5% lift on last quarter’s forecast of just over 1.7 million.

The updated forecast indicates we’ll see 476,691 new registrations in Q2, a 16.4% improvement on the forecast published at the start of the year (409,378), while Q3 is on track to end with 558,803 new vehicle registrations.

Cox Automotive’s used car forecast predicts that the UK market will see 7,096,932 transactions during 2023, a 3.2% year-on-year improvement.

Q2 is expected to deliver 1,832,842 transactions, while Q3 is predicted to see 1,866,540 transactions.

Published in Cox Automotive’s latest AutoFocus insight update, the forecasts consider a baseline, upside and downside scenario for each market.

The baseline is, the company believes, the most likely scenario to materialise.

Philip Nothard, Cox Automotive’s insight and strategy director, said: “It’s heartening to once again unveil an upbeat sector forecast.

“So many challenges that have dominated our commentary on new and used markets for successive quarters are finally fading.

“That’s not to say that the road ahead is free from obstacles and the visibility is crystal clear, but we progress towards the halfway point of 2023 in a better position than many dared hope.”

He continued: “Our revised new vehicle forecast reflects the confirmation of 2022’s registration figures and evidence gathered throughout Q1 that manufacturers are returning to a ‘push’ market.”

More than 85 million cars and LCVs were manufactured in 2022, a 6.08% year-on-year increase and a drastic improvement on the lows of 77 million seen in 2020.

“With supply chains now approaching where they need to be, manufacturers can once again ramp up production and define the volume of vehicles that are supplied to the market, as opposed to the demand-driven ‘pull’ market we’ve experienced since the first lockdown,” added Nothard.

The new car forecast also accounts for the clearer picture the sector now has of the two most influential dynamics within the new market: the influence of EVs as a proportion of new registrations and the quicker-than-anticipated emergence of new Chinese brands in the UK.

The net result is a 20.4% year-on-year increase, which, for context, remains 15.9% behind pre-pandemic levels.

Nothard said: “We’ve reviewed all the relevant data points and remain confident in our existing forecasts.

“It would be understandable to look at what’s happening with new registrations and conclude that this performance will naturally translate over to the used market. Still, we must remember that most of today’s new vehicles will not be seen in the used market until 2026, and possibly longer still if predictions of fleets and private buyers retaining vehicles for longer prove to be accurate.

“We must also remember that the used market continues to be impacted by huge volume lost over the past three years; some 42 million fewer vehicles were made globally in this period compared to the previous three years.

“This equates to 2.3 million vehicles that should’ve entered the UK’s used market around now but never did. Nevertheless, the fact that we’re looking at completing more than seven million used car transactions this year is a very positive position to be in.”

The full details of Cox Automotive’s latest new and used car forecasts can be read in issue nine of its AutoFocus insight update. By Graham Hill thanks to Fleet News

I warned about this situation and have mentioned it in my book on the Highway Code. In case you don’t have a copy it’s free when you buy a copy of Electric Cars – The Truth Revealed 2023.

The RAC has identified problems with nine-in-10 yellow box junctions where councils want to enforce moving traffic offences, leaving drivers at risk of being unfairly fined.

The Government announced two years ago that it would let councils outside London, rather than the police, enforce against moving traffic offences.

Some 27 local authorities have applied to Government for permission to enforce 111 yellow box junctions, a new study from the RAC reveals.

It commissioned chartered engineer Sam Wright, who was responsible for the design and approval of yellow boxes on the Transport for London (TfL) road network, to review the applications.

Following analysis of the application sites, the RAC believes there are issues with 90% of the boxes which are likely to lead to drivers being fined unfairly.

In fact, more than half (55%) directly contravene the current Government guidance, sometimes on multiple counts.

The junction breaches include: 40 that pose visibility issues for drivers; 16 that are on the side of the road opposite T-junctions which the Department for Transport (DfT) states serves ‘no useful purpose’; 18 that extend beyond junctions such that they may be considered non-complaint with the regulations; and nine that are in non-permitted locations according to the regulations.

Wright said: “Many of the boxes have been around for years, perhaps decades. It appears that many authorities have simply assumed that the boxes already on the ground are suitable for enforcement without carrying out a fresh assessment as is recommended in Government guidance.

“There are many changes needed to improve yellow box law and enforcement. However, as a minimum it is not unreasonable to expect that authorities should undertake comprehensive audits of boxes prior to enforcement to assess all issues.

“Unfortunately, there is no evidence in any of the consultations that such audits have been carried out. This means action is needed by the Department for Transport to both review existing guidance and compel mandatory audits prior to enforcement. We believe this will help to ensure transparency and fairness in enforcement.”

‘Lack’ of knowledge and understanding

Wright, who runs the website Yellow Box Guru, wrote a report on best practice for enforcing box junctions for the RAC, last year.  

