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A £110 million scrappage scheme has been launched ahead of the expansion of London’s ultra-low emission zone (ULEZ).

The fund is accessible to low-income and disabled Londoners, but the vast majority of fleets will miss out.

Transport for London (TfL) says that the scrappage scheme is open to charities, sole traders and business with 10 or fewer employees registered in London.

They can apply for a £5,000 grant to scrap a van or £7,000 for a minibus, with a £5,000 grant also available to retrofit certain vans or minibuses.

Grants to scrap and replace a van or minibus with a fully electric vehicle (EV) are set at £7,500 and £9,500 respectively. 

In launching the ULEZ scrappage scheme, TfL has also hiked the penalty charge notice (PCN) from January 30 for non-compliant vehicles entering the zone from £160 to £190 (reduced to £90 if paid within 14 days).

TfL says that the increase will “maintain the deterrent effect” of London’s ULEZ and “achieve the scheme’s air quality and health objectives”.

The Mayor of London, Sadiq Khan, said: “We need to get the most highly polluting vehicles off our roads, which are damaging the health of all Londoners, including drivers.

“The rising cost of living has been a key consideration for me, which is why we are launching this new and improved scrappage scheme – the biggest ever – to help low-income and disabled Londoners, businesses, sole traders and charities switch to cleaner vehicles, or support them to make the most of other transport options.”

Khan announced last year that the existing ULEZ would be expanded to operate across all London boroughs, up to the current Low Emission Zone (LEZ) boundary, from August 29.

The expanded ULEZ will continue to operate 24 hours a day, every day of the year (except Christmas Day).

To comply with the ULEZ, petrol cars and vans must be Euro 4 and diesel cars and vans must be Euro 6. Motorcycles and mopeds must be Euro 3 to comply.

Vehicles that do not meet the standards must pay the £12.50 daily charge.

Alex Williams, TfL’s chief customer and strategy officer, said: “Londoners are already choosing public transport, walking and cycling for the majority of trips and the Mayor’s new scrappage scheme will support more people to get rid of their highly polluting vehicles and make the switch to greener travel.

“These grants will play a significant role in ensuring smaller businesses, those on low incomes, disabled people and charities are fully prepared ahead of the expanded zone coming in later this year.”

In addition to the scrappage grants, Williams says that TfL is offering options for annual bus and tram passes as well as teaming up with other organisations to provide incentives that make it easier to travel more sustainably.

“This includes exciting offers from our partners, such as bike hire subscriptions, e-scooter discounts and car club deals,” added Williams.

“We would encourage drivers to take advantage of these fantastic ways to get around for less.” 

However, Sue Robinson, chief executive of the National Franchised Dealers Association (NFDA), which represents car and commercial retailers across the UK, doubts how effective the scrappage scheme will be.

“Whilst the NFDA supports and is encouraged by the London Mayor’s decision to provide a financial incentive towards exchanging ageing and non-compliant vehicles for newer, greener modes of transport, we are severely concerned that this will not be enough and the scheme will continue to have negative implications for a large proportion of motorists,” she said.

“The total budget allocated for the scrappage scheme will not be sufficient to make an impact the level at which the Mayor is expecting.”

“By increasing the ultra-low emission zone to the entirety of London, it is forcing the residents of London to make a decision before they are ready.

She continued: “During a period of unprecedented financial struggle and in the midst of a cost of living crisis, families of low income may not be ready to make a transition to a newer vehicle even with the scrappage scheme.

“NFDA remains firmly against the decision to extend the ULEZ, or at least the timescale of enforcement is far too soon.

“Without the availability of government incentives and the commitment for more investment towards EV infrastructure to adequately prepare London for a complete transfer to EV adoption, this restriction to older ICE and diesel vehicles should not be implemented.”

To learn more about the scrappage scheme, visit the TfL website.  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 way the advisory electricity rate (AER) is calculated has been changed in order to better reflect prices when it is reviewed quarterly, HMRC has confirmed.

Previously, the rate used by many companies to reimburse electric company car drivers for business mileage had been based solely on an annual figure published by the Department for Business, Energy & Industrial Strategy (BEIS), and the electrical energy consumption values for each car model, provided by the Department for Transport (DfT).

