Professional Driver Magazine August 2022

VOLUME 16 ISSUE 07 £4.95 What do we want? Hyundai’s double-take on the electric taxi market with Kona and Ioniq5 A blueprint for future regulation for the taxi and private hire sector

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4 AUGUST 2022 contents 16 COVER STORY What do we want? A blueprint for future regulation for the taxi and private hire sector 6-13 Business News The latest from around the UK private hire sector 22 Twin Test Hyundai double-take on the electric taxi market with Kona and Ioniq5 28 Running Report Mazda 6 GT Line 2.5 GT 29 Guest Column How car parts shortages could impact your insurance claim 30REGULARS On The Case 31 Current Affairs 32 The Knowledge 33 The Advisor 34 The Negotiator 35 The Insider news analysis AUGUST 202216 thought-out and pressing all the right buttons. So a considered and comprehensive response was certainly merited. This is an extremely fragmented industry, containing number of different types of operators, which often find themselves in competition with Hackney Carriage taxis (“black cabs” in London; less well defined elsewhere) Private hire vehicles (“minicabs”) ◆ Ride-hailing operators and drivers (eg Uber, Bolt etc) In addition, the industry is subject to local, not national regulation. Hence the standards applicable applied elsewhere.

LONDON BLACK CABS It is worth noting that “hackney taxi” in London is very different to most other towns and cities, where the vehicle may be regular saloon car. vociferous via its trade body, the LTDA, and defensive of its long-standing position. However, we believe times have changed and many of the black taxi objections to change are now spurious. As time progresses, is more difficult to find justification for the special status of the black cabs the arrival of new hybrid taxis, many of the cabs on the roads are still highly polluting diesels that could be up to 15 years old. Why do these vehicles receive special treatment over cleaner hybrid PHVs?

those views. Mark Bursa outlines Professional Driver’s response to the recent Government consultation on the taxi and private hire sector What do we really want? VOLUME 16 ISSUE 07 £4.95 What do we want? Hyundai’s double-take on the electric taxi market with Kona and Ioniq5 A blueprint for future regulation for the taxi and private hire sector EDITORIAL DIRECTOR Mark Bursa 07813 320044 markbursa@prodrivermags.com COMMERCIAL DIRECTOR Paul Webb 07807 133527 paulwebb@prodrivermags.com ART DIRECTOR Alan Booth CONTRIBUTORS Ian Robertson, Glen Holder, Phil Rule, John Coombes, Phil Huff, Tim Barnes-Clay, Gary Jacobs, David Wilkins, Craig Thomas, Kevin Willis, Peter Panayiotou, Mike Stone, Dennot Nyack, Dr Mike Galvin, Tim Scrafton WEBSITE Martin Coombes 01959 547000 COMPANY ADDRESS 50 Beechcroft Manor, Oatlands, Weybridge, KT13 9NZ SUBSCRIBE Curwood CMS Ltd, The TN32Robertsbridge,AbbeyBarn,Mews,5AD 01580 883844 subs@prodrivermags.com Registered in England No.: 7086172 © 2022 All contents copyright of ProDriver Media Ltd. 22 28 29 16

NATIONAL STANDARDSTHE NEED FOR With more than 300 separate licensing authorities across the UK, there is a lack of consistency in licensing standards applying to vehicles, drivers and operators. The cost of licensing varies greatly among councils. The “local” nature of licensing is at the root of many problems within the sector, as there is virtually no consistency in their approach. We feel the consultation is an opportunity to true national standards for the industry. Not minimum standards to be applied locally at the whims of local council licensing officers, but national standards along the lines of the way Heavy Goods Vehicle (HGV) or Public Service Vehicle (PSV) drivers and vehicles are governed – with single set of national standards. to redefine the sector, such as the work by the Law Commission in 2010-11, which attempted to draw clearer definitions but was ultimately not acted upon. There still remains no clear definition between a “taxi” and a “private hire vehicle”. Taxis can be hailed on the street or via rank, but the advent of app-based e-hailing has added complexity as physically hailing taxi. PHVs accessible via app-based systems cannot use taxi ranks. The technology that powers e-hailing apps is now commonplace. Most private hire and taxi operators now have access to such systems. Legislation must not suppress technological progress.

EMPLOYMENT MODELS A number of high-profile court cases involving self-employed, nor employees. Rather, they are as sick pay, holiday pay and pensions. However, these rulings have not established any legal precedent across the whole industry, and we face situation where each ruling only applies to the operator in question. Other operators (eg Veezu) are adamant that their drivers are self-employed “partners”, responsible for sourcing their own cars, insurance are happy to employ drivers on PAYE and provide them with a company-owned vehicle to drive. Meanwhile, some licensing authorities (including TfL) allow drivers to work for multiple operators (especially those working for ride-hailing apps who might take jobs from Uber, Ola, Bolt and Free Now during the working day). Other cities such as Manchester only allow drivers to work for one operator, whether be a traditional private hire or taxi fleet or ride-hailer. This is clearly anomalous and requires addressing. The status of the ride-hailing apps is likely to change. Uber is already distributing large numbers of jobs directly to local operators via its Local Cab service. Under this regime, Uber effectively acts as booking platform rather than The customer uses the Uber app to connect, via software to a “Local Cab” operator which then fulfils the job using its own drivers and cars, without directly having any contact with Uber. Uber merely takes cut of the fare (as, say, hotels.com takes cut of booking made via its site). reflect

T HE DEPARTMENT FOR TRANSPORT’S CONSULTATION INTO best practice within the taxi and private hire sector closed at the end of June. We’ve listened to sensible voices within the industry, and we wanted our response to

Expect more strikes – as I write this column, most of London’s tube networks are out, along with a number of bus routes, and both RMT and Unite unions said the strikes would carry on for ‘as long as it takes’ to resolve their disputes. And for TfL, this makes the outlook even worse. For the organisation to keep functioning, it requires high ridership within the London transport network. And right now, that’s not happening. Millions of workers have become used to working from home some or all of the time. So commuter traffic on the trains, tubes and buses is down anyway. So a period of industrial unrest on London’s transport networks could wipe out any bail-out money. And it could even push TfL into bankruptcy.

If TfL is r un from Whitehall, as Mayor Sadiq Khan (pictured) fears, we can only hope the new management has a more enlightened approach to our sector. For a start, it would be nice to have a regulator that actually listened to the people it was tasked with regulating. A less dogmatic approach would have produced a more pragmatic solution to the problems operators face when tr ying to source and register an electric seven-seater.

Now the conditions appear to be focused on the tube network – which is also the biggest likely recipient of bail-out money. The government wants to part-fund signalling improvements and new Bakerloo Line trains through cutting the workforce, partly by introducing driverless trains on some lines. There is also pressure to cut bus services, especially on routes that are less profitable.

If that doomsday scenario were to happen, the government would have no option but to take TfL over and run it directly from Whitehall. Where does this leave the private hire sector? Might this actually be a positive for us? The current Tory gover nment loves the gig economy, and many free marketeers in the government are very much in favour of ride-hailing operators.

At a time when the cost of living crisis is brewing industrial unrest, you can be certain that these discussions will be opposed in the strongest possible way.

The cur rent government is less likely to want to spend money on cycle lanes, which would be good news for anyone whose workload has been blighted by cyclingsupporting ‘initiatives’ such as the loss of lanes on the Embankment and on Marylebone Road – the two major east-west corridors that are outside the C-Charge zone. Where it would leave EV infrastructure is less clear.

The government’s money pot for this is devolved down to local authorities, so it’s likely that local councils at London borough level would continue to be tasked with these installations.

The trouble is, for the government to put the money in, it’s going to attach some stringent terms and conditions. When it pumped in £5 billion in 2020 to soften the Covidinflicted blow, part of the price was an increase in the congestion charge, along with longer operating hours.

In the short term, disruption to public transport might mean extra work for the taxi and private hire sector. You can be sure that Uber, Bolt and the other ridehailers will surge-price as demand for an alternative to striking tubes and buses is sought. Those operators that can hold their nerve and not surge might pick up some extra work from desperate commuters who don’t have the home working option.

On the other hand, we could find ourself in a far worse position, with TfL under new management of government appointees who don’t understand the sector. And that could make our lives much worse, especially with the government looking to introduce new standards for taxi and private hire. Not so much out of the frying pan, into the fire, but into a bigger, deeper and dirtier fr ying pan. Mark markbursa@prodrivermags.comEditorBursa

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ould the day of reckoning be nigh for Transport for London? The capital city’s regulator has suffered serious losses over the pandemic-ravaged past two years, and it is desperate for a government bail-out.

Frying pan/fire

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Fast-growing taxi operator Take Me has added another company to its portfolio. The Leicestershire-based group has acquired north-eastern operator 1AB Taxis, adding another 170 vehicles to the national fleet.

The management team at Darlington are excited to be part of a larger network with all the benefits this will bring. 1AB will sit along our other recent acquisitions in Yorkshire including Star Cars in Catterick, Station Taxis in Malton, Pickering Taxis and Hello Coopers in Bedale.”ChrisBainbridge added: “We are excited about being part of the Take Me Group and look forward to the upcoming journey together. For us the security and strength this partnership brings helps our family run business of 39 years grow stronger and faster post-Covid and secures the future of our excellent call centre and office team and of all our partner drivers.” Take Me continues to expand, and Hunter said a further 5 more companies would be joining the group before the end of the summer. He added that Take Me would start to rebrand its companies later this year, as it transitions to become a mobility as a service provider that manages its own fleets. Bursa

Wheels and South Leeds & Hunslet Cars driver-partners will get access to new technology, and will also have the option to subscribe to a vehicle hire agreement, accident management service, and a vehicle insurance policy. Chris Neary, Amber Cars regional director (pictured), said: “Wheels and South Leeds & Hunslet Cars passengers will now be able to experience Amber Cars’ market-leading technology and service standards. This includes a winning combination of our booking app, advanced digital infrastructure, and professional driver-partners.”

