“New OEM incumbents want to heavily redefine the status quo in automotive,” said Pedro Pacheco, vice president of research at Gartner. “They brought new innovations that simplify production costs such as centralised vehicle architecture or the introduction of gigacastings that help reduce manufacturing cost and assembly time, which legacy automakers had no choice to adopt to survive.”

Gartner believes that by 2027, next-generation battery electric vehicles (BEVs) will be less expensive to construct than similar internal combustion engines (ICEs). As OEMs continue to disrupt their manufacturing operations in tandem with product design, BEV production costs will fall far faster than battery costs in the next years.

“This means BEVs will reach ICE cost parity much faster than initially expected, but at the same time, it will make some repairs of BEVs considerably costlier,” said Pacheco.

Gartner projects that by 2027, the average cost of an EV body and battery catastrophic accident repair would rise by 30 percent. As a result, automobiles involved in an accident may be more likely to be written off since the repair costs more than the residual value. Similarly, more expensive collision repairs may result in higher insurance rates or the refusal of insurance companies to cover specific automobile models.

The cost of EV repair cannot be underestimated

According to Gartner, rapid reductions in BEV production costs should not come at the expense of increasing repair costs, since this may result in customer backlash in the long term. New means to manufacture a BEV must only be used in conjunction with processes that assure minimal repair costs.

“With the perceived promise of easy gains, many start-ups gathered into the EV space – from automakers to EV charging – and some are still heavily dependent on external funding, leaving them particularly exposed to market challenges,” said Pacheco.“ In addition, EV-related incentives are being progressively phased out in different countries, which makes the market more challenging for incumbents.”

Gartner predicts that by 2027, 15% of EV companies founded since the last decade will be acquired or bankrupt.

“This does not mean the EV sector is crumbling. It is simply entering a new phase where companies with the best products and services will win over the remaining,” said Pacheco.

This implies that OEMs success in this market is now significantly influenced by their ability to meet the demands of early mass EV adopters.

As ever, the topic of EV and fleet electrification is a hot topic at the moment. Many of our clients are constantly chasing ESG targets with the TCO cost of EV and the impact of fleet budgets overall. Costs are clearly coming down for EV production but getting your fleet strategy in place is very important to ensure a sustainable and efficient fleet.

The post A new phase of Electric Vehicle production outlined by Gartner appeared first on Fleet360.

Touchscreens inside cars are becoming more widespread. Basic automobile physical controls are increasingly being replaced by icons on touchscreens rather than physical buttons.

While utilising a touchscreen is simple and straightforward to use, it does require the user to take their eyes from the road for a little period of time.

This has raised concerns for Euro NCAP, an independent safety authority for the automobile industry that evaluates cars and gives a five-star safety rating system to assist users in comparing vehicles and choose the safest option for their requirements.

As of January 2026, this safety agency will implement new regulations requiring the cars it evaluates to have physical controls for fundamental tasks in order to achieve the maximum five-star safety certification. Cars will need to employ buttons, dials or stalks to control danger warning lights, indicators, windscreen wipers, SOS calls and the horn.

This will undoubtedly be an issue for many automobile manufacturers, who have gradually included more features on their touchscreen interfaces, not least because they are less expensive to make than conventional buttons and knobs.

“The overuse of touchscreens is an industry-wide problem, with almost every vehicle maker moving key controls onto central touchscreens, obliging drivers to take their eyes off the road and raising the risk of distraction crashes,” said Matthew Avery, director of strategic development at Euro NCAP.

It is not illegal

Although Euro NCAP’s safety criteria are not legally binding, they are strongly supported by various EU governments. Automakers such as Tesla, Volvo, Volkswagen, and BMW take these safety ratings seriously, utilising them to highlight the safety of their products.

Also, while drivers and automobile manufacturers may maintain that touchscreens do not cause distractions, evidence suggests otherwise. According to a research done by the American Automobile Association (AAA), car entertainment systems divert drivers’ eyes and attention away from the road and take their hands off the wheel for potentially dangerous periods of time.

While drivers and automobile manufacturers may maintain that touchscreens do not cause distractions, evidence suggests otherwise. According to a research done by the American Automobile Association (AAA), car entertainment systems divert drivers’ eyes and attention away from the road and take their hands off the wheel for potentially dangerous periods of time.

