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Mercedes-Benz will accept legal responsibility for collisions that occur in its cars fitted with a new Level 3 Automated Lane Keeping System.

Its new Drive Pilot system has been approved for us on German highways and can control the cars steering, acceleration and brakes at speed up to 40mph.

The car maker said it will accept liability in cases where the crash was caused by a fault with its technology, but not when the driver has “failed to comply with their duty of care”.

Drive Pilot will be initially offered on the S-Class and EQS, as an option, in German Markets. Mercedes also plans to introduce the technology in US markets, once it gains approval.

Matthew Avery, chief research strategy officer at Thatcham Research, said: “The issue of liability in automated vehicles is complex and nuanced. It’s too crude to suggest that the carmaker should be liable in all circumstances; there will be times when an accident is and isn’t the carmaker’s responsibility.

“What is apparent in the case of Mercedes, the first to have approval – albeit in Germany – for technology that will allow drivers to disengage and do other things, is that when the automated system is in control, the carmaker will be liable.

“What’s less straightforward is an accident that occurs when the driver has failed “to comply with their duty of care”, for example when refusing to retake control of the car when prompted.

“It will be incumbent on carmakers to ensure drivers of their cars are confident, comfortable and have a strong grasp of their legal responsibilities – which in the UK would be in accordance with the Road Traffic Act. Absolute clarity is required for drivers in terms of their legal obligations behind the wheel and their understanding of how the system operates, especially during a handover from system to driver.

“This is challenged by the fact that a driver can take a long time to come back ‘into the loop’ after extended periods of effectively being chauffeured by the system.

“Insurance claims will require scrutiny, so the provision of data to help insurers understand who was in control of the vehicle at the time of an accident, system or driver, will also be vital.

“Trust will diminish if confusion reigns and drawn-out legal cases become common, hampering adoption of the technology and the realisation of its many societal benefits.”

The Law Commission of England and Wales and the Scottish Law Commission have published a joint report, making recommendations for the safe and responsible introduction of self-driving vehicles.

Under the Law Commissions’ proposals, when a car is authorised by a regulatory agency as having “self-driving features” and those features are in-use, the person in the driving seat would no longer be responsible for how the car drives. Instead, the company or body that obtained the authorisation – typically the vehicle manufacturer should face regulatory sanctions if anything goes wrong.

The report recommends introducing a new Automated Vehicles Act, to regulate vehicles that can drive themselves and suggests that a clear distinction should be made between features which just assist drivers, such as adaptive cruise control, and those that are self-driving.

Thatcham Research is currently leading the development of a consumer safety rating to support the safe adoption of Automated Driving Systems. Funded by government organisation Zenzic and in co-operation with Connected and Automated Mobility (CAM) Testbed partners, the rating will give UK motorists and insurers greater clarity around relative performance and safe use of automated technology. By Graham Hill thanks to Fleet News.

The number of on-street residential charge points funded by the Governments grant scheme currently stands at 2,641 with a further 8,415 approved but not yet installed, new figures suggest.

As of 1 April 2022, the data from the Department for Transport (DfT) shows that the On-Street Residential Chargepoint Scheme (ORCS) has funded 2,641 public charging devices, which have been installed local authorities in the UK.

It suggests that 603 on-street charging devices were installed after being claimed for by the local authorities in the previous three months, while funding has also been awarded for 8,415 additional ORCS charging devices to be installed in the future.

The AA is warning that the DfT’s target of 120,000 on-street chargers by 2030 could be missed if more isn’t done to help promote on-street charging.

It also says that charging from a lamppost is cheaper than a typical on-the-road rapid charge point, with costs as low as 24p/kWh compared to around 45p/kWh at a rapid charge point.

Those with a home charger can unlock even cheaper rates if they can find a dedicated off-peak EV tariff.

Jack Cousens, head of roads policy for the AA, said; “With around a third of households without any dedicated off-street parking, providing accessible and affordable local charging solutions is key.

“Ideally, drivers would like to charge as close as possible to their home, yet with around 10,000 on-street charge points currently planned, the installation rate needs to increase to more than 1,000 charge points each month just to meet the Government’s target.

