Living in the UK, you might have observed a rise in the number of sport utility vehicles (SUVs) and large vehicles on our roads. These vehicles represented 63% of new car sales in the UK last year, a stark increase from just 12% in 2010.
On a global scale, this figure hovers around 48% and shows no signs of decreasing. This trend is concerning, as larger vehicles mean greater risks. My research focuses on the intersection of transportation and health, and recently, I collaborated on a study featured in BMJ. We believe regional, national, and international strategies are essential to limit the sale of these vehicles.
The principal health hazards associated with cars include road risks, pollution, and the tendency for people to choose driving over walking or cycling, which are more beneficial for health. Heavier cars negatively impact all these factors.
Intuitively, the risk of injury from a large vehicle is more pronounced. Their front ends are tall and blunt compared to standard cars; this is problematic for cyclists and pedestrians. Last year, I was involved in a review analyzing studies on the interactions between SUVs and vulnerable road users. The findings indicated that adults struck by SUVs face a 44% higher mortality risk than those hit by standard cars. The review also estimates that in the U.S., about 10% of pedestrian and cyclist casualties could be avoided by substituting SUVs with smaller vehicles—translating to roughly 1,700 preventable deaths or serious injuries annually.
Additionally, cars are becoming wider, a phenomenon dubbed “car spreading.” European new cars now grow, on average, by 0.5 cm each year. With limited road space devoted to cars, there’s increasingly less for cyclists and pedestrians. Encouraging more people to walk or bike would offer significant health benefits. Larger cars not only diminish these advantages but also contribute to urban congestion.
The larger size of these vehicles exacerbates air pollution issues. While the shift toward electric vehicles is promising for reducing emissions, it’s crucial to note that even electric SUVs create particulate pollution from tires and brakes, a major contributor to urban air quality concerns. Heavier vehicles produce more tire and brake wear, meaning electric SUVs may not offer the same air quality benefits as smaller electric cars.
So, what can we do to mitigate the proliferation of these large, hazardous, and polluting SUVs? My colleagues and I propose several strategies. Many cities now implement clean air zones—London’s Ultra Low Emission Zone is one example. While not specifically targeting vehicle size, such zones urge people to consider pollution from older, larger cars. Recently, the Cardiff council decided to charge extra for residential parking permits for SUV owners, joining cities like Paris and several in Germany and France that have raised parking costs for larger vehicles.
Beyond parking fees, governments might rethink car taxes to incentivize smaller vehicle purchases. Imposing higher taxes on heavier cars would align with societal costs related to road danger and pollution.
While some individuals may have legitimate needs for larger vehicles, with SUVs representing nearly half of all new car sales, we must recognize the health risks they pose. For improved road safety and cleaner air, buyers need to weigh these factors and governments must adjust regulations to reflect the dangers and environmental impacts of these vehicles.
Anthony Laverty is a student at Imperial College London School of Public Health.
Citroën Racing Formula E car during pre-season testing for the 2025-26 ABB FIA Formula E World Championship
Independent photo agency/Alamy
With their sleek designs, smoking tires, and throaty engines, Formula 1 cars have dominated the speed charts for the last five decades. However, the rise of electric racing has the potential to shift that paradigm, especially as advancements in technology propel Formula E vehicles forward.
Formula E recently introduced its fourth-generation vehicle, capable of generating up to 600 kilowatts, equating to about 815 horsepower, enabling speeds of over 350 kilometers per hour. 320km/h has already been achieved.
Despite Formula 1’s current edge with top speeds exceeding 370 km/h, Formula E vehicles already demonstrate a 30% faster acceleration than their F1 counterparts, with the existing third generation capable of sprinting from 0 to 60 mph in just 1.82 seconds. As power and energy retention technology evolves, Formula E CEO Geoff Dodds anticipates that races on tracks such as Silverstone and Monte Carlo will showcase even faster speeds.
“In the upcoming years, this vehicle may equal or even surpass the speed of an F1 car,” Dodds stated. “It’s more about the principles of physics than our skill.”
A significant advantage lies in the exceptional efficiency of electric motors. In consumer electric vehicles like Tesla, Kona, and Ioniq, up to 90% of the energy used is efficiently directed towards movement. In contrast, conventional combustion engines, such as those in F1, lose roughly 25 percent of energy as heat, while F1’s hybrid motors waste around 50 percent. Conversely, Formula E cars achieve energy efficiency rates of 96%, largely due to regenerative braking systems that recharge the battery.
Electric motors deliver maximum torque instantly, eliminating the lag associated with gear shifts during acceleration. The fourth-generation Formula E cars utilize permanent all-wheel drive with distinct motors for each axle, enhancing acceleration, subject to the grip of the still-developing fourth-generation tires.
A notable challenge for Formula E is its battery technology. At the outset of the series in 2014, competitors had to switch vehicles mid-race to complete the distance. Sylvain Filippi, director of Envision Racing Team, remarks that Formula E could currently construct vehicles boasting 1,000 horsepower, surpassing F1’s capabilities for a single lap, but the battery limitations hinder such performance across numerous race laps.
“We’re not yet able to fit 80 liters of fuel equivalent into a single battery. It simply doesn’t exist,” Filippi elaborated. “The advantage of conventional fuel lies in its high energy density.”
Formula E Gen 4 cars can exceed speeds of 350 kilometers per hour
Formula E
Formula E aims to transition from liquid lithium-ion batteries to solid-state alternatives in its upcoming fifth-generation vehicles, which promise reduced weight and enhanced energy storage. This advancement could potentially enable Formula E cars to outperform Formula 1 in direct competitions, according to Dodds.
Nonetheless, even solid-state batteries struggle to match the energy density of liquid fuels, suggesting that F1 may maintain an advantage in race laps, as noted by Daniel Auger, PhD from Cranfield University in the UK.
“They’re definitely in for an exciting contest,” he remarked. “Yet, it’s likely that battery limitations will still play a significant role.”
However, this debate may remain purely theoretical, as the two racing formats adhere to different regulations. For instance, Formula E does not permit tire changes during pit stops and features “Attack Mode” functionality, inspired by power-ups from the Mario Kart series.
Brands such as Porsche, Jaguar, and Nissan are now focused on refining the powertrain and energy management systems of their fourth-generation vehicles to maximize performance ahead of their race introduction scheduled for December 2026.
Many of the technological developments from Formula E might also trickle down to consumer electric vehicles. For instance, the current Porsche Cayenne Electric incorporates direct oil cooling technology that originated in Formula E.
The performance metrics of Formula E “demonstrate the capability of electric vehicles to equal or surpass the performance of traditional internal combustion engines,” insists Graham Evans from S&P Global. “Moreover, this can be achieved with a stronger commitment to environmental sustainability.”
In the upcoming year, Formula 1 (F1) is set to undertake one of its most ambitious transformations yet, shifting from fossil fuels to a fully sustainable fuel mixture. This initiative is part of a broader strategy to adhere to new environmental regulations and demonstrate that the sport can, as F1 puts it, “continue without the need for new car production”.
Nonetheless, skepticism remains. As F1 contributes over 1% of the total carbon footprint in sports, experts argue that there are far more significant environmental issues that F1 must address. What are these challenges and how can we overcome them?
Switch Gears
In 2020, F1’s governing body, the Fédération Internationale de l’Automobile (FIA), established a timeline for race car engines to transition to 100% sustainable fuel by 2026 and achieve carbon neutrality by 2030.
From 2023 to 2024, Formula 2 and Formula 3, F1’s supporting racing series, will start utilizing 55% ‘sustainable bio-based fuels’, transitioning to 100% ‘advanced sustainable fuels’ by 2025.
F1 has developed its own ‘sustainable’ fuel for 2026, designed specifically for the hybrid engines currently used in F1 cars, which consist of both an internal combustion engine (ICE) and two electric motor generators.
Images from the Japanese Grand Prix, which was rescheduled from autumn to spring to minimize carbon emissions related to equipment transport between races (Source: Formula 1) – Formula 1
According to F1, the new fuel will not raise the overall carbon levels in the atmosphere. The carbon used in these new fuels will be sourced from existing materials, such as household waste and non-food biomass, or it will be captured directly from atmospheric carbon dioxide.
This will enable the production of synthetic fuels, which are man-made fuels aimed at replacing the fossil fuel-based gasoline currently in use. In the long term, the FIA asserts that F1, 2, and 3 will all eventually adopt this “fully synthetic hybrid fuel”.
