The Compensation Experts have revealed the top 10 most accident-prone cities based on road accidents and accidents in the workplace.
Using data gathered by The Office of National Statistics (ONS) and Health and Safety Executive (HSE), The Compensation Experts have broken down the top 10 most accident-prone cities in the UK based on total road and workplace accidents per capita.
Kingston upon Hull claimed the top spot; there were 603 reported-road traffic accidents and 207 workplace accidents reported last year, that makes for a total accident count of 910.
Peterborough follows as the second top accident-prone city with 327 road accidents and 232 workplace accidents, totally 559 accidents. Peterborough’s lower population increases its accidents per capital to 0.0028.
Portsmouth comes in third position, seeing 427 road traffic accidents and 142 workplace accidents, giving Portsmouth an accident per capita rate of 0.0027.
Commenting on the findings, a spokesperson at The Compensation Experts, said: “With more accidents happening in cities up and down the country each year, it’s more important than ever to ensure you’re covered should the worst happen, but we urge Britons to stay safe and be vigilant when out and about.
“To see which areas are the most accident prone in the UK, please read our full study.”
Fleets and business drivers are being warned of major changes to the Highway Code, which take effect from Saturday (January 29).
The new rules are aimed at improving road safety for vulnerable road users – pedestrians, cyclists and horse riders.
For more information on the study visit The Compensation Expert website.
The fitment of camera systems/digital recording has reduced collisions or near-misses for 59% of fleets, a survey by Brigade Electronics, has revealed.
55% of survey respondents also said it improved driver behaviour, while 44% safety technology had helped with insurance claims.
The road safety company comissioned a survey of the readers of Commercial Motor and Motor Transport magazines to get their views on the reasons they use cameras and video technology on their fleets, how useful they are, and what they consider when they decide to invest.
Brigade said that clients are playing an increasing role in the adoption of this technology, as 12% of respondents said cameras are a contractual requirement from a client, a 3% rise on 2020.
The survey revealed that one-fifth of operators have no plans to use road safety technology and the most common reason (44%) is that it is not seen as relevant to the operation.
Brigade said that, changes to the Highway Code that came into effect in November with further new guidance being added on January 29, will increase the responsibility of commercial vehicle drivers, making it more important to be able to mitigate risk.
The new hierarchy of road users means those who are most likely to be seriously harmed, such as pedestrians and cyclists, will have greater priority over other road users – with HGV drivers ranked lowest.
Chris Hanson-Abbot chairman BE of Brigade Electronics, said: “It’s good to see that the benefits of cameras and other safety technology are being recognised by fleet operators.
“As cameras on their own are a passive technology that does not alert the driver to act, Brigade always recommends that they are combined with active technology such as sensor systems with driver alerts to reduce collisions.
“However, there is still some way to go. Only 47% of fleets have 100% of vehicles fitted with the technology – despite overwhelming evidence they improve safety and save lives.
“That said, only 2% of operators said their fleets had no safety technology at all, which is encouraging.”
The survey also revealed how customers who start using the technology are quickly convinced of the benefits – on a scale of 1 to 5, 73% rate vehicle camera and recording technology as a 4 or 5. By Graham Hill thanks to Fleet News
Voltempo has launched a 1,000kW HyperCharging charger which it says will be able to charge the next generation of EVs in as little as six minutes.
The company says the technology is 2.8 times faster than any comparable charging system and is able to charge up to 24 vehicles at the same time.
Designed and built in Britain, the company said the system has been designed around the needs of service stations and fleets, and is suitable for cars, vans, trucks and buses.
The power can come from multiple sources – for instance, combining the national grid with local green energy sources such as solar and battery energy storage.
Michael Boxwell, CEO of Voltempo, said: “Earlier this year, we announced a world first when we carried out a public demonstration in which we designed and installed a prototype battery in an EV and completely charged it in under six minutes.
“Our new HyperCharging system already gives up to 30% faster charging in current EVs through dynamic power management.
“However, the demonstration showed it will be able to charge the next generation of EVs in a similar time that it takes to refuel a conventional, petrol-driven vehicle.”
A demonstration version of HyperCharging can be seen at Voltempo’s Technology Design Centre in Birmingham.
The first installations of the technology will begin in Match with a charging hub that will be installed at the Tyseley Energy Park in Birmingham.
