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The Government has announced £47.5 million of new funding to improve safety on 27 of the country’s most dangerous roads.

Through the third round of the Safer Roads Fund, the Department for Transport (DfT) says that 27 new schemes will be delivered, driving forward safety improvements such as re-designing junctions and improving signage and road markings.

To date, £100m has been provided through the programme to improve the 50 most dangerous roads in England, the majority of which are rural roads.

Some of the improvements already made include improved signage, safer pedestrian crossings and better designed junctions.

Transport secretary Mark Harper said: “Britain’s roads are some of the safest in the world, but we are always looking at ways to help keep drivers and all road users safe.

“We’re injecting £47.5m so that local councils around the country have the support they need to keep everyone safe, while reducing congestion and emissions and supporting local economies.”

The allocation of £47.5m to 27 different schemes has been based on data independently surveyed and provided by the Road Safety Foundation.

The data analysed is based on a road safety risk, looking at data on those killed and seriously injured alongside traffic levels.

According to Road Safety Foundation analysis, early estimates suggest that the £47.5m investment should prevent around 760 fatal and serious injuries over the next 20 years, with a benefit to society of £420m.

Once the whole life costs are factored in for the schemes, the overall benefit cost ratio of the investment is estimated at 7.4, meaning for every £1 invested the societal benefit would be £7.40.  

Dr Suzy Charman, executive director of the Road Safety Foundation, said: “The commitment and funding announced today is transformational for road safety teams in local authorities across the country.

“It will allow them to proactively reduce risk and make these 27 roads safer and more inviting for all road users.”

She explained: “Systematic changes have already had a big impact on road death and serious injury, for example seatbelts and airbags protect lives when crashes happen.

“In the same way we can design roads so that when crashes happen people can walk away, by clearing or protecting roadsides, putting in cross hatching to add space between vehicles, providing safer junctions like roundabouts or adding signalisation and/or turning pockets, and including facilities for walking and cycling.”

RAC road safety spokesman Simon Williams said that redesigned junctions together with clearer signage and better road markings are integral to improving safety.

However, he added: “While we’re pleased the Government is taking steps to tackle some of the country’s most dangerous routes, we remain keen to see its wider plans to reduce the number of fatalities as part of the long-awaited road safety strategy.”

Jonathan Walker, head of cities and infrastructure policy at business group Logistics UK, welcomed the Government cash to improve the safety of the roads network.

“It is now imperative that Government and local authorities work with the logistics industry to ensure that safety of road users continues to be prioritised, while maximising the efficiency of freight movements,” he added.

The latest round of funding from Government builds on its plans to recruit a specialised team of inspectors to build the country’ first ever Road Safety investigation Branch.

The team will look at how and why incidents happen and build an enhanced understanding of how we can better mitigate collisions. 

The 27 safety schemes receiving DfT funding 

Road	Local Authority	Funding (£)
A586	Blackpool Council	1,100,000
A35	Bournemouth Borough Council	1,890,625
A2010	Brighton and Hove City Council	600,000
A52	Derby City Council	475,000
A104	Essex County Council	1,360,000
A35	Hampshire County Council	6,040,000
A5183	Hertfordshire County Council	1,800,000
A165	Hull City Council	2,990,625
A3056	Isle of Wight Council	2,140,000
A5105	Lancashire County Council	920,000
A5038	Liverpool City Council	859,375
A186	Newcastle Upon Tyne City Council	3,650,000
A6130	Nottingham City Council	950,000
A609	Nottingham City Council	475,000
A4158	Oxfordshire County Council	800,000
A4165	Oxfordshire County Council	875,000
A2047	Portsmouth City Council	1,300,000
A6022	Rotherham Metro. Borough Council	750,000
A6042	Salford City Council	743,750
A4030	Sandwell Metro. Borough Council	750,000
A625	Sheffield City Council	1,425,000
A3025	Southampton City Council	875,000
A13	Southend-on-Sea Council	3,425,000
A1156	Suffolk County Council	1,275,000
A25	Surrey County Council	1,800,000
A439	Warwickshire County Council	1,320,000
A3102	Wiltshire Council	6,980,000
		47,569,375

By Graham Hill thanks to Fleet News

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

Diesel drivers are paying around 17p per litre more for a litre of fuel than those with petrol vehicles, despite the wholesale cost being the same.