HMRC will continue to use the BEIS and DfT data but will now incorporate figures published in the Office for National Statistics (ONS) quarterly index for domestic electricity, a figure which formed part of the Consumer Price Index, when it reviews the AER quarterly.

An HMRC spokesperson told Fleet News: “Using this methodology provides a more up to date guide for employers and employees to calculate what tax needs to be paid for electric car usage.

“HMRC keeps the AER rate under regular review and will be publishing further details on how it calculates the AER rate in due course.”

HMRC announced in November that the AER would increase from 5ppm to 8ppm from December 1, and the reimbursement rate would also be reviewed quarterly in line with advisory fuel rates (AFRs).

In 2017, the average cost of standard electricity in the UK was 14.4p per kWh and was used to calculate the first AER, which was introduced in September 2018.

The average per kWh price for electricity was 34p at the end of last year.

Just one in eight drivers (12.2%) thinks that the current 5ppm reimbursement rate reflects the true cost of charging an EV, according to a Fleet News poll.

Almost three-quarters (73.5%) of respondents believe it should be 10ppm or more, while one in five (20.2%) say it should be three times the current rate, with drivers receiving 15ppm to cover their charging costs. 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

Hertz has struck a deal with Polestar to purchase up to 65,000 electric vehicles (EVs) over the next five years.

Vehicles are due to start joining the rental company’s European fleet this spring with the new EVs joining operations in north America and Australia later this year.

The partnership with Polestar builds on Hertz’s announcement last October to offer its customers the largest EV rental fleet in north America and one of the largest in the world.

“We are excited to partner with Polestar and look forward to introducing their premium EV products into our retail and rideshare fleets,” said Stephen Scherr, Hertz CEO.

“Today’s partnership with Polestar further builds on our ambition to become a leading participant in the modern mobility ecosystem and doing so as an environmentally-forward company.

“By working with EV industry leaders like Polestar, we can help accelerate the adoption of electrification while providing renters, corporate customers and rideshare partners a premium EV product, exceptional experience and lower carbon footprint.”

Polestar reported that it nearly tripled volumes in 2021 and anticipates more than doubling volumes again this year. It expects volumes to reach 290,000 vehicles per year by the end of 2025.

“Polestar is committed to accelerating the move to electric mobility with a fascinating and innovative product portfolio,” said Polestar CEO Thomas Ingenlath.

“We are delighted that Hertz has chosen Polestar as a strategic partner on their road to electrification.

“The partnership with a global pioneer like Hertz will bring the amazing experience of driving an electric car to a wider audience, satisfying a broad variety of our mutual customers’ short- and longer-term mobility requirements.

“For many of them it may be the first time they have driven an EV, and it will be a Polestar.”

Hertz will initially order the Polestar 2, which has a 78kWh battery providing a WLTP range of 292 miles and a rapid charge time of 0-80% in 40 minutes.  By Graham Hill thanks to Fleet News

Vehicle CCTV has been effective in slashing personal injury claims and reducing insurance premiums, according to Brigade Electronics UK. 

The survey of drivers, fleet managers and other industry professionals found that 29% said personal injury claims had dropped, while 32% saw a reduction in insurance costs.

From 360-degree all round protection to vehicle CCTV, cameras have significantly reduced collisions and injuries, successfully protecting fleets, safeguarding drivers, and shielding vulnerable road users from harm, says Brigade.

The size of commercial vehicles means that vehicle blind spots are a major factor in collisions across all industries.

Operator positions, bulky bodywork and the absence of rear windows all contribute to restricting and limiting a driver’s visibility.

Installing cameras, either at the point of manufacture or retrospectively, has proved to be invaluable in preventing collisions, protecting equipment from damage and minimising the associated financial costs and downtime.

While preventing deaths and injuries on the road and in the workplace is no doubt a number one priority for fleet operators, keeping equipment safe and maintaining fleet efficiency are also top of the agenda.

Cameras with 360-degree capabilities that can be combined with vehicle CCTV are making a huge difference in helping to manage fleets, maintain safety and keep vehicles secure.

The introduction of high definition (HD) is enhancing these safety camera options, says Brigade.

Emily Hardy, a vehicle safety expert at Brigade Electronics UK, explained: “High definition cameras, such as Brigade’s Backeye360 HD BN360-300, are offering complete security and peace of mind for drivers and fleet managers by ensuring that blind spots are eliminated and acting as a reliable eye-witness in the event of an incident, false claim or theft.