Voltempo said its technology will enable petrol stations to become cost-effective charging hubs.
It said HyperCharge can be installed anywhere, particularly in locations that need to charge a lot of vehicles at the same time, and the technology’s modular system enables it to be installed 70% faster than other charging systems. By Graham Hill thanks to Fleet News
Soaring energy prices could lead to increases in the price of new cars, SMMT chief executive Mike Hawes has warned.
Vehicle manufacturers are already facing a rise in the cost of materials such as lithium and cobalt, key to electric vehicle production, with some experts expecting this alone to be enough to push vehicle prices up as the car parc increasingly electrifies.
However, Hawes said the cost of energy will become the industry’s most pressing challenge once the ongoing semiconductor supply issue is resolved.
“There is the expectation will improve as the year goes on, particularly in the second half of the year, but there will still be ripples into 2023,” said Hawes, speaking at a media event where it was announced that the number of cars produced in the UK in 2021 fell 6.7% to 859,575 units.
“If the semiconductor issue can be resolved, energy will be the most immediate and pressing challenge as we can see what’s coming down the line in terms of price increases.
“The margins on volume car manufacturers are wafer thin and energy will potentially be going up 50%, 60% or 70%.
“There were vehicle price increases last year and, like any other manufacturing sector, if you’re facing increasing input costs, it is going to pull pricing up.
“But manufacturers will always do everything they can to mitigate those costs, either through investment or reductions in other areas.”
This means EVs could face a pricing double whammy. Typically a battery accounts for around 40% of the cost of making a BEV, with the cost of producing them having fallen by almost 90% in the past 10 years.
Figures from Bloomberg New Energy Finance show the inflation-adjusted price of battery packs for cars was $1,200 per kWh in 2010. This had fallen to $132 last year.
The impact this has on the cost of producing an EV is significant. Assuming a kWh price of $132, it would have cost $6,000 to produce a 50kWh battery last year. In 2010, this would have been $60,000.
Prices of many of the elements used in EV battery production rose sharply in the second half of 2021: for example, battery-grade lithium carbonate rose to a record high of $41,060 per tonne, more than five times higher than last January, cobalt doubled to $70,208, while nickel jumped 15% to $20,045 a tonne.
“We’ve got an ever-increasing reliance upon elements such as nickel, cobalt, lithium, manganese and copper for EV batteries,” said James Nicholson, partner in advanced manufacturing and mobility at EY.
“For a while now, a lot of those commodities have had supressed prices and there’s a strong chance that as demand goes up and these metals become quite scarce, we will see some of those material prices continue to lift.
“That’s going to put a pinch point on the cost of the materials that go into battery cells and that could lift the price to the carmaker and eventually the consumer.”
James Frith, head of energy storage research at Bloomberg New Energy Finance, added: “This creates a tough environment for automakers, particularly those in Europe, which have to increase EV sales in order to meet average fleet emissions standards,” says
“These automakers may now have a choice between reducing their margins or passing costs on, at the risk of putting consumers off purchasing an EV.” By Graham Hill thanks to Fleet News
Tracker has revealed that the Range Rover Sport has been named the most commonly stolen and recovered vehicle for the third consecutive year.
Analysis of data by the stolen vehicle recovery (SVR) company, Tracker Network UK, shows that Range Rover and Land Rover models dominated in 2021, with a total of seven models accounting for almost half (44%) of all stolen cars recovered by Tracker last year.
Mercedes-Benz accounted for almost one in five (18%) vehicles the company recovered.
With keyless car entry systems becoming increasingly commonplace, Tracker says it is no surprise that keyless theft has risen to an all-time high; 94% of all vehicles recovered by Tracker in 2021 were stolen without the thief having possession of the keys.
Clive Wain, head of police liaison for Tracker, says that due to the pandemic, global demand for car parts has created a boom in ‘chop-shops’ – buildings which house stolen vehicles for stripping down so their expensive parts can be sold on.
Furthermore, according to Wain, the lack of parts for new car manufacturing resulted in a surge of sales in the second-hand car market, creating a lucrative business for car thieves to fill the shortage.
“Prestige models have always been the go-to for criminals who exploit the demand for these desirable cars in territories like Europe, Middle East and Africa,” he added.
