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This is something that I have mentioned in my book Electric Cars – The Truth Revealed. The charger infrastructure is growing but there are rural areas that need investment.

Fleets have highlighted issues with electric vehicle (EV) charging in rural areas and storms that cause power outages at an Association of Fleet Professional (AFP) webinar.

Members of the AFP’s Kerbside Charging Group, including James Rooney, fleet engineer at Centrica, David Fisher, fleet manager at Virgin Media O2, Dale Eynon, director of DEFRA Group Fleet Services and Simon Gray, head of fleet and travel at SSE, voiced their concerns.

Dale explained that operating a fleet that largely functioned in rural places was presenting particular challenges.

He explained “Large parts of the areas that we need to reach have literally nothing in the way of charging facilities. The public infrastructure is currently very much based around motorways and A roads.

“There are potential solutions, however. One promising avenue is charger sharing, which means that we may be able to access private charging points on a pay-per-use basis using an app. We are also looking at increasing our return-to-base charging capacity, although this has limits.”

Meanwhile, Gray explained the issues that the recent Storm Arwen had highlighted in terms of using EVs to respond to emergency situations. “We had 700 engineers on the ground during Arwen who were trying to restore essential power to homes and businesses,” he said.

“The situation did raise a fundamental question – how do you keep EVs running during a power outage?

“We’re looking into answers to this conundrum and alternative resources may include options such as mobile chargers. Our view is that there will be solutions to this issue but that we just need to identify them.”

The meeting, held yesterday (Wednesday, December 15), was also told about the AFP’s plans to draw up a national heat map showing where kerbside charging was needed. Based on feedback from 160,000 fleet drivers, this should be available early in 2022.

Paul Hollick, chair at the AFP, said: “Every day we are hearing from fleets, especially van fleets, that want to speed up the electrification of their operations but are being hampered by the problem of charging for drivers who do not have a drive or access to a charger.

“This is generally thought to be about 40% of drivers across all fleets but, when it comes to light commercial vehicles, we believe the figure to be nearer 70%. That means good availability of kerbside charging is essential if van electrification is going to be a success.

“We are in the process of a massive data gathering exercise among operators from both within and outside the AFP to gather postcode information for potential and existing EV drivers who need access to a kerbside charger.

“This is, we believe, an essential task and should open the door to much more widespread fleet EV adoption, much faster, than would occur if government and charging companies were simply trying to estimate where provision was required.” By Graham Hill thanks to Fleet News

The new trailer regulations were delayed and when they were finally launched, just before Christmas, they were badly under-reported. So having just realised that I was guilty of not getting the info out there – here are the new regulations.

New rules about towing a trailer or caravan with a car, originally expected to take effect from November 15, have finally come into force.

The Driver and Vehicle Standards Agency (DVSA) announced yesterday (Thursday, December 16) that, after the fleet industry had been left in limbo following the month long delay, the new rules will now apply.

The DVSA announced in September that car and trailer driving tests would no longer be required, with the Driver and Vehicle Licensing Agency (DVLA) updating driving licence records automatically.

Category BE, it said, will be added to photocard driving licences when they are renewed. Tests finished from September 20, 2021.

What you now are allowed to tow?

If you passed your car driving test from 1 January 1997, you are now allowed to tow trailers up to 3,500kg MAM.

MAM is the limit on how much the vehicle can weigh when it’s loaded.

DVLA will update your driving licence record to show that you are allowed to tow trailers. You will get category BE added to your driving licence when you get a new photocard driving licence. You do not need to contact DVLA for this to happen. It will be done automatically.

If you passed your car driving test before 1 January 1997, you are not affected by the change.

Driving a car and trailer for the first time

The DVSA says it is best to take training from a driving instructor if you want to start driving a car and trailer.

The ‘National standard for driving cars and light vans’ tells you about the skills, knowledge and understanding you need to tow a trailer or caravan.

You can also read about:

Why learning to tow is important

Safety checks you should do when you’re towing a trailer or caravan with a car

If you’d booked a car and trailer driving test

Car and trailer driving tests have now stopped. You can no longer book one.

If you had booked a test yourself, the DVSA says it has automatically cancelled and refunded it for you.

If your driving instructor booked your test for you, talk to them about what happens next, it says.

You cannot get a refund or compensation for any training that you’ve taken to help you prepare to take the test.

