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Fleets are being urged to educate their drivers on new safety technology being fitted as standard on company cars to save lives and money. There should also be an onus on dealers to ensure that customers fully understand the equipment fitted in their new cars.

A range of advanced driving assistance systems (ADAS) devices were made compulsory on all new models in the EU last year and, as a result, are also being made part of UK specifications.

“These safety systems have the potential to be highly effective, but drivers need to understand how to incorporate them into their daily driving,” explained Ian Pearson, head of insured lease at Arval UK. 

“It’s worth considering the historical lessons that can be drawn from reversing sensors. These have now been standard fitment on most fleet cars for a long time and the technology is well-proven, but even where reversing cameras are operational, drivers still back into stationary objects every day and sometimes at speed.

“In fact, it may be the case that they have become over-reliant on listening for the beeps and don’t use their mirrors, which shows the importance of using the device properly.”

Pearson says the technology available to today’s company car drivers is not “fail-safe” but there to assist the driver – and that can only happen if more is done to make them aware of how to make the best of features, such as lane departure and driver fatigue warning systems.

“It’s not about the technology in isolation, but how it interacts with the person at the steering wheel,” he added.

There is limited data on which ADAS devices were proving most effective for fleets when it came to improving safety, but Pearson claims that in itself underlined the need for more information to be given to drivers.

“The real-world success of ADAS is something that is difficult to measure,” he said. “If a driver drifts out of lane on a motorway and the steering corrects them, how do you know whether a collision has been avoided?

“What is important is that all of these devices have a potential role to play and could save the lives of employees out on the road if they are taught to use them correctly.”

Educating drivers does not need to be complex. Most of it can be done through some form of e-learning that is reinforced through periodic reminders.

“Use of ADAS should also be incorporated into fleet manager reviews when an accident takes place,” Pearson continued.

“However, we do know from Arval Mobility Observatory research that the ADAS devices most valued by fleet managers are collision avoidance and automatic emergency braking systems. This makes sense as they represent the technology most likely to prevent full-on collisions.”

Getting the most out of ADAS devices is not just purely a safety issue but also important in terms of extracting the most value from their cost.

“While the technology is generally a standard fitment on new cars, it is being incorporated into the price, so businesses are already paying for this potential safety,” said Pearson. “Also, it increases the cost of repair when there is an accident.

“There is a strong argument that fleets are – whether consciously or not – making quite a big investment in this technology and so should work to maximise its benefit.” By Graham Hill thanks to Fleet News

The Vehicle Remarketing Association (VRA) is calling for an industry standard battery health check to increase confidence in the used electric vehicle (EV) sector.

Consumer concerns over battery health, while not always well-informed, are real, and an accurate, credible statement on the current condition of each battery and its likely future degradation would help considerably, according to VRA chair, Philip Nothard.

“EV technology is still very new to most used car buyers, but many people have heard largely inaccurate stories about the rate at which batteries start to lose range and the cost if they fail completely,” he said.

“Our members agree that some form of industry standard battery health check would be the most effective solution, providing an accurate picture of what the consumer could reasonably expect in terms of current and future range and charging.”

Nothard explained that the motor industry knows from its experience of EVs to date that, in the overwhelming majority of cases, battery degradation will tend to be relatively low over time and will also be incremental, while total battery failure is extremely rare.

However, he said: “This is very much a matter of customer perception.”

The issue was discussed at this week’s VRA member meeting, held at Cox Automotive, Bruntingthorpe.

Titled “The Questions About EVs Remarketing Must Answer”, it featured Lorna McAtear, fleet manager at National Grid; Stuart Chamberlain, head of B2B remarketing and partnerships at Arval; Alex Johns, business development manager at Altelium; Derren Martin, director of valuations at Cap HPI; and Audrey Little, research and development executive at Arnold Clark Innovation Centre.

“We surveyed our members before the meeting and the need for an accepted battery health check was cited by 70% as a key issue that needs resolving within the used EV sector, so this is something that is very much on the agenda,” continued Nothard.

“The question from here is how we can create something relatively cheap and easy to use, has a high level of credibility, and is easily understandable by consumers.