Moreover, this new fuel will be classified as “drop-in”, indicating that it will be compatible with existing internal combustion engines as well as the current fuel distribution infrastructure. This means the fuel powering F1 cars in 2026 will be the same fuel you could purchase at your local gas station today.
Is it Truly Sustainable?
However, as the term “sustainable” has gained popularity, experts have started to challenge F1’s assertions.
Dr. Paula Pérez-López, an expert in environmental and social sustainability at the MINES ParisTech Center for Observation, Impacts, and Energy (OIE), articulates that for a product to qualify as “sustainable”, it must fulfill certain environmental, social, and economic criteria, with each segment of the supply chain considering these factors.
“The term ‘sustainable’ should not be confused with ‘low carbon’. A product or process may exhibit low carbon emissions but still produce high levels of other pollutants, thus rendering it ‘unsustainable’. “
The FIA’s collaboration with the Zemo partnership, a UK-based nonprofit organization, has led to the introduction of the Sustainable Racing Fuel Assurance Scheme (SRFAS). This third-party initiative ensures that sustainable racing fuels comply with FIA regulations.
The certification mandates that the fuel comprises “at least 99 percent Advanced Sustainable Components (ASC)” that are certified to be derived from renewable energy sources such as non-biological origin (RFNBO), municipal waste, or non-food biomass.
Essentially, this means that the new fuel must be synthetic, produced from waste, or derived from materials not intended for human or animal consumption, such as specially engineered algae.
Fraser Browning, the founder of Curve Carbon, which advises companies on minimizing their environmental footprints, indicates that these new fuels can indeed facilitate genuine decarbonization efforts if managed appropriately.
“The overarching question pertains to F1’s complete impact,” he notes. “Is F1 pursuing synthetic fuels as a vital component of their sustainability goals, or is it merely a procedural formality?”
Browning emphasizes that advancements in motorsport have historically contributed to significant innovations in sustainable transportation. For instance, in 2020, Mercedes announced that hybrid technology would be utilized in road cars. Earlier this year, they also revealed a new battery technology capable of extending the range of electric vehicles by 25 percent.
“Without the innovations deriving from motorsport, hybrid vehicles wouldn’t have evolved at the present speed,” he contends. “However, this needs to be executed transparently and responsibly.”
Cutting Carbon
Beyond the transition to synthetic fuels, F1 is also making strides to reduce carbon emissions in other areas. Travel and logistics account for roughly two-thirds of F1’s carbon emissions, as teams, heavy machinery, and fans travel considerable distances between races each year.
To mitigate this, adjustments have been made to the F1 calendar for 2024 to lessen freight distances between events, as stated in F1’s latest Impact Report. For example, the Japanese Grand Prix has been synchronized with other Asia-Pacific races and moved to April.
Formula 1 has unveiled that DHL’s new fleet of biofuel-powered trucks minimizes carbon dioxide emissions by an average of 83% compared to traditional fuel-powered trucks during the European segment of the 2023 season (Source: F1) – Formula 1
Additionally, F1 has broadened the adoption of biofuels for the trucks used to transport equipment throughout Europe, resulting in a 9% reduction in logistical carbon emissions.
By the conclusion of 2024, total carbon emissions are projected to decrease by 26% from 2018 levels, although F1 acknowledges there remain “key milestones to achieve, including further investments in alternative fuels and updates to our logistics system to enhance efficiency”.
Synthetic Fuels vs. Electric Vehicles
What does it mean when F1 claims that its new synthetic fuel is a drop-in solution suitable for everyday vehicles? Could it serve as a more sustainable alternative to electric vehicles (EVs)?
Critics warn that producing synthetic fuels for internal combustion engines (ICE) is energy-intensive, costly, and may require five times the renewable electricity compared to operating a battery-powered electric vehicle.
“Obtaining pure and concentrated CO₂ poses a considerable challenge,” states Gonzalo Amarante Guimarantes Pereira, a professor at the State University of Campinas in São Paulo, Brazil, and co-author of a study comparing biofuels with pure electric vehicles.
“There is a technology known as direct air capture that can achieve this, but attaining 100% concentration comes with substantial energy costs. The estimated expense varies between $500 to $1,200 (approximately £375 to £895) per tonne, rendering e-fuels at least four to eight times more costly than operating an electric vehicle.”
Browning concurs that EVs represent a more favorable low-carbon choice for the future. “Their emissions during use and maintenance are significantly lower,” he states.
“While synthetic fuels might yield a lesser overall impact if managed wisely, we still lack a comprehensive lifecycle assessment across multiple sustainability metrics to definitively address this issue.”
In simpler terms, as long as the entire system producing synthetic fuels cannot be reliably demonstrated to have a positive environmental impact, the jury remains out on the actual extent of their effects.
The timeless inquiry from the backseat remains relevant as we approach a new age of driverless vehicles. “Are we close?” For those in the UK, the promise of fully autonomous cars has been long-awaited, and the answer is “yes, almost”—but not quite there yet.
A pivotal advancement in the journey toward autonomous driving is on the cusp of realization. Waymo, known for its successful robotaxi operations in San Francisco and several other U.S. cities, announced recently that it plans to introduce its vehicles to London.
Specifics are limited, yet the potential is intriguing. The groundbreaking California-based firm stated that its self-driving service “will be providing driverless vehicles on this side of the Atlantic in 2026… We’re excited to cater to Londoners and the millions visiting London next year.”
These visitors may want to grab a London Underground Oyster card just in case. This past summer, the UK government announced initiatives aimed at enticing major tech companies, aiming to hasten the rollout of self-driving vehicles, with robotaxis potentially entering regulated public trials as early as spring 2026. However, regulations are still being finalized, which may mean that safety drivers remain in the mix for a while longer.
The British company Wave, in collaboration with Uber, has unveiled plans to develop a more modest Level 4 fully autonomous vehicle and to commence public road tests in London.
While Americans are leisurely experiencing self-driving vehicles, the UK’s winding road to this technology has been met with commitments that vanish like pedestrians in the rain. Back in 2018, Addison Lee, in conjunction with researchers from the University of Oxford, promised robotaxis by 2021.
Waymo has indicated plans to bring its successful robotaxis from San Francisco and four other U.S. locations to London. Photo: ZUMA Press, Inc./Alamy
A year ago, Nissan nearly achieved having one of its Leaf models drive itself without incident near Becton, east London. The then-transport secretary, Chris Grayling, forecasted self-driving cars arriving within four years, with small pods autonomously navigating around the O2 in Greenwich. The offspring of a British innovation, the Union Jack-patterned Sinclair C5 Tardis, was showcased in a Milton Keynes car park back in 2015. Vince Cable, the business secretary at the time, confidently stated that 100 of these would soon ferry passengers across town for just £2 each.
Meanwhile, in regions like the U.S. and parts of China, self-driving taxi services are nearing routine functionality, rendering Waymo’s impending arrival more significant compared to earlier aspirations and predictions.
In San Francisco, Waymo’s home base, self-driving cars have integrated seamlessly into daily life, traversing the city’s challenging hilly streets at a deliberate pace.
Since its full implementation in June 2024, it has established its place alongside electric scooters and city buses within the urban landscape. Riding a Waymo has become a must-try attraction for visitors, akin to experiencing the city’s historic trolley cars.
Democratic Mayor Daniel Lurie has advocated for expansion to rejuvenate the downtown district, but the streets still host many people experiencing homelessness, creating a stark contrast as high-tech AI-driven vehicles pass by individuals living in extreme poverty.
The modified white Jaguar iPace resembles surveillance equipment, featuring rapidly rotating cameras on each side and roof akin to a police siren. Advertised similarly to Uber or Lyft rides via an app, the absence of a human driver and the steering wheel twirling under its digital command serve as a poignant reminder of the economic upheaval these vehicles may precipitate.
Uber, which debuted in San Francisco in 2010, disrupted traditional taxi practices and created precarious gig jobs for drivers. Now, they are facing another wave of technological change.
Since Uber’s launch in 2010, the job landscape for taxi drivers has significantly changed, leading to precarious working conditions. Photo: Justin Sullivan/Getty Images
In 2024, data referenced by The Economist indicated that the number of people employed by taxi firms in San Francisco increased by 7%, alongside a 14% rise in salaries. The newspaper noted that Lyft’s CEO David Risher predicted that self-driving taxis “will actually grow the market.”