If you had previously passed a car and trailer driving test

You cannot get a refund or compensation for any training that you took to help you prepare to take a car and trailer driving test.

You also cannot get a refund for any tests you took, says DVSA. By Graham Hill thanks to Fleet News

With the rules about to change as we ‘emerge’ from the pandemic and lighter evenings entice us to dust off the barbeque and crack open the beers or visit the local, I remembered this article and felt that whilst it applied to Christmas it is relevant to the seasonal changes not to mention the Queen’s Jubilee! Very sobering!

Half of motorists admit they are prepared to drive the morning after festive drinks or their Christmas party, a survey from IAM RoadSmart suggests.

Furthermore, when respondents were asked how many micrograms of alcohol are permitted in 100 millilitres of breath before they would fail a police breathalyser, on average, the answer was 52.

The actual threshold is only 35 micrograms per 100 millilitres of breath.

Neil Greig, director of policy and research at IAM RoadSmart, said: “Drinking and driving simply does not mix and every driver should plan to leave the keys at home rather than face a fine, lengthy ban or time in a police cell.

“Worryingly, the research also highlights that there is still real ignorance regarding how much alcohol is enough before it is illegal to drive.

“Although motorists may well think they know how many drinks will typically tip them over the limit, individual characteristics such as body weight, food consumption, gender and metabolism will also determine the reading.

“So, if you’re planning to drink alcohol at a Christmas celebration, do not try to calculate whether or not you are over the limit. It is always best to make it none for the road.”

Roadside breath tests continue to fall

The latest available data shows that in 2020 just 252,069 motorists were breathalysed by police – an 18% fall compared with the previous year.

The fall continues the downward trend seen since the peak of 703,490 breath tests in 2009.

Yet, despite the slump in tests, 17.2% of drivers were over the limit – the highest proportion since 2003.

Hunter Abbott, managing director of personal breathalyser firm AlcoSense, said: “Separate Home Office figures show the number of dedicated roads policing officers in England and Wales had dropped to 3,850 by March 2021 compared with 5,220 in 2015 – a dramatic reduction of 26%.

“With ever fewer traffic police, testing will continue to spiral downwards.”

Abbot says that studies show people drinking more alcohol since Covid struck, particularly at home, and argues that roadside tests should be stepped up given the danger of ‘morning after’ driving with alcohol still in your system.

A recent report by Public Health England highlighted a 25% increase in alcohol sales in shops and supermarkets between 2020 and 2019, suggesting a steep rise in heavy drinking at home.

The number of killed or seriously injured drink-drive casualties in 2019 was 2,050 – an increase of 8% on 2018 and the highest level since 2011.  The figure includes 230 fatalities where the motorist was over the drink drive limit.

Abbot continued: “Even with 0.05mg/L of alcohol in breath (one-seventh of the English/Welsh limit) the driver is 37% more likely to be involved in a fatal accident than when sober.”

IAM RoadSmart is calling on the Government to roll out a smarter package of longer-term measures to help drive down the number of drink drivers on Britain’s roads into the new year.

This includes a lower drink-drive limit to reinforce good behaviour, fast-track of evidential roadside testing machines to release police resources and tailored approaches to help drivers with alcohol problems. 

Greig concluded: “A prosecution for drink driving this month will not only ruin your Christmas but also impact the rest of your life through public humiliation, loss of job, family break up and a criminal record.

“At IAM RoadSmart we estimate that last drink that takes you over the limit could cost you up to £70,000. If that isn’t a sobering thought then nothing is.” By Graham Hill thanks to Fleet News

Almost 100,000 drivers have nine, 10 or 11 penalty points on their driving licence, according to the latest Government data.

It means that many could reach the 12-point threshold for a driving ban with just one offence.

The latest figure (97,187) is an increase on the 92,000 that were identified as being ‘at risk’ of a ban by IAM Roadsmart, in April.

Licence Bureau is warning companies that failure to regularly check drivers’ licences could potentially result in driver shortfalls, or worse risk drivers on fleets who should not be driving.

The company has carried out more than 830,000 licence checks on behalf of clients over the last 12 months, of which 5,000 checks picked up active drivers within the workforce who should not have been on the road.

These invalid drivers had issues ranging from driving while disqualified, to provisional licence holders, drivers with revoked licences, non-GB licence holders with endorsements, and expired or voluntarily surrendered licences.