“HD provides better clarity with clearer, crisper images for drivers and operators, making the resulting footage invaluable in terms of both safety and security.”

High definition means a high-resolution image will be displayed on a driver’s monitor, providing clarity and detail, allowing them to see an object or person in a vehicle’s blind spot with ease, says Brigade.

The difference between high definition and standard definition is the number of pixels contained in the displayed image.

HD images have more pixels per square inch than standard definition. This means a HD system will show much finer details than standard definition systems. Typically, HD is referred to as 720p and above.

Hardy said: “At Brigade we recommend using analogue rather than digital HD cameras as they offer many benefits for commercial vehicles drivers.

“These include being able to transmit video over traditional cabling across distances as far as 500 metres – plenty of cabling length for any commercial vehicle.

“Additionally, there is no video latency, so drivers will benefit from a true view of everything on the monitor.”  By Graham Hill thanks to Fleet News

As I explained last week local councils can now apply to prosecute motorists for moving vehicle violations including yellow box violations.

The Government is being urged to update guidance to councils on yellow box junctions ahead of local authorities being given the powers to fine drivers.

Failure to do so, says the RAC, could result in an “avalanche of penalty charge notices” being wrongly issued to drivers.

The new powers, which will allow local authorities, rather than the police, to enforce against moving traffic offences such as disregarding one-way systems or entering mandatory cycle lanes, were initially outlined by the Prime Minister, Boris Johnson, two years ago, in an effort to increase walking and cycling in England.

The change has already taken effect in London and Cardiff.

Identifying the potential problems in a new report – Enforcing yellow box junction rules fairly: the dangers facing councils and drivers – the RAC is calling on the Government to improve its official design, maintenance and enforcement guidance to councils to avoid thousands of drivers being wrongly fined.

While RAC research shows 57% of drivers are generally in favour of yellow box junctions being enforced, it has discovered that many junctions have design flaws which cause drivers to become trapped through no fault of their own, and that some are so poorly maintained that it’s hard to see where the yellow lines start and finish.

Design flaws include junctions that have been installed in completely the wrong places, boxes that are larger than they should be and ones where buildings or street furniture obstruct drivers from seeing where boxes end, making it impossible to assess whether there is enough space beyond the junction for their vehicle to fit into.

The situation can be compounded by crossings and stop lines set back which make it even more difficult for drivers to see whether there is space to make it through the junction in one go as they are further away to start with.

The RAC also believes the official guidance in Chapter 5 of the Traffic Signs Manual is generally unsatisfactory as it does not clearly state the specific purpose of box junctions or show how to design them in relation to vehicle movements at junctions, and lacks any information on how they should be maintained and enforced.

RAC report author Sam Wright, who was formerly responsible for the design and approval of yellow boxes on the Transport for London (TfL) road network, explained: “The key design principle is that yellow boxes should be no bigger than is necessary to prevent vehicles obstructing through movements.

“They are not designed for, and serve no purpose in, situations where vehicles are travelling in the same direction.

“The second main condition is that drivers should have adequate visibility beyond the box to be able to make a clear judgement before entering it.

“It’s not just that drivers need to see the end of the box, they need to see that there is space beyond the box for their vehicle to fit without any part of it overhanging.”

In the case of a car that will be 5-6 metres. For larger vehicles, it will be up to 15m.

Wright continued: “I think designers should have to take a car out in rush hour to see if they can negotiate the box without stopping, before insisting that others do the same.

“Drivers may also be surprised to hear that there is no legal requirement for authorities to meet this design criteria and it’s simply down to the competence of the enforcing authority.”

RAC head of roads policy Nicholas Lyes said: “In the absence of definitive guidance on the design, maintenance and enforcement of box junctions there will be a high degree of confusion among drivers and local authorities which could lead to an avalanche of penalty charge notices being wrongly issued and then having to be appealed.

“This will inevitably lead to an unnecessarily high number of appeals for local authorities to review, as well as some poor outcomes for drivers.”

The RAC has written to the Department for Transport (DfT) asking them to update the guidance to make it clear to local authorities what the minimum standard for design and condition of a box junction should be before letting enforcement begin, but they are adamant the present guidance is sufficient.

