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Used car values dipped by 2.1% in October – the first fall since March – and look set to fall further, while wholesale sold prices fell across the board, according to new data from at Cap HPI.

It says that there has been a drop off in trade demand, with buyers becoming more reluctant to pay high prices for used stock.

“The market appears to now be undergoing some realignment,” explained Derren Martin, head of valuations UK at Cap HPI.

“There are several factors at play. Values do tend to drop in the final quarter of the year, by varying degrees, as demand drops away in the run-up to Christmas and supply levels usually increase.

“We do appear to be experiencing that drop off in trade demand, but it is exacerbated this year by economic uncertainty, high prices and reasonable predictions that the consumer appetite for used cars that has driven up prices cannot last forever.”

Both city cars and superminis have seen the most increases over the last few months but experienced above-average falls in October.

City cars reduced by an average of 2.9% (£150) at the three-year point, with larger drops for the Citroen C1, Skoda Citigo, Vauxhall Viva and Volkswagen Up.

Superminis reduced by 2.5% (£200) in October, with some of the most heavily affected at the three-year age being the Ford Fiesta, Hyundai i20 and Kia Rio.

Younger used cars were less affected by a pricing move, with franchise dealers switching customers from new to used when availability was an issue.

All other mainstream sectors experienced a downturn in values, with lower medium (C-sector) cars, the next most heavily affected.

SUVs, although still dropping in price, have held up slightly better than most, despite being almost one-third of wholesale volume now.

Large SUV models have performed the best in terms of price, moving down in value overall by just 0.5% (£150) at three-years-old.

Volumes seem to have been steady, and manufacturers have continued to steer these vehicles back into their dealer network whenever they can, particularly if volumes are low, says Cap HPI.

The supply of electric vehicles being offered in the used wholesale market continues to grow; year-to-date disposal volumes have increased by around 20% over the same period last year.

While there is no doubt that there is a demand for used EVs, Cap HPI says that an increase in supply and the premium they attract over a petrol or diesel vehicle still acts as a barrier to the mass market. 

Martin concluded: “2020 has been completely different from any other year in history and that includes what has happened to values of used cars, rising against all expectations.

“It is particularly difficult to predict what may happen, with so much uncertainty due to localised lockdowns – whether or not car retailers can sell and deliver cars in Wales remains a grey area at the time of writing.

“Whilst trade volumes are not as high as in previous years due to lower than normal registration volumes, and leased vehicles are still on extensions, plus new car supply issues, it is still highly unlikely that demand for wholesale stock will overtake supply for the remainder of the year.

“As a result, with values remaining higher than they were a year ago, by over five per cent on average despite the recent Live drops, we are forecasting that values will continue to drop in November.”  By Graham Hill thanks to Fleet News

Manufacturers are warning leasing companies that they cannot guarantee company car prices beyond the end of the year, even for some models being ordered now.

In letters sent to vehicle lease provides by major carmakers, including BMW, Jaguar Land Rover and Mercedes-Benz, they say that the threat of a ‘no deal’ Brexit is to blame for the potential price hike.

If no deal is reached and ratified before December 31, World Trade Organisation (WTO) non-preferential rules, including a 10% tariff on cars and up to 22% on vans and trucks would apply.

That would equate to a price increase of almost £3,000 on the average UK exported car to the EU, a £2,000 price increase on UK vans exported to the EU and a price increase of £1,800 on cars and vans imported from the EU, if fully passed on to UK consumers, according to UK Automotive Trade Report from the Society of Motor Manufacturers and Traders.

It adds that additional customs duties, costs and complexity would significantly disrupt sourcing of parts and components from the EU.

A price hike could see rentals increased and result in company car drivers paying more in benefit-in-kind (BIK) tax thanks to higher P11d prices.

Mercedes-Benz says in a letter sent to leasing companies, that it will guarantee the prices of all Mercedes-Benz and Smart cars ordered before Saturday (October 31), that have a quoted UK delivery date on its ordering system prior to December 31, regardless of its arrival date into the UK.

Mercedes-Benz said: “Should a customs duty tariff become applicable on cars imported into the UK after leaving the EU Customs Union and Single Market, we would look to increase the price of our cars accordingly, to offset the amount of the tariff (unless covered by the stated price protection).

“The increase would be applicable to all vehicles and factory fitted options, whether marked sold or unsold and regardless of the order, allocation date or sales channel. This would potentially vary model by model.”