 

Andy Wheeler commented “These latest figures make for sobering reading for fleet managers, as even for companies that are actively engaged in trying to manage their driver risk compliance, they show there is a one in 166 chance that an employed driver on the road today should not be driving.

“For companies who are not actively managing their risk, these figures could be significantly higher, with potential consequences not just for compliance but also for a diminished workforce should these drivers be removed from the roads in any large numbers.”  By Graham Hill thanks to Fleet News

Thousands of business drivers suffer from more anxiety, stress, tiredness and mental health issues between November and February than at any other time of the year.

That’s according to analysis of more than 3,000 business drivers using Red Driver Risk Management’s Wellbeing Profiler.

Labelled by Red as ‘Seasonally Affective Driver Disorder’ (SADD), the condition can affect all types of business drivers, whether they are in a company car, delivery van or HGV, claims the risk management firm.

The combination of dark mornings and nights, winter weather and harder driving conditions, plus an increase in stress levels as the festive season approaches, is a factor in the marked spike in mental health issues during this period, it says.

Red Driver Risk Management’s research showed a fifth of drivers (20%) claim to feel tired during the winter months, and for some the issue is worse still, with 12% claiming to be ‘exhausted’. One in 10 say they experience anxiety during the darker days too.

The reporting also looks at employee attitudes and engagement in winter. There was an 8% drop in the number of employees feeling motivated, while the percentage of drivers feeling ‘very discouraged’ doubles and ‘enthusiasm’ wanes by nearly 10%.

Red Driver Training’s CEO, Ian McIntosh, said: “We ask 79 different questions that look at areas such as tiredness, anxiety, employee engagement, mental clarity, decisiveness, self-esteem and lifestyle, and in every single metric, there is clear evidence that drivers struggle more in winter than other seasons.”

He continued: “Anybody who drives a lot knows that it can be especially tough during the winter. From the moment you get out of bed in the dark and have to scrape the ice off in the cold, we know that business motoring in the winter months is hard work.

“But this is the first time we have been able to definitively get a picture of the scale of it, through analysis of our wellbeing data.”

It showed that around one in 10 business drivers suffer from some form of SADD-related issue during the winter months.

“That is a lot of employees who are struggling and need help,” added McIntosh.

This figure should also be seen in context of data from RoSPA which shows that collision rates increase by 19% in the fortnight after the clocks are turned back, and other winter-based emotional health factors, says Red.

According to the NHS, the exact cause of SAD (seasonal affective disorder) is not fully understood, but it is thought that a lack of sunlight might stop a part of the brain called the hypothalamus working properly, which may affect the production of melatonin, making you feel sleepy.

Also, lower serotonin levels can affect mood, appetite and sleep, and shift the body’s internal clock out of kilter.

McIntosh said: “The fact that driving impacts more negatively on a person’s mental health during winter is another hurdle to overcome for those already experiencing tiredness or depression.

“Seasonally Affective Driver Disorder can result in more sick days being taken, reduced productivity and, of course, is a real danger too, exacerbating the risk of accidents.

“For employees who really struggle with this, employers could do a number of things. They could try and reduce their mileage by doing more video-conferencing, or reschedule appointments so employees are not doing long drives in the morning or evening when the risks are higher.”

Every time a driver completes a Wellbeing Profiler, they get a report together with specific advice, tips and suggestions on how they may improve their wellbeing, health and resiliency.

Changes to the driver’s wellbeing is measured over time and these trends are also fed back, allowing the driver and the employer to manage their emotional and physical health in the longer term.

McIntosh concluded: “We measure overall resiliency and drivers’ scores improved on average by 19.72% after training, but more interestingly those that kept going and continued with the programme for more than four months, improved on average by an impressive 30.54%, meaning they were much more able to combat the feelings of fatigue, stress and anxiety.

“Companies are far more aware of the need to support those employees struggling with mental health, and those tucked away in their cars and vans, often alone for hours on end every day, should not be forgotten.”  By Graham Hill thanks to Fleet News

A Government transport minister is calling for the country to move away from car ownership with shared mobility instead becoming the norm.

Outlining her support for a system that’s “fit for the future”, transport minister Trudy Harrison said the country needs to move away from “20th century thinking centred around private vehicle ownership” and introduce “greater flexibility, with personal choice and low carbon shared transport”.

Shared transport includes bike share schemes, car clubs, shared rides, e-scooters, and digital demand responsive transport.