It highlighted gaps in the DfT’s guidance and a general lack of knowledge and understanding that could lead to many unfair fines being issued.

RAC roads spokesperson Simon Williams said: “Unfortunately, it seems many of the concerns we highlighted a year ago have started to become a reality.

“The issue of box size is not adequately addressed in the Government’s guidance which means many drivers will end up being unfairly fined.”

The purpose of yellow boxes is to prevent the blocking of ‘cross’ or ‘through’ traffic movements. If a box, or part of a box, does not protect a cross movement, it serves no purpose and any fine issued there is unnecessary.

Two of the biggest issues with many of the yellow box junctions that councils are looking to enforce relate to visibility and size – something that’s covered by the official guidance and has been reiterated by the previous chief adjudicator of the Traffic Penalty Tribunal.

Drivers need clear visibility of the box, and where it ends, in order to comply with their duty to only enter it if their exit is clear. If visibility is unclear, then fines are unfair.

Unfortunately, consultations have shown that many of the boxes proposed to be enforced do not conform with this requirement because visibility is blocked, boxes are too large for drivers to see where they end, or they simply do not cover cross movements.

The report’s findings show 90 (81%) of the boxes proposed for enforcement are unnecessarily large and 40 boxes (36%) have visibility issues.

In some cases, drivers can’t even see there is a box present because of faded road markings, let alone where it ends.

Wright said: “Visibility issues are connected to the road layout, topography, buildings, box length, street furniture, trees, or a combination of these.

“While many boxes are barely visible at the moment due to a lack of maintenance, I chose to ignore this on the assumption that lines will be refreshed prior to enforcement.

“Crucially, I haven’t seen a single proposal that reviews the visibility of the box from a driver’s point of view. If you also factor in bad weather, poor light and other vehicles, then the poor visibility situation is exacerbated. This is all very concerning, especially as enforcement is carried out via cameras high in the air.”

The RAC review also found councils are planning to enforce 16 boxes at the far side of T-junctions, something which goes against the DfT guidance which states: ‘A half‐box on the side of the road opposite a T‐junction generally serves no useful purpose’.

There are also 18 boxes that extend beyond junctions such that they may be considered non-compliant with the regulations, based on previous rulings by adjudicators in London.

While they definitely serve no purpose, whether or not they are a breach of the regulations is not clear because the DfT does not specify exactly where junctions start and end.

Nine junctions proposed for enforcement are in locations that are not stipulated in the Traffic Signs Regulations and General Directions (2016).

These include boxes at roundabouts and gyratories without traffic lights and outside a private car park. Hertfordshire initially proposed to enforce a junction outside a private car park but dropped the idea after launching its consultation.

Williams said: “Fining people can have real financial consequences for those on the receiving end.

“Enforcing yellow boxes means that the driver of a vehicle overhanging a box by any amount for just a moment can get a ticket. Yet many drivers end up stopped or trapped in these junctions through no fault of their own.

“It is not only imperative, but a moral duty to ensure that fines are fair, justified and that the appeals’ process is consistent across the country.”

He concluded: “We urge the Government to carry out an urgent review of its yellow box junction guidance and clarify what is and isn’t enforceable. It’s vital that size and visibility issues are resolved once and for all.

“Councils should then be ordered to carry out audits of all the junctions they propose to enforce, including from the driver’s perspective. And, if adjudicators find councils have wrongly enforced junctions, they must be obliged to refund any fines issued and correct the junctions in question.”  By Graham Hill thanks to Fleet News

Diesel drivers were overcharged by 16p per litre (ppl) at the pumps in April, according to new data from the RAC.

The price of diesel fell by almost 4ppl during the month, but the RAC says it still remains at least 16p more expensive than it should be as it’s now 6p cheaper than petrol on the wholesale market.

A litre of diesel closed the month costing drivers an average of 159.43p across UK forecourts while petrol was unchanged at 146.5p.

It was the sixth month that the average pump price of diesel has fallen, but despite this the RAC claims drivers and fleets are losing out because the wholesale price of the fuel was cheaper than petrol for all of April.

A litre of wholesale diesel cost 104.88p on 28 April – down 9p in the month – whereas unleaded was 111.25p (down 6p in April).

However, apart from in Northern Ireland where diesel averages 147.47p, diesel in the rest of the UK is still 13p more expensive on the forecourt. The RAC believes drivers should really be paying around 143p at the very most for a litre of diesel.

The cost of filling a 55-litre family car with petrol now stands at £80.60. The diesel equivalent is £87.69. If diesel was being sold at the fairer price of 143p it would save drivers £9 a tank.

At the end of April the average price of unleaded at one of the big four supermarkets was 142.99p – 3.5p cheaper than the UK average.

Diesel was 2.75p cheaper than the average at 156.68p – down 3p since the start of the month.