Yet, those on the front lines may not share this optimism. An Uber driver from Venezuela expressed doubts when asked about Waymo while in San Francisco’s Mission District: “I think I have about a year left in this job.”
For passengers, riding a Waymo evokes a sense of entrusting their journey to artificial intelligence. Upon hailing the vehicle via the app, a warm welcome greets them, initially displaying their initials on the digital screen atop the car. Tapping the app unlocks the doors, while a friendly voice reminds riders to buckle their seatbelts. A broad selection of music is readily available, creating a truly intimate atmosphere behind the tinted rear windows.
Pressing the ‘Start Ride’ button on the touchscreen allows the car to smoothly merge into traffic. The gear shift, adorned with a message that reads “Keep your hands out of it,” spins like a ghostly fairground attraction.
Soon enough, riders cultivate a sense of comfort while remaining cautious enough to avert dangers. A scrolling map on the screen displays their route and updates the estimated time of arrival. The ‘Stop Now’ button will only engage once it’s safe to do so, but the option to change the original destination is appreciated.
Passengers in a Waymo find themselves surrendering to the capabilities of artificial intelligence during their ride. Photo: Tamamario/Getty Images
Waymo has sparked diverse social reactions. Recently, three individuals stalled at a busy intersection in the Marina District, visibly disoriented with blinking lights, attracting cheers from onlookers, while one man executed multiple backflips off a nearby vehicle.
In July, a prankster gathered a crowd at a dead-end street, leading everyone to summon a Waymo simultaneously, creating a spectacle featuring 50 robocars. Earlier in 2024, one such vehicle was vandalized, covered in graffiti, and set ablaze during the Lunar New Year celebrations in Chinatown.
If the black taxi driver does not react directly, it’s possible a similar reception will greet the driverless taxis. Steve McNamara, executive director of the Licensed Taxi Drivers Association, remarked: “We observe kids hacking Lime bikes, but how long until surfing atop a Waymo becomes the latest TikTok sensation?”
McNamara maintains a calm demeanor: “This proposes a solution to a problem we don’t currently have. These vehicles may be performing excellently in San Francisco and Los Angeles, but London is unlike anywhere else. I’d like someone to elucidate how this self-driving car intends to navigate streets like Charing Cross Road at 11 p.m., where pedestrians are continually crossing.” [sensor] “When you’re on top of a Waymo, you know it will stop, so you just get out or disembark.”
Christian Wolmer, author of *Driverless Cars: On a Road to Nowhere*, echoes this skepticism, stating: “There are no pedestrian crossing rules in this environment. If Google expects adherence to pedestrian crossing norms for cars…”
Despite the experiences in the U.S., he staunchly doubts that fully autonomous taxis will hit the streets here next year, asserting: “Unless a human operator is present, the likelihood of that happening is zero.”
‘London is like nowhere else’: Can driverless cars adapt to transportation systems outside the US by 2026? Photo: Paolo Paradiso/Alamy
Waymo revealed its London plans partly to mitigate any surprise over test vehicles on the roads, initiating a lengthier mapping initiative. They feel emboldened after a self-driving trial spanning approximately 100 meters in San Francisco, which is a far from orderly or flat city, in addition to over a dozen other trials.
Carriers have long argued that regulation trumps technological hurdles. Even swift progress has limitations. The consultation’s outcome, which wrapped up last month, should pave the way for the pilot program, though confirmation is still pending.
While this may have spurred Waymo’s plans, transforming the testing program to operational vehicles still involves numerous challenges with the Department for Transport and Transport for London, indicating that broader legislation may take at least another two years to enact. Insurers have particularly raised concerns regarding liability in these scenarios.
Previous pre-legislative testing frameworks stalling other innovative transport modalities, such as electric scooters, are currently set to persist for eight years. Tony Travers, a professor at the London School of Economics, posits that self-driving cars may be more favorably received: “They will have to abide by regulations. Sure, they might contribute to congestion, but they’re not likely to induce chaos like electric scooters have.”
However, even with the arrival of driverless taxis, one might wonder, “So what?” suggests Walmer.
According to Waymo co-CEO Tekedra Mawakana, the answer lies in the fact that their vehicles are “reliable, safe, and magical,” with an emphasis on safety. Up to now, Waymo cars have been involved in a fewer number of accidents compared to human-driven vehicles over equivalent distances.
They also aim to provide a new form of autonomy to those previously lacking it. The Royal Institute for Blind People praised the Waymo announcement as the inception of “technology that allows for safe, spontaneous, autonomous movement.”
Waymo stated that its entrance into the UK market would entail investments in warehouses, infrastructure for charging, cleaning services, support teams, and would temporarily employ “human experts” in the driver’s position.
Transport Secretary Heidi Alexander has mentioned that the upcoming self-driving car revolution could generate 38,000 job opportunities within the UK.
However, it is professional drivers who face the greatest threat. Approximately 300,000 individuals hold private hire licenses, with an additional million expected to be in roles related to HGV and delivery services moving forward. Many of the UK’s 82,000 bus drivers have recently secured significant pay rises, while its 27,000 train operators are well-regarded for their labor efforts.
Consequently, surveys indicate that public sentiment in Britain is cautiously optimistic regarding self-driving vehicles, primarily stemming from fears surrounding job displacement due to artificial intelligence, even if human jobs haven’t been entirely eradicated yet.
Licensing and legal clarifications are still pending. McNamara expressed hope: “Who will grant approval? If I aimed to become a successful politician, I wouldn’t add my signature to that document.”
Plug-in hybrid electric vehicles (PHEVs) release nearly five times more greenhouse gas emissions than reported statistics suggest. I found a report detailing this issue.
These vehicles can operate on electric batteries as well as internal combustion engines and have been promoted by European manufacturers as a means to travel longer distances while lowering emissions—offering an alternative to fully electric cars.
Research indicates that PHEVs emit just 19% less CO2. An analysis from the nonprofit organization Transport and Environment was released on Thursday, showing laboratory tests estimated 75% less pollution.
Researchers examined data from fuel consumption meters in 800,000 vehicles registered in Europe between 2021 and 2023, discovering that the real carbon dioxide emissions from PHEVs in 2023 were 4.9 times greater than those from standardized lab tests, an increase from 3.5 times in 2021.
“While official emissions are declining, actual emissions are on the rise,” remarked Sofia Navas Goelke, a researcher at the Institute for Transport and Environment and co-author of the report. “This widening gap is becoming a significant issue. Consequently, PHEVs are now polluting nearly as much as traditional petrol vehicles.”
The researchers identified that much of this disparity stems from an overestimation of the “utility factor” (the proportion of miles driven in electric mode compared to total miles), finding that only 27% of driving was done in electric mode, versus the official estimate of 84%. The analysis noted that the European Commission proposed two amendments to the utility coefficient ratio, which lessened the gap but didn’t eliminate it entirely.
Even when operating in electric mode, pollution levels were found to be significantly higher than official figures suggest. Researchers indicated this was due to the electric motor being insufficient for sole operation, with the engine burning fossil fuels for almost one-third of the distance traveled in electric mode.
Patrick Plotz, head of energy economics at the Fraunhofer Institute for System Innovation, who did not participate in the study, described it as a “very useful contribution” to ongoing discussions, as some in the automotive industry have claimed there’s insufficient data to accurately gauge real emissions.
“Without a doubt, the disparity between official and actual fuel consumption and CO2 emissions for PHEVs is substantial,” Plotz remarked. “Their emissions are much higher than those of gasoline or diesel cars,” referring to the study on the topic. “Any policy adjustments regarding PHEVs should be thoughtfully considered in the context of this data.”
Hybrid vehicles have re-entered political discourse as automakers urge the EU to ease carbon emission targets. The push to ban new internal combustion engine vehicles by 2035 is facing strong lobbying from the auto sector, along with resistance from member states with significant automotive industries.
“There should be no significant reductions in 2035,” stated German Chancellor Friedrich Merz following a summit with Germany’s struggling automotive sector, committing to “do everything possible in 2035.” Other senior German leaders have cited plug-in hybrids as an example of “flexibility” that could be integrated into the legislation.
Researchers calculated that the undervaluation of PHEV emissions artificially facilitated compliance with the EU’s average vehicle CO2 regulations, enabling four major car manufacturers to evade over €5 billion (around £4.3 billion) in fines between 2021 and 2023. The study indicated that PHEV drivers are likely to incur approximately €500 more in annual running costs than expectations based on lab tests.
