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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

UK CLIMATE RISK ASSESMENT

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The potential approaches under consideration in the short term are:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

ZenAuto says it has seen a 172% increase in searches for electric cars on its car leasing website since September 2021, while Google searches peaked at a five-year high.

Zenith’s personal leasing division says this has been driven by the fuel supply shortage in September 2021, and the UN climate COP26 summit that took place in Glasgow in November 2021.

According to a poll of 4,000 motorists run by ZenAuto, one in five (19%) said the fuel crisis made them more eager to switch to an electric vehicle (EV) sooner, while a third (35%) said that COP26 had encouraged this.

Drivers in Bristol (30%), Belfast (25%), and Sheffield (17%) were found to be the most likely to move to an electric car sooner than they’re previously planned, as a direct result of the fuel crisis.

In contrast, drivers in Manchester were the most likely to report a change in their attitude to EVs following the COP26 summit, with nearly half (45%) saying it had made them more likely to switch to an EV sooner. Motorists in London weren’t far behind (44%), with a high number of Bristolians (39%) also agreeing.   

Vicky Kerridge, head of consumer experience and brand at ZenAuto, said: “Whilst the fuel crisis and COP26 clearly had an impact on the attitudes of non-electric car drivers in the UK, encouraging many to want to make the switch sooner, there are still some concerns that are holding a number back from being able to commit to an e-car.”

Two-thirds (68%) of non-EV drivers said they were put off by the initial cost of the vehicles, and more than half (58%) said prices would need to significantly reduce for them to buy in the next six months.

Access to charging points is also a top concern, with almost half (46%) feeling that the number of points in their area would need to significantly increase for this to be a viable option for them, and 38% saying they would want a free charging point provided for their home.

Kerridge said: “As a company, we’re doing all we can to help make the switch an easier and cheaper process for those wishing to do so.”  By Graham Hill thanks to Fleet News

Thatcham Research has revealed the safest new cars that launched in 2021, with EV and Hybrid models among the best performers.

A total of five cars were highlighted by the safety research organisation, including the Skoda Enyaq, Mercedes EQS and Polestar 2.

The Nissan Qashqai and Toyota Yaris Cross also made the list.

Matthew Avery, Chief Research Strategy Officer, Thatcham Research comments: “It’s fantastic to see carmakers continuing to prioritise safety, with all but four vehicles tested by Euro NCAP in 2021 achieving a four or five-star rating. Most are rising to the safety challenge and it’s encouraging to note EVs are performing very well as a group too.

“As well as the development of active safety technology to help avoid crashes and protect vulnerable road users, we also welcome the continued introduction of passive safety innovations such as centre-airbags, which prevent occupants from colliding into one another during side impacts.”

The panel of judges who selected 2021’s safest cars includes: Thatcham Research’s Matthew Avery; Claire Evans, What Car? consumer editor; Michiel van Ratingen, Euro NCAP secretary general; and Loughborough University’s Pete Thomas, Emeritus Professor in Road and Vehicle Safety.

Judges favoured affordable vehicles that will bring the biggest safety benefits to the greatest number of drivers. Of particular importance were robust ‘active’ crash-avoidance systems, effective ‘passive’ occupant protection features, well-delivered driver interface technology, and a commitment to standard fitment across the range.

Selections will now form the shortlist for the 2022 What Car? Safety Award. The overall winner and two runners up will be revealed on January 20.

The Mercedes EQS scored some of the best Euro NCAP test results of the year, impressing judges with its improved Safety Assist technology and occupant protection, including a centre console-mounted airbag to contain occupants during side impacts.

The top-selling Qashqai is one of the best-ever performing cars in Euro NCAP tests, achieving more than 90% in three out of four safety categories. Applauded for its Reverse Automatic Braking, Lane Support and Emergency Lane Keeping functions, the Qashqai’s popularity and price point offset the current absence of all-electric or hybrid versions from its range, according to judges.

The Polestar 2 is the first model from the new electric-car brand to be tested against Euro NCAP protocols and has all the safety features expected from a Volvo-derived EV. The car was commended for its impressive passive safety performance, due to its excellent body structure and very effective restraint systems.