RAC fuel spokesman Simon Williams said: “Diesel drivers across the UK mainland continue to lose out badly at the pumps. They’re paying 13p a litre more for the fuel than petrol, despite diesel being cheaper for retailers to buy on the wholesale market for all of April.

“We feel there should be an obligation on retailers to reflect wholesale price movements on their forecourts.

“Sadly, the only place this seems to happen is in Northern Ireland where a litre of diesel is, incredibly, being sold for 12p less than the UK-wide average.”

Williams explained: “Our data shows that the average retailer margin on a litre of diesel is a shocking 22p a litre compared to petrol which is around 8p.

“The long-term averages for both fuels is 7p which means retailers are making three times what they have in the past for diesel. This is hard for them to justify and equally hard for diesel drivers to swallow.

“Action at a Government level is badly needed to stop drivers being ripped off any longer. While we’re not in favour of prices being capped – as we feel this could lead to smaller retailers in rural areas not being able to compete and going out of business to the detriment of the communities they serve – we feel there should be an obligation on the biggest retailers to charge fairer prices in relation to wholesale market movements.”

He concluded: “We realise retailers need to make a profit but a margin of 22p on every litre of diesel can only be seen as outrageous and a slap in the face to those who depend on it, whether they’re consumers or businesses.”  By Graham Hill thanks to Fleet News

Ford has introduced the first hands-off driver assistance system that can be used on motorways.

BlueCruise makes its debut on the Mustang Mach-E and is approved for use on UK roads by the Department for Transport (DfT).

It enables hands-free assisted driving at speeds of up to 80mph.

The system monitors road markings, speed signs and evolving traffic conditions to control steering, acceleration, braking and lane positioning, as well as to maintain safe and consistent distances to vehicles ahead – right down to a complete halt in traffic jams.

BlueCruise is classified as a Level 2 autonomous system and can be activated on 2,300 miles of pre-mapped motorways in England, Scotland and Wales, designated as Blue Zones. Drivers must remain attentive at all times and are monitored by an infrared camera continually.

If the system detects driver inattention, warning messages are first displayed in the instrument cluster, followed by audible alerts, brake activations, and finally slowing of the vehicle while maintaining steering control. Similar actions are performed if the driver fails to place their hands back on the steering wheel when prompted when leaving a Blue Zone.

Owners of 2023 Ford Mustang Mach-E vehicles in Great Britain are the first to be able to activate BlueCruise via subscription. The first 90 days are included with the vehicle purchase and, thereafter, a £17.99 monthly fee applies.

Ford engineers undertook 100,000 miles of testing on European roads to validate latest-generation advanced driver assistance systems including BlueCruise and its supporting features, in addition to over 600,000 miles covered in the US and Canada before the system was introduced to those markets last year.

Validation drives in Great Britain helped prove out the ability to handle circumstances drivers encounter every day, such as worn-out lane markings, poor weather and roadworks.

Torsten Wey, manager for advanced driver assistance systems at Ford Europe, said: “There’s a good reason why Ford BlueCruise is the first hands-free driving system to be cleared for use in a European country: We’ve proven beyond doubt that it can support the driver while also ensuring that they keep their eyes on the road for their safety and that of their passengers while the system is active. That means BlueCruise can make other road users’ journeys more comfortable too.”

Driver monitoring system

Thatcham Research vehicle technology specialist Tom Leggett says that before BlueCruise can be enabled, a driver monitoring system (DMS), using infrared cameras positioned in the instrument cluster, will ensure that the driver has their eyes on the road.

“Crucially, the driver is not permitted to use their mobile, fall asleep or conduct any activity that takes attention away from the road,” he explained.

“This demonstrates just how important DMS is, not only in enabling current assisted driving technology like BlueCruise but also as we move towards fuller levels of automation in the future.”

He explained: “Although the vehicle can help control speed and position in lane, the driver is still wholly responsible for safety.

“It’s therefore no surprise that Ford and other car makers are looking to introduce technologies like this ahead of ‘Level 3’ automated lane keeping systems, which have experienced lingering questions around liability especially.”

Because BlueCruise users remain responsible and liable, says Leggett, a lot of the legal and technical complexities of automation and self-driving have been avoided, while still offering drivers a beneficial comfort feature that can reduce fatigue on long, monotonous journeys.

He concluded: “We would expect car makers to ensure safe adoption by way of driver education and clear messaging in the vehicle manual and on the dashboard.”

As of January 2023, car manufacturers are able to seek type approval to launch Level 3 technologies with expanded self-driving capabilities at speed of up to 80mph.

The rules previously capped the use of such systems to 37mph, but were not adopted by the UK Government. Ministers gave the green-light to allow self-driving cars last August.  By Graham Hill thanks to Fleet News

All drivers and especially fleets are being urged to make company car and van drivers aware of an emergency alert test on their mobile phones to avoid them being distracted.