Take Me expands in the north-east with 170-car 1AB acquisition

The company’s West Midlands arm, Go Carz, has acquired Shrewsbury Cars and its sister company Oswestry Cars, making it the biggest operator in the Shrewsbury area. The cars are now all operating under the Go Carz brand. Shrewsbury Cars hit the headlines during the 2020 lockdown when it launched a successful food delivery operation called Shrewsbury Eats.The Shrewsbury and Oswestry fleets will join the 210 cars Go Carz operates in the Shrewsbury area, following its takeover of Comet Cars in Shrewsbury in 2018. Last year, Go Carz bought Diamond Cars in Telford, which took the Telford Go Carz fleet to 650.And in Leeds, Amber Cars, has added two brands, Wheels Private Hire and South Leeds & Hunslet Cars, to boost its offering across West Yorkshire. The acquisition will add an additional 250 driver-partners across the region to the Amber Cars fleet, consolidating its position as the biggest taxi and private hire operator in Leeds with more than 1,650 drivers.

[from left] 1AB operations director Paul Rimmer and managing director Chris Bainbridge are staying with the business

1AB was formed in 1984 in Darlington. Its name derives from its original slogan –“Anywhere in the town centre from A-B for £1” The fares are a little more expensive now, and the company operates in a larger area covering County Durham, Newton Aycliffe and the surrounding areas.

Veezu bolsters hub operations with Shrewsbury Taxis and Wheels deals

Take Me CEO David Hunter said: “Chris approached me last December, looking at how we could bring benefit to the company. After months of discussion and negotiations, we are delighted to announce this acquisition.” He continued: “1AB’s 170-strong fleet will enhance our operations in the Yorkshire area.

—Mark

Mark Bursa Veezu has made further acquisitions in Yorkshire and the West Midlands as it continues to expand its major regional hubs.

1AB’s managing director Chris Bainbridge said: “As we have grown, we have embraced technology, from state-of-the-art dispatch systems, taxi butlers and in car card payments.”

The well-known Wheels brand has been operating for more than 20 years, and it took over South Leeds & Hunslet Cars in 2016. The Wheels mobile app is no longer available, and has been replaced by the Amber Cars app.

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The private hire association was also concerned about the storage of private individuals’ data through the app, and claimed that ride-hailing drivers tended to work longer driving hours and that could pose a risk to public safety. But Bolt said its drivers can only drive for Bolt for 12 hours per day before the app switches off, and “geofencing” will prevent them from operating outside the boundaries of Glasgow. Cllr Zen Ghani questioned whether GGPHA’s objection was “motivated by the fact that if Bolt was allowed to operate in the city that would create competition”.

Uber is the biggest B2B partner Omio has signed up so far: Shaam says the tie-up will put its inventory in front of around 5 million customers in the UK alone. Initially just ground transport options will be offered, not flights and ferries, which can also be booked via Omio. But Shaam added: “This is the beginning of our partnership. It will expand beyond just geography.”

Free Now secures its three-year London PHV operator’s licence

In a statement, Free Now said it was committed to investing and growing further in London and the wider UK market in the coming threeTheyears.company said its PHV business in June 2022 had quadrupled compared to the same month in 2021, proving the steep increase in demand for private hire vehicle services in the UK. Free Now connects users with more than 40,000 registered drivers in nine cities across the UK. The company is moving toward a broad urban mobility platform, designed to get passengers from A to B in the fastest, most flexible and frictionless way, while saving emissions and reducing dependence on private cars.

Uber adds train and coach booking to UK app following Omio tie-up

Mark Bursa Ride-hailing app Bolt is preparing to launch in Glasgow after winning a licence from the council, despite objections from local private hire drivers. The city’s licensing committee has granted permission for Bolt to open a booking office on West Regent Street in the city.

Uber is adding train and coach travel options, including international train trips, to its app under a new tie-up in theTheUK.move will allow customers to book longer distance journeys on the same app they use for taxis, and sees Uber move closer to becoming a travel booking platform. The scheme is part of a tie-up with Berlin-based multimodal travel platform, Omio, which operates apps for booking inter-city and international travel across a wide variety of transport options. Omio has made this service available to partners via APIs so they can add transport booking options to their own apps and platforms. Andrew Brem, Uber UK general manager, said: “We’re excited to launch our new travel offering this summer, allowing a seamless doorto-door travel experience across the UK. Partnering with Omio will accelerate our efforts to become the go-to travel app for our UK users.”

Within the past year Free Now has expanded its mobility offering in London to include eScooters and eBikes, via app integrations with operators including Dott, HumanForest and Tier. Free Now is owned by BMW Group and Mercedes-Benz Mobility. It operates in more than 170 cities across 16 European markets.

Omio covers more than 1,000 transport providers across 37 countries, and all these will now be bookable via the Uber app. Omio CEO Naren Shaam said: “Uber is the first partner that gets access to our full ticketing API so you, as a customer, can do everything within the Uber app.”

In February an initial application from Bolt was refused and dismissed as “incompetent” in February when the company failed to name a day-to-day manager for the office. Greater Glasgow Private Hire Association argued that Bolt’s second bid was also “incompetent” and claimed the Estonia-based firm was not “fit and proper”. But the licensing committee dismissed the objection and granted the licence. Lawyers representing GGPHA, claimed the February application had been refused and therefore Bolt could not reapply within one year. However, Bolt’s legal representatives argued successfully that the bid was “not determined, it was not fully considered and it was notMichaelrejected”.McLean, of law firm Jones Whyte, said GGPHA opposed the application due to four concerns over whether the applicant is a fit and proper person.

Bolt set for Glasgow launch after winning private hire licence at the second attempt

—Mark Bursa

Mark Bursa Transport for London has granted ride-hailing app Free Now a three-year private hire vehicle operator’s licence. This is the longest licence awarded to any of the big four ride-hailing app operators in London.

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Leeds drivers protest as council approves controversial rule changes

The council said the new rules were in line with Institute of Licensing guidance, which suggests that seven points or more is an indication of multiple motoring convictions.

A public consultation over the changes found 94% of drivers were against the move, but a majority of the public backed the stricter rules. But in a statement, Leeds Council outlined the new rules in full: “If a current licence holder accumulates seven or eight points, they would receive a warning and could be required to attend a driver training course to improve their driving standards and road safety awareness. They would be able to continue working and could still renew their licence.”Thestatement continued: “If a current licence holder accumulates nine points or more, their licence would be reviewed on an individual basis, and they may be required to attend training. If they have already received training, revocation of their licence could be considered. All revocations will be reviewed by a subcommittee of councillors from the licensing committee.”

The council also said that any new applications for a taxi and private hire drivers’ licence would be refused if the driver had already accrued seven or more points for minor motoring convictions.

Mark Bursa Leeds taxi drivers have staged further protests outside the city’s Civic Hall after the local authority approved controversial changes to driver regulations.Atameeting earlier this month, Leeds City Council’s licensing committee agreed to recommend the rule change, under which drivers with 9 points or more on their driving licence will face potential bans, down from the current threshold of 12. The drivers, who oppose the plan, hope it will be watered down before it receives final approval in September.

The decision means current license holders City Cabs and Edinburgh City Private Hire will face competition in order to keep their contracts.Theairport is offering a five-year-agreement in return for a reliable supply of vehicles for passengers as Scotland’s busiest airport continues to recover from the Covid-19 pandemic.GailTaylor, director of retail and property at Edinburgh Airport, said: “Having a consistent and reliable supply of taxis and private hire cars is really important to those passengers who want to use that form of public transport, and providing choice is something we always strive to do at Edinburgh Airport.” She continued: “Like many other sectors, those in the taxi industry have come up against challenges in recruiting new drivers in Edinburgh and across other cities in the UK, and that has resulted in some longer-thandesired waits. Similar to other airports, we have supported our partners when this has been the case and we will continue to work together as we all continue our recovery from theTaylorpandemic.”concluded: “We are going through a really strong recovery at Edinburgh Airport and we hope the next five years will see us return to pre-pandemic levels and continue to sustainably add growth where and when we can. Direct connectivity from Scotland to the world will be crucial to the country’s overall recovery and we look forward to working with the successful bidder as we embark on an exciting five years.”

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Javid Akhtar, boss of local private hire firm City Cabs, said: “We’re not happy with the decision. It’s just going to put people out of work. We should be held to the same standards as everyone else and treated like everyone else, including the council’s own employees.”

“Overall, the recommended set of standards would affect less than 1.5% of all current licence holders in Leeds, with over 80% of taxi and private hire drivers in the city currently having no points on their licence whatsoever,” the council statement concluded. Mark Bursa Edinburgh Airport has invited taxi and private hire operators to tender for its taxi rank contract, which is up for renewal in next April.

Edinburgh Airport puts taxi contract out to tender for April 2023 renewal

Jack Cousens, head of roads policy for the AA, said: “Drivers without dedicated off-street parking looking to switch to electric cars want to have the option for cheaper, affordable charging close to home rather than be reliant on the rapid network.”

New data from the Department for Transport today has revealed that just 107 local authorities across the UK have successfully applied for the On-street Residential Chargepoint Scheme (ORCS), with just 2,869 charge points installed by the end of July, 2022. Funding for a further 9,543 has been approved and will be delivered in the coming years. This means that there are huge “black holes” across the country where drivers without dedicated off-street residential parking would have to rely on the more expensive public charging network or workplace charging should their employer have it.

Travelhire Group brings together Travelhire, Green Tomato Cars, and Brunel. As part of commitment to be the

AA calls for major investment in on-street charging to aid transition to electric cars

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Mark Bursa The AA is calling for an urgent boost in on-street charging to help the 40% of households without a driveway, parking space or garage take part in the transition to electric cars.

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Some councils – Birmingham, for example –have said they would focus on installing large charging hubs rather than on-street chargers. Counsens said: “So much focus has been placed on the rapid and ultra-rapid network but many will be crying out for action closer to home. We are also concerned that rural areas could be left miles behind as on-street charging is often considered to be just an urban problem.”

He continued: “The transition to electric needs to convince people that they can easily find a charge, but we need a mix of charging speeds to make life simple for everyone. But there are huge swathes of the country without any on-street charging and that needs to be rectifiedCousensurgently.”added:“Earlier this year, the government said it would need a minimum of 125,000 on-street charge points and acknowledged that the current progression in this area was too slow. Very little has changed in order to meet this target.”