It means retailers are making almost three times the margin on every litre of diesel they sell, according to figures from RAC Fuel Watch.

The average price of petrol across the UK stands at 146.63p while diesel is 164.26p despite both fuels selling for around 114.5p on the wholesale market.

Since the start of March, RAC data shows the average weekly wholesale price of diesel has fallen 5p a litre while unleaded has remained the same (diesel – 119p to 114.5p; petrol 114.6p to 114.7p).

RAC fuel spokesman Simon Williams said: “The forecourt price disparity between petrol and diesel across the UK is absolutely shocking given their wholesale prices are now virtually identical. 

“For retailers to be taking a margin of nearly 20p a litre on average throughout March, compared to the long-term average of 7p, is devastating for every driver and business that relies on diesel.

“The price of a litre of diesel should have already come down to around 152p, and now the wholesale price is the same as petrol at 114p we really should soon be seeing forecourts displaying prices of 147p. Sadly, this seems unlikely given current retailer behaviour.”

The big four supermarkets, which dominate UK fuel retailing, are charging 162p for a litre of diesel, on average. Williams labelled this “outrageous”.

He added: “As the supermarkets buy so frequently they have had plenty of time to pass on the lower prices they are benefitting from on the wholesale market to drivers at the pumps, but they remain totally resolute in their refusal to cut their prices substantially which is nothing short of scandalous, particularly in a cost-of-living crisis.”

Costco has bucked the trend and is charging just under 150p a litre for diesel, at the moment.

A number of independent retailers are also charging far less than their supermarket rivals, which is a sign of how much fuel retailing has changed.

“If smaller retailers can afford to make ends meet with lower margins and smaller sales volumes, then what excuse can the supermarkets possibly have for keeping their diesel prices so high?

“We hope the Competition and Markets Authority, which is currently reviewing the road fuel market in the UK, is keeping a watchful eye on this pricing behaviour as we believe it’s against the interests of diesel drivers up and down the country,” Williams said.  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

UK factories made an additional 8,050 cars, with volumes buoyed by an easing of supply chain shortages, according to new figures published by the Society of Motor Manufacturers and Traders (SMMT).

UK car production rose 13.1% in February, up to 69,707 units, with production for both home and overseas markets seeing double digit increases, up 20.3% and 11.5% respectively.

SMMT says that exports drove the overall uplift; some 56,634 cars were produced to fulfil global orders, up from 50,786 a year before and accounting for 81.2% of output, with the majority of these exports (59.6%) heading into the UK’s largest trading partner, the EU.

Shipments to the EU rose 6.5%, helping to offset declines to the US (-19.9%) and China (-21.6%). Exports to Turkey, Japan, Australia and South Korea, meanwhile, also rose, collectively by 85%, and together represented a total of 6,498 cars, or 11.5% of exports.

The UK’s automotive industrial transition to hybrid, plug-in hybrid and battery electric vehicles continued, with combined volumes surging 72.2% from 15,905 to a total of 27,392 units and accounting for two in five (39.3%) cars produced in the month.

Mike Hawes, chief executive of the SMMT, said: “February’s growth in UK car production signposts an industry on the road to recovery.

“The fundamentals of the sector are strong; a highly skilled workforce, engineering excellence, a sector that is embracing new electrified vehicle manufacturing and wide ranging capabilities in the EV supply chain.

“To take advantage of global opportunities, however, we must scale up at pace and make the UK the most attractive destination for automotive investment by addressing trading and fiscal costs and delivering low carbon, affordable energy.”

By Graham Hill thanks to Fleet News

Tesco has increased the cost of its electric vehicle (EV) charging network, with rates now starting at 44p per kWh.

Drivers using Tesco charge points will now pay 44p per kWh at a 7kW charger and 49p per kWh at a 22kW charger.

The supermarket’s rapid chargers now cost 62p per kWh at a 50kW device and 69p per kWh for the fastest 75kW units.

