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Sony is launching a mobility company and is considering moving into the electric vehicle (EV) market.

The Japanese tech giant made the announcement at the Consumer Electronics Show (CES) in Las Vegas.

Sony chairman and president Kenichiro Yoshida said: “With our imaging and sensing, cloud, 5G and entertainment technologies combined with our contents mastery, we believe Sony is well positioned as a creative entertainment company to redefine mobility.”

At CES 2020, Sony announced Vision-S, an initiative aimed at contributing to the evolution of mobility and exhibited a prototype vehicle at its booth.

Following the 2020 show it started public road testing in Europe and started verification tests of the safety and user experience of the imaging and sensing technology installed inside and outside the vehicle, and the human-machine interface (HMI) system.

Further 5G driving tests were held in April 2021.

At CES 2022, Sony has been exhibiting an SUV-type prototype vehicle – Vision-S 02.

Yoshida says that Sony sees mobility as an “entertainment space” where passengers could choose individual entertainment options and use 5G internet connection.

Bakar Sadik Agwan, senior automotive consulting analyst at GlobalData, said: “Over the past decade, Sony Group has strengthened its position in the automotive supply chain.

“Over and above semiconductors and electronics for automotive sector, the company’s capabilities now include image sensors, AI, cloud, 5G and autonomous technology.

“The EV concept Vision-S 01, which was also codenamed ‘Safety Cocoon’ surprised viewers with the Level 2 autonomous capabilities of the vehicle and ‘Time-of-Flight’ sensors capable of detecting and recognizing people/objects.

“Top-notch technological features in its first concept resulted in positive market sentiments for Sony, regarding its capabilities to manufacture EVs.

“Sony’s mobility vision aims at developing technologies centred on safety and security, adaptability, and entertainment. The company, also a leader in the entertainment business, aims to utilise its capabilities and equip its EVs with unique entertainment experience, which at this point of time, is differentiating Sony from other automakers.

“However, it will be worthy to wait and see if the entertainment/infotainment features could create a difference for Sony in the EV market.

“Above all factors, Sony will have to face fierce competition from fast growing global automakers including Tesla, Toyota, Ford, Hyundai and GM, which are much ahead in the race.”

Sony says it will establish an operating company ‘Sony Mobility Inc.’ in the spring of 2022, through which it intends to explore entry into the EV market. By Graham Hill thanks to Fleet News

New electric vehicle (EV) charge points, installed at home and in the workplace from May, will be pre-programmed to switch off during peak hours to ease pressure on the National Grid.

A ‘randomised delay’ of up to 30 minutes, when there is high demand from motorists, will also be introduced as more company car drivers make the switch to EVs away from diesel and petrol.

New chargers will not operate from 8am to 11am and 4pm to 10pm, but owners and fleets will be able to override the preset times to take account of night workers and people who have different schedules. 

Public chargers and rapid chargers, on motorways and A-roads, will be exempt, reports The Times.

Tanya Sinclair, policy director for UK and Ireland at ChargePoint, said: “Concerns surrounding the UK’s grid to support the charging of electric vehicles is mounting.

“The challenge for the Government, and perhaps the wider electricity system, is ensuring the ‘smartness’ in every charger is actively used by consumers, and managing the load represented by the legacy charging infrastructure already in the field which is not smart.”

The National Grid has estimated that 80% of EV drivers will use smart charging by 2050 and this will help balance almost half of the UK’s energy demands brought on by the move to zero emissions driving.

It says that around 45% of homes will actively help to balance the grid, offering up to 38GW of flexible electricity to help manage peaks and fill troughs in demand.

Smart changing means EV owners can plug in their vehicles and a management system will top up the vehicle at times that will be most beneficial to manage energy demand.

It also allows drivers and fleet operators to manage their charging stations remotely, implement new features automatically and gather data about how chargers are being used and by whom.

Government consultation on smart charging

The move to a default off-peak charging setting was first mooted in a Government consultation on Electric Vehicle Smart Charging, in 2019.

In its response to the consultation, published recently, it said that many respondents raised concerns about defining a specific off-peak time period in legislation, suggesting it could result in a secondary peak in demand.

Based on the feedback, it said it would adopt a more “nuanced approach” by mandating that smart charge points must prompt users to input a charging schedule and they must be preset to offer users a charging schedule that by default prevents EVs from charging at peak times.

During first use, the user must be given the opportunity to edit or remove this setting, it said. The user must also be able to remove or edit this default setting at a later date.

Peak times will be defined in legislation as 8am to 11am and 4pm to 10pm on weekdays. This time window, the Government says, is consistent both with its internal projections of expected EV demand, and with various external studies of EV charging patterns.