“We should also remember that that many rural areas suffer from a lack of off-street parking, and we are concerned that on-street charging could become bookmarked as an urban problem.

“Sadly just 87 councils out of almost 400 across the United Kingdom have applied for the on-street residential charge point grant since 2017. This needs to dramatically improve so that EV drivers across the country have access to good, local charge points.”

Paul Hollick, chair of the Association of Fleet Professionals (AFP), says that as businesses move to electrify their company vehicles ahead of the Government’s 2030 deadline, the high number of drivers without space available off-road to have a charger installed is a “major obstacle to electrification”.

“This is especially the case for electric vans, whose drivers are much more likely to live in a terraced house or apartment and lack this kind of parking,” he said.

A map of the UK that shows where fleets need kerbside charge points close to the homes of company van drivers has been unveiled by the AFP.

Home and workplace charging

The new figures from the DfT also show that funding through the Electric Vehicle Homecharge Scheme (EVHS) and the Domestic Recharging Scheme (DRS) (the predecessor to the EVHS) have delivered 331,882 domestic charging devices since 2013.

The EVHS has funded the installation of 291,549 domestic charging devices, with 121,001 devices installed since April 1, 2021, an 86% increase compared to the previous 12-month period.

In terms of workplace charging, the Workplace Charging Scheme (WCS) has funded the installation of 26,424 sockets in workplace car parks since the scheme started in 2016.

It has funded 10,727 sockets installations since April 1, 2021, an increase of almost 60% compared to the previous 12-month period.

Meryem Brassington, electrification propositions lead at Lex Autolease, said: “It is reassuring to see the latest Government data showcasing the significant increase in take-up of the domestic EV charging grant across the UK.

“While this is encouraging, the Government and industry bodies must continue to work together to showcase the power of the UK’s charging infrastructure to drive the transition to an electric future and provide affordable alternatives as the cost of living continues to increase.

“This has been supported by the government’s requirement to install charge points in new homes and buildings from next year, but it is crucial that we ensure connectivity across the country and not just in city hubs.”  By Graham Hill thanks to Fleet News

Charging an electric car on a pay-as-you-go, non-subscription basis at a rapid charger has increased by 21% since September, new research suggests.

Analysis by the RAC’s new Charge Watch initiative and the FairCharge campaign shows that the per kilowatt hour (kWh) price has risen by 7.81p, from 36.74p to 44.55p. 

It means that the average cost to complete an 80% rapid charge of a typical family-sized electric car with a 64kWh battery has increased by £4 in the past eight months, from £18.81 to £22.81.

In stark contrast, the cost of filling a 55-litre family car from empty to 80% with petrol has increased by £14.54 to £74.21 – a 24% increase.

The RAC’s analysis shows that it now costs on average 10p per mile to charge at a rapid charger, up from 8p per mile (ppm) last September.

This is nearly half the cost per mile compared to filling a petrol-powered family car, the cost of which has risen from 15ppm since the end of last September to 19ppm now. The cost per mile for a similarly sized diesel-powered car is even higher at nearly 21p.

Meanwhile, the average price of charging at the quickest ultra-rapid chargers – which have a power output of 100kW-plus and can deliver a charge to a compatible vehicle in as little as 20 minutes – has increased by 16.76p per kWh, from 34.21p per kWh in September to 50.97p in May. This means the cost to charge a vehicle to 80% has risen from £17.51 to £26.10.

The price increases facing drivers of electric cars using publicly accessible chargers can be explained by the rises in the wholesale cost of electricity, which itself is driven by hikes in the cost of gas.

Ofgem figures show that the wholesale cost of gas doubled between the end of September 2021 and the end of March this year, with wholesale electricity prices rising by around 65% over the same period.

RAC electric vehicle spokesperson Simon Williams said: “Our analysis shows that the quickest places to charge are also the most expensive with ultra-rapid chargers costing on average 14% more to use than rapid chargers.

“For drivers in a hurry though, or travelling a long distance, paying this premium might well be worth it with the very fastest chargers capable of almost completely replenishing an electric car’s battery in a matter of minutes.

