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I was reading a report prepared by road safety charity Brake, about the mental health of company car drivers the other day. The report was rather worrying because it was calling for companies to up their game in this area and identify earlier mental health problems that could affect their drivers.

However, as I read the report I started to think that this situation affects all drivers not just company car drivers so whilst companies could have checks in place, what checks are there when it comes to non-company car or business drivers? The report points out that whilst a happy driver with a positive attitude is not necessarily a safer driver, nor does it mean that a driver with mental issues will not make a perfectly good driver but psychologists have shown that poor attitude and a negative state of mind can adversely affect driver safety.

There is also little information regarding the state of a driver’s mind following an accident. So when an accident occurred as a result of a car going out of control the blame is often put down to tiredness or distraction rather than a sudden attack of depression. This can take the driver into a very dark place leading to suicidal thoughts. And this is worrying.

Companies have and will encourage employees to talk about mental issues which still carries a stigma. Brake wants companies to take this further and in the same way that businesses ensure that their vehicles are properly maintained and roadworthy similar checks on their drivers should also be put in place with drivers’ mental health assessed.

In a response reported in Business Car, Alison Moriarty, road risk and compliance manager for Skanska agreed with the views expressed by Brake but added potentially risky conditions for drivers which included depression, that could make them unconcerned for their own and others’ safety, and anxiety, which could cause sufferers to experience periods of unintended helplessness close to a state of paralysis – potentially dangerous when drivers may need to take split-second decisions to avoid a crash.

A string of recommendations was made to make it easier for employees to discuss mental problems and the importance for businesses to understand and react to the issues when identified. All good news which will hopefully make driving safer but the same checks and balances should also be applied to non-business drivers. Whilst it is believed that business drivers spend more time alone with little interaction with others with whom they can discuss their feelings the same must apply to those who don’t drive as part of their job.

I find it all very worrying. Maybe crashes need more investigation into the mental health of those involved and in-car telematics could be used to check for erratic behaviour. More certainly needs to be done in this area until all cars become driverless. By Graham Hill

As you know, if you read my newsletters, you will know that phase 1 of the exercise has been underway for nearly 12 months. Worldwide harmonised Light vehicles Test Procedures (WLTP) were introduced last September. After the 1^st September this year the same Euro 6 rules will apply to all vehicles but only vehicles that have been tested under the new WLTP rules and meet the Euro6 requirements can be sold.

This means that some cars that have only been tested under the old NEDC test procedures can no longer be registered. This meant that we expected a massive surge in the pre-registration and sale of the old model tested cars – it hasn’t happened. The manufacturers and dealers have been canny enough to make sure they weren’t carrying lots of old tested cars and vans meaning that they haven’t been applying massive bonuses as some expected them to do – me included!

Now bear with me because it gets a little confusing. The easy bit concerns the brand new model cars, let’s call them 2019 model cars. They have been re-designed to receive the approval so the CO2 and mpg figures are now more accurate and as a company car driver you will pay benefit in kind tax per the latest CO2 readings.

If you are driving a pre WLTP car they will still be tested and the new CO2 figures declared which, in most cases, are higher than the old NEDC figures. So to avoid sudden increases in BIK tax the revenue came up with a formula to apply to the new figures that will take the readings back to roughly where the old NEDC figures stood, known as the NEDC correlated figures. This will last till 2020.

The complication gets worse when the Real Driving Emissions test (RDE) is introduced from 1^st September. This involves equipment attached to new cars to measure emissions and mpg in real world driving conditions as opposed to the WLTP tests which are carried out in laboratory conditions. At the moment the Government has neglected to explain how the RDE tests fit in with the WLTP tests when it comes to all areas of vehicle-related taxation between now and 2020. In fact they haven’t released details relating to taxation post 2020 so anyone looking to take out a lease for a business car could be in for a shock when they receive their tax bill. It’s a disgrace! By Graham Hill

They are coming! In a survey carried out by the British Vehicle Rental and Leasing Association (BVRLA), they found that 40% of small and medium-sized companies were unaware that CAZ’s would be introduced into UK towns and cities as early as next year. I would hazard a guess that even fewer consumers would be aware of the changes.

The survey also found that 38% were unaware that CAZ’s would involve charges for all but the most modern and least polluting diesel cars. The BVRLA advise that the charges in some cities could be as high as an eye-watering £100 per day for an HGV and £12.50 per day for other vehicles such as taxis and vans.