“We are continuously intercepting shipping containers packed with stolen vehicles at ports around the country and 2021 was no different. However, due to the pandemic lower value cars have also seen an increase in theft rates.”
The BMW X5, which has held the top spot in Tracker’s league table six times in the last ten years, slides down from fourth place in 2020 to fifth position in 2021.
The Audi A4 makes its first appearance since 2011, holding position nine alongside the Mercedes-Benz C-Class. The Audi Q7 sneaks in at number 10, the first time to feature in the Tracker league table since its inception in 2009.
Wain concluded: “Whatever the value of a car, an important barrier to stop thieves is using traditional physical security devices like steering wheel locks and wheel clamps.
“In addition, placing the key fob into a signal blocking pouch which is lined with layers of metallic material, will stop a key’s signal from being intercepted by would-be thieves.
“However, thieves are increasingly determined and employ sophisticated methods too. In the event of a vehicle being stolen, an SVR solution will significantly increase the chances of it being quickly recovered and returned before it’s sold on, stripped for parts or shipped abroad.”
In my book Electric Car – The Truth Revealed I announced the fact that portable chargers were available to charge up to a maximum of 75 miles but they were heavy and cost an eye-watering £8,000. At the time I mentioned that a new portable charger was being worked on and that it would be much cheaper. It will finally be here later this year.
One of the major obstacles facing those considering transitioning to electric cars and fleet-decision-makers seeking to electrify their fleets is the question of not having access to home charging.
Where an organisation doesn’t operate a back-to- base model in which vehicles are charged at a depot, this means a driver is reliant on off-street, destination or rapid charging, all of which are potentially less convenient and/or more expensive than charging at home.
This is an issue ZipCharge aims to tackle with its Go unit.
Founded by Richie Sibal and Jonathan Carrier, the London-based company has developed a portable charger.
It is the size of a small suitcase, weighs from 25kg and contains lithium-ion batteries with capacities of either 4kWh or 8kWh.
This can be charged at a domestic three-pin socket before being transported – it is wheeled and has a retractable handle, again, similar to a suitcase – to the vehicle where it will take either 30 or 60 minutes to transfer its charge to the BEV, dependent on the version of Go being used.
This is, says Carrier, enough charge to power a BEV for up to 20 miles (4kWh version) or 40 miles (8kW), which means it can be used in place of a home charger or in a number of other situations to help a fleet increase efficiency and reduce charging costs.
“ZipCharge Go was entirely conceived with the fleet market in mind,” says Carrier.
“We’ve done a significant amount of work over the past year-and-a-half speaking to a range of different prospective customers.
“We’ve been fortunate that we’ve had the privilege of speaking to car rental fleets, to car-sharing, to return-to-base operations through to logistics providers.
“We’ve had the opportunity to learn from them – not to pitch our solution, but to gain an understanding of what their needs are.”
Automotive industry experience
Both Carrier and Sibal are steeped in automotive industry experience. Sibal has spent more than 20 years in electronics, software and systems engineering and leadership at manufacturers including McLaren Automotive, London Electric Vehicle Company (LEVC)/London Taxi, Lotus Sportscars and Gordon Murray Automotive.
Carrier has worked for a similar time in product planning, commercial and strategy at OEMs and start-ups including McLaren Automotive, JLR, Mazda and Fiat. The pair worked together at McLaren.
“My career has been in product planning and product strategy, which means I’ve been involved in conceptualising a product from the ground up, working with the designers and engineers to say who is the market? What’s the car for? How will they use it? How do you deliver it?,” says Carrier.
“In the car industry we’re absolutely focused on total cost of ownership (TCO) and, particularly, fleet users.
“I’ve done it with cars like the Jaguar XE, for example, and we’ve applied exactly the same philosophy in the conceptualisation of a car as we have to this charger and, therefore, incorporating the needs of the fleet market.”
Sibal began developing the product in March last year, with Carrier joining in October.
“Many fleets will typically operate on a daily mileage of somewhere between 20 and 50 miles, and our 8kWh can deliver up to 40 miles, so it’s well suited to the daily operational needs those fleets have.
“However, we recognise that not all fleets are homogenous in terms of their driving distances and profiles, so we don’t see the Go as a solution for every fleet in every circumstance.”