Skoda’s Enyaq scored well in frontal offset testing, with the car engineered to minimise damage to other vehicles in a collision, and its Adult Occupant Protection score of 94% was the second highest of all the cars tested. Skoda is planning improvements to the Enyaq’s Lane Assistance technology, which judges felt was a little ‘over-zealous’.

The Toyota Yaris Cross was commended for its encouraging overall performance in safety tests and its affordability. Judges felt the car’s popularity will help democratise safety technology, allowing many motorists to access and benefit from recent innovations.  By Graham Hill thanks to Fleet News

Almost half of fixed speed cameras are not working, according to a Freedom of Information (FOI) request answered by 26 out of 44 police forces.

Of the 1,092 fixed speed cameras, 523 are inactive. Wiltshire Police reported that they have no fixed or mobile cameras but just rely on handheld cameras.

Some areas – like North Yorkshire, Durham, and Northamptonshire – have no fixed speed cameras working at all. Some of the cameras started to be switched off 10 years ago when funding arrangements were changed, and they became too expensive to replace.

The findings, from a BBC Panorama investigation, come as death rates on UK roads have plateaued over the past decade, after previously declining for 30 years. The death rate on the country’s roads increased by 5% in 2020.

AA president Edmund King, who contributed to the programme, says the UK needs ‘more cops in cars’. 

“It is tragic that road deaths have plateaued over the last decade after a period of sharp decline,” said King. “These deaths are totally unnecessary and should not be happening.

“We have safer vehicles; we should have safer roads and safer drivers. It is a scandal that five people per day die on our roads. This is totally unacceptable.”

King says that almost eight times as many people are killed on the roads every single year than die from knife crime. “We cannot continue in this way,” he added. “There should be a national commitment from the Prime Minister down to end this carnage.”

The AA’s Yonder driver surveys over the past decade show an 80%-plus acceptance rate for speed cameras from drivers yet the situation today is a “total postcode lottery”, according to King

“Speed cameras are effective in reducing speeding but are only one part of the armoury and do nothing to deter drink, drugged and other forms of dangerous driving,” he said.

“We need a concerted effort to reduce road deaths and often basic measures like more road markings or improved junctions can help.

“But ultimately, we need five-star drivers, in five-star cars, on five-star roads, with five-star enforcement and five-star political commitment to reduce road deaths.”

Recent AA Yonder surveys show that more people appear to believe that it’s becoming easier to get away with motoring offences which must be down to a reduction in dedicated traffic police.

More than one in four (26%) say that in their area, there’s little or no chance of being stopped and punished for drink driving, or for speeding.

More than four in ten (42%) says there’s little or no chance of being stopped and punished for driving while using a handheld mobile phone.

More than half (52%) says little or no chance of being stopped for careless driving.

A report from the Police Foundation, ‘The Future of Roads Policing’, due to be published next month is expected to analyse the reduction in numbers of dedicated traffic officers.

Between 2010 and 2014 numbers of dedicated traffic officers fell by 22% and between 2015 and 2019, numbers fell by a further 18%.

It will also recommend that roads policing should be included in the Strategic Policing Requirement (SPR) to make it a national priority so that the Home Office, police forces and Chief Constables are more visibly accountable for policing our roads. This recommendation is fully supported by the AA and DriveTech.

Another FOI request by Panorama provided answers consistent with the Police Foundation’s figures. Thirty-four of 44 forces confirm that in 2016, they employed 5,014 dedicated traffic officers; today that figure is down to 4,257 – a cut of 757 dedicated traffic cops; 15% in five years.

King concluded: “This leads to the conclusion that ‘cops in cars’ are essential. We have seen a correlation between plateauing road deaths and the decline in the number of dedicated road traffic officers. If some people think they will get away with motoring offences, they will take more chances.

“We should reverse this decline as traffic police are needed in this national crisis with five people dying on our roads daily. This is not acceptable on any level.

“The bonus, as well as saving lives on the road, is that more traffic police can lead to a reduction in general serious crime as serious criminal offenders are more likely to also be serious traffic offenders.”  By Graham Hill thanks to Fleet News

RAC patrols attended more than 10,000 pothole related breakdowns last year, the highest since 2018.