“We are aware that some of our members have been having initial discussions with the Government and, of course, products are starting to make their way onto the market, such as those presented by Altelium at our meeting.

“What needs to happen now is that all these factors are brought together so that we can take steps forward as an industry, with wide-ranging discussions involving parties from across the remarketing sector and beyond. It would be very positive for the used EV sector if progress can be made quickly, we believe.” By Graham Hill thanks to Fleet News

The Government is sticking with its ban on the sale of new internal combustion engine (ICE) cars and vans from 2030, ruling out “expensive” e-fuels as an alternative.

It has also launched a consultation on its plans for a zero-emission vehicle (ZEV) mandate and committed almost £400 million to improving the electric vehicle (EV) charging network.

The announcements are included in plans, published today (Thursday, March 30), which set out how the Government will enhance the country’s energy security, seize the economic opportunities available and deliver on its net zero commitments.

E-FUELS RULED OUT FOR CARS AND VANS

With the EU and Germany reaching an agreement that will allow some ICE cars to be sold beyond 2035, if they fill up exclusively with CO2-neutral fuels – so-called e-fuels, fleets had wondered whether the UK may follow suit.

However, the Department for Transport (DfT) told Fleet News it was not considering e-fuels as an alternative to petrol and diesel.

A DfT spokesman said: “E-fuels are not proven technology, have expensive and complex supply chains, and emit much of the same pollutants as petrol and diesel.

“They might have a role for specialist vehicles, but we are not looking at them as a solution for normal cars and vans.”

Instead, the Government has committed to the 2030 phase out of ICE vehicles in its policy paper, ‘Powering Up Britain – Energy Security Plan’.

ZEV MANDATE CONSULTATION

The ZEV mandate will force manufacturers to sell a certain proportion of electric vehicles (EVs) in the lead up to 2030.

In 2024, these targets will be 22% for cars and 10% for vans, and in 2030 will be increased to 80% and 70%, respectively.

The British Vehicle Rental and Leasing Association (BVRLA) welcomed the Government’s commitment to introduce a ZEV mandate from January 2024.

In sticking with its 2030 phase-out target for new ICE vehicle sales and providing a clear trajectory, the trade body said that the Government had delivered essential clarity and certainty for the fleet and mobility services sector and its supply chain.

It was also pleased to see that policymakers had listened to the BVRLA’s requests to provide additional ZEV credits for car clubs and wheelchair accessible vehicles – ensuring that zero emission motoring will be accessible for disabled and shared transport users.

“The ZEV mandate is a critical tool in the UK meeting its ambitious net zero targets,” said Gerry Keaney, chief executive of the BVRLA.

“The clarity given today will give fleets and motorists the confidence to continue their decarbonisation journey and accelerate the transition to zero emission transport.”

He continued: “BEV demand is growing – driven by company car fleets – where over 50% of new registrations are electric. 

“We now need supply to keep pace by providing a wider range of vehicles at all price points. The ZEV mandate will help to ensure the right vehicles are coming to the UK, allowing more drivers to make a swift switch to electric.”

A consultation on the details of the Government’s ZEV mandate plans for cars and vans has been launched to coincide with the publication of its policy paper.

Following the technical consultation on the design of the ZEV mandate for new cars and vans in June 2022, and the green paper on a new road vehicle CO2 regulatory framework in July 2021, it is now seeking views on the final proposed regulatory framework.

It is specifically consulting on: the level of ZEV uptake (trajectories); how allowances and credits could be allocated and used; flexibilities including banking, borrowing and transfers between schemes; derogations and exemptions; how to regulate the non-ZEV portion of the fleet; and how the ZEV mandate and non-ZEV CO2 regulation interact.

Mike Hawes, chief executive of the Society of Motor Manufacturers and Traders (SMMT), also welcomed the ZEV mandate consultation.

He said: “We want regulation that gives consumers choice and affordability, and enables manufacturers to transition sustainably and competitively.

“While the proposals rightly reflect the sector’s diversity, late publication and lack of regulatory certainty make product planning near impossible, and the continued lack of clarity as to what technologies will be permitted beyond 2030 undermines attempts to secure investment.