BMW issued its warning a few weeks before MB, saying that “unless there is a free trade agreement with the EU, additional customs duties are likely to be applied to BMW and MINI vehicles imported into the UK”.

“This means that any vehicles which are delivered into the UK on or after January 1, 2021, regardless of date ordered, may have additional customs duties imposed on them,” it said.

“Should there be a no-deal Brexit, BMW UK will provide details of the implications of that including any price changes for vehicles as soon as possible.”

It added that “orders must be confirmed within the BMW Retailer ordering system on, or before December 31 to receive price protection against the economic price increase”.

“Any unfilled orders will be highlighted to you by the supplying retailer or leasing company and will not be price protected. Economic price protection does not include the potential additional customs duties.”

It was similar warning from Jaguar Land Rover (JLR), which said it is “not in a position to guarantee pricing for vehicles that are registered after December 31”.

All vehicles, regardless of build location, it says may be subject to a price increase when registered from January 1, 2021.

Meanwhile, Volkswagen Group in a letter sent to leasing companies, on behalf of its VW, Audi, Seat, VW Commercial Vehicles and Skoda brands, says it is closely monitoring developments surrounding the UK’s transitional period.

As part of its preparations, it says that it has established an understanding of all Brexit eventualities and is “confident” of its readiness.

Actions it has taken include: obtaining an EORI number (used for customs declarations); optimising stock availability to mitigate the risk of supply constraints; appointing customs agents allowing it to import cars and parts into the UK in line with HMRC regulations; and implementing and tested required systems changes.

It adds that in the event of a ‘no deal’ Brexit, the “application of import tariffs and/or increases to prices are required, then we will communicate our plans to deal with this as quickly as possible”.

“In the meantime, we reserve the right to amend the price/discount of vehicles at any time if a change to regulation, legislation, application of tariffs, duties, taxes or other charge/event causes an increase to the costs of supply of vehicles,” it said.

Trade talks between the EU and the UK Government are ongoing.

Northern Ireland Secretary Brandon Lewis said the extended talks were “a very good sign” a deal can be done.

But he told the BBC: “We have got to make sure it is a deal that works, not just for our partners in Europe… but one that works for the United Kingdom.”

The two sides are thought to be working on legal texts, but Whitehall sources have indicated major sticking points – like fishing rights and competition rules – remain unresolved.

The UK left the EU on January 31 but has been in a transition period – continuing to follow EU rules and pay into the bloc – while the two sides try to agree a post-Brexit trade agreement.  By Graham Hill thanks to Fleet News

Police forces and safer roads partnerships are being urged to adopt a new speed camera enforcement strategy to reduce the number of deaths and injuries on UK roads.

Road Safety Support has released, ‘Enforcement Strategy – Raising the Game’, a report which calls for forces to leave traditional camera enforcement behind and introduce a new wide-area, ‘flexible’ approach to speed camera operations.

Provisional data shows that road deaths in the UK were higher in 2019, than in 2010.

There were 1,721 reported road deaths in 2019, similar to levels seen in 2012, data from the Department for Transport (DfT) shows.

Road Safety Support says the report highlights the complacency among drivers in relation to speed camera use and urges forces to adopt a new approach to reduce the number of people killed or seriously injured.

It recommends a step change to increase the perception of speed camera detection to encourage motorists to drive more carefully on all roads, not just where they expect to see a camera.

Mobile speed camera vans should be used to support traditional road policing efforts, because they can detect offences over a larger range and can be moved around frequently, the report states.

Detective chief superintendent, Andy Cox, of Lincolnshire Police and national lead for fatal collision investigation reporting to the National Police Chief’s Council (NPCC), said he backs the report.

He said: “Speeding remains the biggest risk to road safety and should be the number one focus and priority for traffic enforcement.

“I would urge all forces to download this report, if they haven’t already done so, and follow the recommendations in it in relation to enforcement and communications.

“I urge people to drive within the speed limit, stay safe and keep a clean licence. I thank most lawful road users who are doing so.”

Trevor Hall, managing director of Road Safety Support, said: “Police forces and safer roads partnerships have very effective technology at their fingertips that we know reduces casualties; we have the evidence.

“We just need to adopt a new strategy to use it more efficiently and, through regular, proactive communications, help the public to understand that if they speed or commit other offences on the roads, there is every chance that they will be caught.”