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Uber drivers agree average 5% pay rise

A public consultation on Greater Manchester’s revised clean air zone (CAZ) plan is to be launched in earlyThe2023.Manchester CAZ was originally due to be introduced on May 30, 2022, and would have resulted in non-compliant private hire vehicles being charged £7.50 and vans drivers paying £10 to enter the zone. Drivers of coaches and HGVs would have also paid £60 if their vehicles didn’t meet the clean air rules. But in February, Greater Manchester Mayor Andy Burnham put the CAZ on hold amid concerns about financial hardship for local people and the availability of compliant vehicles. A new Government direction now requires Greater Manchester’s 10 local authorities to bring NOx levels on local roads to within legal limits as soon as possible and by no later than 2026. The 10 local authorities were given until July 2022 to submit a case for a new Greater Manchester clean air plan to ThisGovernment.plancalls for an investmentled clean air plan with no charging CAZ, although environment secretary George Eustice has suggested a smaller charging CAZ covering Manchester city centre. A decision could be made to proceed with the new Greater Manchester clean air plan in summer 2023. Meanwhile Greater Manchester private hire drivers have welcomed a cut in the cost of using the dedicated waiting area at Manchester Airport. Parking fees at the dedicated waiting zone for taxis at JetParks on Thorley Lane are being cut to just £1 for three hours. Previously drivers were charged £1 for an hour, £1.50 for two and £2 for three hours, after the prices were raised in Bolton2020.

The fees help to pay for the upkeep of the drivers’ facility which includes toilets, a hot drinks machine and flight information boards.

“There is a well-known notable amount of cancellation or lack of turn up by customers for private hire taxis and it is nearly impossible for taxi drivers to build this into their overall fares.”

Council shadow cabinet member for regulation and licencing Cllr Sue Haworth said: “I’ve been calling for fairness on airport charges for taxi drivers since way back to November 2020 amid a situation where, out of the blue, taxi drivers were being faced with massive hikes in charges at the parking area of the airport. It doesn’t work to just say well taxi drivers can pass increased costs on to customers in fares.”

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Manchester launches consultation on revised clean air zone plan

Mark Bursa Around 70,000 Uber drivers in the UK are to receive an average 5% pay rise following negotiations with the GMB union. Wages will increase at varying rates for different cities, linked to fare rises. In London, prices are set to go up by an average of 5%. Uber also said it was changing peak hours and minimum base rates to help boost driver earning opportunities.Themovefollows a recognition agreement between Uber and GMB, which came after the union won a landmark court case to categorise Uber drivers as workers. Uber agreed to pay holiday pay and guaranteed minimum earnings, and drivers will be able to access a pension scheme from October. Uber UK general manager Andrew Brem (pictured) said: “In order to meet the growing demand, we are looking to sign up 8,000 new drivers in the capital. Minimum base rates will increase in cities across the UK in order to attract these new drivers, which will be in addition to the 10,000 that have joined Uber across the UK following the move to provide holiday pay and access to a pension. This is aimed at helping to boost driver earnings and to help keep London moving with a reliable UberMartinservice.”Smith, national organiser at GMB, added: “Following negotiations between Uber and GMB, drivers across the country will see more cash in their pockets. During this cost-of-living crisis, which is seeing workers struggling to make ends meet, this is a rare bit of good news. This success shows other private hire operators the way forward: recognise and work with professional trade unions who know how to make work better.”

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Mark Bursa England’s most popular public electric vehicle charging locations have been revealed by charging app Zap-Map, with Gridserve’s super hubs at two motorway locations topping the list. The rankings reflect the second quarter of 2022 and cover around 70% of the UK’s public EV charging network. The data is based on analysis of the more than 1.6 million charging sessions tracked by ZapMap over the period. The Gridserve Electric Super Hubs at Moto Rugby and Moto Exeter top the list, with charge point operators MFG EV Power and BP Pulse also making the top five. The number 1 location is the Gridserve Electric Super Hub at Moto Rugby, just off the M6, which opened in April 2021. It has 12 high-power charging devices capable of charging at up to 350 kW. In second place was the Gridserve Electric Super Hub at Moto Exeter (pictured), opened this March, with 17 charging devices, including 12 350 kWcapable points. The third-busiest hub was MFG EV Power in Newington, south London, next to the A201 between Elephant & Castle and Bermondsey. Belonging to Motor Fuel Group, it has seven charging devices. Number four is the BP Pulse’s flagship Hammersmith charging hub just off the A4, between Hammersmith and Barons Court tube stations. With one rapid charging device and four ultra-rapid devices, the hub is the smallest of the top five, but its location next to the Hammersmith Flyover sees it put to extremely heavy use. Gridserve fills out the top5 with its Braintree Electric Forecourt, the first of its sites to open in the UK in late 2020. This boasts a whopping 30 charging devices.Zap-Map COO Melanie Shufflebotham said: “With over 500,000 pure-electric cars on UK roads, and the number of EV drivers joining their ranks showing no signs of slowing, high-power charging hubs are becoming increasingly popular, as these five busiest charging locations show us. “It is popular locations such as these that help to provide peace of mind for EV drivers undertaking longer journeys, who know they can easily find a convenient location for a quick boost.”

Toddington Harper, Gridserve CEO, said: “It’s great to see three of our Electric Highway locations in the top five most-used sites across England. We are committed to building an awesome UK-wide charging network, enabling anyone, anywhere, in any type of EV to take on any journey and have a great customer experience.”Harperadded: “We’ve launched seven Electric Super Hubs so far this year, including Exeter, through our partnership with Moto plus our Electric Forecourt in Norwich and we will continue to deliver many more locations throughout this year and ongoing.”KenMcMeikan, CEO at Moto Hospitality said: “As the largest UK Motorway Services Operator, we are continuing our mission to transform the UK’s rest stop experience. Across all our sites, up and down the UK, we’re improving the size, efficiency and capability of our EV charging offer and now have eight Super Hubs open.”

Zap-Map ranks England’s most popular EV charge points

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LONDON BLACK CABS

T HE DEPARTMENT FOR TRANSPORT’S CONSULTATION INTO best practice within the taxi and private hire sector closed at the end of June. We’ve listened to sensible voices within the industry, and we wanted our response to reflect those views.

Mark Bursa outlines Professional Driver’s response to the recent Government consultation on the taxi and private hire sector What do we really want?

news analysis AUGUST 202216

THE NEED FOR NATIONAL STANDARDS

The consultation appeared to be thorough, well thought-out and pressing all the right buttons. So a considered and comprehensive response was certainly merited. This is an extremely fragmented industry, containing a number of different types of operators, which often find themselves in competition with eachThisother.includes: u Hackney Car riage taxis (“black cabs” in London; less well defined elsewhere) u Private hire vehicles (“minicabs”) u Ride-hailing operators and drivers (eg Uber, Bolt etc) u Executive chauffeurs In addition, the industr y is subject to local, not national regulation. Hence the standards applicable to taxis in London are very different to those applied elsewhere.

It is worth noting that a “hackney taxi” in London is very different to most other towns and cities, where the vehicle may be a regular saloon car. The London black taxi lobby is extremely vociferous via its trade body, the LTDA, and defensive of its long-standing position. However, we believe times have changed and many of the black taxi objections to change are now spurious. As time progresses, it is more difficult to find justification for the special status of the black cabs (mainly as an “iconic” tourist attraction). Despite the arrival of new hybrid taxis, many of the cabs on the roads are still highly polluting diesels that could be up to 15 years old. Why do these vehicles receive special treatment over cleaner hybrid PHVs?

A number of high-profile court cases involving Uber has ruled that Uber’s drivers are neither self-employed, nor employees. Rather, they are “workers” and thus entitled to certain benefits such as sick pay, holiday pay and pensions. However, these rulings have not established any legal precedent across the whole industry, and we face a situation where each ruling only applies to the operator in question. Other operators (eg Veezu) are adamant that their drivers are self-employed “partners”, responsible for sourcing their own cars, insurance etc, while others (for example Green Tomato Cars) are happy to employ drivers on PAYE and provide them with a company-owned vehicle to drive.

Meanwhile, some licensing authorities (including TfL) allow drivers to work for multiple operators (especially those working for ride-hailing apps who might take jobs from Uber, Ola, Bolt and Free Now during the working day). Other cities such as Manchester only allow drivers to work for one operator, whether it be a traditional private hire or taxi fleet or a ride-hailer. This is clearly anomalous and requires addressing. The status of the ride-hailing apps is likely to change. Uber is already distributing large numbers of jobs directly to local operators via its Local Cab service. Under this regime, Uber effectively acts as a booking platform rather than an Theoperator.customer uses the Uber app to connect, via software to a “Local Cab” operator which then fulfils the job using its own drivers and cars, without directly having any contact with Uber. Uber merely takes a cut of the fare (as, say, hotels.com takes a cut of a booking made via its site).

EMPLOYMENT MODELS

With more than 300 separate licensing authorities across the UK, there is a lack of consistency in licensing standards applying to vehicles, drivers and operators. The cost of licensing varies greatly among councils. The “local” nature of licensing is at the root of many problems within the sector, as there is virtually no consistency in their approach. We feel the consultation is an opportunity to confront this issue and look toward establishing true national standards for the industry. Not minimum standards to be applied locally at the whims of local council licensing officers, but national standards along the lines of the way Heavy Goods Vehicle (HGV) or Public Service Vehicle (PSV) drivers and vehicles are governed – with a single set of national standards. We note that there have been previous attempts to redefine the sector, such as the work by the Law Commission in 2010-11, which attempted to draw clearer definitions but was ultimately not acted upon. There still remains no clear definition between a “taxi” and a “private hire vehicle”. Taxis can be hailed on the street or via a rank, but the advent of app-based e-hailing has added complexity to this situation. It is our view that e-hailing is not the same as physically hailing a taxi. PHVs accessible via app-based systems cannot use taxi ranks. The technology that powers e-hailing apps is now commonplace. Most private hire and taxi operators now have access to such systems. Legislation must not suppress technological progress.

The car’s licensing information can be displayed on a form of “tax disc” on the front or rear windscreen, which would allow inspections and spot-checks to be made.

Should drivers be subject to stricter training requirements than regular motorists? While this may be desirable, it would be extremely impractical and cumbersome to implement. In reality, it should be left to the market to implement schemes as part of voluntary customer service programmes - we are already seeing some of the more progressive firms establishing driver academies and in-house training programmes.Therequirement for knowledge tests diminishes as sat-nav systems improve. Most vehicles now come with satnav systems, and app-based systems such as Waze are common. In addition, many appbased services offer directions to the driver. By their nature, topographical tests are local.