It’s the equivalent of 27 breakdowns per day, caused by poor-quality roads.

RAC head of roads policy Nicholas Lyes said: “The rot appears to have well and truly set in when it comes to the country’s roads with our patrols going out to vast numbers of drivers who, through no fault of their own, are breaking down because of the wear-and-tear caused by potholes.

“This is ridiculous because it is almost entirely avoidable if roads were maintained properly. With drivers contributing so much in terms of tax to the Government the very least they deserve are roads that are fit-for-purpose.

“Inevitably we have plenty of cold weather still to come this winter and we fear that by the spring the number of drivers running into problems will rise even further. Not getting our roads into a decent shape is simply storing up more problems – and more expense – for the future.”

The breakdown company’s individual members experienced a total of 10,123 breakdowns for broken suspension springs, distorted wheels and damaged shock absorbers through last year, 10% more than in 2019 (9,198) and 19% more than in 2020 (8,524).

Last year’s total represented 1.5% of all the RAC’s call-outs, which is up from 1.2% in 2020, 1.1% in 2019 and 1.4% in 2018.

In the last three months of 2021, which was characterised by generally mild, damp weather across much of the UK, drivers experienced 1,688 pothole-related breakdowns which represented 0.9% of all the RAC’s call-outs during the period.

The RAC Pothole Index, which analyses pothole-related breakdowns together with the seasonal effects of the weather to give a true long-term indication of the condition of the UK’s roads, now stands at 1.63, up from 1.48 at the end of September 2021. The RAC says drivers are more than one-and-a-half times more likely to breakdown after hitting a pothole today than they were in 2006.

Lyes added: “On National Pothole Day, our message to the Government is clear – it’s time the tide was turned when it comes to potholes and local councils are given the levels of funding they need to get their roads up to a reasonable standard.

“Clearly, promises of one-off pots of cash from the Government to fix the problem haven’t done the trick and we urgently need some fresh thinking. Ring-fencing a proportion of existing taxation and earmarking these funds purely for local roads over a long-term period would give councils the financial confidence they need to plan their road maintenance work, and finally break the back on this age-old problem. This is something we know would be popular with drivers.”

Research for the RAC Report on Motoring shows that the condition and maintenance of local roads is drivers’ top motoring related concern. Nearly half of respondents (46%) last year said the quality of local roads was a problem, up from 38% a year earlier.  By Graham Hill thanks to Fleet News

A new type of automotive battery technology could be used to increase the range of electric vehicles (EVs) by up to five times.

Scientists at the University of Michigan have developed a solution that enables lithium-sulpher batteries, which have a much higher capacity than the lithium-ion technology currently used in EVs, to be used in automotive applications.

Lithium-sulpher batteries were previously unsuitable for EVs as they could only be cycled (discharged and recharged) 10 times, rather than the 1,000-plus that’s required.

“There are a number of reports claiming several hundred cycles for lithium-sulfur batteries, but it is achieved at the expense of other parameters—capacity, charging rate, resilience and safety. The challenge nowadays is to make a battery that increases the cycling rate from the former 10 cycles to hundreds of cycles and satisfies multiple other requirements including cost,” said Nicholas Kotov, the Irving Langmuir Distinguished University Professor of Chemical Sciences and Engineering, who led the research.

A new battery membrane, developed by the team, prevents premature degradation within the battery to achieve the required cycles needed to power a typical EV.

Kotov says that the design is “nearly perfect,” with its capacity and efficiency approaching the theoretical limits. It can also handle the temperature extremes of automotive life, from the heat of charging in full sun to the chill of winter.

Lithium-sulfur batteries can be produced more sustainability as sulfur is more abundant than cobalt, which is needed for lithium-ion units. The new membrane can also be produced by recycling old bulletproof vests.

The University of Michigan has patented the membrane and Kotov is developing a company to bring it to market. By Graham Hill thanks to Fleet News

Gridserve has increased the cost of charging an electric vehicle (EV) on its network, blaming spiralling costs impacting the energy sector.

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

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

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

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

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

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

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

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

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

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

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

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