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Crime-fighting police drones and heavy cargo delivery drones are among the first vehicles to fly from the site at Westminster Car Park

The world’s first ever drone airport has finally opened its doors in Coventry. Locals can now take a look inside Air-One – the world-first vertiport – where they can witness live flight demonstrations as well as the fully built interior which houses passenger and operational zones, such as the aircraft command and control centre. Want to take a look inside Air-One? Click here to experience the full tour.

Working with Coventry City Council, Supernal, which is part of global automotive giant Hyundai, and Coventry University UK based developer Urban-Air Port has created a fully-operational hub for electric vertical take-off and landing (eVTOL) vehicles which they hope will decarbonise transport and reduce air pollution.

Coventry was chosen for the site due to its location in the heart of the UK with most parts of the country within four hours of travel and its historic leadership in the automobile and aerospace industries. Founder and Executive Chairman of Urban-Air Port, Ricky Sandhu says the facility will remain in Coventry for at least one month.

In the meantime visitors will have the opportunity to see live flight demonstrations from West Midlands Police.

Locals can now book a tour of the world-first urban airport in Coventry. Air One will focus on air taxis and provide a place for drones to take off and land. It will also be used by West Midlands Police as a new way to help tackle crime in the region.

Coventry was selected to be the location of the ‘groundbreaking’ project for its important geographic location within the UK as well as its rich history of automobile and aerospace innovation. It is said to represent the ‘ideal venue for showcasing the future of mobility.’

A car park close to Coventry Railway Station will be the site of a public exhibition that will showcase the brand-new urban airport. It is promised to be an ‘immersive experience’ where guests can tour the Air One vertiport and learn about the sustainable Advanced Air Mobility solutions. By Graham Hill thanks to Coventry Live.

Fleet transport insurance firm McCarron Coates is urging HGV drivers not to fill their tanks to the top, to avoid liability for diesel spills.

The advice follows the new hierarchy of road users created by the January 2022 edition of the Highway Code.

The new hierarchy sees HGV, bus and coach drivers right at the bottom of the road-user hierarchy, with more responsibility for the safety of all other road users than any other highways-using group.  Sitting above them are motorcyclists and, close to the top, cyclists.

McCarron Coates is highlighting how HGV drivers directly impact on the safety of motorcyclists, in particular, when they spill diesel on the highway.

For a motorcyclist, riding over diesel provides the same lack of friction they would experience if riding over packed snow.  The friction is particularly reduced when diesel is spilt on roundabouts, ramps and bends, precisely where diesel is likely to spill out of trucks with overfilled tanks.  Diesel also impacts on normal braking distances.

Now, with the introduction of the new hierarchy, it is not unreasonable to anticipate that those injured or impacted by diesel spillage, could seek to prove HGV operators liable and suggest they did not exercise the duty of care expected within the new Highway Code.  

“HGVs are now part of the commercial vehicle group deemed to have the highest degree of responsibility for other road users’ safety.  Diesel spillage is a direct way of undermining the safety of a key road user group – motorcyclists,” said McCarron Coates director, Paul Coates.  “If you put the two factors together, it is everything that shouts liability claim.  We believe HGV drivers need to get their house in order fast.”

The penalties for spilling diesel have been in place for some time and the law states that liability for dealing with a road spillage lies with the person who allowed it to occur.  That has traditionally been applied to clean-up costs and Highways England has already warned, in the past few years, of how it can recover up to £70,000 of clean-up costs.

Added to this the potential of an HGV operator being found liable for damage to the environment, under environmental laws of 2009 and 2010, if diesel contaminates land or enters gullies, groundwater or water courses.

Avoiding overfilling is relatively easy to do, if a driver is briefed not to indulge in what is known as ‘brimming’ or ‘necking’, as part of standard company policy.  Drivers should also be instructed to oversee the full filling process, rather than leaving the tank filling and should not try to override automatic nozzles. By Graham Hill thanks to Fleet News 

IAM RoadSmart is calling for the education of automated technology to be included in the UK driving test to help drivers understand its capabilities and limitations.

Research conducted by the charity in its annual Safety Culture Report, which gauges drivers’ attitudes to key road safety issues over time, highlighted some anxieties around the technology.

More than half of respondents (59%) said that that the growing ability of vehicles to drive themselves is a serious risk to their personal safety.

Opinions did not vary much by age, but women were particularly concerned with 67% rating it as a threat.

Neil Greig, director of policy and research at IAM RoadSmart, said: “Perhaps due to misinformation and an overabundance of technical jargon, the public still remains to be fully convinced new technology which in theory has the potential to reduce many collisions on Britain’s roads, saving thousands of deaths and injuries.