National standards need to be flexible enough to recognise these changes in the operating landscape and not be used as a restraint on drivers getting work. Duplication of fleets of cars working for, say, Uber and Bolt in a city such as Manchester leads to more cars running empty when not carrying passengers, thus creating more congestion and more pollution.

Many drivers choose Wolverhampton because their local town’s system is so slow – delays of up to 12 months in getting a license have been reported. Faced with these challenges, many drivers walk away from the sector – hence contributing to current driver shortages. If we are to move toward a national system, with national pricing, these authorities will lose their price advantage, but not their efficiency advantage. Therefore it is likely that councils such as Wolverhampton would continue to license a disproportionate number of cars and drivers. Is this a problem? Not if national standards are applied. If the structures are in place across all authorities, the standard should be the same. This should do away with the need for local licence plates. In fact the use of ANPR systems to recognise if a taxi or PHV is entering a limited area (eg a Clean Air Zone, or a Bus Lane) should be sufficient in order to recognize the vehicle. Moving forward, geofencing systems are already available to perform a similar task.

A publicly hired taxi, on the other hand, needs to be clearly recognised. The simplest way to differentiate a taxi (hackney carriage) from a PHV is simply via the roof sign. We would propose that a “taxi” must display a taxi roof sign, either built in to the design (as per London black cabs) or attached to the roof as on regular cars. to be illuminated when the vehicle is available for hire. A PHV should not be equipped with a roof sign. There is no need for the public to be aware that the vehicle is available for hire, as the only way a prebooked taxi can be hired is via advance booking. Likewise, no mandatory colouring or markings should be forced upon operators of pre-booked taxis. It is up to the operator as to how much or how little signwriting is applied to the vehicle. Vehicles operated under joint Hackney/PHV licenses, as is common in many towns and cities, should display a roof sign as they are capable of being used on rank, or “plying for hire”.

EXECUTIVE CHAUFFEUR VEHICLES

LICENSING AND PLATING

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DRIVER TRAINING, KNOWLEDGE TESTS AND LANGUAGE TESTS

TAXI VS PRIVATE HIRE

Within the private hire sector, there is a significant sub-sector that does not appear to have been given enough attention. The Executive Chauffeur sector offers a more up-market service, using luxury cars (Mercedes, BMW, Audi and so on) but under Private Hire rules – pre-booked only. These operators cater largely for a business client base, focusing on corporate account customers, as well as tourist and celebrity customers.

A private hire vehicle is exactly that – a vehicle that has been hired, privately, like a rental car, but with a driver. There is no requirement for a PHV to carry signage, door stickers or other distinguishing marks unless the operator wants to do so.

The upshot of the Deregulation Act has been to allow PHVs registered in one licensing authority to operate in other territories. This has allowed drivers and operators to take advantage of councils such as Wolverhampton, which offer cheaper, faster licensing services.

news analysis

The Executive Chauffeur operators offer a discreet service, generally with un-marked and unplated vehicles. Signage, taxi lights or taxi plates are unwelcome. In London, a small windscreenmounted disc suffices to distinguish these vehicles; there is no need to carry a PHV plate. This standard should apply nationally for this class of vehicle.

TINTED WINDOWS

DISABILITY ACCESSIBLE VEHICLES

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All Taxis and Private Hire Vehicles are carrying members of the public and removing cars from the congested urban streets. Regardless of how they are booked or hailed, they are part of the public transport system in towns. It makes no sense to deny access to bus lanes for some of the vehicles. The argument that Hackney Carriages need to use the bus lanes in order to pick up and drop off passengers applies equally to PHVs – a pre-booked customer could ask to be picked up or dropped off on a street where there is a bus lane. Allowing all taxis and PHVs to use bus lanes also eliminates inconsistency around the country. Some councils allow PHVs to use bus lanes; others do not. There is no evidence to suggest that allowing PHVs to use bus lanes would slow bus traffic. In fact, the overall effect on traffic flow is likely to be positive through taking PHVs out of the regular traffic lanes. In many cities and towns, executive chauffeur cars are denied access to bus lanes, as they are considered PHVs. It is at the very least incongruous that vehicles providing a premium service are given fewer road privileges than the most basic form of rank-hailed taxi. As most bus lanes are monitored via number-plate recognition systems, the lack of license plates should pose no problems with regard to bus lane use.

How they could be enforced under a national system of licensing would require a framework for local authorities, perhaps as part of ongoing driver checks.Written English tests are often introduced into the licensing process. This is wrong. The job of a private hire or taxi driver does not require command of written English, just basic spoken English and communications skills. This could be part of a national standard.

The lack of national standards means that vehicles registered under Transport for London’s area have to meet different criteria than other local authorities.TfLhassince 2020 only licensed zero-emissions capable vehicles (EVs, Plug-in hybrids), whereas all other councils have stuck to DfT/DoE guidelines of Euro 4 petrol/Euro 6 diesel standards. TfL’s move has caused problems for operators and drivers due to a lack of suitable electric vehicles, especially larger 7-seaters. While the policy is intended to clean up London’s air, the effect is the opposite, as operators and drivers are hanging on to older vehicles as they cannot find a suitable replacement.Vehiclestandards must not penalise poorer drivers and must work within the framework of available vehicles. There are a number of reasons for vehicle shortages, and electric vehicle charging infrastructure is currently not up to the task. Operators genuinely want to use cleaner vehicles (indeed, their clients increasingly demand this) and vehicle policies should be applied accordingly. It would be possible to draw up a list of acceptable vehicle standards for saloon, estate, MPV, SUV etc. Professional Driver Magazine evaluates all vehicles for the sector through thorough testing and we would be happy to help in this regard. A national standard would obviate the need for local authorities to enforce cumbersome and costly rules, such as insisting cars are repainted to a specific colour, or the removal of tinted windows.

Councils should not be empowered to force extra costs on PHV drivers that damage the value of their vehicles. It’s acceptable within the national standards to have some allowable local definition for taxis (eg coloured panels on doors or bonnet, which can be applied as vinyls), but these should not be onerous and expensive. They should not be necessary for PHVs at all.

Another contentious issue, where there are strong benefits regarding driver and passenger safety, and identifying bad behaviour on either part. Against this must be balanced the passenger’s right to privacy, especially in the executive chauffeuring sector, where discretion and confidentiality are often part of the chauffeur’s brief.While we favour the use of CCTV devices (and indeed dashcams given the preponderance of ‘cash for crash’ scams), we believe there must be a framework for exemptions, again linked to the distinction between PHV and executive chauffeur vehicles and drivers. CAR REPAINTS/WRAPS

USE OF BUS LANES

VEHICLE STANDARDS

Points-based systems that allow minor breaches of the rules to be recorded and held on a driver’s record are only of use when they are fairly and equitably applied. Again, a proper national standard would allow the acceptable “offences” to be defined and set. At present, it is up to local authorities, and we have reported on instances where totally unreasonable “offences” have been used against drivers (for example, the police being called to a residential address following a neighbour’s complaint but no charges being pressed). Offences that might result in “points” should be defined nationally and not left to the whims of local authority licensing officials.

We support the mandatory provision of accessible vehicles in all areas, though it is worth noting that “accessible” vehicles are not necessarily “wheelchair accessible” vehicles (WAVs). While there is a clear need for the latter, there are types of disability where carriage is better performed by regular cars. Poorly sighted passengers, for example, may find it much easier to get into the back of a regular saloon car than have to clamber into a large, van-based WAV. Provision of disability accessible vehicles should be part of a wider provision of public

POINTS-BASED ENFORCEMENT

This is one of the most contentious issues of licensing. We have reported countless instances of council jobsworths refusing to licence a car because the factory-fitted tints were “too dark” for them to peer into the back, or other spurious reasons. Our view on tinted windows is that factoryfitted standards should be unchallengeable. It is impossible to replace these windows if that is what the car was supplied with. It’s hard to see what the problem is with factoryfitted tints. Council arguments that inspectors cannot see into the back of the car are fatuous. The inspection is taking place when the car is stopped: ask the driver or rear seat occupant to open the window.Aftermarket tints are a different story – and again, there are circumstances (eg executive limousines carrying celebrities etc) where darker tints are desirable. Recognition of the difference between executive chauffeur cars and regular PHVs should be part of the overarching standards, and would allow some leeway where appropriate.

IN-CAR CCTV

u The process of getting licensed should be quick and relatively easy (without compromising safety). Drivers should be free to get licensed anywhere that offers the service.

u National standards obviate local meddling in areas such as window tints, which cause a disproportionate amount of trouble.

VEHICLE CONDITION CHECKS

EURO NCAP RESULTS Few, if any, cars on sale these days are unsafe. Crash survivability in a vehicle built in the second or third decade of the 21st century is extremely good.

The Euro NCAP testing regime gives a relative framework of crashworthiness between cars, using very specific impact tests. For taxi operations, especially in urban areas, these tests may not have much relevance. It would certainly not be right to use Euro NCAP results in isolation in order to disqualify certain vehicles from the licensing process. If a car’s performance was so poor as to be unsafe, it would fail the overall homologation process that rules it fit to be sold.

u The sector should be centrally regulated as per PSV and HGV sectors, with national licensing standards, uniform licence costs and far fewer local regulations.

u Any new regulations must take into account the dynamic nature of the business and the ongoing changes in operation, including the advent and development of ride-hailing operations. It is worth nothing that these did not exist 10 years ago, when the Law Commission investigated the sector. transport, including app-based “dial a ride” services, specialist hospital and education transport, accessible buses and trams, and so on. WAVs are not cheap, and some form of grant funding would be desirable.

u There are certain areas where local authorities should have input (eg., topographical tests or some limited vehicle requirements) but these should not be onerous in terms of cost and effort for the driver.

u Executive Chauffeur cars need to be recognised as a separate sub-set of PHVs with their own requirements resulting from the discreet service they offer.

Summary

u These should apply to vehicles, drivers and operators in all towns. There is a case for special regulations relating to London black cabs, but in time this becomes increasingly difficult to justify. The black cab model needs some degree of reform.

There are some benefits to this, in terms of basic safety checks (tyre wear, fluid levels, working lights, basic cleanliness of vehicle) but drivers should not be expected to be able to recognise deeper problems. Current 6-monthly vehicle testing regimes should be sufficient to spot safetycritical issues such as brake or steering wear, and should be rigorous enough to spot issues that are likely to occur going forward.

u The taxi and private hire sector requires true national standards, not just national minima.