Harrison told delegates at the Collaborative Mobility UK (CoMoUK) annual shared transport conference, it was “staggering” that nearly two-thirds of car trips are taken by lone drivers.

She said that the UK is at a “tipping point” where shared mobility will soon be a “realistic option for many of us to get around, where mobility hubs become a familiar part of our street architecture, and where all these options will be available to book and pay for at the touch of a smartphone”.

“The challenge is to move further and faster to make shared mobility less of a novelty and increasing the norm to make it as easy, as convenient and as accessible as possible,” she added.

“We are reaching a tipping point where shared mobility in the form of car clubs, scooters and bike shares will soon be a realistic option for many of us to get around.

“Where mobility hubs become a familiar part of our street architecture and where all these options will be available to book and pay for at the touch of a smartphone.

“I think the benefits are really significant: from clean air to healthier populations to greater connectivity for more people, no matter where they live.”

CoMoUK is the national organisation for shared transport, a charity dedicated to its public benefit.

Richard Dilks, chief executive of CoMoUK, said that the minister’s comments were very welcome and demonstrate that shared transport is firmly on the Government’s agenda.

“Shared transport is the key to a more sustainable future for the UK, enabling people to use transport without the need to own it – shifting to resources such as car clubs, bike share, shared rides and demand responsive transport – with a lower impact on the environment and transport infrastructure,” he added.

“By encouraging people to use public and active travel modes more, governments can help reduce the demand for privately owned cars and achieve the country’s net zero strategy.”  By Graham Hill thanks to Fleet News

The Government is increasingly using the term automated technology rather than full driverless cars when referring to the options for use on public roads, according to Isobel Pastor, head of the Centre for Connected and Autonomous Vehicles (CCAV) at the Department for Transport.

Speaking at the Smart Transport winter conference, Pastor described two “tracks” for autonomy: conditional automation, typically Level 3, such as lane keeping systems, and full autonomous vehicles.

“With conditional automation, we can see things such as lane keeping, which will be restricted to 37mph when introduced, increasing to 70mph,” Pastor said. She also anticipated systems that could change lane for the driver, with the technology “progressing from there”.

She added: “But it is harder to see a trajectory for fully autonomous vehicles that can drive themselves in any location, and that’s why we have come away from the word autonomy towards automated or self-driving technology.”

The bigger opportunity for automation, and to win public buy in, is in the shared transport space, she believes, including buses or delivery services which cover selected locations and specific times.

Here, Level 4, where no driver attention is required in limited spatial areas or special circumstances, is more reliable and less susceptible to the complexities of roads filled with full-, part- and non-autonomous vehicles.

“We can see a trajectory towards that in defined areas, such as geofencing and hubs, over the next five-to-10 years,” Pastor said. “This gives us a real opportunity to cement behaviours in this space with passengers before we go into the private space with increasing autonomy.

“But making it attractive in the private space, we hope it will appeal to the private user more because of the increased safety benefits, but we also recognise the challenge of people being wedded to their own car.”

Industry experts agree, with several telling Fleet News in the December issue that passenger cars could be at the back of the queue when it comes to full automation. By Graham Hill thanks to Fleet News

BP Pulse and Charge Your Car, also BP owned, have been rated among the worst public electric vehicle charging networks in the UK in a Zap-Map survey.

The UK’s leading electric vehicle (EV) mapping service has released its annual public charging network satisfaction rankings, with Instavolt occupying the top spot.

InstaVolt’s chief executive officer, Adrian Keen, said it was an “incredibly proud moment” for the business.

“It comes at a time of increased competition with new charge point providers entering the market, and the standard of charging providers improving as the industry begins to better deliver for the consumer,” he added. “To claim top spot as the Best EV Charging Network is testament to our company ethos which is to make charging simple and reliable for all EV drivers.

“It’s through the hard work and determination of the team at InstaVolt which has allowed us to deliver more rapid chargers to the network this year than ever before, and I want to thank each and every one of our incredible employees, clients and industry partners that has contributed so far.”

Keen says the business has no intention of resting on its laurels either. “EV adoption is at an all-time high, and we plan to install even more rapid chargers, deliver exciting new partnerships and invest in even smarter technology,” he said.

The league table, now in its 4th year, comes from Zap-Map’s annual EV charging survey, which had more than 3,000 respondents.