The changes, which take effect from April 3, follow the introduction of a tariff for non-rapid devices in November 2022.

Payment will have to be made through the Pod Point app for the AC chargers or by contactless for the rapid points.

Using the slowest charger, it will now cost around £12 to add 100 miles worth of range to the average family EV.

The retailer said the increased EV charging tariff contributes towards covering infrastructure costs and energy costs incurred by EV drivers charging across the network.

Tesco first announced it had introduced free chargers at 100 of its Tesco stores in 2019. It was subsequently expanded to 600 stores and 2,500 points. The network was launched by Tesco, Volkswagen and Pod Point.

The average cost of using a public AC charger (up to 7kW) is 37p per kWh, according to the AA, while a rapid charger costs 66p per kWh.  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

Electric vehicle (EV) drivers are potentially missing out on savings worth hundreds of pounds by not switching to specialist home charging tariffs, research suggests.

Mina found that the average pence per kWh cost for charging at home was marginally lower than the average overall home energy cost.

The EV payment specialist says that this suggests drivers are not using lower off-peak or EV-specific tariffs enough.

The average home charge was 30p per kWh – only slightly less than the average cost of all home electricity at 34p per kWh for the period analysed – according to Mina’s analysis of more than 60,000 plug-in events.

Furthermore, Mina found that there were more than 800 different home tariffs which, it says, causes customer confusion and an inability to work out if, or how, they should move to a more suitable tariff.

Mina says that this potentially meant some drivers were paying more than six times more than they could be to charge: equivalent to spending £15 more on each home charge for a typical EV with a 60kWh battery.

Over 20,000 miles a year, that would equate to around £1,500 that could otherwise have been saved.

“The lowest rate in our data of 60,000 charges was 5p per kWh for an EV specific home tariff, yet the average cost was 30p per kWh,” said Mina CEO Ashley Tate.

“Clearly, those two numbers are a long way apart which suggests there is more work to do, in that not enough drivers are on specific tariffs that will save them money.”

Tate claims that there is no lack of desire from energy suppliers to offer EV tariffs and help drivers make the switch, but with current wholesale energy costs being so high and unpredictable, they are finding it hard to launch these tariffs.

However, he added: “I do think we’ll see more of these coming to the market over the next two years. They are vitally important for the development of the EV market.

“We have spoken to some EV owners who have been contacted by forward-thinking energy firms about the possibilities of switching to a more suitable tariff, and that’s really good to hear how they are changing over and saving money.”

Octopus Energy’s Intelligent Octopus tariff, for example, allows drivers to charge for 10p an hour during a six-hour window when it is best for the grid.

Alex Schoch, head of flexibility at Octopus Energy Group, said: “As more low-cost renewables join the grid, these costs will only fall further – helping reduce the impact of travel on our wallets, as well as the planet.”

Often EV-specific tariffs have a shorter low-cost window at night for charging than standard off-peak, but the charges are considerably less during that period.

Issues drivers should be aware of when considering an EV tariff

• Do you understand how much energy you are using at home to charge your EV?
• Is a nightly 4-5 hour EV tariff window enough for daily charging needs, and can you schedule your EV charge to fit into it?
• Often the accompanying peak tariff rate is higher than average. Would the rest of your home energy bills negate the savings of the EV-specific element?
• Would a standard off-peak tariff, which is a higher cost at often around two-thirds that of peak, but goes on for longer (usually around eight hours), be a better bet?

By Graham Hill thanks to Fleet News

Wireless charging of electric vehicles (EVs) at up to 500kW could be possible following the development of new technology in Sweden.

Researchers at Chalmers University of Technology have pushed inductive power transfer technology further to enable high-power battery charging that is ready to presented to the fleet industry.

The initial study focussed on using the technology for charging electric urban ferries but Yujing Liu, professor of Electric Power Engineering at the Department of Electrical Engineering at Chalmers said for the electric trucks of the future, there is a potential application.

The wireless charger uses a new type of silicon carbide semiconductor and a newly developed copper wire that is as thin as a human hair. These two factors make transmitting high power through air a realistic proposition.