“In order for this trust to be gained, we recommend that proper education of automated technology is included in the UK driving test, giving motorists the opportunity to learn about how it works, which will at least go some way towards alleviating the anxieties many understandably have at present.

“Equally, drivers must also recognise that an over reliance on these systems could also have a negative impact on road safety, with potentially worrying results for motorists and pedestrians alike.”

IAM RoadSmart’s call for education is heightened by the fact that the UK has given the green light to self-driving on motorways using systems such as ALKS (Automatic Lane Keeping Assist), as well as fresh predictions that one in 10 of all vehicles will be at least partially autonomous by 2030.

Greig concluded: “With Britain being the first to support the roll out of autonomous vehicles on public roads, as well as the growth of the industry, it is surely only a matter of time before autonomous vehicles become a very common sight on Britain’s roads.

“This makes our call for more education all the more important, ensuring we all remain in the right lane and make Britain’s roads as safe as they can be.”  By Graham Hill thanks to Fleet News

Tyre management is set to become the focal point of service, maintenance and repair (SMR) for drivers as they adopt electric vehicles (EVs), according to Fleet Check.

The fleet software specialist says that it is becoming clear from real-world EV cost profiles seen so far that while general maintenance costs for electric cars are lower than comparable petrol and diesel models, tyre costs are higher.

Peter Golding, managing director at FleetCheck, said: “Tyres have gradually become an ever more significant element of the SMR bill over the last decade or longer as standard fitments have become larger and lower profile.

“However, the arrival of EVs on fleets is going to bring about a step change that will make the situation even more acute. Looking at our user base, we are starting to see that while standard workshop servicing and maintenance costs for EVs are lower than for petrol and diesel vehicles thanks to the elimination of a variety of wear parts, tyre costs are increasing.”

EVs are much heavier than ICE vehicles, which can lead to increased tyre wear, especially when combined with the high level of torque that some electric cars offer.

FleetCheck warns that that the tyre element will move from being just over a third of a fleets total SMR cost, over lifecycle, to nearer a half.

Golding said that this shift would place a greater emphasis on fleet approaches to the management of tyre costs over time.

He explained: “Tyre costs can, like every other element of the SMR bill, be successfully managed. Certainly, we expect greater emphasis to be placed on identifying the best suppliers who are able to offer tyres at the lowest prices, although most replacements will almost certainly be like-for-like in terms of manufacturer fitment, so potential for savings here may be limited.

“However, there is also likely to be increased interest in tyre maintenance, so we expect that there will be a more emphasis on ensuring tyre pressures are regularly checked and that other factors influencing wear such as wheel alignment are considered.

“Also, it has long been recognised that a more measured approach to cornering and braking can contribute to increased tyre life, which again takes us back to the subject of torque. We expect fleet managers to take a greater interest in how employees are using their EVs on the road as a result, with measures introduced that are designed to ensure that drivers are mindful of their tyre use – something that can be tracked using our software.” By Graham Hill thanks to Fleet News

The overwhelming majority (89%) of drivers say car headlights on UK roads are too bright, leaving them dazzled while driving, new research suggests.

The RAC survey of 2,700 drivers found that the problem also appears to be getting worse with 63% of drivers who get dazzled saying it’s happening more often, with one-in-four (23%) claiming they’re now dazzled a lot more regularly.

Furthermore, almost two-thirds (64%) think they risk causing other drivers to have collisions while two-in-three (67%) say they can’t tell if the headlights of oncoming cars are dipped or on full beam.

RAC spokesperson Rod Dennis said: “There are a number of factors that contribute to whether a headlight dazzles another driver or not, the most important being the angle of the headlights as you look at them.

“If they’re not angled properly – or the driver in the oncoming car has forgotten to dip their headlights – there’s every chance you’re going to get blinded.

“Modern LED headlight technology may also have a part to play as the human eye reacts to the so-called ‘blue light’ from LEDs differently to the ‘yellow light’ of conventional halogen headlights.

“This presents a real irony: the brighter and better your vehicle’s headlights are, the clearer your night-time view of the road ahead is, often it seems at the expense of anyone coming towards you.”

Three-in-10 (30%) of those aged 17-34 think most headlights are too bright, compared to just 19% of those aged 65 and over.

Meanwhile, of those younger drivers who believe some, if not most, car headlights they see are too bright, 70% think the accident risk is increased – while for drivers aged 65-plus the proportion is 62%.