“The exaggerated claims made by manufacturers regarding their plug-in hybrid vehicles are clearly misleading,” observed Colin Walker, a transportation analyst at Energy and Climate Intelligence.
“Consumers are misled into thinking that by choosing a PHEV, they are aiding the environment and saving money,” he pointed out. “In reality, PHEVs are only marginally more efficient than regular petrol and diesel vehicles concerning fuel and CO2 consumption, resulting in higher operation costs.”
If a vehicle makes an unlawful U-turn without a driver in the seat, will it still incur a fine? This intriguing question was recently tackled by the California police department.
While conducting DUI enforcement, San Bruno officials encountered a self-driving car that performed an illegal U-turn, yet had no one behind the wheel. In a post from the San Bruno Police Station on Saturday, it was noted that police redirected traffic after halting the identifiable white vehicle from Waymo, the leading autonomous car service in the San Francisco Bay Area.
“We couldn’t issue citations as there was no human operator (our guidelines do not cover ‘robots’).” The post stated.
The department alerted Waymo about the incident, expressing hope that future programming updates will help avoid similar violations.
In a response, Waymo affirmed that its autonomous system, referred to as Waymo drivers, is “engineered to adhere to traffic laws.”
“We are evaluating this incident and remain dedicated to enhancing road safety through continuous learning and experience,” the statement sent to the Guardian read.
Last year, California Governor Gavin Newsom signed legislation allowing police to issue a “Notice of Violation” if an unmanned vehicle breaks traffic laws. This law will be effective starting July 2026, and it mandates businesses to install emergency communication lines for first responders.
The bill, proposed by San Francisco council member Phil Ting, came in response to multiple incidents within the city that could obstruct traffic, endanger pedestrians, and interfere with emergency responses.
The new law empowers first responders to direct companies to relocate self-driving cars away from an area, requiring them to respond within two minutes.
Addressing concerns regarding leniency from officers, San Bruno police reaffirmed that “there is a statute allowing officers to issue notifications to companies.”
Initially launched as a project under Google’s X Research Lab in 2009, Waymo Cars operate using a combination of external cameras and sensors. The company has encountered its share of challenges in the past, having to recall over 1,200 vehicles earlier this year due to software glitches leading to collisions with barriers and other stationary objects. The National Highway Traffic Safety Bureau has also initiated an investigation last year after receiving reports of 22 incidents involving Waymo vehicles acting erratically or breaching traffic safety laws.
The color of a vehicle significantly influences the surrounding temperature. Darker cars tend to absorb and emit more heat than brighter ones, especially when parked on the street or in a parking lot. The cumulative effects of countless vehicles in urban areas can substantially intensify the urban heat island effect, exacerbating heat stress for pedestrians on sunny days.
“Have you ever noticed how you feel the heat radiating when passing a parked car on a hot day?” asks Marcia Mattias from the University of Lisbon, Portugal. “It’s not just your imagination!”
Mattias and her team monitored two parked cars (one black and one white) for over five hours under direct sunlight. Their findings revealed that the black car increased local temperatures by up to 3.8°C compared to the surrounding asphalt, which was already at 36°C on a clear summer day. In contrast, the white car had a considerably lesser impact on its environment.
This variation in temperature is primarily due to the reflective properties of vehicle paint; white paint reflects 75-85% of sunlight, whereas black paint reflects only 5-10%, absorbing the majority of incoming light. The thin metal and aluminum bodies of cars heat up rapidly in strong sunlight, unlike dark asphalt, which warms at a much slower rate. “With thousands of cars occupying city spaces, each acts like a small heat source or shield,” Mattias notes. “Their colors can genuinely transform the thermal dynamics of our streets.”
Research indicates that repainting vehicles from dark to light colors can create cooler surfaces on sunny, low-wind days and lower nearby air temperatures. For instance, in the case of Lisbon, performing this change could significantly enhance the sun’s reflection off road surfaces where parked cars occupy over 10% of the area.
Alicia Burke from the University of North Carolina remarked that “utilizing light-colored vehicles as a strategy to mitigate urban heat is particularly innovative.” Previous studies have mainly focused on improving the reflectivity of roofs and pavements.
Government vehicle fleets, taxis, delivery vans, and similar transportation groups are prime candidates for color transformation, according to Mattias.
Electric vehicles (EVs) are swiftly rising in popularity worldwide; in 2024, 22% of new car sales were electric, up from 18% in 2023. Research indicates that an increasing number of people perceive EVs as superior to traditional gasoline and diesel vehicles. Anecdotal experiences on feeling unwell in an electric vehicle’s passenger or rear seat have sparked social media discussions and raised questions among prospective buyers about motion sickness.
Nonetheless, several academic studies provide scientific explanations for why some individuals may experience more sickness in EVs.
“Increased illness in EVs can be attributed to a lack of prior experience, both as drivers and passengers. The brain depends on past experiences in other vehicle types, complicating the estimation of motor skills.”
While EVs are becoming increasingly accepted, conventional gasoline vehicles still hold a strong presence. Drivers have a long-established familiarity with gas cars, enabling them to adapt more readily to specific cues. For instance, a person who has predominantly driven combustion engine cars will anticipate acceleration after the engine revs, which signals a change in speed. In contrast, electric vehicles produce minimal engine noise.
Research has identified connections between certain features of electric vehicles and motion sickness. A study conducted in 2024 found a significant correlation between motion sickness severity and seat vibrations in EVs. Meanwhile, a separate 2020 study revealed that the absence of engine noise may play a critical role in exacerbating feelings of nausea.
“Those accustomed to driving conventional vehicles learn to perceive car movements through cues such as engine revs, vibrations, and torque. Therefore, experiencing an EV for the first time presents a unique movement environment that the brain needs to adapt to,” explains Emond.
Furthermore, regenerative braking technology in EVs, which enables the motor to convert kinetic energy into electricity while slowing down, results in smooth deceleration. This gradual slowing can lead to a higher likelihood of motion sickness.
A piece of 2024 research indicated that this phenomenon may serve as a key trigger for motion sickness in EVs. The authors noted: [“regenerative braking] might direct motion sickness.”
Motion sickness is believed to arise from inconsistencies among varied sensory inputs. The brain receives simultaneous signals from the body, particularly from the inner ear, which maintains balance, alongside visual information. When there’s a conflict between these signals, the brain interprets this “neurological mismatch” as a conflict situation.
“Improved understanding of self-movement is critical for predicting motor skills to mitigate motion sickness. When the estimations of motor skills by the brain vary from actual experiences, this conflict can reach a threshold that triggers symptoms resembling ‘motion sickness,'” states Emond. “If such a conflict continues, it can lead to physiological reactions often associated with motion sickness.”
Predicting vehicle movement is crucial for mitigating motion sickness, which means that drivers are generally less likely to experience such symptoms. They have the foresight of what to expect.
As these vehicles provide fewer cues about upcoming movements, the interaction between predicted and experienced motion may contribute to the heightened incidence of motion sickness in EVs.
“When navigating a new movement environment, the brain must form new habits, lacking any prior experience to guide it. This is akin to how most individuals feel nauseous in zero-gravity contexts,” remarks Emond.
As the adoption of EVs continues to increase, researchers are exploring potential solutions to combat car-related nausea. Various studies propose that motion sickness in autonomous electric vehicles might be alleviated using visual signals, such as interactive displays and ambient lighting, or through vibration cues that enable passengers’ brains to anticipate movement changes, thereby reducing sudden sensations during electric vehicle rides.
The Italian Ministry of Interior has instructed police across the country to step up security at Tesla dealerships following a fire in Rome that destroyed 17 electric vehicles manufactured by Elon Musk’s company.
The Digos, an anti-terrorism force within the Italian state police, is investigating whether anarchists were behind the fire at a Tesla dealership in Torre Angela, a suburb of Rome.
Firefighters spent hours extinguishing the flames early Monday. Drone footage showed a line of charred vehicles in the dealership’s parking lot. Musk referred to the incident as “terrorism” on his social media platforms.
Italy is home to 13 Tesla dealerships managed by the parent company, with most located in cities like Rome, Florence, and Milan.
A source within the interior ministry indicated that they are alerting authorities to the possibility of anti-Tesla protests amidst a global trend of vandalism in response to Musk’s political involvement in the US. Surveillance at dealerships will be increased as needed.
Since Donald Trump’s presidency began, Musk has reduced government employees as part of his “government efficiency” initiative, leading to the establishment of the “Tesla Takedown” boycott movement that started in the US and spread to Europe.