“Having said that, the most affordable way of charging an electric car isn’t at a public charger – it’s from home, where overnight electricity rates can be much lower than their public charger counterparts.

“Our own RAC Recharge tariff, for instance, costs just 12p per kWh overnight. But for people who have no option of charging up at home, there is no opportunity to benefit from these sorts of savings.”

The other reason home charging can be so much cheaper is because of the way that electricity is taxed.

“VAT on electricity from a public charger is levied at a rate four-times that which applies to domestic electricity which makes it far more expensive to charge on-the-go than it should be,” explained Williams.

The FairCharge campaign is therefore calling for the 20% VAT rate currently charged on electricity at public chargers to be cut to match the 5% levied on domestic electricity.

Williams said: “We are right behind the FairCharge campaign in thinking this is totally unfair and flies in the face of the Government’s ambition for many more drivers to opt for an electric vehicle.

“We understand conversations have been had within Government over this ‘no driveway premium’, but it’s time there was an acceptance that a VAT rate that’s more favourable to drivers who have their own off-street parking risks putting other drivers off making the switch.

“Given the cost-of-living crisis, it’s surely only fair that everyone pays the same level of VAT no matter where they buy their electricity from.”

The RAC has launched Charge Watch to give greater clarity to drivers about what they can expect to pay to charge on public networks.  By Graham Hill thanks to Fleet News.

Electric and hybrid vehicles are taking longer to repair in body shops than petrol and diesel equivalents, according to Activate Group.

Date from the claims management firm shows that electric vehicles (EVs) and hybrids took 1.5 days longer, on average, to repair.

The cost of fixing an alternative fuel vehicles (AFV) was also found to be higher, with EVs 29% higher and hybrids 66% higher than ICE vehicles.

There are key factors driving this trend: Parts for new models are often expensive and green, or after-market alternatives are not available; many EV models are high-end vehicles where parts are more costly; AFV body work is often made of light plastics which are not as widely repaired as metal panels.

Jo Seys, head of engineering at Activate Group, said: “For most repairs, the battery must be powered down before work can begin and powered up at completion. This can take up to an hour in total. In some cases, the battery must be removed, and reinstalled at the end of the job. Times vary, but this process can add up to four hours of labour time.

“To work safely with high-voltage battery, recovery agents and repairers must have the correct training and equipment. The risks involved in working with electricity means AFVs can’t simply be treated in the same way as an ICE vehicle.

“The high voltage batteries cannot come into close contact with heat.  This means they often need longer in the paint oven on lower temperatures and fast curing methods, such as infra-red are not suitable from some AFV repairs. The batteries also present a significant health and safety risk and there are additional requirements within the repair process. Trained technicians refer to manufacturer, or Thatcham guidelines, each time they complete an AFV repair.”

The situation becomes significantly more complex and dangerous following a serious collision where the high voltage battery has been damaged. In this case, there is a strong risk of fire, and specialist training and equipment are needed to safely handle the situation.

Seys added: “In recent months, the industry has faced lengthy delays on EV and hybrid parts, particularly for Teslas, increasing the key-to-key times. Delivery times of new AFV vehicles have also been impacted by Covid-19, affecting global supply and a shortage of semi-conductors, a vital component of modern vehicles. In Spring 2022, Tesla had to close its Shanghai factory for three weeks due to the lockdowns in China, losing the production of around 42,000 vehicles.”  By Graham Hill thanks to Fleet News

The growing network of free charge points for electric vehicles (EVs) at Tesco stores has now expanded to 500 locations, while usage has surged 300% over the past year.

Free charging sessions on the network, which only uses renewable energy, increased from 500,000 in April 2021 to more than two million by the end of February.

The network was launched in 2019 by Tesco, Volkswagen and Pod Point, with the 500th charging location opened at the Tesco Extra store in Inverness.

Other areas to have benefitted from improved charging access include Southend-on-Sea, Bolton, Wirral, Walsall and Port Talbot, it says.

Jason Tarry, CEO at Tesco UK and ROI, said: “We’re thrilled to see the rollout of free EV charging at our retail stores gather pace.

“The network is helping customers visiting Tesco who need to save time and charge while they shop.