It explains that mandating the setting of a default charging mode will help mitigate the risk that some users do not engage with smart charging offers, and instead charge during peak times.

Importantly, it adds, mandating that users must be informed of and prompted to edit the pre-set charging schedule during first use of the chargepoint will help mitigate the risk that any default setting causes confusion and negatively impacts the user experience.

The consumer override and edit functions will ensure that users can turn off or edit their charging schedule, for example where they wish to sign-up to a DSR service such as a smart tariff.

Defining a peak time period in legislation instead of an off-peak period could encourage greater variation in approach amongst charge point sellers, thereby helping to mitigate the risk of a default mode requirement causing secondary peaks in demand, it argues.

However, it says it will monitor the effectiveness of this approach “closely” as part of our post-legislation evaluation.

The upcoming 2021 Smart Systems and Flexibility Plan will outline the steps that Government is taking to help drive the uptake of smart charging offers, including work to help ensure that consumers have confidence in the smart charging market.

Ben Fletcher, associate director of EV at Moixa, said: “Concerns surrounding the grid being able to support charging of electric vehicles aren’t new and the Government’s proposed plans around smart charger capabilities are a good way of answering this.

“The challenge is ensuring consumers are given the right tools to put them in control, and allow them to intelligently charge in an easy, flexible way that is convenient for them.

“Intelligent EV charging not only allows individuals greater control over the power in their vehicle but also enables greater access to cheaper, greener energy.  In turn, this ensures that drivers can decide when they want their vehicle to be ready by and the system then optimises when the vehicle charges.”

Moixa, through its Smart Battery hardware and Gridshare software, facilitates smart energy storage and sharing. “We facilitate and interpret interactions between energy storage devices and the grid, enabling data driven optimisation,” explained Fletcher.

“This means we can alleviate the demand on the grid and pave the way for smart EV charging, as well as help companies manage energy storage using advanced analytical data.

“Intelligent home charging is critical to help EV owners save money on their energy bill by tapping into cheaper energy rates while also enabling more renewable energy on the grid by integrating with increasingly agile tariffs.”

News of the charge point ‘switch off’ comes after MPs on the transport committee warned that unless charging habits change the charging needs from millions of new EVs will cause blackouts to parts of the country.

In a report – Zero emission vehicles  – published by the transport committee in July, the MPs set out a series of recommendations to Government to boost the production and purchase of EVs. By Graham Hill thanks to Fleet News

HMRC has clarified the tax policy concerning the VAT treatment of the charging of electric vehicles (EVs) via public charge points and at home.

The tax authority says that the standard rate of VAT applies to supplies of EV charging through charge points in public places.

It has also explained when input tax can be recovered for charging EVs for business purposes.

HMRC says that supplies of EV charging through charge points in public places are charged at the standard rate of VAT. There is no exemption or relief that reduces the rate of VAT charged.

There is a reduced rate of VAT for supplies of small quantities of electricity, known as ‘de minimis’.

The de minimis provision only applies if the supply of electricity is all of the following: ongoing; to a person’s house or building; and less than 1,000 kilowatt hours a month.

The de minimis provision does not apply to supplies of EV charging at charge points in public places.

This, says HMRC, is because these supplies are made at various places such as car parks, petrol stations and on-street parking, not to a person’s house or building.

In addition, these supplies are not usually an ongoing supply to one person where the rate of supply can be calculated.

HMRC says that it is possible to recover the input tax for charging an EV if all of the following apply: you are a sole proprietor; you charge your electric vehicle at home; and you charge your electric vehicle for business purposes.

HMRC says you should work out how much of charging your EV is for business use and how much is for private use. VAT is recoverable only on the business use amount. The usual input tax rules apply.

It means businesses cannot reclaim VAT on electricity used by an employee to recharge a vehicle at home, even when the charging is for business journeys.

However, HMRC’s policy on petrol/diesel is to allow VAT recovery when an employee fills up their car and is reimbursed by their employer.

As a sole proprietor, HMRC says it is also possible to recover the input tax for charging your EV for business use at other places. The usual input tax rules apply.

The rate for recovery of input tax for charging EVs is the same as the VAT rate charged on the supply of electricity.

For employees charging an EV (which is used for business) at home, HMRC says the VAT cannot be recovered, because the supply is made to the employee and not to the business.

For employees charging an employer’s EV (for both business and private use) at the employer’s premises, the employee will need to keep a record of their business and private mileage so that the employer can work out the amounts of business use and private use for the vehicle.

HMRC says it is possible to recover the full amount of VAT for the supply of electricity used to charge the EV. This includes the electricity for private use.

However, you will be liable for an output tax charge on the amount for private use. This is because a ‘deemed supply’ has been made.