While most protests have been peaceful so far, Tesla dealerships and vehicles are increasingly becoming targets of vandalism. In Germany, seven vehicles were vandalized at dealerships in Ottersburg, and in Sweden, two Tesla stores—one in Stockholm and another in Malmö—were destroyed with orange paint.
Musk has fostered ties with far-right leaders in Europe, such as Italian Prime Minister Giorgia Meloni, who praised him as “a great man.” Matteo Salvini, leader of the far-right league in Italy, expressed solidarity with Musk following the incident in Rome.
“There is unwarranted animosity towards Tesla,” Salvini stated.
Hyundai, a motor maker, is currently facing legal action due to allegations that one of its most popular electric vehicle models can be easily stolen in seconds. Digital security expert Elliot Ingram was shocked to see CCTV footage of a hooded burglar stealing his Hyundai Ioniq 5 in under 20 seconds from his home.
It is believed that the thief used devices available online to replicate the car’s electronic key. This incident is just one of many thefts involving this vehicle, with many owners now resorting to steering locks for added security. Ingram’s car was eventually recovered by the police, but he has decided to terminate the lease and is seeking compensation from the car company. He argues that the Korean automotive giant should have informed customers about the security vulnerabilities.
“The security system is completely compromised, making it susceptible to attacks by anyone,” he stated. “It’s no longer effective.”
Hyundai has been promoting the convenience of digital and smart keys, allowing drivers to lock/unlock the door and start the engine with just the key fob or digital key. While the new technology includes various security measures, criminal groups have found ways to bypass them.
Ingram discovered a key emulator device being sold online for 15,000 euros. This device resembles Nintendo’s Game Boy Game Console and can operate in English or Russian. It has the capability to record signals from the car and replicate them within seconds, allowing for easy unauthorized access. Last year, the automotive industry admitted to ignoring warnings over a decade ago regarding the risks associated with keyless technology and vehicle theft.
Hyundai has responded by stating that there is an industry-wide issue with organized criminal groups using electronic devices to bypass smart key lock systems. They are collaborating with law enforcement to better understand these devices and track stolen vehicles. The company is working on an update to reduce the risk of keyless theft for vehicles sold since February 2024 and is planning to provide retroactive action for earlier models.
Vehicle theft has been on the rise in the UK and Wales, with a significant increase in the use of remote devices by criminals. Legislation is being introduced to ban electronic devices used for keyless vehicle theft, with severe penalties for those found in possession of, manufacturing, importing, or distributing such devices.
In conclusion, Hyundai is focused on enhancing vehicle security to combat theft, but they do not plan to recall the vehicle. Despite the updates and measures being implemented, the company acknowledges the challenge posed by determined criminals who will stop at nothing to steal vehicles for various purposes.
tESLA showrooms around the world are expected to face anti-Eron Musk protests on Saturday, as Musk’s senior roles in the Trump administration have sparked backlash from European consumers, including Tesla owners and potential buyers.
Tesla sales experienced a 44% decline on average last month, as reported by research platform Jato Dynamics. The European market share of Tesla dropped to 9.6% last month, the lowest recorded in February in the past five years.
However, in the UK, the Motor Manufacturers and Traders Association noted a nearly 21% increase in the number of new Tesla vehicles registered in February. The Model 3 and Model Y emerged as the second and third most popular models after the Mini Cooper.
The Guardian has received messages from hundreds of Tesla owners expressing their changing feelings about owning a Tesla. Here are some of their perspectives.
“Our daughter continues to ask us to sell it.”
My wife surprised me with a test drive of the Tesla Model S for my birthday in 2019. I was impressed by its performance and environmental friendliness, so we decided to purchase it.
We have driven around 80,000 miles, including a trip to Southern France from Italy. While the car has been reliable and cost-effective, we are troubled by the political affiliations of Trump and Musk. Our daughter, who is 26 years old, keeps urging us to sell it. The polarization on the Tesla Owner’s Forum is evident, making us feel conflicted.
We are currently grappling with a constant moral dilemma regarding our ownership of the car. Seeing models showcased outside the White House by Trump and Musk made us uneasy. The secondary market has seen a significant drop, and our warranty will expire in 2027, which adds to our uncertainty. Owning a car shouldn’t be this emotionally challenging.
Welcome back. This week in tech: General Motors announces the end of robotaxis but not self-driving cars. One woman’s battle against AI in her housing application. Salt Typhoon and tech companies donating to Donald Trump. Thank you for your engagement.
GM discontinues Cruise robotaxi. Uber resumes robotaxi service in Abu Dhabi
Despite the shut down of one robotaxi business, another will emerge. General Motors recently revealed its decision to cease funding Cruise, its subsidiary responsible for self-driving car software and robotaxi services. Cruise faced challenges after a serious accident in 2023, leading to regulatory restrictions on its operations. GM has invested significantly in Cruise but has not seen profits. This move aligns with Apple’s discontinuation of its self-driving car project.
Former Cruise CEO’s revenue projections fell short, leading to GM’s decision. Cruise’s closure mirrors Uber’s shift away from robotaxis to a distribution model in the self-driving sector. Meanwhile, Waymo continues to expand its robotaxi services.
Woman’s fight against AI in housing
AI is infiltrating various aspects of life, including housing. One US woman faced discrimination based on AI screening in her apartment application. After legal action, the responsible company settled and pledged to avoid AI screening for future tenants.
What’s new: Tech CEOs and Trump. Salt Typhoon
Technology CEOs and Trump: Silicon Valley leaders publicly align with Trump through donations and engagements. Meta, Amazon, and OpenAI among those contributing to Trump’s fund. Google and Microsoft also show signs of collaboration with Trump.
Salt Typhoon: Following the Salt Typhoon cyber attack, cell phone companies are under scrutiny for lack of notification to affected individuals. FBI only alerted high-profile targets, leaving many uninformed.
This push for electric cars isn’t about a culture war. It’s a simple choice. Can we prepare British industry to take advantage of the changes that are coming? Or will we leave it alone to let our competitors run laps until we decide whether to change our tires? Or?
The previous government, including the current opposition leader, may have been content to play politics with people’s jobs at stake by delaying the end of sales of new gasoline and diesel cars. But this government is not like that.
Prior to that, we were on track to meet the 2030 deadline and the electric vehicle mandate had wide support from industry. More than two-thirds of UK car manufacturers had already committed to a full transition to electric cars by 2030, and investment was starting to pour into building electric cars here at home.
However, the decision to delay the transition has resulted in significant costs for companies that were already gearing up to meet the 2030 deadline, dealing a major blow to our credibility and putting investment, jobs, and growth at risk.
This Government has clearly recognized the fact that if we want the car industry to survive in the UK, we need to provide certainty and confidence to investors, not change our targets.
Having grown up in Sunderland, home to the Nissan factory, I know first-hand how important the car industry is to local communities in delivering growth, jobs, and wealth creation. The UK car industry employs over 150,000 people, and its continued success plays a major role in our mission to grow the economy.
If we get this transition right and support the growth of the UK electric vehicle market, we have a huge opportunity to tap into a multi-billion pound industry that can create well-paid jobs for decades to come.
That’s why in our manifesto we committed to moving back the transition to electric cars to 2030 and phasing out the sale of new cars with internal combustion engines.
But we want to work with industry and make sure that their voice is heard on how to get there. That’s why we’re fast-tracking a consultation to see how the government can support manufacturers, investors, and the industry as a whole to achieve our goals. To be clear, the content of this consultation is how do not have if We will achieve this ambition.
Working families also benefit from this transition. EVs are becoming more affordable and practical, prices are starting to fall, they are cheaper to run and maintain, range is improving, charging infrastructure is expanding rapidly, and demand in the UK is increasing. It is increasing.
And of course, with road traffic contributing up to 30% of air pollution, a shift to electric vehicles means cleaner, healthier air for our children and future generations.
Delaying the transition will only make it harder and more expensive for the industry and families in the long run. That’s why we want to do everything possible to ensure that the next generation of zero-emissions vehicles are designed and manufactured here in the UK, are affordable and accessible to workers, and encourage the uptake of electric vehicles. That’s what I think.
That’s why the Chancellor announced more than £2 billion will be spent on producing zero-emission cars. This funding will support the latest research and development of these technologies, accelerate commercial scale-up, and enable capital investment.