The rise of touch screens

Some manufacturers, such as Tesla and Volkswagen, have built a reputation for hiding essential car functions behind touch-sensitive interfaces. There are plenty of complaints about such features, but equipment makers continue to promote touchscreen interfaces since they are less expensive to build than conventional buttons and knobs.

Even though Tesla reportedly supports NCAP’s stance, they are taking this one step further with the removal of the indicator and drive selector stalks. There are mounting concerns that cost cutting exercises like this can add to driver distraction. The issue concerns roundabouts. As the wheel rotates and you need to signal to leave the roundabout, the buttons will be near the top of the turn. This will make it more difficult to locate and press the buttons while steering. What do you think?

The study found that drivers who used in-vehicle technology such as voice-activated and touch-screen features were visually and cognitively distracted for more than 40 seconds while completing tasks. According to their findings, taking your eyes from the road for only two seconds increases the danger of a collision.

Driver safety is a key topic for all fleets. Read more about how you can create a driver safety culture. It is essential that however vehicle technology changes and then adapts to new thinking, the driver has to be made aware of any potential risks associated with new vehicles. There has to be a balance between new technology, cost saving exercises, driver convenience and ultimately, safety.

The post New rules could see more physical controls to ensure top safety rating appeared first on Fleet360.

The new channel for fleet related chat…

This new biweekly FleetMeet video series is co-produced by Automotive Fleet and Fleet360 to compare and contrast fleet trends occurring in both Europe and North America. The discussion is co-hosted by Hans Damen, managing partner of Fleet360, who is based in Europe; and Mike Antich, editor, Automotive Fleet magazine, who is based in the U.S. and follows North American fleet market trends in the U.S., Canada, and Mexico.

FLEETMEET EPISODE #9 – topics include:

• 0:00 Intro
• 0:25 Exploring AI and is applications within Fleet
• 0:45 Positive ramifications of AI – Hans Damen
• 1:15 What does ChatGPT think will happen and how ‘it’ can contribute
• 1:52 Safety
• 3:40 A transformation technology
• 4:05 Driver interaction and profiles
• 5:10 Vehicle comfort
• 7:10 AI will know your driver and vehicle profile
• 9:20 The virtual AI fleet manager
• 11:10 Keeping the human intelligence in place
  

READ MORE: Single or multi supply summary – making the right choice

Email your comments and suggestions for future topics of FleetMeet so we can address them!

The post FleetMeet – AI and the impact for Fleet Management appeared first on Fleet360.

This is the first time that the American brand of the Stellantis group has won this prestigious trophy, which this year celebrates its 60th edition. The all-electric Kia EV6 won the Car of The Year award in 2022.

1st place – Jeep Avenger

Jeep’s first 100% electric model achieves a range of 400 km powered by a 54 kWh battery. The iconic Jeep look was retained for the exterior design and contributes to its muscular and sporty appearance. The 4 m long electric adventurer is powered by one 115 kW (156 hp) electric motor. In addition, 24 minutes are sufficient to charge the battery from 20 to 80% charge.

2nd place – VW ID.Buzz

The re-imagined Volkswagen ID.Buzz is all-electric, fully connected with a visionary and attractive design. The sustainable ID.Buzz is delivered net-carbon-neutral, drives around emission-free and has an interior made partly from recycled and 100% animal-friendly material. It is equipped with a powerful 150 kW (204 hp) / 310 Nm electric motor and a battery with a capacity of 77 kWh, bringing the WLTP range of the Volkswagen ID.Buzz to 402 or even 423 km.

3rd place – Nissan Ariya

The all-electric coupé crossover strikes the perfect balance between power and unparalleled handling with its e-4ORCE technology, twin electric motors and unique all-wheel drive system. The spacious, electric SUV achieves an impressive range of 533 km. The Nissan Ariya features innovative technology such as the ProPILOT driver assistance system and Heads-up Display. The Nissan ARIYA is equipped with a 63 kWh battery or an 87 kWh battery and accelerates from 0-100 km/h in only 5.7 seconds.

4th place – Kia Niro

With its futuristic lines, the Kia Niro brings a stylish, sleek and striking design to the streets. The car is equipped with technological features designed for all-round connectivity. With its 64.8 kWh battery, the Kia Niro has a driving range of 460 km. It accelerates from 0-100 km/h in 7.8 seconds.