Police forces in Northumbria, Essex, Wales and North Yorkshire have made changes to their enforcement strategies based on the recommendations in the ‘Raising the Game’ report.  By Graham Hill thanks to Fleet News

Car manufacturers are achieving significant reductions in average emissions levels, putting them on track to hit targets set by the European Commission.

That’s despite new car registrations being severely affected by the Covid-19 pandemic, according to new research from Jato Dynamics.

Looking at the data for 21 countries in Europe, the average CO2 emissions totalled 102.2g/km – under the New European Driving Cycle (NEDC) between January – August 2020.

By these calculations, the European automotive market is currently 6.5g/km over their combined target for 2020.

Despite overall registrations falling by 29% between January and September this year – when contrasted with the same period in 2019 – registrations for electric vehicles (EVs) increased by 67% through September to 1.54 million units.

This remarkable increase goes some way to explain the double-digit drops seen in demand for gasoline and diesel cars, and the increase in market share for EVs from 7.8% in January – September 2019, to 18.1% in January – September 2020, says Jato.

At the start of the year, Europe’s 13 top car manufacturers were predicted to miss their 2021 CO2 emissions targets and face fines of more than €14.5bn (£12.5bn), according to analysis by PA Consulting.

It shows the dramatic change achieved in average emissions in the past year.

In the UK, the Government has set out tough carbon emissions targets for carmakers based on similar regulations to those in the EU from January 1, 2021.

Currently, the European Commission sets an EU fleet average target that must be met by the EU fleet.  For cars, this target is currently 95g/km in 2020. For vans, the target is 147g/km in 2020.

These targets will be converted into WLTP CO2 emissions targets in 2021 following the change in the vehicle CO2 test procedure, and the 2021 actual emissions will represent the new baseline.

Manufacturers will then have to meet a 15% reduction for cars and vans by 2025, and a 37.5% reduction for cars and a 31% reduction for vans by 2030, both against this 2021 baseline.

From these, manufacturers receive individual targets that are set according to the mass of their fleet. Manufacturers with heavier fleets receive individual targets above the EU target; manufacturers with lighter fleets receive targets below the EU target.

Manufacturers will be fined for missing their targets. The new UK rules will mirror those in the EU, including fine an £86 fine for each g/km above the target multiplied by the number of vehicles registered in the year.

Jato’s analysis shows that in Europe, Geely Group has secured pole position in race for CO2 rankings and smashed its target. Outperforming Toyota – which has traditionally led by brand in the CO2 race – the owner of Volvo (which accounts for 99% of Geely Group’s volume in Europe), Polestar, LEVC and Lotus, met the target by August, four months ahead of the deadline.

Geely’s CO2 target for 2020 was an average of 110.3g/km, but by August 31 its average was 103.1g/km – making Geely the only manufacturer to outperform the target.

A consistent focus on EVs is behind this achievement, with electrified vehicles accounting for almost half of its registrations in August, and 38% in January – August 2020, says Jato.

BMW is next in line to meet the target. With an average of 103.5g/km in August, they are only 0.54g/km above their target of 102.9g/km.

If this average remained the same, the German carmaker would only have to pay a minimal penalty at the end of the year, says Jato.

Meeting its target is more than achievable due to their mix of two strategies: increasing the share of EVs on sale, and the relatively low emissions generated by their diesel cars.

Toyota seems to be in a good position, only 2.2 grammes away from its target. However, its hybridisation objectives (which started some years ago) are now stalling, claims Jato.

For the past three years, hybrids have accounted for around two third of Toyota’s registrations in Europe, yet they are still not meeting the targets.

Furthermore, Jato says that its pure EVs have also taken a long time to arrive in Europe – with the new Lexus UX 300e, the first fully electric vehicle of the group, finally hitting the market this year.

The strategy of Korea’s largest maker, Hyundai, has been to boost its small SUVs and green compact cars, explains Jato. While hybrids accounted for 65% of Toyota Group volume in August, they only made up 13% for Hyundai.

However, pure electric cars represented 8% of registrations for the Korean manufacturer, while Toyota has been unable to put any on sale this year.

Jato says that his perfectly demonstrates how pure EVs are much more strongly placed to meet emissions targets, perhaps more so, than hybrid vehicles.  By Graham Hill thanks to Fleet News

A man who fraudulently bought £27,000 of fuel in eight months using a company fuel card has been given an 18-month suspended jail sentence.