On the demand side, people involved in promoting electric vehicles are concerned about the availability of charging points. That’s why we’re investing over £200m to accelerate the rollout of charging points, building on the 71,000 public charging points already available.
We are currently taking proactive steps to foster stability in this sector, but we are also developing long-term plans to ensure UK motor manufacturing can grow and thrive.
We are already seeing manufacturers embrace zero-emission vehicles and the transition to a greener economy, with governments fully supporting manufacturers. Jaguar Land Rover will move to a 100% fully electric vehicle range over the next five years, investing billions of dollars into the UK economy. At the same time, we can see Toyota investing heavily to make its UK manufacturing operations 100% carbon neutral by 2030.
When governments say decarbonization must not mean deindustrialization, we mean it. There is no path to net zero without the support of British industry and workers.
With Ford recently announcing job cuts across Europe and Stellantis proposing to close Vauxhall’s Luton factory, we’ve learned more about the global challenges facing the industry and how we’re working to help. We have no doubts about the need to play a role.
That’s exactly why I’ve been sitting around the table talking directly with industry leaders about how best to make this transition happen, and my message has always been loud and clear. The Government is listening and we will work closely with you to deliver our plans.
The bottom line is: Either we look ahead and leverage the clean energy transition to deliver growth, creating new jobs and a greener future, or we fall behind. is. This government will not make the same mistakes as the past and will not tolerate it.
The European Commission has updated its extensive investigation into Chinese government subsidies for electric cars. They have announced that Tesla will be subjected to a 9% tax on Chinese-made cars exported to the EU.
The tariffs imposed on Tesla are significantly lower than the average of 21.3% on cooperating companies and 36.3% on non-cooperating companies. These tariffs were applied after Tesla requested individual action as part of the broader EU investigation.
Compared to the 100% tariffs imposed by the US, the 9% EU tariffs are relatively low and will be added on top of the existing 10% tariffs on EVs from China.
EU officials visited Tesla’s Shanghai facility in June and stated that the company has benefitted from low-cost batteries and Chinese government subsidies, including cheap land and export subsidies.
The 9% tariffs are expected to be in effect by October 31st, pending approval from EU member states.
Furthermore, the European Commission announced a slight reduction in tariffs on Chinese-made EVs after discussions with the companies. Under the latest proposal, BYD would face a 17% tariff, Geely 19.3%, and SAIC 36.3%. These tariffs have been revised downwards since the provisional measures were first announced and could change again.
EU officials confirmed that companies will not have to pay provisional tariffs until the deadline, as concluded that European automakers are under a “threat of harm” rather than actual harm like factory closures or job losses.
EU officials emphasized the need for action to prevent the surge in Chinese EV exports from causing significant harm to EU producers. They stated that their laws allow them to act before actual harm occurs in terms of job losses or factory closures.
The Kiel Institute for the World Economy estimated that China’s EV support will reach $5.6 billion by 2022, when direct payments to manufacturers are phased out.
BYD has been the largest beneficiary, receiving $3.7 billion in support, while Tesla received about $426 million for its Shanghai factory.
According to a report by China trade website Soapbox, 45% of Beijing’s electric car exports between June 2020 and June 2024 were headed to the EU.
Chinese manufacturers ramped up exports in April ahead of expected tariffs, with import registrations of Chinese-made EVs increasing from April to May before declining, as shown by customs data.
Self-driving car driving through downtown San Francisco
Jason Doi Photography/Getty Images
Self-driving cars may be safer than human drivers in everyday situations, but the technology struggles more than humans in dark places and when turning, according to the largest accident research study to date.
The findings come at a time when self-driving cars are already on the roads in some US cities, and GM-owned Cruise is set to resume testing of driverless cars. Pedestrian dragging incident The March incident prompted California to suspend its license, but Google spinoff Waymo has been gradually expanding its robot taxi operations in Austin, Los Angeles, Phoenix and San Francisco.
“It is important to improve the safety of self-driving cars at dawn, dusk or when turning,” he said. Ding Sheng Xuan “Key strategies include strengthening weather and lighting sensors and effectively integrating sensor data,” say researchers from the University of Central Florida.
Ding and his colleagues Mohamed Abdel AtiA team from the University of Central Florida collected data from California and the National Highway Traffic Safety Administration (NHTSA) on 2,100 crashes involving vehicles equipped with some degree of autonomous or driver-assistance technology, as well as more than 35,000 crashes involving unassisted human drivers.
The researchers then used statistical matching techniques to find pairs of accidents that occurred under similar circumstances, with common factors such as road conditions, weather, time of day, whether the accident happened at an intersection or on a straight road, etc. The researchers focused their matching analysis on 548 autonomous vehicle accidents reported in California, excluding less automated vehicles equipped only with driver assistance systems.
Abdel Aty said the overall results suggest that self-driving cars are “generally safer in most situations.” But the analysis also found that self-driving cars are five times more likely to crash when driving at dawn and dusk than human drivers, and are almost twice as likely to crash when making turns.
One obstacle to research is that “the database of autonomous vehicle accidents is still small and limited,” Abdel Aty said. He and Din cited the need for “enhanced autonomous vehicle accident reporting,” a major caveat that independent experts agree with.
“I think this is an interesting, but very early, step in measuring the safety of self-driving cars.” Missy Cummings Cummings, of George Mason University in Virginia, said the number of self-driving car accidents is “too small to make blanket conclusions about the safety of these technologies,” and warned about biased reporting by self-driving car makers. During her time at NHTSA, Cummings said, video footage of accidents didn’t always match the manufacturers’ explanations, which tended to place the blame on the human driver. “When you looked at the actual videos, they told a completely different story,” she said.
He said some minor collisions may not be reported to police, so that factor needs to be taken into account when comparing accidents involving self-driving cars with those involving human drivers. Eric Teo Virginia Insurance Institute for Highway Safety, 2017 study Early testing of Google’s self-driving cars found that only three out of 10 accidents made it into police reports.
“Neither California nor NHTSA require comprehensive data reporting on the testing and deployment of autonomous vehicles,” Cho Junfeng “Autonomous vehicles, and especially robotaxis, often operate in specific regions and environments, making it difficult to generalize research findings,” the Arizona State University researchers said.
Cars have weight issues. The example of the Mini, designed to save fuel during rationing, highlights this trend. The size of cars is increasing, especially with the surge in popularity of SUVs.
Electric cars may look similar to traditional cars for now, but the key difference is the heavy battery they carry.
In our series debunking electric vehicle myths, we address common misconceptions about EVs, including range anxiety, carbon emissions, mining, and air pollution. In this final episode, we investigate whether electric cars will be too heavy for our roads and infrastructure.
Claim
As roads have evolved over time, concerns have arisen about whether electric cars will strain infrastructure like roads, bridges, and parking lots due to the weight of their batteries.
Matthew Lin, a columnist for the Daily Telegraph, recently questioned the readiness of charging infrastructure and the capacity of roads and bridges to handle heavier vehicles.
Conservative MP Greg Knight urged the UK government to test the structural integrity of multi-storey car parks and bridges against the added weight of electric vehicles.
The Asphalt Industry Alliance warned that small roads could suffer more potholes, while the Daily Mail suggested that multi-storey car parks might be at risk of collapse due to the weight of electric vehicles.
Science
Electric cars can be quite heavy. For example, General Motors’ Hummer weighs over four tons, with a significant portion of that weight attributed to its battery pack. On the other hand, the Tesla Model Y, a more affordable electric car, weighs 2 tons, still lighter than some traditional vehicles like the Range Rover or Ford F-150.
The Tesla Model Y weighs 2 tons, lighter than a Range Rover or Ford F-150. Photo: Brendon Thorne/Getty Images
According to a transport and environment advocacy group, EVs are on average 300-400kg heavier than traditional vehicles. The weight of the battery increases by approximately 100kg for every 150km of range.
The increased weight of electric cars leads to more road wear and faster deterioration of roads. However, a study found that the wear is primarily caused by heavy vehicles like buses and trucks, rather than cars and motorcycles.
Road wear is primarily caused by heavy vehicles like buses, rather than cars or motorcycles. Photo: Joe Giddens/Pennsylvania
Regarding bridges, most in the UK can support vehicles weighing up to 7.5 tonnes, with a safety margin built into the design. There are no concerns about national highways, which are built to accommodate heavy goods vehicles.
There are limitations to the weight of electric vehicles, especially in older car parks. While newer facilities can accommodate heavier vehicles, older structures may require reinforcement to handle the increased weight.