5th place – Renault Austral

The all-new Renault Austral is a mid-sized SUV with sporty design elements. The range consists of a number of electrified powertrains, culminating in a 1.2 three-cylinder turbocharged petrol engine supported by a 50 kW (68 hp) electric motor in the E-Tech Hybrid engine. The infotainment of the Renault Austral runs on Android Automotive OS.

6th place – Peugeot 408

The Peugeot 408 saloon is characterised by its dynamic “fastback” stance. Its modern elegance gives it a powerful presence on the road. With its raised ground clearance yet limited height, it looks sporty, while its flowing lines underline its aerodynamic character. The car is equipped with a powerful 115 kW (156 hp) electric motor, achieving a driving range of more than 400 km.

Subaru Solterra/Toyota bZ4X

The 4.690 m long Subaru Solterra and Toyota bZ4X SUVs are almost identical, except for different bumpers and proprietary LED headlamps for the Solterra. Subaru is launching a front-wheel drive model and an all-wheel drive model. Both versions are equipped with a 71.4 kWh battery. The front-wheel drive model is equipped with a 204 hp electric motor and has a driving range of up to 530 km. Motive power on the four-wheel drive Solterra comes from dual 109 hp electric motors, somewhat increasing its performance with a system capacity of 218 hp, and however decreasing range to 460 km. The fastest version accelerates from 0-100 km/h in 6.9 seconds.

The post European car of the year 2023 appeared first on Fleet360.

Toyota have recently looked at the searching habits across their global website and have some surprising insights into what makes a feature shortlist.

It turns out that the features that drivers aren’t interested in are those that add the least value to a car. The low interest arises from the fact that most of these features are new, uncommon, or unknown. As a result, drivers aren’t fully aware of their potential benefits. On the other hand, the features that appeal to drivers are the most helpful. They include driver aids, safety technologies, and infotainment systems. Lets take a look at the vehicles features drivers want and the ones they don’t.

10/10 – Drivers don’t want:

Massage Seats

While massage seats were often reserved for luxury cars, they are a major selling point for new modern cars. The idea of massaging seats after spending hours behind the wheel of your cay may sound appealing, But only a small percentage of drivers were willing to up spec to this premium feature.

9/10 – Drivers want:

Heated Seats

This feature emerged as the most wanted with 66% of drivers prioritising it over other features in this list. Much like leather seats, heated seats are one of the most sought-after features. Many manufacturers have begun prioritising and making them standard in many cars and vans.

8/10 – Drivers don’t want:

Fully Autonomous, hands free driving

Tesla has been at the forefront in leading other manufacturers and tech companies towards full autonomy. Proponents advocate that it’s a revolutionary technology that would eliminate human error, thus preventing road accidents and deaths.

However, it’s quite surprising how many drivers are actually interested in fully autonomous cars, according to the data. Only 7% regarded fully autonomous, hands-free driving as a worthy feature in a new car. It appears many drivers have trust issues with this new technology without forgetting its well-documented failures in the past.

7/10 – Drivers want:

Active Blind-Spot Monitoring System

Active blind-spot monitoring systems hugely impact a vehicles safety. An active blind-spot monitoring system provides the driver with a visual or audio warning whenever another car is in their blind spot. Many highly regarded this safety feature, and at 60%, it is ranked as the second most in-demand vehicle feature drivers want.

6/10 – Drivers don’t want:

Gesture controls

Biometric features are a modern car technology that includes fingerprint scanners, voice recognition, and face recognition. However, the system isn’t 100% perfect, as many car owners struggle to get it to work properly. Again, the technology’s security is a major concern to many buyers.

Gesture controls are also prevalent in new cars, and BMW is one of the few automakers making use of this technology extensively. Just like in smartphones, gesture controls let you control car features like stereo and navigation through hand gestures. But despite making good progress, only 9% of buyers want either biometric features or gesture controls on their new cars.

5/10 – Drivers want:

Front And Rear Parking Sensors

Thanks to advanced technology, more and more vehicles are equipped with powerful sensors and cameras to help drivers to get a better understanding of the car’s position while parking it.

The technology also includes front and rear cameras that send feedback to the driver through a dash-board mounted monitor. Parking sensors are today standard in many vehicles. And due to their convenience, they are highly in demand as 55% of those surveyed found it a must-have feature.