“Measures to improve the customer charging experience are a step in the right direction, but the fact that contactless credit or debit card payments will not be available on the vast majority of public chargers is a major failing that will significantly disadvantage EV drivers.

“It is also disappointing that, unlike in other countries, there is no commensurate regulation to drive investment into the public network given that paucity of chargepoints remains the biggest barrier to buying an electric vehicle.

“Ultimately, for this mandate to be successful, infrastructure providers must now turn promises into investment and catch up with the commitments of vehicle manufacturers.”

He added: “The UK new car and van market is already moving at pace towards electrification, the result of massive investment by manufacturers and increased consumer demand.

“If the UK is to lead the global race to zero emission mobility, however, it must go further and faster in unlocking infrastructure investment, incentivising EV ownership and helping ensure more of these vehicles are developed and built in Britain.”

Ministers say that they will use evidence from the consultation, which closes on May 24, to finalise the design of the ZEV mandate and CO2 emissions regulation.

Fiona Howarth, CEO of Octopus Electric Vehicles, said that the “devil will be in the detail”. She added: “The ZEV mandate will set the roadmap towards 2030 zero emissions transport – cutting harmful emissions for both people and the planet.

“We need to end our reliance on imported fossil fuels as we transition to zero emission vehicles powered by homegrown green energy.”

NEW CHARGE POINT FUNDING

The Government has also announced it will invest a further £381 million through the Local Electric Vehicle Infrastructure (LEVI) fund, along with £15m for the On-Street Residential Chargepoint Scheme (ORCS), to help install tens of thousands of new chargers across the country – alongside private sector investment.

Last month, the Government said it was expanding its LEVI pilot, with 16 more councils receiving funding to deliver new charge points.

The scheme is aimed at delivering EV charging infrastructure for residents, from faster on-street charge points to larger petrol station-style charging hubs.

Taken together, the new funding will support the installation of tens of thousands of new chargers across the country, says the DfT, increasing EV infrastructure in every area and ensuring the UK’s charging network can support the increasing number of EV drivers and those considering the switch.

Transport secretary Mark Harper said: “Transport is one of the most important sectors for achieving net zero by 2050, and so we must accelerate our efforts to decarbonise how people get from A to B while growing our economy and supporting thousands of green jobs.

“Today’s announcement is a great stride forwards – offering people more choice on how to stay connected while delivering the carbon reductions needed to achieve net zero.”  By Graham Hill thanks to Fleet News

There were almost 2,500 casualties in relation to drug-driving in 2021, representing a 260% increase since 2012, analysis of data from the Department for Transport (DfT) suggests.

The issue has also been felt in the courts, says IAM RoadSmart, with the number of drug-driving convictions increasing year-on-year, reaching 12,500 in 2019.

Almost half (44%) of these crimes are perpetrated by repeat offenders, with many of these cases occurring within one year.

IAM RoadSmart’s analysis comes amid worrying reports that, due to testing protocols which requires blood samples to be taken by a healthcare practitioner, some police officers are resorting to bringing drug-driving suspects to A&E departments to take a sample.

A IAM RoadSmart survey of 2,028 motorists found that one-in-10 respondents said that they have driven, or been a passenger in a vehicle, where the driver has been under the influence of illegal drugs.

The survey also discovered that 6% of people would be comfortable driving while under the influence of illegal drugs, and 14% of those surveyed stated that they would not stop a family member or friend who was planning to drive while under the influence of drugs.

IAM RoadSmart’s most recent annual safety culture report showed that motorists consider drink and drug-drivers as one of the biggest risks to their personal safety – more than other issues such as speeding on residential streets, people driving aggressively or not wearing a seat belt.

Neil Greig, director of policy and research at IAM RoadSmart, said: “With cases surging and attitudes as they are, Britain’s drug-drive picture is a bleak one.

“IAM RoadSmart has already proposed a smart package of solutions to help address this issue, including: developing a dedicated drug-drive course, prescription reform and for the Government to finally release the outcome of its own drug-driving consultation.

“If these are actioned, we might finally see progress made on this critical road safety issue before more lives are tragically lost.”