Options for multi-storey car park owners include strengthening the building or reducing the number of cars on each floor, which can impact profits.
Regular inspections are essential for car park owners to ensure the structural integrity of their buildings amid the transition to heavier electric vehicles.
Governments could encourage smaller cars through policies such as taxes and parking fees. Photo: Christopher Thomond/The Guardian
It’s worth noting that advancements in battery technology may address the weight concerns of electric vehicles in the future. Continued progress in battery energy density could lead to lighter EVs in the long run.
Encouraging smaller cars through policy measures like taxes and fees can have additional benefits beyond reducing road wear, such as resource conservation, carbon emission reductions, and improved parking lot management.
While EVs are heavier than traditional vehicles, it’s unlikely that their weight will significantly impact road infrastructure. Concerns about weight should not overshadow the importance of transitioning to zero-emission vehicles.
TOxygen smog has been a part of big city life since the Industrial Revolution. Harmful particles can be like pea soup, so thick that they are difficult to see and breathe. But in many cities around the rich world, that dirty oil was banished as car engines became cleaner and factories moved. (Poor cities are still not so lucky.)
Some people believe that the transition to electric vehicles could reverse some of that progress. That means heavier cars and particles created by friction can sacrifice clean air on the altar of zero carbon emissions.
In our EV myth-busting series, the Guardian has examined claims about electric vehicles (EVs), examining issues ranging from carbon emissions and battery fires to the idea of overtaking them with hydrogen. In the latest installment of the series, do electric cars have an air pollution problem?
Claim
Electric cars eliminate engine pollution, but brakes and tires still rely on friction to function. This friction can cause substances to break down and eventually be released into the environment. Some argue that the transition to EVs could increase overall air pollution because they tend to be heavier and have more wear and tear.
In 2022, then British Environment Minister George Eustace said: Said Congress of “skepticism” about improving air quality. “Some say the fact that these vehicles are heavier means they may be less profitable than some are expecting, just from road wear and tear, but it's a bit unclear at this point. ” he said.
The Daily Mail reported that tire pollution is the “dirty secret of electric cars”, while the Sun reported that “super-heavy electric cars actually cause more pollution than petrol or diesel motors” EV drivers are being warned about how to
science
EVs do not directly burn fossil fuels and produce no emissions when produced using only zero-carbon electricity. This means that not only carbon dioxide, but also carbon monoxide, nitrous oxide, a mixture of carbon, metals and unburned hydrocarbons are not emitted in urban areas. (Fossil fuel power plants still have problems charging electric cars, but they tend…thors difficult, and there have been relatively few comparative studies to date. This means there is still uncertainty as to whether the extra weight of EV batteries will lead to worse particulate pollution.
The shift to SUVs makes vehicles increasingly taller, wider and heavier, worsening carbon emissions. Photo: Mike Kemp/Photography/Getty Images
German tire maker Continental said vehicle and tire design is more important than driving style or road curves in determining wear (a point echoed by Malden). A Continental spokesperson said: “In principle, electric cars do not generate more particulate matter than comparable internal combustion…ase by a slight decrease in total PM emissions from road traffic in the future.” The study found that heavier electric vehicles experience slightly more road and tire wear than larger electric vehicles. 10pm Particles and smaller objects PM2.5. However, when engine pollution was added, gasoline and diesel cars did slightly worse.
IIt’s the world’s largest car brand by sales of electric vehicles (EVs), but many people may have a hard time recognizing its name. Now Chinese company BYD (which stands for Build the Dream) is on a mission to get more British consumers into the hands of its “affordable” cars.
The company is one of the latest Chinese companies to enter the UK car market, claiming it is price competitive and has launched three cars since entering the UK last year.
But while the average UK driver might not be able to tell any of the Dolphin models apart from an Atto 3 or a Seal, the company is its home country’s biggest EV maker and is now setting its sights on Europe in a big way.
Greg Fairbotham of Zoom EV, which specializes in EV leasing and car sharing, says increased competition will encourage more people to electrify the roads. “And that should be considered a good thing,” he says.
So what should you know about BYD and how does it compare to its competitors?
What is its track record?
For the past decade, the company has been China’s largest EV manufacturer, producing 3.02 million vehicles in 2023. Late last year, it overtook Tesla to become the world’s largest electric car maker.
It’s rapid growth for the Shenzhen-based company, which started making cell phone batteries in 1995 and later branched out into cars. The company has been backed by US investment billionaire Warren Buffett since 2008. The company’s ambitious goals include plans to sell around 800,000 cars a year in Europe by 2030.
it is, observer It said it sold 1,100 cars in the UK between March last year and the end of December. Here are the figures from the Society of Motor Manufacturers and Trades (SMMT): 248 vehicles were sold here last month. The company says it is currently in stock at 24 dealers across the UK.
Perhaps the biggest advantage is that they manufacture their batteries and many other parts in-house.
Recently, parts shortages have been plaguing other manufacturers across the industry, resulting in longer repair times for consumers.
Steve Fowler, Editor auto express says other automakers don’t have the same level of control.
“The problems we’ve had in recent years with shortages of parts like microchips are not a problem for BYD,” he said.
Is that car okay?
Three models are available in the UK: Dolphin (from £30,195), Atto 3 (from £37,695) and Seal (from £45,695). Reviews are generally positive, but there are some concerns. According to Steve Huntingford, What car? the vehicle is “rather than great”.
“The main reason I buy now is because I want something a little different from the norm,” he says. “But while these cars are impressive enough on their own, in each case there are rival models from name brands that offer better performance and are available for the same or less money.”
The small Dolphin hatchback has been compared to the Peugeot e-208 and Vauxhall Corsa Electric, while the Ato 3 is similar to SUVs such as the Hyundai Kona Electric and Kia Niro EV. Seal, on the other hand, is more like an executive saloon like the Tesla Model 3.
“The Seal – BYD’s best current car, 4 stars What car? Review – Prices start from £45,695. The problem is that he can get a Tesla Model 3, which is actually an even better car in most respects, for £39,990,'' Huntingford says.
However, these prices could potentially fall. autotraders Erin Baker, because the price of the Atto 3 is significantly cheaper in China than in the UK.
“They could get a huge discount from the current price,” she says. “Even if they exported these cars and set up a retail environment to sell them in the UK, they could still make huge profits. They can actively destroy their own cars.”
What about insurance?
These days, electric vehicle drivers are finding it difficult to obtain competitively priced insurance. While drivers across the country typically face increases of more than 50% in their insurance premiums, EV owners often have to deal with even larger increases.
Tesla owners have seen their insurance go up from £1,200 to £5,000 a year. Some companies have seen insurance companies exit the market. Many EVs have expensive features, and the cost of repairing them spills over into insurance premiums.
Zoom EV says Because electric vehicles are relatively new, there isn’t enough data for companies to assess the risks, driving the estimates higher.
Mr Fowler tested how much it would cost to insure a BYD seal on a 55-year-old man in Buckinghamshire who was looking for comprehensive insurance. He was offered his £1,541 as the cheapest option. He says insuring his Skoda and his Yeti in the same conditions would cost around £300.
please be careful of others
BYD is not the first major Chinese car manufacturer to enter the UK market, nor will it be the last. In his first three months of last year, the MG4 was his second best-selling EV after the Tesla Model Y. However, MG is one of the most famous brands in the UK, but since 2007 it has been owned by China’s SAIC.
On the other hand, another Chinese brand is Omoda will be available in the UK in March gasoline cars and electric cars. “This year he has four or five Chinese brands coming to the UK,” Baker says.
The expected boost is so big that analysts at bank UBS believe that by 2030, one in three EVs will be made in China.
Why are cars designed to go far above the speed limit? (Don’t tell me they’re built with the Autobahn in mind.) Andy Crosby, North Wales
Please send new questions to nq@theguardian.com.
Reader replies
Because for mechanical reasons, a car that can get to 100 will perform better at 70 than a car that can only get to 70. Also, an engine that can only reach 110 mph on flat ground may struggle on hills. I was riding a 1.2 Clio and had to anticipate the hills and lower gears so I wouldn’t run out of breath. My Golf Diesel ran smoothly on the same slope without any complaints. Of course, you can also install a speed limiter on your vehicle (I often drive minibuses with speed limits). But consider the problems that arise when a speed-limited truck tries to pass another truck, slowly weaving in the center lane of a freeway, and the resulting confusion and congestion. yorkshire expatriate
I think the Germans call this the “elephant race”. socialism now
Of course, men are embarrassed to buy Viagra. Greg KZ
Is it because you are selling it? Automotive journalists like to include acceleration and top speed performance as positive in their reviews. So perhaps car buyers want a faster car, even if they can’t use that performance (at least in theory). reggie pudding
I purchased a 2015 Audi A5 3.0TDi Quattro 5 years ago. With 245bhp it will reach 60mph in less than 6 seconds. When you need that oomph to pass a bloke going 40mph on the local highway, it’s also thanks to its bags of torque that it means overtaking is quick and easy.