The brightness of some car headlights even appears to be putting motorists off driving at night. Sixteen per cent of those who complain about the intensity of headlights say they avoid driving at night altogether, with women (22%) and those aged 65 and over (25%) much more likely to say they deliberately don’t drive after dark than men (9%).

The RAC’s research also asked dazzled drivers to estimate how long it typically takes for them to be able to see clearly again. While most (65%) said it took between one and five seconds, one-in-10 (12%) said it took upwards of six seconds.

Being unable to see for one second while driving at 60mph means a driver would travel around 13 metres (more than six car lengths), but being blinded for six seconds would see them covering an enormous 160 metres (the equivalent of 40 car lengths), which suggests headlight glare could be compromising safety on the roads.

Almost a quarter of drivers (23%) blamed the LED headlights fitted to an increasing number of modern vehicles, and an almost identical proportion (22%) were not sure if any particular sort of headlight was to blame, while the remaining third (34%) could not distinguish between the different types of bulb anyway.

However, nearly one-in-five (17%) said they felt the problems are caused by the angle of oncoming vehicles’ beams.

The RAC’s research suggests that the increasing prevalence of vehicles that sit higher on the road, specifically SUVs, might also be exacerbating the problem for those in conventional cars that sit much lower, like hatchbacks, saloons and estates.

Six-in-10 drivers (61%) of lower vehicles who said they suffered from glare blamed the headlights on taller vehicles, yet just 28% of drivers of taller vehicles blamed others in similar vehicles.

Motorists’ complaints about the impact some headlights are having on their driving isn’t new, with the RAC first raising the topic in 2018.

At the time, the RAC highlighted that the regulations that govern vehicle lighting, including headlights, are decided on at an international (United Nations) level, with input from UK Government.

Nearly four years on, drivers remain overwhelmingly supportive of the matter being looked into with 82% saying they’d like something done to help reduce headlight glare.

Dennis explained: “The full intensity of your headlights – especially if they’re not angled down correctly – can cause oncoming drivers to momentarily glance away from the road or even be blinded for a few seconds. In short, being dazzled isn’t just about discomfort, it also represents a significant road safety risk.

“But while the apparent dazzling effect caused by headlights is a complicated one, it’s blindingly obvious just how many drivers want the issue looked into by the Government with a view to improving things for the future.

“Despite the RAC first having flagged drivers’ concerns several years ago, we’re not aware anything at all has happened – which will no doubt be extremely disappointing to many drivers.”

Official government data shows that since 2013, there has been an average of 293 accidents a year where dazzling headlights were a contributory factor. Of these, six were fatal accidents.

The actual number may be higher given an investigation may not be able to determine whether or not a collision was directly or indirectly caused by the glare from another vehicle’s headlights. By Graham Hill thanks to Fleet News

Honda and Sony will form a partnership to develop and sell electric vehicles (EVs), with the first model expected by 2025.

The two Japanese firms have signed a memorandum of understanding and plan to launch a new company before the end of the year.

Honda will be responsible for manufacturing the new vehicles and managing aftersales, while Sony will develop a mobility service platform.

Toshihiro Mibe, director, president, representative executive officer and CEO at Honda Motor Co, said: “The New Company will aim to stand at the forefront of innovation, evolution, and expansion of mobility around the world, by taking a broad and ambitious approach to creating value that exceeds the expectations and imagination of customers.

“Although Sony and Honda are companies that share many historical and cultural similarities, our areas of technological expertise are very different. Therefore, I believe this alliance which brings together the strengths of our two companies offers great possibilities for the future of mobility.”

Sony demonstrated its desire to enter the automotive space in 2020, when it revealed the Vision-S concept car at the Consumer Electronics Show (CES). A year later, the technology firm strengthened its approach by showcasing a second vehicle at CES 2021 and announcing the launch of a mobility company.

Kenichiro Yoshida, representative corporate executive officer, chairman, president and CEO of Sony Group Corporation: “Sony’s Purpose is to fill the world with emotion through the power of creativity and technology.

Through this alliance with Honda we intend to build on our vision to make the mobility space an emotional one, and contribute to the evolution of mobility centered around safety, entertainment and adaptability.”

Bakar Sadik Agwan, senior automotive Consulting analyst at GlobalData, added: “The collaboration will combine Honda’s vehicle manufacturing, components, and battery production/assembly capabilities with Sony’s experience in imaging, sensing, in-vehicle-infotainment, connected and autonomous technology.

“Sony already enjoys several trading relationships within the automotive industry as a key supplier of image sensors and electronic components such as infotainment systems.

However, there is a question mark over how much additional value Sony would be able to unlock by co-developing an entire EV project if key operations such as manufacturing, development of EV components, battery pack and motor drive units will be done by Honda.