“This latest milestone highlights the commitment across the business to our goal of carbon neutrality in the UK by 2035.”

Designed to offer Tesco customers a secure, reliable and accessible way to top up their electric cars, the network of more than 1,000 chargers at 500 Tesco Supermarkets in the UK also now includes 100 rapid chargers.

The network’s 7kW chargers and 22kW chargers are free to use, and its 50kW rapid chargers are available at a competitive rate for customers requiring more than a top-up, says Tesco.

The Tesco Inverness store also benefits from a new public rapid charger.

The network’s growth has specifically targeted areas without rapid charging access, with Tesco stores in Leicester and Maldon also gaining rapid charging points.

Sarah Cox, head of marketing at Volkswagen UK, said: “At Volkswagen, we want to make carbon neutral mobility accessible to everyone. That’s why we’ve made sure these chargers aren’t just for Volkswagens and can be used by any electric car brand.

“It’s hugely encouraging that drivers from over 220 models from almost 40 different brands have already benefited from free, green top ups while shopping at Tesco.”

This latest milestone means the network is on track to meet its original target of launching charging points at 600 Tesco stores across the UK.

Erik Fairbairn, Pod Point founder and CEO, said: “The partnership is continuing to make a significant and very visible contribution to the UK’s charging infrastructure, giving drivers the confidence to transition to electric.

“Pod Point’s mission is to put an EV charge point everywhere you park and we’re delighted to see so many more shoppers up and down the country reap the benefits as we continue the rollout.”

The free charging network milestone comes after the Government announced the Electric Vehicle Infrastructure Strategy, which commits £1.6 billion to the creation of 300,000 public charge points by 2030, as well as placing new legal responsibilities on charging providers covering means of payment and other factors.  By Graham Hill thanks to Fleet News

Leasing a battery electric vehicle (BEV) is cheaper than funding a new vehicle on personal contract purchase (PCP), new research suggests.

Leasing.com analysed pricing data for its 15 most popular BEVs and found that leasing was the most cost-effective option on 13 vehicles. Just the Renault Zoe and Jaguar I-Pace were cheaper using PCP.

The highest cost difference was 31% for an Audi E-Tron, with the average difference in cost being 18%.

David Timmis, managing director of Leasing.com, says that one of the most important challenges the industry faces, with the greater shift towards EVs, is making them affordable.

“Without this, the market simply won’t shift quick enough,” he explained. “Thankfully, leasing provides consumers an alternative route to driving an EV that won’t break the bank and, in fact, will save them money compared to PCP – the current most popular new car finance product in the UK.”

The Finance and Leasing Association (FLA) reported that the value of new car personal leasing grew 27% in the 12-months to January 2021.

Toby Poston, director of corporate affairs at the British Vehicle Rental and Leasing Association (BVRLA), said: “Leasing is the perfect way to finance a new BEV.

“With so much economic uncertainty and technology changing so fast, it is not surprising that more and more people are using this fixed cost, affordable and hassle-free method to fund their leap to electric motoring.”

Leasing.com’s analysis shows that the Tesla Model 3 has a list price of £42,935, however, when leased over four years, the total cost comes in at £25,445.77.

Compare that against a PCP cost of £30,384, and leasing will save drivers 19% over the life of the contract, it says.

The largest saving overall was found when comparing costs for an Audi E-Tron. On PCP, the Audi has a total cost of £43,420.14 at the end of a 48-month contract.

On lease, the same make and model comes in at a total cost of £34,311.50. A total saving of £9,108.64, it says.

Leasing.com compares personal and business car leasing offers from brokers, dealers, motor manufacturers and independent funders.