4/10 – Drivers don’t want:

Electronic/engine and exhaust noise enhancement

As the automotive world gears towards full electrification, engines are getting smaller and quieter. So, several car manufacturers use engine sound enhancement technology to give quiet cars a rather raucous engine note.

A fake engine noise and engine sound enhancement adds nothing to the driver’s experience. Therefore, it is no surprise that only 13% selected this as a desirable option.

3/10 – Drivers want:

All Wheel Drive

While 4 wheel drive was mostly offered in a few off-road-destined car models, today, the technology is filtering through to more vehicles. 54% of buyers would prefer an all-wheel drive car.

2/10 – Drivers don’t want:

Augmented Reality Heads-Up Display

Manufacturers consider augmented reality (AR) heads-up displays (HUDs) the future of connected cars. It forms part of an exclusive technology package in many cars with heads-up displays. The system projects information such as navigation and vehicle speed on the windshield.

More advanced systems are now capable of of capturing and highlighting information about your surroundings, such as road signs, pedestrians, and more. But there is always the argument about whether the technology is more of a distraction to the driver rather than being helpful. As it stands, only 14% of those surveyed consider this futuristic technology a must-have on their cars.

1/10 – Drivers want:

Apple Car Play / Android Auto integration

While manufacturers offer Android Auto and Apple Car Play as standard features on many cars today, they are still on the wish list of many car buyers. 53% of those surveyed prefer having Android Auto or Apple car Play in their cars.

And although both systems are almost identical in functionality, Apple Car Play is for iPhone users, while Android Auto is for Android-powered phones. Both features form part of a car’s infotainment system, letting you safely use everything you love about your phone while driving.

This lack of integration is also an issues for Tesla drivers where the infotainment system does not cater for user choice. Many manufacturers are now seeing the vehicle as a money earner where a pay per month model allows for richer content or features.

That opens up a whole new debate and that is for another article. In the meantime it does go to show that most drivers are sensible when adding options to their vehicles.

The decision for fleet buyers is to ensure that ADAS is part of the debate as a minimum starting point and survey data is helpful when creating a car policy.

The post 5 vehicle features drivers want and 5 they don’t care for appeared first on Fleet360.

The West’s demand for oil comes at a very high price. Russian diesel accounts for 58% of Europe’s diesel and gasoil imports in 2021. The UK imported £3.3bn of oil from Russia, which supplies nearly 20% of all the UK’s diesel. In Germany, Russian diesel accounts for approximately 11%.

Each time we fill-up a tank of diesel we typically hand Putin, and his oligarchs, 7% of that spend to help bankroll the Russian onslaught of Ukraine and undermining our own security. 

With so much diesel being used in transport – cars, vans and trucks – how can we reduce our deadly diesel trade with Russia?

The end of ICE vehicles

Sales of new cars and vans in Europe, that produce carbon emissions will be banned as of 2035. Some countries like the UK are planning to end the sale of ICE cars by 2030 and shift to new zero-emission-only cars and vans by 2035. Trucks will by 2040. This will clearly will accelerate the decline of diesel use. But changing the mix of cars on the road takes years, while we have weeks if we are to hit Putin in the pocket and help derail his assault on Ukraine and threats to our NATO allies. We need to act faster. 

Self sanctioning

The United States banned imports of Russian oil and gas as of March 2022. The UK plans to phase out Russian oil by the end of 2022. The European Union is also working on reducing its reliance on Russian fuel. European oil companies are self-sanctioning if possible, creating a chaotic market across crude and products.

While crude prices have traded at levels not seen since the 2008 economic crash, some products have hit records. People and industry will react with panic buying and others might be holding products as part of logistical strategies. Supplies will be put under strain and costs are likely to rise even further in the coming months as costs are passed onto the consumer.

The situation would be easier if we didn’t burn so much fossil fuels.

How do we reduce use of Russian diesel?

From mobility patterns to consumer buying patterns, we can reduce our reliance on Russian Diesel.

• Competition rules could be relaxed to allow haulage and delivery companies to collaborate to reduce empty running, increase loading and eliminate multiple daily deliveries.
  
• Do we need all our ‘stuff’ the next day? Should online shoppers be encouraged to reduce the frequency of deliveries?
  
• As fuel prices have soared, many people have reduced their cruising speed to gain better fuel efficiency. Should speed limits on motorways be reduced?
  