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Get ready The Ninth ProfessionalAnnualDriverQSiAwards Celtic Manor Resort, Newport, Tuesday November 29, 2022 T HE QSI AWARDS ARE BACK! We know how much you love the only awards that count in the private hire, taxi and chauffeur sector –and the 2022 edition will be bigger and better than ever. We’re keeping to our regular spot in the calendar – the event takes place on Tuesday, November 29, 2022 And we’re staying at the same venue as 2021 – the prestigious Celtic Manor Resort, Newport. As usual, we’ll be presenting Gold, Silver and Bronze awards to the best of the best among the operators and drivers. We’ll also reveal our 2022 Cars of the Year on the night – so prepare for a great party! Details of the awards categories and how to apply for the QSi Awards, plus details of how to buy tickets and tables, can be found on our website, so please visit this address for details: awards-home/https://www.prodrivermags.com/qsi-

ready for the 2022 QSi Awards

Hy-powerpair

Hyundai Ioniq5 Ultimate 73kWh RWDtwin test AUGUST 202222

twin test 23AUGUST 2022 T HE ROAD TO ELECTRIFICATION IS not an easy one for the car manufacturers to travel. Arbitrary deadlines imposed by grandstanding politicians, limited supply of batteries and inadequate infrastructure are all obstacles that the car industry must negotiate. CONTINUED ON NEXT PAGE Mark Bursa Hyundai Kona Electric Ultimate 64kWh

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Some automakers are proving more adept at swerving round the roadblocks than others. Last month, we looked at Volkswagen’s ID.3 and ID.4 EVs – excellent cars, but try getting one with a delivery date ending in 2022.As some obstacles are passed, new ones appear. A global shortage of microprocessors, for example, or Russia’s war on Ukraine, which has caused major disruption to the supply of wiring looms. Two steps forward, two steps back. Apart from Tesla, of all the major manufacturers, there are one or two that have best combined a progressive policy on EVs with a robust enough supply chain to keep the cars flowing through the showrooms. And those brands are Korean. Both Kia and Hyundai have been fast to market with EVs that tick many of the boxes in terms of size, range and cost. As part of the same group, their electric offerings share many of the same underpinnings.

Hyundai’s two mainstream offerings – the Kona Electric and Ioniq5 – are very much the same, under the skin, as the Kia e-Niro and EV6 respectively. Ioniq5, EV6 and the Genesis GV60 are all built on Hyundai Motor Group’s dedicated EV architecture called Electric-Global Modular Platform (E-GMP). Kia has captured the public imagination, becoming the number one brand in the UK for some months in 2022 and sitting only behind Ford and VW in the sales

league for the year to date with a market share above 7%. Hyundai is a little further back, with 5.2%, but there’s more of a focus on private hire, building on the success of the original Prius-shaped Ioniq model. We’ve even seen “taxified” versions of the Ioniq5, complete with roof lights. Ioniq is now Hyundai’s electric sub-brand, fulfilling the same function as ID for VW or EQ at MercedesBenz, and Ioniq5 is the first of a planned family of models. We’ve already seen what’s coming next – the bigger and very impressive-looking Ioniq6 will be with us next year, with more to follow. Ioniq5 makes quite a statement for the Hyundai brand. Its angular styling contains more than a passing nod to the original 1974 Hyundai Pony, the car that kickstarted the Korean auto industry. It’s an impressive vehicle too – you’re immediately struck how big it is, with an imposing stance on large 20in wheels. It’s a well-packaged vehicle too, with an extremely roomy and comfortable interior. Its “crossover” design makes it taller than a traditional saloon, so there’s plenty of headroom. It also allows the batteries to be stored in a flat pack under the floor. The width of the car allows for three passengers in the back,There’stoo.

plenty of boot space too – 527 litres, in fact – and our test cases were accommodated with plenty of room – you could get another case in at a pinch. Inside, the feel is modern and minimal – not Tesla

twin test AUGUST 202224 Hyundai Ioniq5 Ultimate 73kWh RWD

Hyundai Ioniq5 Ultimate 73kWh RWD price as tested £44,945 insurancegroup 34 warranty 5 years/100,000 miles batterywarranty 8 years/100,000 miles ved A performance powertrain Electric motor, Li-ion battery transmission Single-speed gearbox, RWD batterycapacity 73kWh power 217PS torque 350Nm topspeed 115mph 0-62mph 7.3secs acchargingtime 6hr 9min (to 100%, 10.5kW) dcchargingtime 17min (to 80%, 350kW) consumption 3.7 miles/kWh [wltp] co2 emissions 0kg/km range 300 miles [wltp] dimensions loadspace 527 litres length 4,635mm width 2,152mm height 1,605mm wheelbase 3,000mm

AUGUST 2022 25 twin testHyundai Kona Electric Ultimate 64kWh

100kW) consumption 4.22 miles/kWh [wltp] co2 emissions 0kg/km range 300 miles [wltp] dimensions loadspace 332 litres length 4,584mm width 2,070mm height 1,570mm wheelbase 2,600mm

There are three trim levels: SE Connect, Premium and Ultimate, with prices starting from £36,995 for the SE Connect 58 kWh RWD model. Our test car featured the top-level Ultimate trim, with the 73 kWh battery and RWD, giving a price before add-ons of £44,945. On the road, the Ioniq5 has a big car feel – the ride is smooth, perhaps a little bouncy on poor surfaces. There’s very little noise as you’d expect – mainly road noise. The car is well equipped, though the lane-keeping function of the adaptive cruise control feels a little “snatchy”.Onebig advantage is single-pedal operation – when you set the brake regeneration to maximum, Ioniq5 will come to a complete stop without using the brakes. It takes a bit of getting used to, but it won’t half cut your brake pad wear. If the Ioniq5 is a bit hefty in size and price terms, Hyundai’s other mainstream EV, the Kona Electric, is a more affordable proposition. Sharing much of its underpinnings with the Kia Niro, it’s an electric adaptation of a traditional compact SUV design. We first saw the Kona more than five years ago as a prototype, and it’s ver y much pitched at the heart of the Nissan Juke/ Vauxhall Mokka sector. 80%

CONTINUED ON NEXT PAGE Hyundai Kona Electric Ultimate 64kWh price as tested £40,375 insurancegroup 26 warranty 5 years/100,000 miles batterywarranty 8 years/100,000 miles ved A performance powertrain Electric motor, Li-ion battery transmission Single-speed gearbox, FWD batterycapacity 64kWh power 204PS torque 395Nm topspeed 104mph 0-62mph 7.9secs acchargingtime 9hr 15min (to 100% 7.2kW) dcchargingtime 47min (to

minimal, but digital dashboard and 12.3in satnav displays are the main feature – switchgear is minimal, with a touch-sensitive panel controlling climate functions, and most other information input via steering wheel controls. There’s no central drive selector – as with many modern EVs, it’s a simple rotary switch on a stalk, freeing up the space between the driver and front seat passenger for storage, phone charging and, of course, cup holders. Where the Ioniq5 really scores is in its operational abilities. This is one of the most competent EVs out there, not just in terms of its 300-mile range, but in its ability to fast-charge, which is as good as anything on the market – even neo-supercars such as the Porsche Taycan.There are four powertrain options, with two battery sizes and a choice of rear-wheel or all-wheel drive. Base model is 58kWh rear wheel drive with a range of up to 240 miles. Our test car has the larger 73kWh battery but retains rear-drive, and this is the model with the greatest range of 300 miles. AWD versions offer more performance but less range: the 73kWh AWD version offers a range of up to 287 miles. The real advantage is the car’s fast-charging ability. Ioniq5 features 800V charging as standard, which when combined with a 350kW ultra-rapid charger (such as the latest Ionity of Gridserve motorway chargers) will provide 80% charge in just 18 minutes and 60 miles of driving range in 5 minutes. The system also supports both domestic wall box charging and mainstream public 400V high speed charging, using the motor and the inverter to convert the voltage from 400V to 800V for optimised charge times whenever possible.

Vertical air inlets in front of the wheel arch claddings enhance aerodynamics, substantially reducing turbulence around the front wheels. Similar horizontal rear LED lights match the appearance of the front.

Hyundai also has a discount scheme for recharging, called Hyundai Charge Me. This gives access to large numbers of commercial charge points at commercial rates – including the Ionity network, which Hyundai co-owns. Price per kilowatt is roughly a third of the rack rate under this scheme, and it is well worth subscribing.

The electric version first appeared in 2018. It’s well executed, with very decent performance for a small EV. A facelift and restyle came in 2020, when production shifted to Hyundai’s European plant in the Czech Republic.Therestyle make the Kona Electric look more like an EV, with a closed grille and new LED daytime running lights and slim headlamps that stretch around the side of the car. The charging port was moved to the front of the car, offset to the left of the centre line.

verdict continued from previous page

If you want something bigger and more capable, the Ioniq5 delivers. This is a purpose-designed EV, using the latest platform that will underpin most Hyundai, Kia and Genesis cars going forward. And it’s simply one of the best EVs we’ve driven.

twin test AUGUST 202226 Hyundai Ioniq5 Ultimate 73kWh RWD

H YUNDAI HAS BEEN AROUND FOR ABOUT 40 YEARS IN THE UK, AND in that time it’s evolved from a cheapo budget brand to a highly sophisticated mainstream manufacturer, every bit a match for European and Japanese competitors.

Drivability is in the top division, while practicality is as good as anything,. The Ioniq5 is big and roomy, with lots of luggage space. It looks highly distinctive too, with retro-futurist styling.

Whichever of the two you choose, the Hyundai back-up is very good. You get a fiveyear warranty on the car, though there is a mileage limit of 100,000 for hire and reward use. Nevertheless, this is a good deal, and it’s transferable – helpful when secondhand vehicles start appearing on the market.

Prices start at £33,125 for the entry-level SE Connect model with 39kWh battery. There are four models in the Kona Electric range; our test car is the top-level model with larger 64kWh battery pack and Ultimate trim, taking the price up to £40,375. The premium for the bigger battery is worth paying – it provides substantially more range, at 300 miles against the smaller battery’s mere 189 miles. While the range matches the Ioniq5 (the battery pack is smaller but the car is lighter), it doesn’t offer quite the same recharge functionality. Whereas the Ioniq5 can handles a 350kW rapid charger, the Kona Electric maxes out at 100kW, so charging the lithium-ion battery from

In terms of EV development, Hyundai is in the vanguard. These two cars represent different generations of EV design, and show how fast the market is moving.