Battery Electric Vehicle Cost Comparisons: Lease (PCH) vs Finance (PCP)

Identical term and mileage allowances

Model	Total Lease Cost	Total PCP Cost (excluding balloon)	£ Difference
Tesla Model 3	£25,445.72	£30,384	£4,938.28
Volkswagen ID.3	£25,445.72	£22,039.86	£5,090.58
Hyundai Ioniq Electric	£18,113.68	£22,880.30	£4,766.62
Hyundai Ioniq 5 Electric	£22,294.80	£28,689.29	£6,394.49
Hyundai Kona Electric	£17,312.16	£19,107.44	£1,795.28
Kia E-Niro	£18,483.28	£23,897.40	£5,414.12
Mini Hatchback EV	£15,534.40	£18,250.25	£2,715.85
Nissan Leaf	£10,976.16	£13,092.01	£2,115.85
Vauxhall Corsa-e	£13,519.84	£15,282.20	£1,762.36
Renault Zoe	£14,630.36	£14,060	-£570.36
MG Motor UK ZS EV	£17,768.43	£23,266.83	£5,498.40
Volkswagen ID.4	£18,838.28	£23,506.74	£4,668.46
Jaguar I-Pace	£41,037.04	£38,277	-£2,760.04
Lexus UX300e	£23,628.56	£24,039	£410.44
Audi E-Tron	£34,311.50	£43,420.14	£9,108.64

Source: Leasing.com

By Graham Hill thanks to Fleet News

The Government has withdrawn the plug-in car grant (PiCG), which was worth up to £1,500 off an electric vehicle (EV), with immediate effect.

All existing applications for the grant will continue to be honoured and where a car has been sold in the two working days before the announcement, but an application for the grant from dealerships has not yet been made, the sale will also still qualify for the grant.

Transport minister Trudy Harrison said: “The Government continues to invest record amounts in the transition to EVs, with £2.5 billion injected since 2020, and has set the most ambitious phase-out dates for new diesel and petrol sales of any major country.

“But Government funding must always be invested where it has the highest impact if that success story is to continue.

“Having successfully kickstarted the electric car market, we now want to use plug-in grants to match that success across other vehicle types, from taxis to delivery vans and everything in between, to help make the switch to zero emission travel cheaper and easier.”

The plug-in car grant has helped increase the sales of fully electric cars from less than 1,000 in 2011 to almost 100,000 in the first five months of 2022 alone.

Toby Poston, director of corporate affairs at trade body the British Vehicle Rental and Leasing Association (BVRLA), believes it’s right that the Government prioritises EV subsidies towards vans and charging infrastructure, where they are needed most.

However, he is concerned how cutting the plug-in car grant completely, could impact burgeoning EV sales. He explained: “Although the grant was small and only a handful of EVs were eligible, its withdrawal will be a symbolic moment that could damage confidence in the fragile EV market.”

Figures from the Society of Motor Manufacturers and Traders (SMMT), published last month, suggested that there are now more than 720,000 plug-in cars on UK roads. However, that equates to just one in 50 cars, despite a record one-in-five new car registrations now being electric.

The SMMT data also showed that most plug-in cars are registered to businesses rather than people, with more than half (58.8%) of all electric cars on the road company registered.

Poston said: “Most demand for EVs is being driven by the favourable benefit-in-kind tax rates available to workers in company car or salary sacrifice schemes.

“As inflation surges and business and consumer confidence falls, Government needs to maintain these incentives if the country is to have any chance of hitting its ambitious decarbonisation targets.”

The BVRLA is urging the Chancellor to support the uptake of electric cars by BIK tax rates low and by publishing them beyond the 2024/25.

Highlighting the success of the tax regime for electric cars to date, it has launched a campaign called #SeeTheBenefit on company car tax.

PLUG-IN GRANT FIRST LAUNCHED

It is more than 11 years since the plug-in car grant was first introduced, when it offered up to £5,000 off a car with CO2 emissions of less than 75g/km.

However, as plug-in registrations have increased, the Government has moved to reduce the level of grant available or tighten the qualifying criteria, with increasing regularity.

Just six months ago, the plug-in car grant was cut by £1,000, from £2,500 to £1,500, and the eligibility criteria was changed.  

Cars with a recommended retail price (RRP) of £35,000 or less had been eligible, but that was reduced by £3,000 to £32,000 or less.

Furthermore, hybrid electric cars, which had CO2 emission of less than 50g/km and could travel at least 112km (70 miles) without any emissions, were no longer eligible. 

It had followed a previous £500 cut in March 2021, when ministers announced that the electric car grant would fall from £3,000 to £2,500 and exclude models that cost more than £35,000.