Steven Green, 45, began working as a driver for a shed company in Wisbech in July 2018 and was given a company fuel card.

A month later, in August 2018, his employment was terminated, but Green kept the fuel card and then purchased £27,268 worth of fuel between September 2018 and April 2019.

Company bosses noticed the large amount after reviewing the card balances in April last year.

Police investigating the incident established that Green was the person behind the purchases.

Officers from Norfolk Constabulary also confirmed they had done a stop check on Green in their area in January 2019 and reported he had a number of empty 25 litre containers in his vehicle.

During the investigation it emerged that Green had attempted to purchased a final £255 worth of fuel, but when the card was declined he left without paying.

Green pleaded guilty to fraud by false representation and making off without payment.

He was sentenced to 18 months in prison, suspended for 18 months at Cambridge Crown Court on Monday October 19.

He was also ordered to complete 120 hours of unpaid work and 50 days rehabilitation activity requirement.

Detective Constable, Ahmed Ishaq, who investigated, told the Peterborough Telegraph: “It’s clear Green thought he could get away with using the fuel card and nothing was going to stop him until the company cancelled the card.

“He has defrauded the company out of a substantial amount of money and I am glad justice has been done.”  By Graham Hill thanks to Fleet News

The country’s biggest leasing company, funding some 350,000-plus cars and vans, has seen its pre-tax profits plummet, according to its annual accounts.

Lex Autolease, part of the Black Horse Group, reported £153 million in pre-tax profits in 2019, a 27% (£57m) year-on-year decline from the £210m achieved in 2018.

As the fleet size remains pretty constant at 350,000 this indicates a pre-tax profit of less than £450 per car.

Revenues for the leasing giant, meanwhile, were up £125m (5.4%), from £2.38 billion to £2.5bn over the same period.

It equated to a profit margin of 6.1% – down on the 8.8% it achieved the previous year.

It says in its annual accounts for the year ending December 31, 2019, that the decrease in the company’s profits was “principally driven by decreased revenue” generated from its leased fleet, which had declined by 9% year on year.

This, it explains, was due to the uncertainties around tax legislation having an impact on corporate customers and resulting in fleet downsizing, as well as customers looking towards products such as personal contract purchase (PCP) agreements over traditional contract hire.

Lex Autolease also expects this downward trajectory to continue for the next 12 months due to the impact of Covid-19.  

Operating leases account for more than 90% of Lex Autolease’s funded fleet, with the leasing company receiving £1.41bn in rentals in 2019 – £71m less than the previous year. Meanwhile, proceeds from disposals grew more than £192m, from £823m to more than £1.01bn.  By Graham Hill thanks to Fleet News

Following the last lockdown and the lack of police on the streets and the roads it has been suggested that there has been a sharp increase in the number of uninsured drivers on the roads.

The reasons for this are firstly circumstances as a result of furlough or unemployment causing drivers to believe that they can go without paying for a few months without anyone noticing.

A policemen reported that he’d stopped a driver with no insurance since February and when questioned about having no insurance he said that he didn’t think he needed to have it during lockdown.

These are desperate times. In the past uninsured drivers tended to be irresponsible youngsters, car thieves and other criminal types. But the police have now found that uninsured drivers are normal people in desperate situations.

They need to have use of their cars but simply can’t afford the insurance and are prepared to risk being caught, fined and having their licences taken away. So to combat this situation make sure that your insurance is fully paid.

And if you are travelling less miles than you anticipated when you took out your policy call your insurer and ask for a reduction in the cost.  By Graham Hill

The Government is being urged to revise its plans to introduce automated lane keeping systems (ALKS) onto UK roads in early 2021, because it will put road users’ lives at risk.

Thatcham Research and the Association of British Insurers (ABI) are calling on the Government to carry out further safety tests before the technology is introduced.

Thatcham Research and the ABI say that as it stands it is not safe enough to be classified as ‘automated driving’, because the functionality of ALKS technology and the regulations under which they will operate will mean that they cannot replicate what a competent and engaged human driver.

The Government could give the go-ahead for the automated lane keeping technology to be the first automated driving system on UK motorways up to speeds of 70 mph from the spring – pending the results of a safety consultation that ends on October 27.

It will mark the first time a driver can legally take their hands off the wheel and their eyes off the road and allow their vehicle to drive for them.

Thatcham Research says it has serious safety concerns about this plan, because automated lane keeping systems are largely based on today’s assisted driving technology.