He says that as well as a replacement for a home charger, the Go can be used in a variety of ways to help fleets optimise their operations.
Destination charging
Carrier says this includes using the Go for destination charging to fit the process into a vehicle’s daily operation.
“If you take fleets that have a 30-minute to one-hour dwell time where an engineer may, for example, be mending a boiler or servicing a photocopier, they can use that time to charge their vehicle using Go no matter where they are parked,” he says.
“Allowing a fleet to charge during its normal operations increases the range of a vehicle, not only by the mileage from a Go unit, but by the distance the vehicle would have to drive to a charge point.
“It also increases the efficiency of the asset because it charges while the employee is doing their job, so it reduces downtime as well.
“This is a far more efficient way of deploying charging. It fits around how a fleet would otherwise operate the vehicle and increases the efficiency of the asset which, ultimately, improves the customer service of their end operation.”
The Go also has a three-pin plug socket which means it can be used to power tools and equipment which would otherwise be powered by electricity generated by diesel.
“It can reduce CO2 emissions that way as well,” says Sibal. “4kWh is quite a lot: a domestic home uses about 4.4kWh a day if it doesn’t have electric heating.”
Carrier says the Go can also be used to complement depot-based chargers which may reduce any need for a costly upgrade to a depot’s grid connection or reduce the number of chargers which may be needed.
The unit will also be able to integrate with transparency and efficiency.
Sibal adds: “We’re designing the back office from scratch, which allows us to develop a rich API (application programming interface) that will allow our cloud network to interact with any fleet network in accordance with their requirements.
“Just like fleet managers have fleet management software, if they take a take a large number of the units, we will provide them with charger management software.
“That will allow them to learn and optimise the deployment of the chargers to where they can be most effective for their fleets.
“Therefore, the API interfaces with their fleet management software, not only for utilisation and TCO tracking but, critically, as and when they deploy their vehicles, how and when the ZipCharge Go should be deployed and to which vehicles to maximise its utilisation and therefore the efficiency gain a fleet can realise.”
First units due Q4 2022
ZipCharge will begin trials with select partners from next spring with a delivery of the first units to customers expected in quarter four.
“We are looking for fleet partners who would be willing to work with us so we can get some realworld learning and feedback,” says Carrier.
“We want some tangible data that we can share publicly that says ‘this is the real impact and benefit’ and then, hopefully, that becomes a trigger for other fleets to go ‘that’s worth looking at’.”
Go will be available to buy either outright (price has yet to be announced) or leased through a subscription from £49 a month.
Further product development is due to follow.
“We have a roadmap over the next six-to-eight years, where we have forecast and planned in improvements in battery chemistry and energy density,” says Carrier.
“This means we can either make that 4kWh unit lighter with the same energy, or keep the weight the same and increase the energy density.
“We have plans for a range of different products as well as how those are deployed, but we are not talking about those at the moment.
“They are all a part of delivering our vision and that vision is to democratise EV charging so we can allow anybody to charge no matter where they park.” By Graham Hill thanks to Fleet News
Users of autonomous vehicles should be legally protected in event of a collision, a new report suggests.
The Law Commission of England and Wales and the Scottish Law Commission have published a joint report, making recommendations for the safe and responsible introduction of self-driving vehicles.
Under the Law Commissions’ proposals, when a car is authorised by a regulatory agency as having “self-driving features” and those features are in-use, the person in the driving seat would no longer be responsible for how the car drives. Instead, the company or body that obtained the authorisation – typically the vehicle manufacturer should face regulatory sanctions if anything goes wrong.
The report recommends introducing a new Automated Vehicles Act, to regulate vehicles that can drive themselves and suggests that a clear distinction should be made between features which just assist drivers, such as adaptive cruise control, and those that are self-driving.
Nicholas Paines QC, public law commissioner, said: “We have an unprecedented opportunity to promote public acceptance of automated vehicles with our recommendations on safety assurance and clarify legal liability. We can also make sure accessibility, especially for older and disabled people, is prioritised from the outset.”
Modern vehicles are fitted with many driver assistance systems and the report anticipates that, in future, these features will develop to a point where an automated vehicle will be able to drive itself for at least part of a journey, without a human paying attention to the road. For example, a car may be able to drive itself on a motorway, or a shuttle bus may be able to navigate a particular route.