“The move indicates Sony’s future vision is to put its brand name on battery-powered vehicles but remain only a technology partner rather than EV manufacturing as it requires expertise, high expenditure, higher volumes and limited margins. This is contrary to other businesses such as consumer electronics, photography, infotainment, and video game production, where Sony is present.

“Sony’s influence is much more likely to be felt is in the vehicle cabin. With the move away from combustion engines to EV drivetrains, automakers will be looking to ‘in-cabin’ technology to differentiate their offerings, especially as increased semi-autonomous functions give cabin occupants more time to focus on non-driving activities. Here, Sony’s wealth of knowledge in telecommunications, infotainment and UX design could help set a future Sony car apart from rivals with less-advanced in-cabin experiences.

“It will be interesting to wait and see if Sony’s EV plan could make a difference in a time where new entrants such as technology giant Foxconn are developing their EV manufacturing capabilities. However, on the flipside, it is also the best opportunity for Sony as it partners with one of the world’s largest automakers. EVs are likely to be much less defined by their powertrains but more by the strength of their technology packages and, here, Sony has the potential to make a big impact.”  By Graham Hill thanks to Fleet News

Electric vehicle (EV) drivers are facing delays to the installation of home chargers due to confusion over regulations, says the Association of Fleet Professionals (AFP).

The trade and training body says that the issue is down to the fitting of isolators, which allow power to be cut to the charging unit if required.

They are usually installed as part of the home charger circuit, but in June 2021, decision makers behind the official Meter Operation Code of Practice Agreement (MOCOPA) removed the ability for third parties such as charger installation companies to put isolators in place, stating that this needed to be arranged by energy providers themselves.

The AFP says this had such a detrimental effect on charging installation – introducing delays of typically 4-6 weeks – that the decision was reversed in September.

However, in January, the new Retail Energy Code (REC), which has superseded MOCOPA, said that the original June decision would be reinstated pending an independent review expected to take around six months.

Paul Hollick, chair at the AFP, said: “Home charging is essential to the adoption of electric cars and vans and, according to the accounts that we are hearing from our members, this issue is causing both confusion and substantial delays to fleet electrification.

“It means that almost every home charger installation will now require two engineers – one authorised by the energy provider to put an isolator in place and another to install the charging equipment.”

Hollick explained that this makes the process “slow and difficult” both for fleets wanting to support the installation of home charging equipment and the employees whose homes are being affected.

“At a time when EV adoption has already been hit by delivery delays that mean many key models are not available for a year or more, this is a further exasperating difficulty that is being introduced into the process of electric car and van adoption,” he continued.

“We, of course, very much support the principle that home charger installation should be as safe as possible but there was nothing, as far as we are aware, to suggest that the original process was not resulting in high quality installations.”

The issue has also played a part in the cost of isolator installation rising from around £75 to £200 since June, according to reports from some AFP members.

“On top of this price increase, we are also hearing that there are difficulties getting hold of charging units themselves because of the semiconductor crisis affecting production, which is compounding the issue to some extent,” said Hollick.

“So, we are asking REC, in the short term, to revert to the process of pre-June 2021 to enable rapid deployment of EVs by our members.

“In the medium and longer term, we would like to see qualified electricians given the ability to install the isolator and charger in one instance, essentially returning to the pre-June situation, which was working well.” By Graham Hill thanks to Fleet News

This is the response from a law firm answering this question for a car dealer.

The situation involves a vehicle being damaged while left with a garage, but the damage incurred was through no fault of the garage.

The questions arising from this type of situation are:

Who is responsible for keeping the property safe?

Who pays for the damage to be fixed?

The principle is that of Bailment. The owner of the property is the Bailor, and Bailment is the act of the Bailor delivering goods to another party, the Bailee, without a transfer of ownership. A vehicle being put into the garage for repairs is an obvious example, as is a hire vehicle being hired out.

So just to be clear, you are the Bailor, the owner of the car. The act of leaving your car with a garage for repairs, service, MOT etc. is Bailment and the garage that has your car on their premises is the Bailee.

Most people, and that includes me, assumes that as soon as you hand over the keys to your car that the garage is immediately responsible for any damage to the car irrespective as to how the damage was caused. It would seem that isn’t true. This is what they say:

Unless there is a contractual term that makes the Bailee responsible for insuring or replacing the vehicle, then they do not owe a duty if the goods are damaged as a result of something occurring that is not due to negligence from the Bailee.

In other words, if your vehicle is left with the garage for repairs and an arsonist decides to go on the rampage there, or a major storm decides to pay a visit and rips the roof off of your car or van, the garage does not owe a duty to repair or replace it.