IAM RoadSmart recently called on the Government to reform the approach to drug-driving. By Graham Hill thanks to Fleet News

National Highways is “urgently investigating” a two-hour software failure which affected large parts of the smart motorway network on Wednesday (February 22).

The outage froze signs and signals, and deactivated the stopped vehicle detection system from 8.30-10.30am. 

The system is crucial to keeping drivers safe on smart motorways as it automatically detects a stopped vehicle. Without it, a vehicle would need to be detected by CCTV or National Highways patrols.

AA president Edmund King told the BBC that the failure meant drivers in vehicles that had broken down in live lanes were “sitting ducks”.

The fault occurred across the M5, M6, M62 and M60 as well as the M1 north of Northampton, but did not impact roads in the East and South East.

The software failure also meant that National Highways was unable to change signals in overhead gantries to close lanes with a red ‘X’ sign where a hazard had been detected.

National Highways blamed a software problem but added that it had not received any reports of incidents or injuries as a result.

Andrew Page-Dove, operational control director at National Highways, told the BBC that engineers had worked to repair the system “as soon as possible” and apologised for any inconvenience caused.

He said following the outage the agency had increased patrols and CCTV monitoring.

A similar outage lasting several hours occurred on October 26, last year.

Problems with the technology used on smart motorways to identify stopped vehicles in live lanes were flagged by the Office of Rail and Road (ORR) in a safety report, published in Decmeber.

The stopped vehicle detection system is a radar-based technology that is on every all lane running (ALR) smart motorway where the hard shoulder has been permanently converted to a live traffic lane.

The ORR report said that the performance of stopped vehicle detection was falling short of the performance requirements the company set itself.

In January, last year, the Department for Transport (DfT) halted the rollout of new, all-lane running smart motorway schemes until five years of safety data was available. By Graham Hill thanks to Fleet News

Drivers of electric vehicles (EVs) can boost their battery range by up to 10% when using EV-specific tyres, says Michelin.

However, research conducted by the tyre manufacturer showed that most drivers are unaware that EV-specific tyres are available, with three-quarters (72%) of drivers in the dark.

John Howe, managing director for UK and Ireland at Michelin, says that EV-specific tyres “can enhance battery range, allowing drivers to travel further per charge”, but also “last longer on an electric car than a standard tyre”.

Further research also revealed that the increase to battery range is viewed by respondents as the main benefit of EV-specific tyres (35% of drivers), with the second most important benefit proving to be that EV-specific tyres last longer on an EV than a standard tyre (one in five respondents).

Howe continued: “A great deal of innovation and research goes into producing a tyre that can increase the range of an electric car.

“It requires the incorporation of several new tyre technologies to lower rolling resistance, increase efficiency and optimise the handling characteristics of electric cars.

“However, to truly get the most out of an EV, drivers should ensure they are making use of every opportunity available to them. To this end, we have provided our expert-recommended Top Tips for increasing EV battery range.”

MICHELIN’S TOP TIPS FOR INCREASED EV RANGE

1. DRIVE MORE SLOWLY AND SMOOTHLY

Electric cars are notoriously faster off the line than their petrol or diesel equivalents, but it is wise to limit full throttle accelerations to not only stay safe on winter roads, but also to extend your EV’s range. Where possible, keep your speed under 60 mph; as speeds increase, drag and rolling resistance increases too. Utilise your car’s “Eco” mode, if it has one.

2. USE EV-SPECIFIC TYRES

Electric cars can perform with a suitable standard tyre – they don’t have to be EV-specific tyres. However, if you are keen to maximise range, reduce noise levels or embrace the full performance of your car, EV-specific tyres can allow you to travel further on a full charge. Whichever tyres you choose, make sure they are inflated according to the manufacturer’s guidance, as improperly inflated tyres can reduce range, accelerate wear and pose a safety risk.

3. MAKE THE MOST OF REGENERATIVE BRAKING

Use your EV’s regenerative braking function as you come to a stop to harness the energy generated as the car slows down. By using the brake pedal less and using regenerative braking instead, you can extend the range of your car.