In addition, some local authorities have announced plans to charge drivers of more polluting diesel cars a CAZ-entry fee. Leeds, Derby, Nottingham, Southampton and Birmingham have been told to introduce CAZ’s by 2020 whilst a further 23 local authorities have been earmarked for CAZ implementation and a further 33 are considering what approach to take as part of their air quality strategy.

If you live or drive into London you could be in for a shock! From April 2019 they will be introducing a 24/7 Ultra-Low Emission Zone which is then set to extend to an area 18 times larger than its initial size by 25^th October 2021. No that isn’t a typo, it is 18 times the size!!

I agree with Gerry Keaney, CEO of the BVRLA who said to Business Car, ‘Unless more is done to publicise the impact of these various CAZ’s and mitigate their impact, hundreds of thousands of businesses across the country will be hit with a regional road transport tax that will bring additional cost and confusion at a time when firms are already dealing with Brexit-related economic uncertainty.’

I also agree with the BVRLA who have called for policy-makers to introduce a range of measures to help fleets to transition to cleaner vehicles. This should include restricting the use of CAZ’s to essential areas keeping them as small as necessary.

With the widespread introduction of CAZ’s, there needs to be an element of standardization introduced. This should include such things as signage, communications, exemptions and application. It seems wrong that you should be able to travel into one town centre in your car without a fee whilst being charged in another.

One suggestion is to award mobility credits to drivers of older diesel cars that will allow them to travel at reduced rates on public transport, car hire and car share if they agree to scrap their old polluting cars. Personally, I can’t see that happening, especially if the drivers live in the country with poor transport access.

If someone had said to you just 5 years ago that technology will have progressed to the point where you could get out of your car, in front of your garage or beside a parking space, press a park button and the car would park itself – you’d have thought they’d overdosed on something dodgy!

Apparently, the technology has been about for years but the law has prevented car manufacturers from fitting it to new cars because in order to drive or park a car you must be behind the wheel. Some manufacturers have an app that you can use on your mobile device to park the car so even though you could still be sitting in the car it’s still illegal to use a mobile device whilst in control of a vehicle.

After representations from motor manufacturers, insurers and haulage companies the Government held a consultation on changes to the Highway Code and relevant regulations earlier this year. As a result, changes have been introduced that allow drivers to use a remote control parking device if they are within 6 meters of their vehicle.

Whilst still not 100% clear it would seem that you could use the remote parking on your mobile device if sitting in the car because you have passed control of the car over to the car itself. This will be great for larger cars, having to negotiate tight parking spaces as well as parking your car in a garage that isn’t wide enough to park the car and open the driver’s door.

This is now law and some manufacturers already have these devices available such as Mercedes, Peugeot and Jaguar. Many have applauded the new technology believing that it opens up more parking spaces that may appear too tight but with the aids fitted could shoe-horn your car into the space available. Personally, I feel people should learn to park and as my dad used to say – ‘just something else that can go wrong’. By Graham Hill

Mercedes announced earlier this year that their Plug-In Hybrid Electric Vehicle (PHEV) E and C Class cars would be diesel-electric as opposed to the majority of PHEV’s which are petrol-electric. As most people know, diesel cars already emit less CO2 than their petrol equivalents so by adding the diesel engine to a 90KW electric motor the CO2 emissions reduce even further.

So whilst some manufacturers reacted far too quickly (in my opinion) to the adverse reporting on diesel engine emissions by removing diesels from all future development some are embracing the combined benefits of diesel-electric compared to petrol-electric. But as with normal diesels the picture is far from clear. No thanks to the Government.

For example, Peugeot had a diesel-electric plugin but due to poor sales announced in 2016 that it would be dropping it. In 2012 Volvo had a diesel-electric plug-in but dropped it in favour of petrol-electric followed by recent announcements to go all-electric next year (2019) with every car they sell having an electric motor.

Audi and Landrover favour a diesel-electric in the larger 4WD models although the new Land Rover models will be produced with petrol-electric combinations. Then there is Kia who announced earlier this year that they would be jumping on the diesel-electric boat with the launch of a Sportage and Ceed with diesel-electric power in 2018.

Confused? Yeah – me too! By Graham Hill

According to the RAC, the UK’s pothole problem is getting worse, not better as it should be by now. The number of cars damaged by pothole strikes is at a 3 year high.