So, unbeknown to me and I’m sure many reading this, if you are the Bailor, the owner, it is important to have the requisite insurance to cover you in the above or similar scenarios.

It is down to the Bailor to check the insurance position with the Bailee if they have any concerns, not the Bailee’s job to advise the Bailor of this situation.

If you are the Bailee, the garage owner, you may wish to make it clear in the terms and conditions that your insurance will not cover any damage sustained due to events out of your control. Obviously, you are responsible for any damage caused as a result of your negligence. It may save an argument and ill feeling if you don’t make this clear upfront. By Graham Hill

StoreDot has revealed its strategic technology roadmap – 100inX – which aims to deliver batteries capable of charging a 100 miles of range on a two minute charge within 10 years.

It is also on track to produce its silicon-dominant anode XFC lithium-ion cells at scale by 2024, which will be capable of delivering 100 miles of range with five minutes of charge.

In parallel, StoreDot is already at the advanced stages of developing semi-solid-state technologies which will further improve the batteries by 40% over four years – delivering 100 miles of charge time in just 3 minutes and be mass production ready by 2028.

Dr Doron Myersdorf (pictured), StoreDot’s CEO, said: “It’s absolutely crucial that we give global automotive manufacturers a clear, realistic and hype-free roadmap for the introduction of our fast-charging battery technologies.

“After intense development of our silicon-dominant chemistries we will be mass-production ready by 2024, delivering a transformative product that will overcome the major barrier to the widespread adoption of electric vehicles – charging times and range anxiety.

“However, we are committed to a rapid transition to a cleaner, zero-emissions world and our strategic technology roadmap extends long after 2024, where each milestone represents an impressive performance improvement – a major impact on the driver’s experience.

“We are also progressing with our semi-solid-state battery aiming for its production at scale by 2028, which will demonstrate a better charging experience for EV drivers in terms of miles per minute of charging.”

Myersdorf says its ultimate goal though is to produce cells that will “revolutionise charging times”, achieving 100 miles of range in only two minutes.

“This breakthrough performance that was once considered impossible is achievable with StoreDot’s technology in just 10 years from now,” he added.

StoreDot’s extreme fast charging cells will be available in both pouch and the 4680 family form factor – the formats increasingly favored by the majority of global car manufacturers.

Pioneering work for these XFC cells has been undertaken with participation of global experts from Israel, the UK, the US and in China. ‘100in5’ cells of StoreDot’s XFC technology are already being tested in the real world by a number of OEMs. By Graham Hill thanks to Fleet News

A small fleet of fully electric Volvo XC40 Recharge electric cars will be used as taxis and charged wirelessly at stations in Gothenburg, Sweden.

The wireless charging trial will be run for three years and is one of many projects outlined within the Gothenburg Green City Zone, under which designated areas within the city are used as live test beds for the development of sustainable technologies.

Mats Moberg, head of research and development at Volvo Cars, said: “Gothenburg Green City Zone lets us try exciting new technologies in a real environment and evaluate them over time for a potential future broader introduction.

“Testing new charging technologies together with selected partners is a good way to evaluate alternative charging options for our future cars.”

The charging stations, which will be used in the test by Cabonline, the largest taxi operator in the Nordic region, will be provided by Momentum Dynamics.

Charging starts automatically when a compatible vehicle parks over a charging pad embedded in the street, allowing drivers to conveniently charge without getting out of their car.

The charging station sends energy through the charging pad, which is picked up by a receiver unit in the car.

To align the car with the charging pad, Volvo Cars will use its 360-degree camera system.

For the fully electric XC40 Recharge cars, the wireless charging power will be more than 40kW, making the charging speeds around four times faster than a wired 11kW AC charger and almost as fast as a wired 50kW DC fast charger.

In total, the Volvo cars will be used for more than 12 hours a day and drive 100,000km per year, which also makes this the first durability test of fully electric Volvo cars in a commercial usage scenario.

Other partners involved in the wireless charging project include the company’s own Swedish retailers Volvo Bil and Volvo Car Sörred, Swedish energy company Vattenfall and its charging network InCharge, the city energy company Göteborg Energi, and Business Region Gothenburg, a municipal economic development agency owned by the City of Gothenburg.

Last year, Volvo took part in launching the Gothenburg Green City Zone initiative, which aims to achieve emission-free transport by 2030.

Using a real city as a testing ground, it says, enables the company to accelerate development of technologies and services in the areas of electrification, shared mobility, autonomous driving, connectivity and safety.  By Graham Hill thanks to Fleet News