4. ONLY USE THE HEATER WHEN YOU NEED IT

The heating system can drain your EV’s battery – switch it off if you don’t need it. Some EVs allow the driver to pre-heat the car while it’s plugged in, but even this can consume energy before your journey has begun, so be mindful of this when aiming for the maximum range from your EV in winter.

5. TRAVEL LIGHT AND REMOVE THE ROOF RACK

Reducing a vehicle’s weight will improve efficiency and therefore range. So, remove any unnecessary items from the back seats or the boot, especially if they are weighty. Roof racks and other accessories will cause additional aerodynamic drag which will reduce your EV’s range, especially at high speeds when drag increases significantly.

6. CHECK THE LABELS ON YOUR TYRES

On new tyres, the EU Labelling can indicate the specific qualities that a tyre possesses. For example, choosing a tyre rated A or B for rolling resistance will help you to maximise the range of your EV.

By Graham Hill thanks to Fleet News

A quarter (25%) of electric vehicle owners also own or regularly drive a car with an internal combustion engine (ICE), according to Zap Map.

It’s annual EV Charging Survey revealed that among those drivers who also have a petrol or diesel vehicle, electric is chosen for the vast majority of journeys.

The type of journey electric is most likely to be favoured for is a local daily trip such as going shopping, the school run or eating out, for which 85% of the time dual fuel drivers will take the EV.

For commutes, 71% these drivers use their EV, and even for journeys of over 100 miles 67% will stick with electric. Even for UK based holidays, likely to involve long cross-country journeys reliant on the public charging network, a majority of 55% will leave the fossil fuel car at home.

Melanie Shufflebotham, COO & co-founder of Zap-Map, said: “Our survey has shown for several years now that once you go electric, you don’t go back. This year we’ve gone further to show that drivers who haven’t quite let their conventional car go yet still choose to drive their electric. Even for those long cross-country journeys where a charge stop is likely to be necessary.

“It’s an endorsement for EVs that even when the option is open to take the fossil fuel car, drivers are very happy to stick with electric.”

The Zap-Map survey showed that 49% of EV owners drive just one full battery-electric vehicle, 8% two or more and 2% own or regularly use one battery electric and one plug-in hybrid electric vehicle. By Graham Hill thanks to Fleet News

Drivers should be responsible for ensuring all their passengers wear seatbelts and face larger fines for not buckling up, according to a new study by the RAC.

Research that coincides with the 40th anniversary of the UK’s seatbelt law found that more than two-thirds of motorists (68%) believe drivers should be penalised if their passengers aren’t wearing a seatbelt.

The study also found that a quarter of motorists (24%) believe the current law – where a driver can be fined up to £500 for not buckling up – is too lenient, with a clear majority of these (69%) thinking that those who break the law should pay both a fine and receive at least three points on their licences.

Simon Williams, RAC road safety spokesman,  said: “Forty years on from the introduction of what is undeniably one the most important road safety laws, it’s still the case that far too many people don’t wear seatbelts – something that’s a factor in around 30% of all road deaths each year. It’s also sadly the case that people are twice as likely to die in a crash if they’re not wearing one.

“The statistics are stark, yet some people are still prepared to take the risk and not wear a seatbelt. This obviously begs the question what can be done next. Today’s anniversary, perhaps, provides the ideal moment for the Government to show it’s serious about improving safety on our roads and put an action plan in place for getting more of us to buckle up in the first place.”

Four per cent of drivers – the equivalent of around 1.7m full driving licence holders in Great Britain – admit to driving without a seatbelt over the last 12 months, with around a fifth of these (22%) saying they don’t belt up at least half the time. In contrast, 7% of respondents admitted to not wearing a seatbelt when travelling as passengers in other vehicles. Drivers only have responsibility to make sure they and any children in their vehicles are buckled up properly.

Williams added: “Our research shows drivers are clearly supportive of greater penalties, which we know the Government is considering. But arguably, toughening the law isn’t enough: drivers need to think there’s a good chance of being caught in the first place. If they don’t, there’s every chance they’ll carry on as normal – just as we see day-in, day-out with plenty of drivers still prepared to illegally use a handheld phone while behind the wheel.”