Alternatively, you can recover VAT on only the business element. The usual input tax rules apply. By Graham Hill thanks to Fleet News

New vehicle supply challenges will persist in the automotive industry throughout 2022, warns analyst KPMG.

Figures released by the SMMT at the end of November 2021 showed UK car production had declined 41.4% in October – the fourth straight month of decline and the weakest October since 1956 as firms grappled with the global shortage of semiconductors which led to production stoppages.

In October, Fleet News reported that fleet operators and company car drivers faced delays of more than one year for certain new car and van models, while others are being delivered with missing features.

Richard Peberdy, UK head of automotive at KPMG, said: “Frustratingly for manufacturers and consumers alike, 2022 will start with the same supply shortages that have limited production throughout 2021.

“Despite investment going into increasing chip production, the backlog of demand for the variety of sectors and goods that require them means that supply challenges will persist in the automotive industry throughout 2022, albeit these will probably ease as the year goes on.

“As component supply issues ease, production will increase to meet pent-up vehicle demand.

“But I’d argue that we are entering a ‘new normal’ for car manufacturing and we won’t again see the levels of over-production and discounting that we did pre-pandemic.

“Instead, manufacturers will focus volume on more profitable vehicles and markets.

“Demand will change too and in light of sustainability concerns and hybrid working, consumers will be rethinking what they drive and how they access and pay for mobility more widely.” By Graham Hill thanks to Fleet News

New vehicle supply challenges will persist in the automotive industry throughout 2022, warns analyst KPMG.

Figures released by the SMMT at the end of November showed UK car production had declined 41.4% in October – the fourth straight month of decline and the weakest October since 1956 as firms grappled with the global shortage of semiconductors which led to production stoppages.

In October, Fleet News reported that fleet operators and company car drivers faced delays of more than one year for certain new car and van models, while others are being delivered with missing features.

Richard Peberdy, UK head of automotive at KPMG, said: “Frustratingly for manufacturers and consumers alike, 2022 will start with the same supply shortages that have limited production throughout 2021.

“Despite investment going into increasing chip production, the backlog of demand for the variety of sectors and goods that require them means that supply challenges will persist in the automotive industry throughout 2022, albeit these will probably ease as the year goes on.

“As component supply issues ease, production will increase to meet pent-up vehicle demand.

“But I’d argue that we are entering a ‘new normal’ for car manufacturing and we won’t again see the levels of over-production and discounting that we did pre-pandemic.

“Instead, manufacturers will focus volume on more profitable vehicles and markets.

“Demand will change too and in light of sustainability concerns and hybrid working, consumers will be rethinking what they drive and how they access and pay for mobility more widely.”  By Graham Hill thanks to Fleet News

Osprey Charging has opened a new high-powered electric vehicle (EV) charging hub in Croydon.

The hub is located in Purley Cross Retail Park and features six rapid chargers, ranging from 75kW to 175kW

It is part of a wider rollout of more than 150 charging hubs that are being delivered across the UK by Osprey Charging, in a £75 million programme.

Ian Johnson, CEO of Osprey Charging said: “London drew a line in the sand with the expansion of the ULEZ zone in the city, sending a clear message to Londoners to rapidly switch to cleaner modes of transport.

Our new hub in Croydon – one of the most powerful of its kind in the city – will give current and future EV drivers in London access to reliable and convenient charging.

“Our nationwide hubs roll-out will see large-scale charging infrastructure deployed rapidly, at the scale required to serve the mass market of EV drivers hitting Britain’s roads in the coming years.”

The number of EVs in the capital has increased by 95% in 2021 compared to the previous year, leading to greater demand for public charging infrastructure. The Mayor’s Electric Vehicle Infrastructure Delivery Plan estimates that by 2025 London may need up to 4,000 rapid charging points.

Osprey’s £75 million UK-wide EV charging hub rollout will see a total of 1,500 150-175KW rapid chargers installed across 150 sites nationwide over the next four years.

The new Croydon hub is adjacent to a number of retail outlets including Starbucks, Aldi and Smyths Toys, allowing drivers to charge their cars whilst they shop. The hub also supports major transport routes into the city and sees 18,500 cars pass by every day.

Osprey Charging has entered a new partnership with Bonnet to open up access to EV charging to drivers using the Bonnet app 

 Patrick Reich, co-founder and CEO of Bonnet, said: “It’s an exciting time to be partnering with Osprey. One of the key stumbling blocks to EV adoption is the lack of public rapid charger availability and confusion around how to use different public charging networks.

This partnership offers Osprey’s state-of-the-art rapid charging experience through the Bonnet app, which simplifies membership, payments and gives drivers real-time chargepoint info straight from the operator.”  By Graham Hill thanks to Fleet News

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