The year before that it said cars costing more than £50,000 would no longer qualify, while the grant was cut from £3,500 to £3,000.

When launched in January 2011, there were just nine qualifying vehicles; some 24 electric cars had been eligible for the plug-in car grant at the last count.

Ashley Barnett, head of consultancy at Lex Autolease, welcomed the Government’s focus on improving charging infrastructure along with recognition of the work that still needs to be done to boost levels of electric vans and trucks.

However, he said: “Removing the grant completely may impact EV affordability for these lower priced at a time when supply is constrained and market pricing pressures.”

Jon Lawes, managing director of Novuna Vehicle Solutions, says that the withdrawal of the grant signifies there is a real need to shift the focus from uptake, to addressing barriers of EV ownership, by continuing to develop the UK’s charging infrastructure.

“The number of required charge points already lags well behind the number of EVs on UK roads and based on the current rate of adoption this gap is only set to widen further” he said.

“Coupled with the removal of the grant, there is still a risk that UK drivers and businesses don’t have confidence in our infrastructure and it’s therefore vital that this latest Government pledge quickly translates into tangible, meaningful development of the charging infrastructure up and down the country.” By Graham Hill Thanks To Fleet News

Inconsistent new car supply is persuading fleets to look at different brands to electrify the vehicles they operate sooner rather than later, says FleetCheck.

Peter Golding, managing director at the fleet software specialist says that it has resulted in several manufacturers, which previously had low or non-existent fleet profiles, gaining ground in the corporate market.

“There are a number of factors converging here but probably the strongest is that drivers are very keen to get out of ICE vehicles into EVs with significantly lower benefit in kind rates,” explained Golding.

“However, the availability of EVs in general, especially those with sensible delivery times, is extremely variable and so their real-world choices often consist of manufacturers that have not traditionally had a significant fleet presence and fall outside of existing badge policies.

“Some companies are gaining from this in a noticeable manner. Names such as Tesla, Kia, Hyundai, and even Polestar have not historically figured on company car bestseller charts but are making their way onto fleets in relatively large numbers.”

Golding believes that much of this success is deserved, with the models on offer not just being in good supply but also representing some of the best core company car EVs currently available.

“It’s having a definite and, in some cases, a rapid effect on the badge mix seen on some fleets,” he said.

However, it remains to be seen whether this situation will lead to a long-term change in which these new manufacturers will dominate the fleet market or established carmakers will reassert their presence.

“Some established manufacturers have individual models doing well but among the big players, probably only VW can currently offer a good choice of EV models in the principal sectors of the company car market,” continued Golding.

“This situation will be resolved in the next couple of years as new models are introduced but it will be interesting to see whether there is an ongoing degree of displacement, especially with the predicted entry of a number of highly capable Chinese carmakers into the market in the medium term adding to the potential for disruption.”  By Graham Hill thanks to Fleet News

The UK has gone from having less than 7,000 charging points in 2016 to having more than 30,000 at time of writing (March 2022), with a growing number of rapid and ultra-rapid chargers.

That doesn’t count private charging points, and it excludes the fact that an adapter can turn any wall outlet into a charging point for certain vehicles.

Anyone managing a fleet will need to be mindful of the need to make the switch to electric vehicles (EVs) as in eight years the UK will stop selling new internal combustion engine vehicles and staff will be increasingly using their own EVs to travel to and from work.

With some companies already installing charging points for their employees, how will this be managed? Let’s look at some of the current challenges and how charging technologies, digital solutions and practical facility management is solving them.

Setting up fleet charging

Companies that have a fleet of vehicles will need to make some adjustments to fully accommodate EVs.

A common barrier to entry has been range anxiety, however manufacturers have been working to reduce this dramatically.

Many have already started the transition, while the likes of BP, BT, Direct Line Group, Royal Mail, Scottish Power, Severn Trent and Tesco pledged to convert their fleets to EVs by 2030.

Creating an all-EV fleet could be a challenge for businesses practically as well as financially due to the initial outlay required for the infrastructure and vehicles themselves.

However, there are grants currently available, and with careful planning and updates to company policies, it can be very valuable.