Seatbelt laws are at risk of being lost or watered down, accroding to RoSPA. The road safety organisation said that while seatbelt usage features in the Road Safety Act, the Retained EU Law (Revocation and Reform) Bill 2022 is set to make critical information on who, where and when people should wear seatbelts unclear.

Nathan Davies, head of policy at RoSPA, said: “Wearing a seatbelt is not just ‘common sense’. Making seatbelts a legal requirement changed behaviour, and drove up usage by 55 per cent almost immediately.

But recent Department for Transport data shows us that compliance is the lowest it has ever been since the law was introduced, and that means that people still need laws which reinforce the importance for them and the other occupants of vehicles. By removing seatbelt laws, we expect usage to fall, and fatalities will then inevitably increase.

“Throwing vital seatbelt laws in the air at a time they are most needed will set the stage for thousands of the public being killed and injured on the road, leaving behind loved ones, friends and family. We must not throw away the progress made over last 40 years of mandatory seatbelt usage and urge the Government to tackle these vital laws with the time, respect and attention they deserve.” By Graham Hill thanks to Fleet News

Emergency services have joined forces with National Highways to remind drivers not to ignore the red X sign after one council revealed it had prosecuted almost 10,000 drivers.

The red X is used to close lanes when an obstruction such as a broken-down vehicle is detected in the road ahead.

Abiding by the signal is vital to avoid a potentially serious collision.

Chief Constable Jo Shiner, the National Police Chiefs’ Council lead for Roads Policing, said: “Red X signals are in place on the motorway for your safety and the safety of others.

“Sadly, there are too many instances where motorists fail to comply with a red X signal and put others in incredible danger by driving in a closed lane. This is unacceptable and drivers who do so need to understand they face prosecution.”

In June 2019, there was a change in legislation which meant cameras can automatically detect vehicles that ignore a red X and as of September last year all police forces have been able to enforce the cameras.

The cameras can be used to automatically detect vehicles passing illegally under a red X or entering the lane beyond a red X, which can result in a fixed penalty of up to £100 and three points or, in some cases, more severe penalties or a court appearance.

The majority of drivers – more than 90% – comply with the red X, although thousands have been prosecuted for not doing so, according to National Highways.

Surrey Police was one of the first forces to begin enforcing camera detected red X offences in November 2019.

Since then, there have been 9,427 first Notices of Intended Prosecution sent out by the force.

Of these, over half – 4,926 – have so far completed a safety awareness course, while others selected alternative disposal options such as paying a fixed penalty or having the matter heard at court.

RAC road safety spokesman Simon Williams said: “This is a very worrying statistic. For some time we’ve been concerned that red Xs displayed on signs at the side of the road aren’t nearly as clear as those positioned on gantries directly above each lane.

“We fear this may be a factor in some of the non-compliance. For this reason, it would be helpful to know drivers’ reasons for not obeying red Xs.

“If it’s the case drivers say they hadn’t seen or understood signs at the side of the road then there may be an argument for installing more expensive gantry signage.

“It’s critical drivers obey the red X as it’s often the first line of defence for anyone stranded in a live lane of smart motorway traffic.”

Association of Ambulance Chief Executives (AACE) managing director, Martin Flaherty, says it is important to remember that 999 ambulances on blue lights may be trying to reach critically ill patients on motorway lanes where red X signals are in force, for example, after a serious road traffic collision.

“If those lanes are blocked by drivers who should not be there, ambulance crews could be delayed in reaching patients who urgently need our life saving skills,” he added.

“We want drivers to understand that a lane closed by a red X is for the safety of all – and especially to help protect the scene of an accident and those emergency and essential services who may be on the carriageway to deal with the aftermath.” 

The message was the same from Dan Quin, road lead for transportation at the National Fire Chiefs Council.

He explained: “When used in the event of emergencies, they provide invaluable access to the scene of an incident, preventing time lost in negotiating the build-up of traffic.

“Red X signals also provide safety for workers while on the road, including emergency services and the public, by reducing the risk of further collisions.

“Ignoring red X signals is dangerous, it is an offence, and all road users have a role to play in complying with them.”