Top speed is limited to 155 mph, but I’ve never seen one. In France, I hit 132 mph on the motorway, the legal maximum speed.
The best part is that despite the engine’s size, it literally ticks along at 110mph at 1,600rpm and gets over 50mpg on long trips. So it’s a good grand tourer, with the ability to drift, a decent slug of power, and the ability to growl when needed. This is called being flexible. I’m already looking forward to my next road trip to France! Chilled Gibo
You’re Jeremy Clarkson, I charge you £5! Tatty Bogle
I am disappointed that the transition to electric power is not seen as an opportunity to end our obsession with increasingly high-powered cars. We see advertisements boasting extraordinary acceleration rates and high power outputs, but as a result, batteries are increasingly required to be larger and heavier, and have a greater environmental impact during manufacturing and use. This is contrary to the potential of electric vehicles to reduce the impact of personal mobility. We will properly lower speed limits and introduce aggressive punitive taxes on large, powerful personal vehicles. evan 1
Highest efficiency point. Designed for 110 miles per hour, it runs at full capacity. Imagine sprinting endlessly on every trip. It is designed to have a top speed of 160 mph and then cruise at 110 mph. I can run comfortably. Seno j1
A significant number of EVs buck this trend by having very fast acceleration but relatively low top speeds. For example, in my case he is supposed to reach 60 in less than 7 seconds, and this acceleration corresponds to a top speed of 130-140. In fact, its top speed is around 108, more than enough to allow a comfortable margin of stress relief at legal speeds. It is also true that some EVs reach 60 points within his 3 seconds, which begs the question of how many drivers can handle this without crashing into a more solid vehicle. suspicious solipsist
Fuel Efficiency – If a car can go 240 km/h while redlining in 5th, it will rev much lower and consume less fuel, potentially reaching 120 km/h. mcknight
Is it because speeding fines are a valuable source of income? eddie miscellaneous post
Margin of error (also known as safety). You have to turn occasionally (at legal speeds) to avoid accidents, and you always have to use mechanical devices that aren’t working at stress points, because it’s not good for wheels to fall off. Speedy 95060
A car with an engine with a “design” speed of 130 mph can have a “smaller” carburetor fitted to the engine, which will limit power and speed accordingly, but with less impact on the engine and moving parts. It has the advantage of being less stressful. . Of course, this will be about the same price as the “unlimited” version, so boy racers will want to go over the speed limit, so I guess manufacturers choose the faster version to increase sales. balance and reason
Cars are sold as toys, but only incidentally as a means of transportation. Lochaber 1
I hope this is the answer they give as their “last word.” Doralicious
Tesla is recalling more than 2 million vehicles in the United States over concerns about its advanced driver assistance system, Autopilot.
The National Highway Traffic Safety Administration (NHTSA) said the system’s methods of determining whether drivers are paying attention may be inadequate and could lead to “foreseeable abuse of the system.”
NHTSA is investigating Elon Musk’s Over two years, the company has suffered a series of crashes, some fatal, that occurred while using the Autopilot system.
tesla He said Autopilot’s software system controls “may not be sufficient to prevent driver misuse” and could increase the risk of a crash.
Tesla’s Autopilot is intended to allow the car to automatically steer, accelerate, and brake within the line, but while the enhanced Autopilot can assist with lane changes on the highway, self-driving It won’t be.
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From August: Tesla car catches fire ‘spontaneously’ at scrapyard
One of the Autopilot components is Autosteer, which maintains a set speed or following distance and works to keep the vehicle within its lane of travel.
Tesla disagrees with NHTSA’s analysis, but notes that “additional controls and warnings already exist in affected vehicles to further encourage drivers to comply with ongoing driving responsibilities each time Autosteer engages.” “We will deploy an over-the-air software update that incorporates this.” “I’m engaged.”
The update says it includes increased prominence of visual alerts on the user interface, easier activation and deactivation of Autosteer, and additional checks when Autosteer is activated.
Tesla added that the update will eventually result in a driver’s use of Autosteer being suspended if the driver “repeatedly fails to demonstrate continued and sustained driving responsibility while the feature is activated.” .
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The recall applies to models Y, S, 3, and X produced between October 5, 2012 and December 7 of this year.
The update was expected to be sent to some affected vehicles on Tuesday, with the remaining vehicles sent out later.
NHTSA will continue its investigation into Autopilot “to monitor the effectiveness of Tesla’s remedies,” the agency said.
Since 2016, regulators have investigated 35 Tesla crashes in which the vehicles were suspected of being driven on automated systems. At least 17 people were killed in the clashes.
It is unclear whether this recall affects Tesla vehicles in other countries, including the UK.
This is the second time this year Tesla recalls its vehicles In the United States.
The in-vehicle technology used by Ford, GM and others to ensure drivers pay attention to the road has come a long way. However, the National Highway Traffic Safety Administration says it is still not enough to prevent or reduce the harm caused by drunk driving.
This assessment is included throughout the agency’s new 99-page Advance Notice of Proposed Rulemaking. released Tuesday was a pit stop of sorts on the way to enacting regulations that would require in-vehicle technology to recognize when a driver has been drinking.
NHTSA is currently seeking assistance in determining what technology should be incorporated into vehicles to completely reduce or prevent this problem, in part because NHTSA has no commercially available options. states that it does not exist. After the notice is published in the Federal Register, the public has 60 days to submit comments.
NHTSA says it evaluated 331 driver monitoring systems and found no commercially available systems that adequately handle the identification of alcohol impairment. The magazine noted that there are three DMS systems that claim to detect alcohol-induced impairment, but said they are still in the research and development stage. (We did not reveal the names of those systems.)
However, driver monitoring is not the only option at NHTSA’s disposal. NHTSA embarked on this mission after President Biden ordered the agency to find a solution in 2021 with bipartisan infrastructure legislation. The act charged NHTSA with developing federal motor vehicle safety standards that could determine whether a driver is impaired by passively monitoring the driver. Or it could be by passively (and accurately) detecting whether the blood alcohol concentration is too high, or a combination of both.
Accuracy is key, and NHTSA findings suggest that blood alcohol detection technology is a more viable solution in the short term. After all, dozens of states already require breathalyzer-based alcohol ignition interlocks for repeat offenders or high-BAC offenders. However, this technology is considered ‘active’, meaning that drivers must actively engage with it, which is contrary to the law’s passive requirement.
There may be another option.
Since 2008, NHTSA has been working with the Alliance for Automobile Traffic Safety (ACTS) on a public-private partnership called Driver Alcohol Sensing Systems for Safety (DADSS). As part of that program, DADSS has developed both breath-based and contact-based methods to detect driver impairment. Breath-based methods are also considered active and therefore non-starters, while touch sensors are designed to be embedded in something the driver needs to touch to operate the vehicle (such as a push-start button). NHTSA has “preliminarily determined that such touch sensors may be considered passive.”
ACTS CEO Robert Strassberger said he believes touch sensors may be the best option in the short term, given the technology’s limitations in being passive. He wants to know what the public thinks.
“That’s going to be one of the areas of interest for me when I read the comments that are ultimately submitted. How do people feel about it? Will it ultimately be accepted by consumers? It depends,” he says. “I think one of the things we definitely want to avoid doing is asking drivers to learn a new way of interacting with their cars.”
Timing is critical. Not only does drunk driving kill thousands of people each year and cost the country billions of dollars, final regulations need to be standardized by November 2024.
Judging by the number of questions NHTSA raises in its notice, achieving this goal may be difficult. The agency is raising all sorts of thorny questions, as well as seeking further comment on driver monitoring and the definition of “passive.” For example, if the start/stop button has a touch sensor, how does it know that the driver is pressing it? If the system determines that the driver is too drunk to start the car, Should you prevent your car from starting? What if the driver is trying to escape a wildfire?
“This is very complex rulemaking,” Strassberger said. “There are a lot of details that the agency needs to get right.”
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