Managing home charging

The concept of facilities management has been turned on its head for many companies over the past two years as office staff began working from home – suddenly a company’s ‘facilities’ were everywhere.

It will be a similar story when EVs become truly mainstream because of the convenience that home charging stations bring.

For example, there are solutions available on the market that can ease any administrative pain points by integrating with home and work charging points to accurately capture energy costs.

These advanced solutions credit payment for the energy used while charging at home for business purposes directly to their energy provider, eliminating what can be a cumbersome expense reimbursement process. This makes paying for re-charging accurate and easy for both staff and employers.

Preparing for an EV future

The technology, infrastructure, and administrative systems for running a company with an EV fleet is improving all the time, reducing the price of installing charging points and increasing the range of EVs.

When preparing for their integration, opt for a provider that will give your company maximum flexibility and oversight when paying for vehicle charging.

Consider too the network coverage that providers can offer, particularly if your vehicles will be needing on the road charging or travel significant distances regularly.

Given the fuel and cost savings your company will make by switching to EVs, there’s no better time to switch than now.  By Graham Hill thanks to Fleet News

The cost to repair Britain’s pothole-stricken roads has soared to more than £12bn and works could take more than nine years to complete, according to a new report.

The Annual Local Authority Road Maintenance (ALARM) survey, published by the Asphalt Industry Alliance (AIA), shows that the reported backlog of carriageway repairs has increased by almost a quarter since last year.

It has cost fleet operators and private motorists £1.7bn in vehicle repairs, over the last 12 months, according to Kwik Fit.

Rick Green, AIA Chair, said: “Local authority highway teams have a legal responsibility to keep our roads safe, but do not have the funds to do so in a cost effective, proactive way. As a result, while they report some slight improvements in surface conditions, the structure of our roads continues to decline.

“Although surface repairs have a part to play in extending the life of local roads, short-term fixes, including filling potholes, is indicative of a network that is ‘on the edge’ and less efficient and sustainable when it comes to materials usage and whole-life carbon emissions.”

The ALARM survey reveals that Local authorities would have needed an extra £1bn last year just to reach their own target road conditions, before even thinking about tackling the backlog of repairs.

Almost one in five local roads could need to be rebuilt in the next five years, accounting for nearly 37,000 miles of the network.

Green added: “The longer it takes for the funding to be put in place to tackle the backlog of repairs, the more it is going to cost to put it right in the future. Four years ago, the AIA calculated that an additional £1.5 billion per year was needed for 10 years to bring local roads up to scratch. In the meantime, the network has continued to decline and ALARM 2022 indicates that an additional investment of more than £2 billion a year over the next decade is now needed.”

Kwik Fit’s research found that 13.3 million motorists say their car has suffered damage in the last year as a result of a pothole impact, with the average individual repair bill coming to £132.

When it comes to the road surfaces in their local area, almost three times as many drivers think conditions have deteriorated in the last year as believe they have got better. 

Almost half (46%) of drivers say the road surfaces have got worse in the last twelve months, compared to 16% who say they have improved.  London is the only region of the country to buck this trend.  In the capital, 30% of drivers say the road surfaces are better than one year ago, compared to 25% who say they are worse.

The RAC’s head of roads policy, Nicholas Lyes, said: “This year’s AIA ALARM report provides a sobering picture of the dire condition of our local road network. Not only has there been a significant increase in the cost to fix the backlog of defects, but worryingly the report also shows that roads are only resurfaced once every 70 years on average, with maintenance mostly focusing on filling potholes which is often nothing more than a sticking plaster.

“The Government must now look at implementing a long-term funding strategy which ringfences a small proportion of existing fuel duty revenue to give local authorities the resources to properly plan maintenance and to ensure our local roads are once again made fit for purpose.”

Jack Cousens, head of roads policy at The AA, added: “Each year the debate around roads maintenance degenerates into a blame game between local authorities and Government as each claims it is the other’s responsibility to resolve.

Local and national government must get round the table and create a fully-funded plan that will help make our roads safer. There is now a need to focus available road funding on the most basic need: fixing the roads – for the benefit of drivers, cyclists and pedestrians.”  By Graham Hill thanks to Fleet News