• Car sharing
  Businesses could implement car sharing programmes. Workplace travel plans typically save 14% of trips, so cutting just 10% of business and commuting miles is possible. And how about non business trips? The ‘school run’ accounts for huge congestion in the morning and evenings. Schools should be encouraged to develop travel plans that connect parents and staff making a similar trips. School buses could be increased and more children could be encouraged to cycle.
  
• 7% of car trips are less than one mile and 24% less than two miles. These ‘car trips’ could be switched to walking, (e)cycling or public transport.
  
• Driver behaviour and the way we drive and maintain our cars also has a huge effect on the amount of fuel they consume. By driving slower and more smoothly, correctly inflating the tires, removing unnecessary weight from car boots and regular maintenance savings of at least 5% and up to 10% are possible. Internal and public campaigns should be started to teach drivers how to cut their fuel use and bills. The added effect of this is an improved driver safety culture.
  

But there’s plenty more we could do to further reduce our oil use. More freight can be shifted onto rail, or cycle deliveries in urban areas. More bus lanes can speed up public transport, increasing its appeal. More cycle lanes will make it safer to ride. All these measures can complement the shift to electric vehicles.

Europe has to consider its long-term energy security and over reliance on fossil fuels. By adopting the right measures at government, company and consumer levels we can simultaneously tackle the triple threat of Russia, the cost-of-living crisis, and a climate catastrophe.

The ongoing tensions between Russia and other states are driving a new conversation. We cannot ignore the impact that this will have and continue to have for months, if not years to come. We can all take action and consider how a fleet policy can affect change.

The post How do we reduce our reliance on Russian Diesel appeared first on Fleet360.

The study reveals average speeds in the world’s most significant urban areas and highlights the hundreds of hours lost as drivers sit at standstill. Covid has had an impact on these results compared with 2019 data, but the trend shows that this issue is not going away and new thinking and strategies are required.

London leads the way…with traffic congestion!

London was most heavily impacted by traffic congestion, with drivers losing 148 hours over the year. This is despite being one of the world’s first capitals to implement a Congestion Charging zone. Paris was 2nd (140 hours lost), Brussels came in 3rd (134 hours lost), Moscow, placed 4th (108 hours) and New York placed 5th(102 hours).

INRIX also tracked the average last mile speed as 17.6km/h (11mph) in London and Paris, and 16km/h (10mph) in Brussels.

These speeds are actually faster and congestion levels significantly lower than 2019, due to lower traffic levels because of lockdowns and people working from home. Drivers in Paris, for example, saved 25 hours compared to pre-COVID measures, and average speeds in London, Paris, Rome and New York all enjoyed improvements of between 10% and 27%.

The cost of traffic congestion

INRIX calculated that congestion cost the average driver in New York $1,595 in lost time and productivity, with similar financial impacts in London (£1,211) and Munich (€740).

Data from smartphones, cars, trucks and city sensors was captured and analysed to create the Global Traffic Scorecard, which ranks congestion and mobility trends across more than 1000 cities in 50 countries.

“Access to reliable data is the first step in tackling congestion,” said a spokesman for INRIX. “Applying big data to create intelligent transportation systems is key to solving urban mobility problems. INRIX data and analytics on mobility, traffic and traffic signals, parking and population movement help city planners and engineers make data-based decisions to prioritise spending to maximise benefits and reduce costs now and into the future.”

The world’s 20 most congested cities.

What does this mean for you?

We are having many conversations on fleet electrification for the moment. For companies established in congested urban environment we include other mobility solutions as well, including discussions on the legal and tax framework of these “mobility budgets”. There is a desire from many to adapt their vehicle policy which in turn can help in a cities overall congestion health. Smarter mobility could be the answer.

Alternative transportation – can the car be a second choice occasionally?

There are compelling options to the “one car, one driver” model. For smart mobility, alternative options would need to be connected to the cloud:

• Bicycle commuting: ideal for commutes of a few miles or more miles for e-bikes/speedelecs
• Carsharing: rent cars by the minute or by the hour
• Ridesharing (carpooling): make use of the empty seats already in the system
• On-demand ride services: use personal vehicles to offer transportation services
• Buses and trains: reimagining existing transportation by integrating them into end-to-end trip plans, including how to travel the last mile home

“The challenge for offering alternative mobility solutions is the mobility profile as a big element in the mobility equation. The mobility profile is per definition personal, so mapping these profiles, the appetite and knowledge of solutions is of the utmost importance. Matching profiles and needs to existing solutions is key. Legal and tax framework are the basis for a solid mobility policy.”