The siren will sound for 10 seconds on almost every smartphone in the UK on Sunday, April 23, at 3pm.

The alert system will be used to warn of extreme weather events, such as flash floods or wildfires and only when there was an immediate risk to life.

It could also be used during terror incidents or civil defence emergencies if the UK was under attack.

Lucy Straker, campaigns manager at Brake, the road safety charity, told Fleet News: “With the emergency alert test, it is important that people know when it is happening (3pm on Sunday 23 April) so if they have to drive or ride at that time, they are prepared and understand how to respond.

“If your phone is switched on, the alert will play for 10 seconds. If you are driving when the alert occurs, please do not look at or touch your phone until you have safely parked your vehicle and turned off your engine.

“We would also recommend fleet managers inform their drivers of the alert and, if possible, schedule journeys to avoid driving when the alert takes place.”

The test message and alarm is expected to hit 90% of mobile phones in the UK. Phone users can swipe away the alert message or click “OK” on their home screen to continue using their phone as normal.

People who have their phones switched off will not receive the message – but it will sound if your phone is switched to silent.

The Government has tried to play down concerns that drivers will be distracted by the alerts, potentially leading to accidents, saying evidence from local trials of the alert shows people will wait until they are stationary to check their phones.

Straker said: “We always recommend that people turn off their mobile phone whilst driving or riding – or put it out of reach, in ‘Do not disturb/Driving mode’ or on silent – so that it is not a distraction.

“We know that any distraction that takes a driver’s mind off the road, for any length of time, is potentially lethal.”

In 2021, mobile phone use contributed to more than 116 fatal or serious collisions on UK roads. By Graham Hill thanks to Fleet News

Skid resistance, a critical measurement reflecting the friction between a vehicle’s tyre and the road surface, is indispensable for road safety as it directly influences a vehicle’s stopping, steering, and control capabilities. In the UK, the Department for Transport has set forth regulations prescribing minimum skid resistance values to guarantee safe driving conditions; however, considering the current condition of numerous roads, are these minimum standards being achieved?

Various factors can impact skid resistance, encompassing surface texture and material, road surface condition, tyre type and condition, and environmental conditions such as moisture, temperature, and road debris. Gradually, road surfaces can deteriorate and become smoother, diminishing skid resistance and amplifying accident risks, especially in wet or icy conditions.

This issue is already concerning for petrol or diesel vehicles, but driving electric cars on roads with potholes and low skid resistance can lead to disastrous outcomes.

Skidding-induced loss of control is a major contributor to numerous accidents (particularly on wet roads). Special focus should be directed towards carriageway surfaces with skid-resistant properties, especially in areas where braking is common, like intersections, roundabouts, pedestrian crossings, and bends or steep inclines.

Electric cars deliver instant traction to the wheels, which requires exceptional grip if skids are to be avoided and maximum range maintained as a result of adequate skid resistance.

Resurfacing UK roads is crucial to maintain safe driving conditions and avert accidents. The resurfacing process involves applying a new material layer, such as asphalt or concrete, over the existing road surface. This can restore skid resistance, enhance ride quality, and prolong road lifespan.

Additionally, resurfacing can improve road surface drainage, mitigating standing water and hydroplaning risks. Hydroplaning occurs when water accumulates between tyres and the road surface, causing tyres to lose road contact and making vehicle control challenging.

Several permanent and temporary fixes include:

Retexturing: Mechanical reworking of the current surface to augment frictional characteristics and skid resistance. Common methods involve removing material from the road surface using diamond grooving, shot-blasting, bush hammering, or high-velocity water blasting.

Resurfacing: Involves cost-effective thin surfacing treatments to enhance surface texture, wet road skid resistance, and seal the surface against water penetration while arresting existing road surface disintegration.

Surface Dressing: Applies a bitumen emulsion spray onto the road surface, followed by a layer of high Polished Stone Value (PSV) chippings.

High Friction Surfacing (HFS): Utilizes refractory grade calcined bauxite, a highly durable aggregate (with high PSV) for sustained skid resistance. HFS systems can be thermoplastic (hot-lay) or thermosetting (cold-lay) resin binders.

Porous Friction Course: A highly permeable asphalt layer with continuous voids, accommodating low to moderate rainfall intensities runoff. This material enhances skid resistance at high traffic speeds, minimizes water sprays, and reduces aquaplaning possibilities.

Alongside resurfacing, other measures to enhance skid resistance on UK roads include employing road markings and textures to increase road surface grip, refining drainage system design and placement, and performing regular road maintenance and cleaning to eliminate debris and optimize surface conditions.

In summary, skid resistance is a vital element of road safety, particularly for electric cars. Resurfacing UK roads is essential to preserve safe driving conditions. Consistent road maintenance and improvements can ensure that roads remain secure and navigable for all users. By Graham Hill