The report follows a consultation into the legal ramifications of autonomous driving technology.
The Law Commissions recommend a new system of legal accountability once a vehicle is authorised by a regulatory agency as having self-driving features, and a self-driving feature is engaged.
The person in the driving seat would no longer be a driver but a “user-in-charge”. A user-in-charge cannot be prosecuted for offences which arise directly from the driving task. They would have immunity from a wide range of offences – from dangerous driving to exceeding the speed limit or running a red light.
However, the user-in-charge would retain other driver duties, such as carrying insurance, checking loads or ensuring that children wear seat belts.
If the vehicle drives in a way which would be criminal or unsafe if performed by a human driver, an in-use regulator would work with the carmaker to ensure that the matter does not recur. Regulatory sanctions would also be available to the regulator.
In the case of autonomous taxis or minibuses, where there is no driver, any occupants of the vehicle would simply be passengers. Instead of having a ‘user-in-charge’, a licensed operator would be responsible for overseeing the journey.
Matthew Avery, chief research strategy officer at Thatcham Research, an organisation which was part of the consultation for the Law Commissions’ report, said: “The transition to safe introduction of automation with self-driving capabilities is fraught with risk as we enter the early stages of adoption.
Today’s report is a significant step, as it provides important legal recommendations and clarity for the safe deployment of vehicles with self-driving features onto the UK’s roads.
“In the next 12 months, we’re likely to see the first iterations of self-driving features on cars on UK roads. It’s significant that the Law Commission report highlights driver’s legal obligations and they understand that their vehicle is not yet fully self-driving. It has self-driving features that, in the near future, will be limited to motorway use at low speeds.
“The driver will need to be available to take back control at any time, won’t be permitted to sleep or use their mobile phones, the vehicle won’t be able to change lanes and if the driver does not take back control, when requested, it will stop in lane on the motorway. It is critical that early adopters understand these limitations and their legal obligations.”
The report has been laid before Parliament and the Scottish Parliament. It will be for the UK, Scottish and Welsh Governments to decide whether to accept the Commissions’ recommendations and introduce legislation to bring them into effect. By Graham Hill thanks to Fleet News
Gridserve is looking to increase its cost of charging again since it increased its cost of charging an electric vehicle (EV) on its network in January, blaming spiralling costs impacting the energy sector.
In January pricing for medium power chargers – typically 60kW – which are primarily located at motorway service areas is increasing from 30p to 39p per kWh with immediate effect.
However, it said that pricing for high power chargers – up to 350kW – located at its newly developed Electric Hubs (of which it currently has 13 in construction), is 45p per kWh.
It is also keeping pricing at 39p per kWh – even for 350kW chargers – at its Electric Forecourts thanks to onsite solar generation and battery storage which gives the company more control over energy and distribution costs.
Gridserve says that it recognises the better the economics are for using EVs versus petrol or diesel, “the quicker people will make the switch”.
It is why the company says it is investing in new solar energy and battery projects which help to protect customers against the type of price hikes and instability that is currently affecting the energy market.
Gridserve says it wants to revolutionise EV charging across the UK, following the acquisition of Ecotricity’s Electric Highway network in June 2021.
It is expecting to open more than 20 ‘electric hubs’, each featuring 6-12 x 350kW ultra high-power electric vehicle (EV) charge points with contactless payment, at motorway service stations across the UK by Q2 2022.
The majority should be installed by the end of March, with a further 50 additional electric hub sites set to follow.
Two Electric Forecourts situated adjacent to major transport routes and motorways, including a flagship site at Gatwick Airport and Norwich, are also in construction, due to open in 2022.
Several additional Electric Forecourt sites now also have planning permission including Uckfield, Gateshead, Plymouth and Bromborough, with more than 30 additional sites also under development as part of the company’s commitment to deliver over 100 Electric Forecourts.
Gridserve’s price hike follows InstaVolt raising its prices from 40p/kWh to 45p/kWh from December 1, as a result of the increases in the wholesale price of energy.
BP Pulse also increased its prices from December saying that the charging network was “no longer able to absorb the rising costs”. By Graham Hill thanks to Fleet News
New figures show the growing disparity between the relative success of electric vehicle (EV) charging device grant schemes.