The Kona Electric is an adaptation of a car designed initially as a conventional internal combustion engine vehicle. But its transition to EV has been very well executed, and with a 300-mile range, decent availability and a reasonable price, it’s no surprise that it’s been popular with ride-hailing fleets. On the downside, it’s a little small inside – it’s a car that is really limited to urban taxi work, for passengers who don’t have too much luggage.

Inside, a 10.25in digital dashboard matches a similarsized infotainment screen, running much the same software as the larger screen in the Ioniq5.

10-80% takes about 47 minutes. Not bad, but the Kona Electric is more suited to overnight charging via an onstreet charger or a domestic wall box, which takes just over 9 hours for the 64kWh battery. The smaller 39kWh model charges faster, in 6 hours.

The rear seats are OK for two passengers. Legroom is a little tight, but there’s plenty of headroom. The boot is not the biggest either. At just 332 litres we could get both our cases in, but that was that – and accommodating the bag containing the charge cable still had to be taken into account. It’s a good urban taxi for two people, but too small for airport runs and suchlike. Despite its compact dimensions and tall stance, the Kona feels stable and solid on the road. The hefty battery pack under the floor gives a low centre of gravity, and as a result, it feels very ‘planted’ on the road. Good on a motorway, but ride does tend to be a bit harsh over potholed and speed-bumped urban streets. The Kona has a good specification, including a headup display, and safety features were beefed up in the 2020 facelift. But it lacks some of the more modern features such as one-pedal operation that you find on the Ioniq5. And the interior layout is a little more conventional, with drive select on the centre console, for example.

AUGUST 2022 27 twin testHyundai Kona Electric Ultimate 64kWh

The Kona Electric is a much smaller vehicle than the Ioniq5, and it does feel like a car at the limit of acceptability for private hire. It feels a little tighter inside than the old Kia e-Niro; the new version of that car is about to go on sale, and it’s safe to expect that the next-gen Kona will be a little bigger.

AUGUST 202228 Paul Webb T HE MAZDA 6 IS PROVING TO BE A hugely competent mile-eater for longer trips. A visit with ProDriver’s editor, Mark Bursa, to Manchester to see Autocab’s impressive new skyscraper HQ turned out to be an effortless journey. Thankfully we didn’t choose a day when the temperatures hit 35 degrees, but I’m pretty sure the air conditioning would have coped. We did discover something we didn’t like about the Mazda 6. As with many in-car infotainment systems, the satnav leaves a lot to be desired. Fortunately, if you prefer Waze or Google Maps, as I do, the Mazda 6 is equipped with Apple Car Play, so it’s very simple to switch to the familiar apps. I truly believe if built-in satnav systems were an optional extra, most professional drivers would choose not to fit them, and simply use the Apple system or its Android Auto equivalent for weirdos with a Samsung! The Mazda 6’s central screen is operated primarily by a control knob on the centre console, similar to those used by BMW and Audi. The dash-top display also doubles as a touchscreen, albeit one that works only when the car is stationary. As satisfying and easy as that rotary knob is to use, the menus it commands Mazda6 Saloon 2.5 194ps GT Sport Autorunning report

Mazda6 Saloon 2.5 GT Sport price £33,720 I warranty 36 months / 60,000 miles performance engine 2,488cc 4-cyl, 16v petrol transmission 6-speed auto, FWD power 194PS at 6,000rpm torque 258Nm at 4,000rpm combinedfueleconomy 38.2mpg co2 emissions 167g/km dimensions length 4,870mm width 1,840mm height 1,450mm wheelbase 2,830mm loadspace 480 litres take a bit of getting used to, even if you’re on Apple Car Play. The car being slightly wider than its competitors made the massive task of hauling the svelte frames of Mark and myself around not a problem at all and I must praise the seats as they do provide great support and long motorway miles don’t leave you fidgeting or with numb bum or seized back. A feature I would like to see as standard in most cars is the wireless charging tray, which eliminates having loads of cables and wires emerging from the front armrest or wrapping round the gear lever. If more than one of you needs to charge up, or if you need to charge other devices (like Mr Webb’s monstrous vaping tool –Ed) there’s no avoiding the need for cable.

The route to success

The Mazda 6 is a well-appointed, sharphandling big saloon with a great design that blurs the line between mainstream and premium. The only disappointment is that the Mazda 6 – and other upper-medium saloons – are on borrowed time. Most manufacturers seem to be moving to the SUV-shape as a mainstream car – this year we’ve seen the demise of the Ford Mondeo, Vauxhall Insignia and VW Passat saloon. Of course battery-electric cars are always going to be taller, as the battery pack’s logical home is under the floor. So say hello to a “crossover” shape, with bigger wheels for better ground clearance, as the standard large car.

The car will be at this year’s Car of the Year judging days at Epsom on August 23 and 24, and it would be great to get your thoughts on the suitability of these cars for private hire fleets. See you there!

vedband

SPECIALIST SUPPORT FOR CHAUFFEURS We’ve been insuring chauffeurs for more than 30 years, so we understand how the industry can change and evolve. As the industry adjusts to these current challenges, we’re here to support chauffeurs like you in the event of a claim – and help steer you through the challenges that come with the longer lead times, higher costs and limited courtesy vehicles that are impacting today’s market.Ifyou have any questions about our claims process, please don’t hesitate to get in touch. Simply give us a call on 020 8633 8513 or send us an enquiry here.

Hire vehicles are in short supply in the UK at the moment, so you may find you’re being charged more to hire a vehicle – or even facing periods of time without a courtesy vehicle at all. We understand the impact this could have on you. It’s important to consider how you could keep running your business if you cannot access a hire car just in case your vehicle needs to go in for repair. For example, if you’re in a position where your vehicle has to go into the garage as part of an insurance claim, you may find you have to prove you genuinely need a courtesy vehicle. This means you have to show that, financially, you cannot operate your business without one.This is more applicable if you have two or more vehicles as part of your business. You may find that you’re asked to show that you cannot carry out your full workload with your remaining vehicles and need a courtesy vehicle to meet all your business demands – in other words, that you’re not hiring another vehicle for the sake of it.

talking point

LONGER LEAD TIMES

Ricky Chivers Aston Lark

“The materialsindustrymanufacturingisfacedwithrisingcostsofbothandenergy,aswellassustainedhighdemand.Theselongerleadtimesmaywellhaveaknock-oneffectonhowquicklyyourvehiclecanberepaired,aswellasthecostoftheoverallclaim.”

How supply problems could put you off the road T

Ricky Chivers is business development manager for insurance broker Aston Lark — ricky.chivers@astonlark.com

AUGUST 2022 29

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THE CONSTRAINTS ON COURTESY VEHICLES If an accident happens and your vehicle is out of action, you still need to work. As a rule you might expect to receive a courtesy vehicle or hire car as standard but, unfortunately, the strain on the repairs industry is making itself felt on the demand for courtesy vehicles too.

RISING COST OF REPAIRS As a chauffeur, you have to keep your vehicle in good condition at all times. Not only does your business depend on your vehicle being roadworthy, but your customers expect a high level of service in a comfortable car. But all vehicles will need maintenance and repairs at some point, so it’s important to be aware that the costs of repairs are going up. These jumps in price are due to the increasing costs of labour, parts and materials. Garages are having to pay more to buy in what they need for each repair from suppliers who, in turn, have higher overheads and increased fuel costs as well as delays in the supply chain to deal with. If your vehicle is damaged, this will have an impact on any potential claims as it means the repairs could cost more, so it’s worth checking your cover limits.

As we touched on above, supply chains are still feeling the strain after the pandemic, adjustments to Brexit and shock of the Ukraine-Russian conflict. Parts are not only costing more but they’re taking longer to produce too. The manufacturing industry is faced with rising costs of both materials and energy, as well as sustained high demand. These longer lead times may well have a knock-on effect on how quickly your vehicle can be repaired, as well as the cost of the overall claim.

HE LAST TWO YEARS HAVE CAUSED significant changes in nearly every industry. It’s been particularly hard for chauffeurs, who have suffered the combined effects of the Covid-19 pandemic, Brexit and war in Ukraine. The damage caused by these unwelcome events are being felt in everything from fuel costs to insurance claims. Aston Lark understands the challenges that chauffeurs are facing, so we’ve pulled together a quick guide to some of the changes you may be seeing in the industry and how you can make sure you’re properly prepared if you need to claim.

Previously, this wouldn’t have been a problem but in today’s market conditions, we’re seeing this more and more as part of the claims process.

T RANSPORT FOR LONDON IS THE FIRST LICENSING authority to publish guidance on passenger contract for private hire operators. On December 6, 2021 the High Court handed-down its judgement in the matter of Uber London Limited v Transport for London & Others.