Charging power of 150kW to 500kW are possible, with no physical connection between the vehicle and charger. This makes charging at a depot, for example, more straightforward and removes the need for heavy charging cable.

Liu said: “A key factor is that we now have access to high-power semiconductors based on silicon carbide, known as ‘SiC components’. As a power source for electronic products, these have only been on the market a few years. They allow us to use higher voltages, higher temperatures and much higher switching frequencies, compared to traditional silicon-based components.

“This is important because it’s the frequency of the magnetic field that limits how much power can be transferred between two coils of a given size.”

Liu emphasised that charging electric vehicles entails several conversion steps; between direct current and alternating current and between different voltage levels.

“So, when we say that we’ve achieved an efficiency of 98% from direct current in the charging station to the battery, that figure may not mean much if you don’t carefully define what’s measured.

“But you can also put it this way: losses occur whether you use ordinary cable-based conductive charging or charge by using induction. The efficiency we’ve now achieved means that the losses in inductive charging can be almost as low as with a conductive charging system. The difference is so small as to be practically negligible. It’s about one or two per cent,” Liu explained. By Graham Hill thanks to Fleet News

A group of EU countries, led by Germany, is seeking to overturn a ban on the sale of new petrol and diesel cars by 2035.

The EU has delayed a landmark vote on the phase-out of petrol and diesel cars, largely due to intervention from Germany’s coalition government.

Supporters of carbon-neutral synthetic fuels or e-fuels, coalition members the Free Democrats (FDP) want new internal combustion engine (ICE) vehicles running on these to be exempt from the proposed ban.

Poland, Italy, the Czech Republic and Bulgaria have also voiced opposition to the ban, while Austrian chancellor Karl Nehammer welcomed FDP’s stance, saying he would also oppose banning ICE vehicles.

Sandra Roling, director of transport for the Climate Group, said: “It is deeply concerning that Germany is leading efforts to postpone the EU’s agreed 2035 ban on the sale of new petrol and diesel cars and seek concessions for e-fuels.

“That six other countries are now rowing in behind Germany risks undermining business trust in the EU itself, not to mention having a detrimental effect on the health of the EU’s people and its climate, along with prolonging the life of the internal combustion engine.”

The EU Parliament voted to back a European Commission proposal for a ban on the sale of new petrol and diesel cars from 2035, last year.

The plans were unveiled in 2021, and seek a reduction to zero CO2 emissions from new cars sold in the bloc by 2035.

MEPs voted to require carmakers to cut their average fleet emissions by 15% in 2025, compared to 2021, by 55% in 2030, and by 100% in 2035.

It accelerated the EU’s previous plan, which targeted a 37.5% reduction by the end of the decade.

In a letter to the European Commission, the Climate Group along with 47 businesses have warned that any delay of the ban would have a devastating impact on air quality and the environment across the bloc and would call into question the EU’s ability to reach its climate commitments.

Signatories to the letter include Volvo Cars, Ford of Europe and Vattenfall, who say that going ahead with the ban as planned would provide legislative certainty, which is vital for businesses to push forward with their decarbonisation plans and invest in electric vehicles (EVs).

Rowing back now would set a dangerous precedent, undermining business trust in the EU’s legislative process, the businesses argue, it adds.

“Legislative certainty is vital for business planning,” said Roling. “Our asks are simple. Stick to the 2035 date, and no concessions for e-fuels. Give businesses the clarity and certainty they need to invest in the switch to electric vehicles.”

The UK announced its ban on the sale of new petrol and diesel cars and vans from 2030, three years ago.

The sale of hybrid cars and vans that can drive a significant distance with no carbon coming out of the tailpipe will continue to be sold until 2035.

Fleet operators from the UK believe certain key commercial vehicles may require exemptions from the ICE ban, but there are currently no plans to change the deadlines previously agreed here.

Jim Rowan, CEO of Volvo Cars, said: “Now is not the time for backtracking and blocking of science-based climate targets for our industry.

“Now is not the time to put domestic political interests ahead of the health and welfare of our planet and EU citizens, and indeed of future generations.

“Now is the time for strong, decisive and progressive policy and leadership.” By Graham Hill thanks to Fleet News