“The Government’s plan threatens road safety,” warned Matthew Avery, Thatcham Research director of research. “Motorists could feasibly watch television in their car from early next year because they believe their automated lane keeping system can be completely trusted to do the job of a human driver.

“But that’s not the reality. The limitations of the technology mean it should be classified as ‘assisted driving’, because the driver must be engaged, ready to take over.”

James Dalton, ABI director of general insurance policy, added: “The insurance industry is 100% committed to supporting the development of automated vehicles, which have the potential to dramatically improve road safety and revolutionise our transport systems.

“Vehicles equipped with an automated lane-keeping system are a great step towards developing automated vehicles.

“However, drivers must not be given unrealistic expectations about a system’s capability. Thatcham Research has identified some concerning scenarios where ALKS may not operate safely without the driver intervening. We strongly believe the timings for the introduction of ALKS should be revised to prevent lives being put at risk.”

The scenarios that Thatcham Research as identified, in which automated lane keeping system technology will not respond in the same way as a competent driver on a UK motorway, are:

Debris in the carriageway

Debris caused 11 serious accidents on UK motorways in 2019. Automated lane keeping system technology may not see this type of hazard and will continue in lane at its set speed, potentially causing a serious collision. An attentive driver, however, should recognise debris and attempt to move around it by safely changing lanes.

Pedestrian carriageway encroachment

Pedestrian casualties are increasing on UK motorways and accounted for 23% of Killed and Seriously Injured (KSI) on those roads in 2019. If a pedestrian encroaches on the carriageway while emerging from a broken-down vehicle, a human driver would either slow to a safe speed or move out of lane to avoid conflict. An automated lane keeping system won’t be allowed to do this because it’s forced to stay in lane and so will continue at motorway speed towards the pedestrian, significantly reducing the ability to brake and avoid a collision.

Motorway lane closure

There were 70 accidents caused by cars driving along a closed lane – marked with a red ‘X’ – on smart motorways in 2019. Automated lane keeping systems may not recognise a closed lane and break the law. If the vehicle does recognise the closed lane, it can only stop in lane under the red ‘X’, creating an additional hazard.

Avery said: “Current technology requires an attentive driver to be engaged so they can re-take control of the vehicle when required.

“Automated lane keeping system technology would need a quantum leap in development to be able to cope with these very real scenarios safely.

“With today’s radar sensors only able to monitor a relatively short distance up the carriageway and automated lane keeping system-equipped cars bound by legislation that will not allow them to change lane autonomously, it’s crucial that sensor performance moves on dramatically before a system can be classified as automated.”

The sensors contained within today’s Assisted Driving technology can only interpret up to around 120 metres. At motorway speeds, that distance allows only four seconds to take back control and avoid an incident.

But current studies suggest a driver needs more than 15 seconds to properly engage and react appropriately to a hazard. That’s 500 metres more required distance than today’s technology provides.

Thatcham Research and the ABI passionately believe in the safe adoption of Automated Driving technology because it will ultimately reduce accidents.

To support the development of suitable technology, both bodies published a ‘Defining Safe Automated Driving’ document in 2019 that clearly outlines the 12 key principles that must be met to ensure a safe transition towards an automated driving future for all road users.

But, crucially, the automated lane keeping systems the Government are proposing in 2021 only meet 2 of these 12 principles, thus failing to satisfy key safety criteria, it says.

Avery said: “Our conclusion is automated lane keeping system technology is not safe enough to be classified as automated. We believe it should be regarded as assisted technology because the driver needs to remain alert.

“The Government’s proposed timeline for the introduction of automated technology must be revised. It simply isn’t safe enough and its introduction will put UK motorists’ lives at risk.”

Thatcham Research and the Association of British Insurers (ABI) will make a joint submission to the Government’s Automated Lane Keeping System consultation before it closes to formally present their concerns around safety and liability.  By Graham Hill thanks to Fleet News

A deal to provide emergency funding to Transport for London (TfL) could rely on the expansion of London’s congestion charge zone.

Currently, the congestion charge operates in central London, covering the same area as the capital’s ultra-low-emission zone (ULEZ).

However, an initial bailout from the Government in the wake of the coronavirus crisis has already seen prices increased and its hours of operation extended.

It now applies from 7am to 10pm, seven days a week, while drivers must pay £15, rather than £11.50, to enter the zone.

At the time, TfL described that as a ‘temporary’ price increase as a result of a funding agreement between the Government and the transport authority.