Do you want to share ideas and thoughts? Do not hesitate to contact us.

The post Traffic congestion data highlights need for mobility solutions appeared first on Fleet360.

EV Efficiency and consumption

As more fleets start to electrify, it is probably worth considering the topic of EV efficiency. Driver behaviour as we know can drastically affect fuel / energy efficiency of all vehicles. However, energy use is different with an EV.

ICE efficiency and consumption are broadly the same. With an EV however, energy can be lost in the charging process, and energy is also used when the vehicle is ‘off’ waiting to be used.

An EV’s efficiency rating is therefore typically expressed in MPGe, or miles per gallon equivalent. This accounts for all the energy expended by the vehicle.

What’s all this about Wh/mi or kWh?

Most EV owners will focus on the energy their cars use to move. This because all EVs will show the ‘ev efficiency’ as you are driving along.

Whether it displays watt-hours per mile (Wh/mi), as Tesla prefers, or miles per kilowatt-hour (kWh), employed by many other EVs, drivers want to know how much energy their cars consumed over how many miles and what that means for their next trip.

But the energy consumption of the car’s powertrain, climate control, and other subsystems while driving is just one part of an EV’s overall efficiency. In an ICE vehicle, those two concepts of efficiency and consumption are one and the same. As already mentioned, EV efficiency is also affected by energy loss during the charging process and the fact that the vehicle is always in ‘standby’ mode.

DID YOU KNOW – ENERGY LOSS
Generally speaking, an EV may use 12 to 15 percent more energy than what you add to your battery. That number could be lower or higher depending on charging conditions. There are a number of reasons for this. Some energy is converted to heat, some is necessary to keep the battery at the right temperature during charging, and some is written off to what’s known as “transmission loss.”

The owner’s manual for the Tesla Model 3 says to expect about a 1 percent drop in the battery’s state of charge for every day it sits unused. However, during colder months this figure will increase as temperature reduces.

An EV’s MPGe efficiency rating accounts for all the energy expended by the vehicle. It’s a metric created to compare the energy efficiency of EVs to that of ICE vehicles by showing how many miles they can travel on the energy contained in one gallon of gasoline (the EPA defines that as 33.7 kilowatt-hours, but different fuel blends can have slight variations).

Continuing to use the Tesla Model 3 as an example:

• Most energy used during winter months
  Average = 350 Wh/mi (2.8 miles per kWh)
  
• Lease amount of energy used during summer months
  Average = 250 Wh/mi (3.9 mi/kWh)

What does that mean in MPGe?

• The 350 Wh/mi equates to approx. 95 MPG
• The 250 Wh/mi equates to approx. 135 MPGe

Keep in mind that, driver behaviour will also affect MPGe like it does with ICE vehicles. And, an EV sitting around waiting to be driven in colder months will see energy loss.

Summary

This article aims to get you thinking about the transition to EV and what the issues are. Everyone used to talk about range anxiety and this is for most drivers is not a real issue and as time passes, more vehicles are launching with greater ranges.

These MPGe numbers are far better than ICE vehicles. Across the entire 2021 model year fleet, EVs have an average WLTP combined efficiency of 99 MPGe while those powered solely by a combustion engine have an average of 23 mpg.

Switching your fleet to include EV’s is not just case of selecting an EV vehicle over a petrol vehicle. You can rely on the experience of Fleet360 to assist you in this challenging journey.

Making the switch to EV

Get in touch and lets take this forward

The post EV efficiency versus ICE efficiency appeared first on Fleet360.

Want to know more?

Take a look at the related articles below. A great starting point is aiming to understand how to electrify your fleet and how to understand driver patterns and expectations.