Moving forward, it is of paramount importance London operators heed this guidance. While it has no legal effect, it does outline the basic approach taken by TfL to assessing whether an operator is, or will be, compliant with the licence condition. The burden to meet this obligation remains with the operator and, if TfL is not satisfied, the repercussions for non-compliance may be refusal of an application or enforcement action

TfL immediately acknowledged its duty, as interpreted by the court, and directed operators to “carefully consider the High Court’s judgement and take steps to ensure they comply with it”. Supplemental TfL communications reiterated the need for operator compliance, indicated regulatory checks had begun and confirmed guidance would be forthcoming.

n A contract is created between the operator and passenger for the booking as well as the provision of the transportation services n Fares for the journey are collected by the operator or collected by the driver on behalf of the operator

on the case Passenger contracts – the legal view

Subsequently, on April 22 this year, TfL introduced Regulation 9(14) as an amendment to the Private Hire Vehicles (London) (Operators’ Licences) Regulations 2000. This regulation, which came into force on April 23, 2022, introduces a new condition of licence: “The operator shall enter into a contractual obligation as principal with the person making the private hire booking to provide the journey which is the subject of the booking and any such contractual obligation must be consistent with the 1998 Act and these Regulations.” With a view to assisting said operator compliance, and in a first for licensing authorities, TfL announced the publication of guidance specifically focussed on: n What operators’ responsibilities are when they contract with passengers n How the law applies in practice n What TfL is doing to help ensure compliance. Initially, the ‘Guidance for London Private Hire Vehicle Operators: Contracts with Passengers’ covers the background High Court judgement, the new regulation and its purpose before moving onto the need for compliance. It then outlines the responsibilities required to meet the prescribed licence condition : n A London PHV operator must – itself – accept bookings from its passengers, rather than anyone else (eg a driver) doing so n A London PHV operator must – itself – take responsibility for the journey from point A to point B, rather than anyone else (eg a driver) doing so n The booking must be carried out in a London-licensed PHV (or taxi) driven by a London licensed driver n The booking must be carried out for a fare which was either agreed or for which an accurate estimate was provided in advance. These, TfL states, apply to all operators regardless of “how they operate…and whether or not they use written contracts”. Where a written contract exists, TfL provides clarification on its approach to finding an operator is compliant when its services meet these criteria: n The London PHV operator is responsible for both accepting the booking as well as the provision of the journey (or transportation services)

The guidance took four months to appear, but must be welcomed as providing at least some clarification on TfL’s stance for applicants and licence holders. Given proceedings on this statutory question are being commenced outside London in Sefton , and uncertainty pervades around its full impact on Tax Law or Employment Law, this may offer a useful insight to future regulatory approach.

n Only the operator can cancel a booking with a passenger n Liability in relation to the transportation ser vices belongs to the operator. It also clarifies terms which would not be considered compliant in a written contract. These include instances where an operator: n Retains responsibility only for accepting bookings and that the drivers are responsible for providing the transport service or journey, or that the passenger’s contract is with the driver n Acts only as an agent for the driver n Is not a transportation provider or does not provide transportation ser vices n Is an intermediary between the passenger and driver who is the transportation provider n Has established payment arrangements by which passengers pay drivers directly, with the operator taking a fee or proportion of the fare as the driver’s agent n Transfers liability for its obligations under the 1998 Act on to anyone else such as drivers n Has no responsibility in relation to the performance of the contract to provide transportation services because such services are provided by the driver. While these factors represent “likely” considerations for TfL, it is clear they must be taken into account in any such agreement. If, in the alternative, an operator does not possess a written contract, TfL will request evidence of its “processes, systems and procedures”. This will, at minimum, cover: n Any wording that operators use to describe their operating model which may be available to passengers on their website or in publicity materials about their services

n Whether operators take responsibility for anything that may occur on the journey n To whom passengers should make complaints about the journey n Where applicable, payment of VAT on fares n How bookings are cancelled. Such evidence may in any event, as TfL later states, be sought to check compliance regardless of whether a written contract is used or not. TfL has indicated it will also require an explanation from each operator on how it complies. These requirements, it should be borne in mind, are subject to review and the guidance itself may be periodically updated .

n Neil Morley is a leading lawyer in Taxi Licensing Law who founded Travis Morley Law in 2010 — neil.morley@travismorley.com

Neil Morley MorleyTravisLaw

The court had been tasked with hearing a claim, brought by Uber London Ltd, for clarification on contractual relationships under the Private Hire Vehicles (London) Act 1998.

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Uber London sought from the court: “…a declaration that an operator licensed under the 1998 Act who accepts a booking from a passenger is not required by the Act to enter as principal into a contractual obligation with the passenger to provide the journey in respect of that Submissionsbooking.”wereheard from each party on the central question of statutory interpretation and, at its base, Parliamentary intention. Consideration was given to provisions within, not only the Private Hire Vehicles (London) Act 1998, but also the Local Government (Miscellaneous Provisions) Act 1976Ultimately,. the court found that: “In order to operate lawfully under the Private Hire Vehicles (London) Act 1998, a licensed private hire operator who accepts a booking from a passenger is required to enter as principal into a contractual obligation with the passenger to provide the journey which is the subject of the booking.”Incoming to this view, Lord Justice Males and Mr Justice Fraser concluded Transport for London (TfL) “will need to reconsider its current practice which is that it does not review the contractual terms of an operator when considering a licence application. Since an operator which does not undertake the required contractual obligation is not operating lawfully, TfL will need to consider how best to ensure that the basis on which…operators conduct their operations is in accordance with the requirements of the 1998 Act”.

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Energy management in a time of crisis

FUEL CRISIS VS ENERGY CRISIS

I recently read that due to the significant increase in electricity prices this winter, EV drivers face an eight-fold charging cost increase. The same article could have easily been reframed in a more positive context: smart tariffs will save EV owners up to eight times on home charging this winter. So it may be true that charging on a standard variable rate from October might mean paying 60p per kW. But if you have private parking, and are on a time-of-use (TOU) tariff, such as Octopus Energy’s Intelligent, which are set at 7.5p per kW for offpeak times between 12.30am to 4.30am, you can effectively charge at an eighth of the standard variable 60p rate – 7.5p. Based on a typical UK average mileage (post-covid) of 6,800 miles per annum, this would cost just £127.50. Obviously a professional driver’s mileage is significantly more, but this only means savings will be even moreAlthoughsignificant.theabove scenario is a basic example, it does demonstrate that energy management, even on a domestic level is something valuable to understand as part of EV management.

WATT’S UP? With the increase of Ofgem’s energy cap, the Standard Variable Tariff will rise to around 60p per kWh from 28p per kWh this winter, according to industry analysts. Given that the April increase to 28p per kW represented a 70% increase for many, for this to double come October can make going electric appear an unviable option, especially when petrol pump prices looked to have peaked. SO, IS ELECTRIC STILL A VIABLE OPTION? The answer is a resounding yes, but this can depend on various factors and individual circumstances. A significant difference between ICE vehicles and EVs is the distribution of energy, and the shift to a more symbiotic relationship between the two. EVs can be recharged in a variety of locations, methods, speeds, and costs, this is a significant differentiator to ICE vehicles, that only use fuel stations, and a single, familiar experience.EVscanbe charged slowly from just a basic 13A domestic socket, up to ultra-rapid rates using DC chargers that can exceed 250 kWh. The variables of convenience, and cost are numerous. EVs can be charged at home, at work, or at public charging locations, this creates new markets, and industry forces, and will undoubtedly create new trends.

current affairs

After enduring months of record-breaking price highs at the pumps, drivers of ICE Vehicles will be relieved there are finally signs that the cost of oil has stabilised. The wholesale price of oil may have gone down, but not so you’d notice at the pumps. Fuel retailers are notorious for failing to pass on reduced wholesale costs to customers quite so eagerly as when wholesale costs escalate. So, while pump prices are predicted to fall, at the time of writing petrol was still hovering above 180p per litre, and sometimes as high as 190p. During the fuel crisis, it may have crossed the minds of many beleaguered motorists, whether swapping fuel for electric is the answer? But, caught as we are between a fuel, and energy crisis, many may also now be wondering which way to go?

Tim Scrafton Founder and COO of The ConsultancyConnect

UNDERSTANDING THE ENERGY AND EV MARKETS

T HIS HAS BEEN A SUMMER OF HEATWAVES to rival any on record – even the famous long hot summer of 1976, which older readers will Indeed,remember!2022hasbeen the driest year on record since 1976, and reservoirs are at critical levels after months of drought, triggering wildfires and hosepipe bans in equal measure.Ofcourse, no sooner are hosepipe bans enforced, the weather lurches from one extreme to the other, with torrential downpours and flash floods! Factor in possible power cuts and transport disruption, and you’ve got a perfect storm for transport disruption. In addition, we now also appear to be trapped in a vicious cycle global pandemic, and post-pandemic crises, including the spiralling cost of living, especially fuel and energy prices. In the background, the underlying crisis, that of our climate, has for years been simmering increasingly toward boiling point. And that affects all countries and demographics.

PUBLIC RAPID CHARGING: WHEN IT PAYS TO SUBSCRIBE TO A NETWORK

“During the fuel crisis, it may have crossed the minds of many beleaguered motorists, whether swapping fuel for electric is the answer? But, caught as we are between a fuel, and energy crisis, many may also now be wondering which way to go?”

Tesla opened 15 of its “super hubs” to all other EV brands in May, prior to a full roll-out of all its 189 locations in September. Non-Teslas can access their networkat the cost of 60-62p per kW. But you can access the same price as Tesla owners, (26-28p per kW) by paying a monthly subscription of £10.99. You can soon work out this benefits Tesla in creating a faster turnaround of users at a higher price, while subsidising Tesla owners and subscribers at the lower rate. This also benefits those who regularly need to top up around 100 miles or more, (around 40 kW) which for on-demand drivers, or those without private parking will be the Toppingnorm.up at 40kW is the value tipping point here, because it becomes cheaper (even for one charge) to pay the £10.99 subscription, and charge for 28p per kW. It’s important to emphasise that when it comes to EVs and charging strategies and solutions, one size does not fit all. This is not a like-for-like replacement of fuel for electricity. If you need expert advice on going electric, get in touch with us at The Connect Consultancy. n Tim Scraf ton runs the Connect Consultancy, providing end-toend strategy, insight, supply of EVs, chargers and installations. hello@ theconnectconsultancy.com

“The odds are stacking up at a rate probably unseen in this industry. Serious existential threats arrive monthly if not at times weekly. So where is the policymaking, the research, the lobbying and the plan to turn whatever is happening to this industry’s advantage?”

Blasé, laissez faire retorts of ‘this just needs common sense applied’ do not make policy. So, if we want to do this, who does it? Who funds it? None of it is free, and who benefits?Thatis easy to answer. The industry. There is no third parent waiting in the wings. If you want it, you need to demand it and you need to pay for it because you are going to benefit from it. Alternatively enjoy the show, listen to the speakers, enjoy the DJ, the party, the buffet and the booze up and let’s hope that we can all bluff our way through another year without having to do anything much more than check our emails, sign off the rates bill and book another game of golf! n www.mobilityserviceslimited.com little less conversation, a little more action

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Does that sound familiar? It should do, as that is the reality. A whinging rag bag of moans overlaid with the omnipresent siren voices claiming ‘it’s not fair’ has no appeal to policy makers. Intellectual challenge, alternative proposals – well thought out, costed, justified with some consideration of the short, medium and long-term impact, together with – heaven forfend –a proposed implementation plan might actually create some interest. But don’t worry if you or your leadership are not doing it. There will be others who not only will, but are doing it now! We didn’t want this, we don’t want that and our answer is no! Leadership is not turning up at meetings, shooting from the hip moaning about everything ever delivered (even if we asked for it), objecting to everything ever proposed and saying no to any changes. That is not leadership. It is lazy, inept and amateur. Trade and industry leadership requires hard work, research, boning up on long boring reports and other people’s research. It requires analysis and it requires skill to hone and critique ideas and concepts to add value to the industry and to the businesses in it.