It secured a £1.6 billion bailout from the Government after warning it could have to cut services.

TfL has asked for a £5.7bn package to prop up services for the next 18 months, after passenger numbers and revenues have fallen after the March lockdown.

An interim funding measure was agreed for the next fortnight with ministers last Friday, but the Mayor of London, Sadiq Khan, has hit out at Government proposals for further TfL funding.

He labelled the plans “ill-advised and draconian”, and warned it would “punish Londoners for doing the right thing to tackle Covid-19”.

The extension to the £15 congestion charge zone would go live in October next year, when the expanded ULEZ is also introduced due to be introduced covering the same area.

It would see the zone expanded to cover approximately four million more Londoners.

The Mayor also says that the Government wants to increase TfL fares by more than RPI+1%.

A further Government proposal is to introduce a new council tax precept charge in the capital ­­– effectively increasing council tax by an as yet unspecified amount for all Londoners, regardless of whether they use public transport, claims Khan.

He said: “I simply cannot accept this Government plan, which would hit Londoners with a triple whammy of higher costs at a time when so many people are already facing hardship.

“The Government should be supporting Londoners through this difficult time – not making ill-advised and draconian proposals which will choke off our economic recovery.

“Ministers already forced TfL to bring forward proposals to increase the cost and hours of the congestion charge in May – now they want to expand it to cover four million more Londoners.

“They also want to significantly increase fares in London and hit all Londoners with a regressive new tax.

“It is clear that difficult choices lie ahead to plug the huge gap the pandemic left in TfL’s finances. I have been ready to talk with Government about how the necessary funds can be raised – but a proposal which singles out Londoners for punishment is completely unacceptable, as well as making no economic sense.

“I urge Ministers to come back to the table with a revised proposal which does not punish Londoners for doing the right thing to tackle Covid-19 – and to publish their review into TfL’s finances in full. I remain ready to talk.”

The Department for Transport (DfT) says talks over a settlement were ongoing. By Graham Hill thanks to Fleet News

The past 90 days have seen a total of 3,805 videos uploaded to the National Dash Cam Safety Portal (NDCSP) – 78% higher than average – despite the impact of Covid-19, says Nextbase.

The new figures have been released today by the dashcam manufacturer and security software specialist Egress, who is responsible for developing and delivering the platform’s technology, show the growing success of the platform.

The National Dash Cam Safety Portal, which allows motorists to quickly and securely upload footage of dangerous driving to the relevant police authority, is now being used by 33 forces, which have collectively received 21,324 uploads in total since 2018, when it was launched.

Saving on average eight hours per case, Nextbase estimates that the platform has saved these forces at least 170,000 hours – the equivalent of more than 20 years’ of police time.

Kelly McCann, sales director at Egress, said: “It has been encouraging to watch the system grow from strength to strength, as we do really believe that this offering can help make the roads a safer place.

“We were a little surprised to see uploads continue to come through during lockdown, as there was less traffic on the roads, but it just goes to show that there were motorists that remained concerned for road safety and did their part to assist the authorities.”

By using the NDCSP system, the public has assisted police in identifying, warning and prosecuting offenders nationwide, says Nextbase.

From court cases to awareness courses, or fixed penalty notices to warning letters, 52% of all cases have been taken further by the relevant force.

The fact that fewer than one in five cases have resulted in no further action (NFA), demonstrates the success of the platform in identifying the most severe of incidents and linking motorists with police in a bid to crack down on this behaviour, argues Nextbase.

Furthermore, it says that the growing success of the NDCSP has inspired further police forces to sign up to use the not-for-profit resource, with more constabularies are set to join before the end of the year.

Richard Browning, director of Nextbase, said: “Just because there are less vehicles on the road, doesn’t necessarily make driving safer.

“In fact, less busy roads can encourage motorists to bend the rules or lose some concentration. However, the Portal was created to make our roads safer and it is encouraging to see that people have still been reporting issues where reckless motorists have thought that they can take advantage of the clear pathways – potentially endangering others.

“We have watched this platform grow from both a public and police perspective and are hugely encouraged by its continued appeal.”

TRL – formerly the Transport Research Laboratory – has said it wants to increase the role of dashcams, and other filming devices such as smartphones, in a bid to reduce the amount of dangerous driving on UK roads by encouraging drivers to upload footage.  By Graham Hill Thanks To Fleet News