Data released by the RAC shows that 4,091 motorists reported breaking down between April & June 2018, the highest 2^nd quarter in 3 years – as a result of snapped springs, damaged shock absorbers and distorted wheels along with other pothole caused damage.

RAC Chief Engineer said councils were ‘not winning’ the battle against potholes. ‘Despite further emergency funding from central government, their budgets are even more stretched than in previous years. The overall quality of our roads should be getting better, not worse,’ he added.

I fear that it will take a major accident caused by a driver losing control of his car having hit a pothole before the Authorities finally take the situation seriously. By Graham Hill

How many times have you driven along a massive stretch of roadworks with a speed limit of 50 miles per hour only to get to the end without so much as a sniff of a worker? Annoying isn’t it? Well, following complaints Highways England is now looking at the situation with a view to possibly increase the speed limit from 50mph to 60mph when it isn’t putting workers at risk.

The counter argument has been put forward in the past that when long-term motorway roadworks are being carried out the lanes are reduced, a good reason why the limit should be brought down as it reduces the danger to drivers also. But without workers in danger, it is felt that the limit could still be increased to 60mph to improve traffic flow.

As an example, they mention weekends when the limit could be increased to 60mph on Sundays then reduced back to 50mph ready for Monday. They are also looking at the possibility of retaining the 50mph limit when commuting to work but return home with a limit of 60mph and in places where the workers are some way away from the traffic lanes. Jim O’Sullivan, Highways England Chief Executive, said that whilst motorists appreciate the need for road works they also find them frustrating.

They have already carried out pilots with permanent limits of 55mph and 60mph but this is the first time they have considered switching limits – no doubt using latest technology. If they introduce this new scheme it should improve traffic flow. The sooner the better as far as I’m concerned. By Graham Hill

Years ago when I was working in industry I was a Cost and Management Accountant. We manufactured, installed and leased fire alarm and hotel communications equipment. We developed a new fire alarm system to meet the new fire alarm laws that were being introduced into small public buildings, scout huts, church halls, meeting rooms etc.

Our designers came up with a swish control panel which was latest technology with transistors and other miniature gubbins. It made the unit much smaller and also cheaper to make. Before going into production our chairman, himself an engineer, wanted to see this newly designed product line. He collected me en-route to the design department and I went through the costings – he was impressed.

However, when he saw the miniature size of the unit I saw his face drop. He asked the sales director how much we were leasing the unit for and how much we were selling it for cash? After hearing what we were selling the unit for he turned to the head designer and said ‘Double the size of the box’. The designer said, ‘But sir we don’t need to put it into a bigger box’. The chairman’s answer was, ‘You do if we’re going to sell it for £500’. The box size was doubled and the inner workings remained the same.

So what has this lesson in perception have to do with cars? Well, it seems that in these times of miniaturisation the most popular cars are the big and bulky SUV’s. Just about every manufacturer has some sort of 2WD or 4WD SUV in their range with the likes of Audi, Mercedes and BMW having up to five, six or even seven in their line up.

Motoring experts describe them as boxy, raised hatchbacks with high running costs and compromised road handling. Totally impractical, unable to fit into most garages or parking spaces. But the manufacturer’s love them because, without a doubt, they are the most profitable cars in their ranges. Big is best as they charge disproportionate amounts for these cars compared with their smaller saloon car equivalents.

According to Audi’s product marketing chief, Jens Meier, the SUV proliferation has helped to benefit the wider car manufacturing industry. As he explained to Auto Express, the increased profit generated from SUV sales is helping to finance development work in the sports car division, cars such as the TT, RS5 and R8. He sees their advancement in sports car design as a bi-product of SUV success.

Very often the SUV’s share the same platform with saloon cars in the range along with engines and other mechanicals but the big skin adds substantially to the perceived costs by customers who pay more for the jacked up versions whilst the manufacturers wring their hands with joy. My old boss had it right all the time! By Graham Hill

Traffic on UK roads is at an all-time high according to the latest statistics from the Department for Transport (DfT). Car traffic reached 254.4 billion miles in 2017 with overall traffic up by 1.3% on the previous year to 327.1 billion miles.

Van traffic increased to its highest level also, up 2.7% to 50.5 billion miles. Cycle traffic showed the biggest increase in percentage terms, up 3.1% to 3.3 billion miles. Bus and coach traffic dropped by 3.4% from 2.5 billion to 2.4 billion miles.