“We are worried that failing to update guidance to include the lessons learnt from more than 15 years of enforcement in London will lead to countless wrong fines being issued, no end of unnecessary stress for drivers who feel they have been unfairly treated and thousands of wasted council hours investigating appeals,” continued Lyes.

“It’s absolutely crucial that yellow box junctions are enforced fairly and, as things stand, this may not be the case which will mean many drivers will be treated poorly and lose out financially as a result.”

What’s the penalty for stopping in a yellow box junction?

In London, many box junctions have cameras in place, and you could be fined if you’re caught using the box incorrectly.

On TfL red routes, the penalty charge notice is now £160, reduced to £80 if paid within 14 days.

The penalty in Cardiff, which is the only authority outside London currently enforcing box junctions, is £70. If payment is made within 21 days, then this is reduced to £35.00.

Drivers can appeal fines if they think they can prove their innocence, but if they don’t win their cases it could prove to be a costly and time-consuming process.  By Graham Hill thanks to Fleet News

Allstar has launched Homecharge, a new payment solution for fleet operators that require employees to charge their business vehicles at home.

Homecharge provides businesses with visibility of home charging across their fleets, with all charging costs coming through on one consolidated invoice. Any home charging payments are made directly to their drivers’ energy supplier.

The new service is powered my EV charging payment specialist Mina, which recently agreed a similar partnership with ev.charge.

For employees, Homecharge can mitigate any out-of-pocket expenses, administration or bill shock – something that Allstar says has never been more critical with the steep rise in energy prices.

Drivers have access to their home charging history through the Allstar Driver Homecharge portal which they can also use to manage home energy tariffs details, have visibility over home charging sessions, and view when and how much EV charging has been paid for by their employer.

Combined with Allstar’s fuel and electric charging card, Allstar One Electric, drivers can access on the road charging too, with more than 5,000 charge points across a multi-branded EV charging network.

Allstar One Electric has been added as a payment in the Zap-Map app, providing additional enhanced features to search, plan and pay for charging across the Allstar electric charging network.

Paul Holland, managing director of UK Fuel at Allstar Business Solutions, said: “Increasingly, UK businesses are migrating their fleets to electric vehicles. With that comes additional responsibilities and considerations when it comes to fleet management, including facilitating home charging and facilitating payments for work-related usage.

 “Allstar Homecharge is supporting the many businesses that have already started to transition to EV fleets, as well as those who are planning to, by providing the payment processes and infrastructure needed to do this securely and seamlessly. It is the first of its kind to simplify EV charging payments for drivers and businesses when at home.” By Graham Hill thanks to Fleet News

Ford is testing a new connected traffic light system that can automatically turn green for emergency vehicles.

The system can also interact with the adaptive cruise control in Ford passenger cars, allowing the vehicle to adjust its speed on approach, therefore reducing congestion.

The trial was part of a broader project that involved testing automated and connected vehicles and networked infrastructure in highway, urban and rural areas.

“Whether it’s a fire engine attending a blaze or an ambulance that is en route to an accident, the last thing anyone wants is for these drivers to be caught up among other vehicles waiting for the lights to change,” said Martin Sommer, research engineer, Automated Driving Europe, Ford of Europe.

In order to test the technology, Ford utilised a road with eight consecutive traffic lights in Aachen, Germany, and two stretches with three consecutive traffic lights just outside the city, all set up by the project’s partners.

For testing an emergency response situation, the test vehicle signalled to the traffic lights to turn the light green. Once the vehicle passed through the junction, the traffic lights returned to standard operation. 

For testing daily driving situations, the test vehicle received the timing information for when the traffic lights turned from red to green and green to red. Ford’s Adaptive Cruise Control technology then adapted the vehicle’s speed to help ensure a higher proportion of traffic encountered a green light.

When the traffic light was red, the vehicle’s speed was reduced well ahead of the junction to time the vehicle’s approach to arrive at the light the moment it turned green, for example from 30mph to 20mph.

For vehicles encountering a red light, the technology could still help to minimise harsh braking and the time spent at a standstill. The vehicle received the traffic light information well ahead of the junction and slowed down earlier, helping to reduce congestion.

The communication between vehicles and traffic lights is enabled by C-V2X (Cellular Vehicle-to-Everything) technology, a unified platform that connects vehicles to roadside infrastructure, other vehicles and other road users. By Graham Hill thanks to Fleet News