As part of the survey, respondents rate their overall satisfaction for the networks they use regularly, which is then used to rank each network out of a maximum of five stars. They also rated their level of satisfaction with the networks in four key areas: reliability, ease of use, cost and facilities.

This year Zap-Map is awarding a new ‘Best EV Charging Network’ accreditation to the top scorer, and ‘EV Driver Recommended’ badge given to the top three.

InstaVolt scored particularly highly for reliability and ease of use, securing its ‘Best EV Charging Network’ badge.

Taking the ‘EV Driver Recommended’ second and third places respectively are two other rapid charging networks, MFG EV Power and Osprey.

At the bottom of the table, the legacy Ecotricity Electric Highway points that have not yet been migrated to Gridserve’s new chargers are in last place overall for the second year in a row.

BP Pulse has slipped into the bottom three, where it is also joined by BP Pulse owned network Charge Your Car.

BP Pulse (formerly BP Chargemaster/Polar) was ranked fifth in 2019, before falling to 13th last year and 16th this year with two-and-a-half-stars.

A spokesperson for the network told Fleet News that the survey reflects the “poor experiences” some of its customers have had recently and it is “disappointed” with its ranking.

She continued: “We’ve been working hard to improve over the last few months, trebling the size of our field service team, doubling the size of our contact centre, investing millions of pounds on new hardware and upgrading our technology to improve customers’ experiences.

“We’re proud of the fact that our network is the most-used in the UK and that we’re providing more kilowatt hours of energy to power more zero tailpipe emission miles than any other network.

“This year we’ve focussed on the roll-out of ultra-fast chargers to give EV drivers the opportunity to charge their vehicle in as little as 10 minutes, and we’re now providing the charging infrastructure for some of the UK’s biggest fleet businesses.”

Zap-Map says that it is worth noting that not all issues experienced by EV drivers can be attributed directly to the network, as they do not always own the chargers and set the tariffs.

New entrants to the Zap-Map league table

There are four new entrants to the league table. MFG EV Power is a new network that has installed charging hubs at its network of petrol stations and entered the list in second position.

Another new network, Gridserve Electric Highway, which has both rolled out its electric forecourt in Braintree and also bought, and is in the process of upgrading, Ecotricity’s network of chargers. Gridserve came joint fifth overall and for facilities.

Ubitricity, the on-street charging network, and EV Charge Online, with its network of destination chargers, while not new networks, made the league table for the first time in position ninth and 13th respectively.

ChargePlace Scotland, which came in 13th place overall, took first place for cost, thanks to many of its extensive network of rapid charge points being free to use.

ChargePlace Scotland is also going through a transition period, with a focus on improving the consumer experience.

Melanie Shufflebotham, co-founder and chief operating officer at Zap-Map, said: “Despite significant changes over the course of the year, there are some things that remain the same. EV drivers are clear about the factors that make for a good charging experience, namely reliability and ease of use – and these should be key priorities for the UK’s public charging networks.

“The Zap-Map survey shows that while this is being delivered by some, others are falling short and there needs to be improvement.

“As we move from the early adopters towards mass EV adoption, making public charging simple becomes more important than ever.”

The BP Pulse network was one of first networks in the UK (under the Chargemaster brand) and now boasts the largest network in terms of connectors with a mix of more than 2,980 ultra-rapid, rapid, fast and slow charging devices.

The network earned a low ranking for reliability and ease of use, coming in the bottom three and bottom four respectively.

Survey respondents commented that units are starting to become unreliable, also noting price rises and poor customer service. There were also mixed comments about the network’s app and support line.

BP Pulse has acknowledged issues with reliability and has been investing in both customer care and its charge point management platform, as well as its charge point portfolio.

Charge Your Car’s UK-wide network, meanwhile, which is owned by BP Pulse, consists of a mix of more than 680 rapid, fast and slow charging devices.

The network, which came 15th overall last year, earned a low ranking in all categories including last place for facilities, with the exception of cost where it came in eighth.

Feedback highlighted poor reliability, with chargers often being out of service, slow maintenance response and patchy customer service.

Many respondents saw Charge Your Car as old and complained about the usability of the app.

Although overall in second from the bottom once more, EV drivers have ranked Charge Your Car in eighth place for price, reflecting the fact that it allows the host site to set the pricing. This results in a variety of prices across different areas, with many devices being free to use.

By Graham Hill thanks to Fleet News

Gridserve will 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.