Finally, motorcycle traffic remained pretty much the same. So what does this tell us? Best to ask a few experts, some of whom apparently hold the view that traffic patterns will be changing as people change from car ownership to car usage. I agree with the switch away from car ownership but rather than a mix and match between using a car, train, bus, plane, autonomous vehicle, cycle, walking etc I see the move from owned cars to leased or rented cars with the exclusive use of the driver.

I can’t envisage a time when the vast majority of the population would be happy to plan every trip rather than walk out in their onesy and slippers, jump into their car, drive to Tesco Express and buy an emergency pint of milk, loaf of bread and bar of chocolate rather than wait for a bus either way or order an Uber.

Having said that, I have friends in London who have never owned a car so what do I know. Better turn to those in the know. According to the SMMT new vehicle sales dropped to 2.5 million in 2017 down for the first time in 6 years. They are predicting a further drop this year of 5.1% to 2.4 million new vehicles.

Christoph Domke of KPMG predicted that if this trend continues we will also see a decline in manufacturers. We have 27 at the moment but he suggests that within 10 years this could decline to just 10. An interesting statistic was the rise in access to a car in each household. In 1951 it was as low as 15% but in 2016 that had jumped to 77%.

However, dig a little deeper and it can be seen that families in the lowest income level fare much worse with just 44% of households having access to a car. This has led to confusion. Lowest income families may actually be leading the way to Mobility as a Service (MaaS) the latest buzz expression. Behind the expression is the mix and match of cars, trains, taxis, car shares, autonomous cars etc.

But lower-income families use public transport more because of necessity rather than a planned structured approach to mobility. So will we ever see the day when the majority, if not all, vehicles on the road are driverless and driven by electricity? Motorbikes create a challenge I think, not only to become driverless but also to be spotted and avoided by driverless cars. I mean some motorbikes are capable of 180 miles per hour – that is bloody fast.

On the other hand specialist company MaaS Global launched its app called ‘Whim’ in the West Midlands in April 2018. It offers multi-modal transport alternatives to car ownership. Within the first month there were 3,000 downloads of the app which combines access and payment for various types of transport including public transport, car hire and taxis.

The general consensus was that this could work well in larger towns and cities but it wouldn’t be so attractive in rural areas where public and even private transport links are nowhere near good enough for such a scheme to work. Time will tell! By Graham Hill

For most people WLTP probably doesn’t mean a lot but for anyone in the motor industry it’s been an absolute pain over the last 12 months. It stands for the Worldwide harmonised Light vehicle Test Procedure. It’s an attempt to get all vehicles properly tested, following the VW emissions debacle, making it more difficult to fiddle the results.

New model cars for this year had to be approved using the new testing criteria. The tests were still carried out in the rolling road laboratories but instead of self-testing examiners were in attendance to oversee the testing and the tests were more involved and took much longer.

A few failed but when the new models were designed they took the changes into account so most successfully got the approval they were looking for at the first time of testing, keeping them in the same emissions brackets. However, the next phase was to test existing models which caused major challenges as they were found to be way out.

An even bigger challenge was not so much carrying out modifications on the production lines in order to make new cars (but old models) compliant and back to their previous readings, it was the time it was taking to wait for a re-test. The authorities hadn’t allowed for the massive increase in test facility requirements for not only cars that had previously been tested but the re-test requirements.

Cars that were tested under the old regime must be sold by the end of August so we’ve seen some extra discounts but we’ve also seen orders and production lines shut down whilst manufacturers have carried out modifications to their engines and exhaust systems in order to make their latest production compliant.

In an effort to reduce the burden the DfT has allowed 10% of the manufacturer sales or 2,000 vehicles that haven’t made it through the new emissions tests to be registered after 1st September,

However, this takes us to the next challenge. The Real Driving Emissions Tests (RDE). This compliments the WLTP tests and takes us a little further towards accurate emissions tests. The RDE tests require that standard cars be fitted with test equipment for testing on real roads in real conditions.

They check amongst other things low and high altitudes, year-round temperatures, additional vehicle payloads, up and downhill driving, urban, rural and motorway road driving. So it looks like we’ll be in for even more disruption as we move to the next ridiculous level.

The fact is that everyone drives differently which provides widely differing emissions and performance results. And that’s all before we Brexit. More pain for the industry and customers. By Graham Hill