Electric Vehicles

Claim your 50% subsidy off our EV scans

Read More »

28th August 2020

A quick guide to the pros & cons of different vehicle powertrains

Hybrid cars

Pros	Cons
Great around town centres	Not so economical on motorway
No need to plug in to charge	No longer exempt from road tax
Better economy than regular cars	Mild hybrids aren’t full hybrids

Plug-In hybrid cars

Pros	Cons
No ‘range anxiety’	Owners need charging facilities
Suits an urban lifestyle	Extra weight affects drive
Zero-emission commuting	Engine’s economy not great

Electric

Pros	Cons
Very low running costs	Need to be plugged in to charge
Zero tailpipe emissions	Charging can take a long time. But improving all the time
Relaxing to drive	Possible range anxiety

The post Plug-in hybrids not as good as they first appear appeared first on Fleet360.

Returning to a Paris dominated by cars after lockdown ends is “out of the question,” according to the city’s mayor, Anne Hidalgo. Speaking Tuesday at a special session of the Paris City Council on transitioning after France’s national lockdown eases on May 11, Hidalgo was emphatic about maintaining the anti-pollution and anti-congestion measures introduced during her tenure, even as cities rethink transportation policies to avoid Covid-19 transmission.

I say in all firmness that it is out of the question that we allow ourselves to be invaded by cars, and by pollution,” she said. “It will make the health crisis worse. Pollution is already in itself a health crisis and a danger — and pollution joined up with coronavirus is a particularly dangerous cocktail. So it’s out of the question to think that arriving in the heart of the city by car is any sort of solution, when it could actually aggravate the situation.

Anne Hidalgo – Paris Mayor

During the height of lockdowns around the world, vehicle traffic slowed to a trickle and CO2 levels dropped as a result. But as cities consider how to reopen while avoiding crowding on public transportation, it remains unknown how intense the surge in vehicle use will be. This adds new urgency to Hidalgo’s pre-pandemic agenda to dramatically reduce the footprint of cars on the city. And she is joining several other European city leaders in strengthening commitments to cultivate other modes of transportation, particularly biking.

Hidalgo’s assertion of a link between Covid-19 and pollution is not without foundation. Already in the pandemic’s infancy, studies have suggested a link between poor air quality and Covid-19 deaths. Researchers at Harvard found that an increase in particulate pollution of just one microgram per cubic meter could increase a sufferer’s chances of dying by 15%.

Hidalgo’s program is focused on remodeling the city core to make more space for pedestrians and cyclists, while barring older, more polluting cars from entering the city. This process has seen major thoroughfares for motor vehicles pedestrianised and the steady phasing out of car lanes and parking spots to create wider sidewalks and greenery. Earlier this year, Paris adopted a 15-minute neighborhood blueprint for future development that would see yet more of the city’s surface area taken away from car lanes and repurposed as community spaces.

Hidalgo’s statement shows a clear refusal to backtrack on this push. It may also be a hint of new forthcoming plans to restrict vehicle access. The end of lockdown on May 11 will not mean the return of normal transit habits nationally: Anyone wishing to travel beyond a 100-kilometer zone around Paris, (see image below), will require official permission from national authorities. Even if it does not affect commuters, this restriction should still mean that motor traffic in Paris will not immediately return to pre-pandemic levels.

On public transit, meanwhile, Paris will need to find ways to prevent trains and buses from becoming overloaded so people can continue practicing social distancing. The first precautionary measure, Hidalgo said in her city council address, is for anyone in Greater Paris who is currently working from home to continue doing so. Those who take the metro will be required to wear masks, and hand sanitizer will be provided at all ticket barriers. Bus services will also be significantly expanded. The most striking measure proposed by the mayor, however, is the creation of new, fully protected bike lanes extending from the city’s heart right out into the distant suburbs.

The tracks were already in the pipeline before the pandemic, but they’ve been expedited as an emergency measures so that more people across Greater Paris can commute by bike. Within Paris itself,the new broad cycle paths will be carved out from road space to shadow the route of three metro lines. For the immediate future,  the axial Rue de Rivoli will become a space almost entirely for pedestrians and cyclists, with buses and taxis circulating only along a narrow central strip of the road.

This lockdown period clearly has demonstrated that a “new normal mobility” can work: avoid unnecessary travel, and make your necessary travel as sustainable as possible using electric bikes, electric vehicles and public (safe) transport. Now that public policy makers are switching, all fleet policy makers should consider stimulating electric transport, bikes and/or cars where they can, by preference supported by a solid home-office policy and framework.. Read more on how you can make the switch to EV

Hans Damen

The post Paris planning to keep cars out after Lockdown appeared first on Fleet360.