Toddington Harper, CEO of Gridserve, said: “Our mission is to deliver sustainable energy and move the needle on climate change, and that is exactly what we are doing – delivering.

“Getting people into electric vehicles is a big part of our vision but to do that charging has to be simple and free of anxiety, which is why we’ve designed our network entirely around the needs of drivers, listening to our customers’ needs and providing the best possible level of customer service to deliver the confidence people need to make the switch to electric transport today, eight-years ahead of the 2030 ban on petrol and diesel cars.”

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

Some of the Electric Hubs are also located in areas traditionally left behind in the EV transition, including Wales and Cornwall, helping to deliver its vision of giving drivers everywhere the confidence to go electric well ahead of the 2030 ban on new petrol and diesel cars.

Since the acquisition, Gridserve has invested tens of millions of pounds in the network to develop the new Electric Hubs, replace the 300+ existing motorway chargers it inherited from Ecotricity, and install 130 additional AC chargers to cater for all types of EVs.

The two new Electric Forecourts for Gatwick and Norwich will follow Gridserve’s blueprint of the world’s first Electric Forecourt in Braintree, Essex.

Gatwick Electric Forecourt

Developed in partnership with Gatwick Airport, the Gatwick Electric Forecourt will be a flagship site, serving passengers, commuters, staff, local residents and businesses that pass through the airport and its surrounding motorway network each year.

Located on the Ring Road South approach to Gatwick’s South Terminal and adjacent to the M23 – it will enable 36 EVs to be charged simultaneously, with high-power chargers that can deliver up to 350kW of charging power, capable of adding 100 miles of range in less than 10 minutes. Multiple charging connectors will cater for all types of electric cars.

The site is due to open in autumn 2022 and will host a café, waiting lounge with free superfast WiFi, convenience supermarket, children’s play area and a dedicated educational space to increase awareness around electric vehicles.

Harper said: “Gatwick isn’t just an airport, it’s an ecosystem of commuters, travellers, staff, taxi drivers, car rental companies, local residents and businesses, all culminating in a transport hub that hosts tens of millions of drivers every single year.

“The Gatwick Electric Forecourt will give these drivers and businesses the confidence to switch away from petrol and diesel cars, making electric journeys to and from one of the country’s most important transport hubs straightforward and sustainable.”

Jonathan Pollard, chief commercial officer, Gatwick Airport, said: “Our new high-powered charging facility will help meet the increasing need for electric vehicle charging infrastructure at the airport, including the growing number of our passengers who own electric vehicles and need fast, convenient and effective charging facilities.

“The new charging infrastructure will also benefit people right across our community, including thousands of staff who live locally, businesses looking to introduce electric vehicle fleets – even those operating buses and trucks – and also local residents who may be considering buying an electric-powered car but were undecided due to the lack of charging facilities.”

The Norwich Electric Forecourt, which is nearing the end of its construction, and scheduled to open in April 2022, will mirror the set up at Gatwick.

David Hall, VP Power Systems UK and Ireland for Schneider Electric, says the announcement from Gridserve will help “unleash” the potential of EVs by reducing fears of range anxiety.

“To support the growth of adoption in electric mobility, which is crucial to achieving ambitious targets to reduce global CO2 emissions, we need readily available infrastructure to support EVs and to ensure the electric revolution is renewable, plentiful, and affordable,” said Hall. “It is also a significant opportunity to rebuild the UK economy with climate action at its core.

“The UK already has more EV charging points than petrol stations, and one in ten new vehicles sold is an EV.  Businesses and transport companies are increasingly playing their part by switching to low carbon, net zero fleets for cars, trucks, and buses, which will be essential for cutting their carbon footprints.

We hope that this announcement will encourage those who were holding back to make the switch and come along for the ride.

“As the popularity of electric vehicles increases, we need to ensure that electric or hybrid vehicles are low-emission, the energy grid needs to be powered by a much higher percentage of renewables. This transition will bring additional consumer demand, effectively bringing the concept of net zero transportation to life.”

Gridserve’s latest sites:

Electric Hubs

Currently in construction: Swansea (Moto), Heston West (Moto), Severn View (Moto), Wetherby (Moto), Burton in Kendall (Moto), Exeter (Moto), Woolley Edge North (Moto), Woolley Edge South (Moto), Thurrock (Moto), Leigh Delamere Westbound (Moto), Reading West (Moto).