The Department for Transport (DfT) statistics show there are more 250,000 home charging devices, but just 2,038 devices installed through the on-street residential charging scheme.
As of January 1, the Office for Zero Emission Vehicles (OZEV) funded grant schemes – the Electric Vehicle Homecharge Scheme (EVHS) and its predecessor the Domestic Recharging Scheme (DRS) – had delivered 277,030 domestic charging devices since 2013, with 88,624 device installations funded since January 1, 2021, an increase of almost 60%.
Meanwhile, the Workplace Charging Scheme (WCS) had funded the installation of 22,977 sockets in workplace carparks at the start of the year since the scheme started in 2016.
It had funded 9,648 sockets installations since January 1, 2021, an increase of 72%.
However, as of January 1, the On-Street Residential Charge Point Scheme (ORCS) had funded just 2,038 public charging devices for local authorities in the UK.
The DfT says that 435 on-street charging devices were installed after being claimed for by the local authorities in the previous three months, while funding has also been awarded for 4,539 additional ORCS charging devices to be installed in the future.
Jack Cousens, head of roads policy for the AA, said: “On-street residential charge points are key for the 40% of households without dedicated off-street parking and we need to see significant investment in this area.
“As a previous AA investigation showed, many councils don’t have plans to install on-street chargers and some that have been granted funds have used it to install in town centre car parks.”
The AA found that just one in six English councils had installed on-street charge points in residential areas in 2020.
Cousens continued: “There is also a danger that policy-makers think on-street charging is only an urban issue, but there are many rural communities that need on-street charging infrastructure.”
The AA is also urging the Treasury to cut VAT to 5% for on-street charging, mirroring domestic charging rates to avoid the creation of a two-tier system.
“We also believe that the scaling back of the home charging grant from 1 April sends the wrong message at a time when EV sales are booming.
“With the right incentives and support, the Chancellor could turbo-charge the electric revolution in his Spring Statement.”
The Association of Fleet Professionals (AFP) has been asking fleet owners and operators to provide information on the locations of their current and expected demand for kerbside charging facilities.
It is using the data to construct a national map showing street-by-street demand for electric vehicle (EV) kerbside charging. By Graham Hill thanks to Fleet News
A reduction in car travel by a quarter is needed by 2030 if the UK is to stay on track to achieve net zero emissions, a new report suggests.
Transport is the fastest growing source of global greenhouse gas emissions and biggest polluting sector of the UK economy, says Greener Transport Solutions.
It is calling for an urgent re-think on the UK’s transport decarbonisation strategy as it publishes a new report: Pathways to Net Zero – Building a framework for systemic change.
The report concludes that technological solutions will be insufficient to hit net zero in the UK. Urgent focus must now be given to traffic reduction, it says.
Transport emissions in the UK are only 3% lower than they were in 1990. People have driven more and in larger vehicles as engines have become more efficient.
The Major of London has pledged 27% reduction in car miles by 2030. The Scottish Government has pledged a 20% reduction.
Research for the Green Alliance shows that a reduction in car kms of 20-27% by 2030 will be needed.
Global greenhouse gas (GHG) emissions must halve by 2030 to stay within 1.5C. However, after a reduction caused by lockdowns GHG emissions have bounced back and are set to rise strongly this year.
Latest figures from the International Energy Agency show that carbon emissions rose to their highest levels in history in 2021 after the world rebounded from the Covid pandemic with heavy reliance on fossil fuels.
CO2 emissions linked to energy climbed 6% last year. Transport has the highest reliance on fossil fuels of any sector and accounts for 37% of CO2 emissions from end‐use sectors.
Claire Haigh, founder and CEO of Greener Transport Solutions, said: “At a time of rising geopolitical uncertainty, insecurity of supplies, and escalating fuel and gas prices, it becomes more critical than ever to design policies in a way that avoids unintended consequences and ensures a fair and just transition to net zero.
“We need a massive shift to clean technologies, but we must also reduce energy demand. Energy demand reduction supports the three key goals of energy policy: security, affordability and sustainability.
“Our climate is heating up at great speed. We have less than a decade to get on track. We cannot rely on technological solutions alone. Traffic reduction will also play a critical role.”
Greener Transport Solutions is a not-for-profit organisation dedicated to the decarbonisation of transport. By Graham Hill thanks to Fleet News