It has been an offence for more than two decades to drive in a lane closed by a red X.

National Highways traffic officer, Dave Harford, said: “We don’t take the decision to close lanes lightly, but when we do, drivers must obey the closure.

“A red X signal is there for the safety of everyone on the road – including people in difficulty, traffic officers, recovery and emergency services helping them, and all other road users besides.

“Thankfully, the vast majority of drivers do comply with the signals but those who don’t put themselves and others at risk.”

National Highways says that if your vehicle has a problem, or you get into trouble on a motorway, stay calm and try to exit at the next junction or motorway service area.

If that’s not possible, put your left indicators on, move into the left lane, enter the next emergency area, or hard shoulder, put your hazard lights on, get behind a safety barrier where there is one and keep well away from moving traffic.

Drivers should also call National Highways on 0300 123 5000 then a breakdown provider for help.

If you are unable to exit your vehicle and get to a safe place, have stopped in a live traffic lane or feel your life is in danger, National Highways says that you should stay in your vehicle with your seatbelts and hazard lights on and call 999 immediately or press the SOS button in your car.

Antony Kildare, CEO IAM RoadSmart, says it is “quite simple”.

“A red X means trouble ahead and has exactly the same legal force as a red traffic light.

“With new technology the police can take action and you can be fined and have points placed on your licence. It’s just not worth the risk to gain a few places in the queue.” By Graham Hill thanks to Fleet News

The Government is proposing reform of drug-driving laws to bring them in line with drink-driving legislation.

New plans, unveiled by the Department for Transport (DfT) recommend drug-drivers be required to undertake rehabilitation courses before being allowed back behind the wheel.

Drink-drive related deaths have fallen 88% between 1979 and 2015. However, there has been an increase in drug-related driving offences, with more than 12,000 convicted in 2019 and 44% committed by re-offenders. 

Currently, those convicted of drug-driving are handed a driving ban, prison sentence or fine by the courts, but are not required to complete rehabilitation courses before resuming driving – unlike drink-drivers.

In a call for evidence, Government is asking whether drug-drivers should likewise have to undergo rehabilitation, helping better protect the public.

Transport secretary Grant Shapps said: “Drink-driving is now rightly seen as a social taboo by most of us in this country and we have worked hard to drive down drink-drive related deaths.

“But if we are to make our roads safer still, there is no room to be lax on drug-driving, which is why I have launched this call for evidence today.

“It’s only right that drug-drivers must undergo rehabilitation before getting back behind the wheel, helping protect the public from this hidden problem and stamping out drug-driving for good.”

Non-attendees to drink-driving rehabilitation courses are over twice as likely to commit a new drink-driving offence within three years, so by offering high-risk drug-driving offenders the same support, Government hopes to bring down the number of repeat offenders.

RAC head of roads policy, Nicholas Lyes, said: “We welcome proposals to offer drug-driving offenders rehabilitation courses, in the same way those caught drink-driving are offered them, because the evidence shows this helps to reduce reoffending and improves road safety.”

DfT statistics show that 713 people were seriously injured in drug-driving collisions in 2020, up from 499 in 2016, and some police forces are arresting more drug-drivers than drink-drivers.

The call for evidence launched today will also ask whether we should bring the way specimens are taken in line with current medical practice by using vacuum blood extraction, decreasing the risk of blood borne viruses to healthcare professionals.

It will also seek views on the relationship between medicinal cannabis and road safety, in another move to ensure road safety policy keeps up to date with changing societal norms.

This is the first of several steps Government is taking this year to reduce the problem of drink and drug driving. Later this year, Government will seek views on other drink and drug driving matters, such as failing to stop after a collision and the criminal use of vehicles. 

Jack Cousens, head of roads policy for the AA, said: “The AA welcomes this announcement in an effort to make our roads safer while offering help to those who want to stop taking drugs.

“Drug driving court cases have risen from just under 1,500 in 2015 to 13,700 in 2020, which shows a growing problem that police forces are rightly seeking to stop. Likewise, we are encouraged that more drivers are being tested, to deter people from driving under the influence of drugs.”  By Graham Hill thanks to Fleet News