Entering construction early next year: Reading East (Moto), Grantham North (Moto), Scotch Corner (Moto), Washington North (Moto), Washington South (Moto), Cornwall Services, Annandale (Roadchef), Magor (Roadchef), Rownhams North (Roadchef), Durham (Roadchef), Watford Gap North (Roadchef), Watford Gap South (Roadchef), Northampton North (Roadchef), Northampton South (Roadchef), Strensham North (Roadchef), Strensham South (Roadchef)

Electric Forecourts

Currently in construction: Norwich Electric Forecourt (opening April 2022), Gatwick Electric Forecourt (opening Autumn 2022).

Planning permission secured: Uckfield, Gateshead, Plymouth, Bromborough.  By Graham Hill Thanks To Fleet News

Transport for London (TfL) has announced that all privately-owned e-scooters and e-unicycles, including those that can be folded or carried, will be banned on London’s transport network from Monday (December 13).

Customers in possession of such devices will not be permitted to enter any premises on TfL’s network or travel on any of its services, including on the Tube, buses, Overground, TfL Rail, Trams and DLR, it says.

The decision has been driven by safety concerns following recent fires on TfL premises and services.

There have been incidents of e-scooters and e-unicycles catching fire while on TfL services or infrastructure, it claims.

A review found that the incidents that occurred were caused by defective lithium-ion batteries which ruptured without warning. This led to fires that caused toxic smoke to be released.

TfL consider that if this were to happen again and fires occurred in an enclosed area like a Tube train or a bus, there could be significant harm to both customers and staff, as well as secondary injuries from customers trying to escape the area.

Lilli Matson, TfL’s chief safety, health and environment officer, said: “We have been extremely worried by the recent incidents on our public transport services, which involved intense fires and considerable smoke and damage.

“We have worked with London Fire Brigade to determine how we should deal with these devices and, following that review, we have decided to ban them.

“Customers who try to bring them onto our network will be refused access to our stations and premises, and not be permitted to use any of our services.” 

While privately owned e-scooters remain illegal to use in public spaces, they are widely available for purchase.

Private e-scooters and e-unicycles are currently unregulated, meaning they are not currently required to meet any minimum vehicle standards.

TfL will keep these changes under review pending any future changes to legislation by the Government regarding e-scooters and e-unicycles, specifically around safety standards.

TfL is collecting data from the rental e-scooter trials to help shape future policy on safety standards in London and the rest of the UK.

TfL’s trial of rental e-scooters, which began in June 2021 as part of trials permitted nationally by the Department for Transport (DfT), offers the only e-scooters legally allowed on London’s roads.

Rigorous safety measures are central to the trial, it says, with vehicles that exceed the DfT’s regulatory requirements for trial vehicles and that are considerably more robust than the most common private e-scooters.

The safety criteria for the trial were agreed by TfL, London Councils, the participating boroughs and the DfT, as well as with key stakeholder groups and other cities that have previously launched similar trials. These e-scooters are also not currently allowed on TfL services.

The ban will include all e-scooters and e-unicycles but does not include mobility scooters that are permitted on the network or foldable e-bikes.

E-bikes are generally subject to better manufacturing standards and the batteries are usually positioned in a place where they are less likely to be damaged, and so are less of a fire risk, says TfL.

Non-foldable e-bikes will continue to be allowed on some parts of the network at certain times of the day.

London Fire Brigade Assistant Commissioner for Fire Safety, Paul Jennings, said: “We have growing concerns about the safety of e-scooters due to the amount of fires we are seeing involving them, so we fully support TfL’s ban of private e-scooters on public transport.

“Fires are dangerous and terrifying wherever they happen, but a fire on the transport network has the potential to become very serious very quickly and involve hundreds of people, particularly on trains where evacuation may be challenging, so anything that can be done to mitigate that risk is a positive step.”

Anybody who does not comply may be refused entry, directed to leave the network or face a fine of up to £1,000.

The Metropolitan Police has also appealed to retailers to be responsible in selling e-scooters and has reminded Londoners that the use of privately-owned e-scooter and e-unicycles on public roads, cycleways and highways is illegal.

British Transport Police Superintendent, Lisa Garrett, said: “Our priority is the safety of passengers and the staff members working across Transport for London services. We’ll be working alongside frontline staff to engage with the public on this issue and enforce where necessary.”  By Graham Hill thanks to Fleet News