Dr Michael Galvin https://mobilityserviceslimited.com

I tell you where it is. It’s in the hands of the big boys. Make no mistake, while you twiddle with your emails, or think about the next trade show to get pissed at, organisations are busy working out what is good for them and making it happen.

the knowledge A

DOING NOTHING IS ALWAYS AN OPTION WORTH CONSIDERING In any good strategic plan, the option of ‘doing nothing’ is always present. If we do nothing what happens? Depending on the author, the bias of the author (we all have biases), the seriousness of the threat or opportunity, it may well be the recommended option but I suggest it rarely is. The odds are stacking up at a rate probably unseen in this industry. Serious existential threats arrive monthly if not at times weekly. So where is the policymaking, the research, the lobbying and the plan to turn whatever is happening to this industry’s advantage?

When it does happen, you can enjoy listening to the speakers at the next trade show tell you how we are not standing for this, how we are going to ask for the government, council or whoever to reverse/change it and then the following show you can hear how unfair it is that they would not listen.

No one can complain that we don’t have both quantity and variety in this industry as far as trade shows are concerned. We go from church hall-type events giving away key rings, through the Ibiza dance club versions to the polished two-day exhibitions, and now the Move type events with lots of simultaneous, earnest conversations happening in parallel.Alluseful stuff in the main, and I wish good luck to those organising and hopefully benefiting from them. And my genuine best wishes if you attend and enjoy any or some of them. But what are these events actually achieving? Yes, we can all go along, vent our spleens, whinge and whine, catch up with old friends and hopefully make some new ones. We can see a few suppliers, enjoy the buffet, maybe get drunk and possibly that is all we should hope for and expect. And if it is – job done!Likewise, I believe that when many people get back home and go to the office the next day they quickly bury themselves in the day to day dross of ‘administrivia’ – the comfort of signing off a few invoices, opening the post, checking the emails out and feeling that the big issues raised at the previous day’s (or recently days’) trade show are forHidingothers.behind the doors of our offices dealing with stuff that is neither important nor urgent nor frankly worth the bother beats trying to work out whether the business is capable of surviving, whether the business is heading towards becoming unmanageable or whether something actually needs to be done to retain or add value as the owner moves towards hopefully a well-rewarded exit, or passing on a thriving business.

ORRY ABOUT THIS, BUT I AM going to overshare with you today.

I am normally a very well-behaved advisor, always trying to offer you some trade relevant stuff from my world, but today I am just going to moan.

Professional Driver kindly allows me this column to offer hope and optimism in a world of increasing regulation and compliance. But today I offer no solutions, just a little rant. Here goes…I’msure as most of you know that as well as doing lots of the tax stuff that I do, I am very involved in looking at driver engagement within the trade. I would like to let you in on a little secret. If you thought driver status was complicated, you have got it wrong, I’m afraid. The law and folklore, legal precedent and just plain gossip surrounding what is and what is not self-employment is actually excruciatingly, mind-bending obtuse and frustrating. You may, or may not, realise that selfemployed engagement rolls into two separate areas: tax and employment. Both are covered by separate areas of legislation, separate courts and separate tests. Many company owners are not aware of the difference, though to be fair, that’s my job!

IR35, status tests, intermediary reporting, agency legislation, Section 44… the list goes on and on of terms and potential problems and, of course, misunderstandings. So, you can see why I was so excited when finally, the Department for Business, Energy and Industrial Strategy issued new employment and status guidance. Its bold promise was to “provide additional clarity for businesses, individuals and other groups such as those in the gig economy, so they have a better understanding of which employment status for employment rights they fall into”.Sohere goes, here is the clarity we have been waiting for: “A large number of respondents were supportive of employment status reform but there was no overall consensus on what action the government should take. Respondents agreed that there was no easy solution, and it would be complex to implement any reform around employment status.”

And here is an example of specific advice given: “Multiple apps or platform-based systems. When an individual uses multiple apps or platform-based services simultaneously then the arrangements for each app/platform will need to be considered on an individual basis.”

You may well be able to see where I am going with this. The guidance was there to attempt to demystify the law. From my perspective, it was totally aimed at employment and status and not on the tax implications, so the jury is still out on the future of tax implications recently talked about in the trade.

So in effect, after four years. this government has decided not to legislate formally in this area. They chose instead to once again issue guidance, meaning ‘suggestion to courts not direction to courts’. So once again advisors such as myself our left to our wits and dare I say guile, in stomping our way through the mire. I’m sure I will be writing lots more about this guidance in the next few months. But sorry, there are no epoch-making laws for you this time. I shall leave you with this quote from Employment status consultation: government response (publishing.service.gov. uk)“This guidance does not impose any legal obligations. It does not change the law. Only a Court or employment tribunal can make a final decision on employment status for employment rights purposes. This guidance does not and cannot provide definitive answers to individual queries. It is not intended to be relied upon as a substitute for seeking advice on specific circumstances.”

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Also, in terms of skill sets for advisors, one leans towards lawyers and one towards accountants, and worse still there is constant crossover in how they are dealt with, and in my experience no matter how good they are, the convergence of these two states of play can trip any advisor up.

AND FINALLY… My phone has been ringing lots in the last few days about a letter from TFL to lots of operators asking about “operator and passenger contractual relationships”, referring directly to the “December 6, 2021 Divisional Court ruling” and asking for their contractual terms with proof that they apply to regulation 9(14). This is essentially a licensing and legal issue, but I will of course have an opinion on it, especially the shamefully tiny deadline that everyone was given. I’m sure this issue isn’t anywhere near over. Gary Jacobs Gary Jacobs runs Eazitax, an accountancy thespecialisingfirmintaxiandprivatehirebusiness eazitax.co.uk

the advisor

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As clear as mud

However, the result of this collective action is not only a worthy principle for all but resulted in actual cash money for the individual driver. I can state categorically that GMB members involved in the Uber case have received thousands of pounds and in some cases tens of thousands of pounds in lost earnings. Other drivers, who were not members of the union, also received such backdated payments as a result of the Supreme Court decision. But here they were obliged to pay their lawyers a substantial part of their earnings which GMB members were not obliged to do.

The decision to fight the case from the Employment Tribunal all the way up to the UK’s Supreme Court was only possible because the GMB was able to call on the resources of its members to do so. An individual driver would not normally have the means to do this. Unions can negotiate more effectively for workers than an individual employee can for themselves.

The ability to change society for the benefit of the individual is limited where the lever available is the election cycle. However, unions can campaign at any time on a range of issues beyond pay. For example, the closure of a health facility affecting an area; getting better public spaces for local people; and other issues can be undertaken by a union at the behest of their members.

The union view from our representativeGMB

So, whatever a person believes the role of a union to be, it is to your benefit to be a member. —Kwabena Dennot Nyack n Dennot is an AGM trade union member and was a former representative of the GMB’s professional drivers. He is also an author and broadcaster with a strong knowledge of the private hire industry and an equality and diversity specialist. dennotnyack@yahoo.com +44 0740 625

I believe that the Uber case clearly demonstrates the importance of trade unions in the modern era.

mobile:

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email:

I will cover the history and rationale of trade unionism, why trade unions are resisted, the current attacks on trade unions and the January 2021 victory to show why I believe the above statement is correct. A trade union, such as the GMB, is an organisation of workers whose purpose is to secure, maintain or improve the conditions of their work or employment. These conditions include securing better wages/payment, holidays, health provisions and retirement, and so on. Trade unions came into being in Britain, other European countries and North America during and following the industrial revolution. In the early and later part of the industrial revolution unions were illegal. However, over the years unions were formed and began to obtain formal political power, leading to the establishment of sets of laws controlling the relationship between unions, their members and the employer. During the 1970s, UK employers and owners, through their political organisations, began to curtail the power of the trade unions. The reason for this is simple. The lower the cost of workers, namely their pay and benefits, means that money can be channelled into the pockets of the bosses. In January 2022 the Financial Times stated: “The wealth of the richest 1% of households in Great Britain was more than £3.6 million per household on average, 230 times higher than the £15,400 or less for the least wealthy 10%.”

DennotKwabenaNyack

Of course, the unions respond by arguing that we should support nurses in their pay claim too...”

276 the negotiator United we stand

I don’t want to sound like Private Eye’s fictional left-wing ranter Dave Spart here, so I haven’t mentioned Margaret Thatcher (Err… Ed). I merely wish to briefly recap the broad history of the labour movement. So, when the GMB or another union takes on an employer we are not seeking the overthrow of the TheseGovernment.continuing efforts to restrict the power of the trade unions have continued through a variety of laws and attacks by the media. The latter was successful in creating a division between nonunion workers and unionised members, which led the former to believe a series of myths about trade unionism and leading to a fall in membership of unions.Therecent attacks on our colleagues in the Rail Maritime and Transport union and the rail workers union ASLEF posed typical attacks such as: “Why are these unions calling for higher wages when nurses are being paid much less?” Of course, the unions respond by arguing that we should support nurses in their pay claim too. Some drivers may have succumbed to the onslaught against trade unions and trade unionism. They may have been seduced by the shiny apps and things offered to them by organisations such as Uber, which claimed that the old relationships were over and a new era of work was here. Like me, once they saw the reality of working for organisations similar to Uber it became clear that the employers were merely wearing “new clothes”.

T HAS BEEN 19 MONTHS SINCE THE VICTORY OF my union, the GMB, in its battle with Uber. What has been the result and what can we learn from this success? Well, perhaps the biggest takeaway from the Uber vs Aslam case is that trade unions are not the remnants of a bygone age but are extremely relevant and necessary in the modern workplace.Inthisarticle

The solidarity shown between union members is an effective tool in securing gains achieved in the workplace.

Finally, while I believe that all humans are social animals I recognise that we also have our individuality. This means that while we contribute to the collective, our needs require satisfaction. Unions recognise such needs. So, the Uber case was not just about gaining benefits for all drivers but actual money for the individual.So,theGMB defeated Uber’s contention that they were merely a “tech platform” that acted as an agent for drivers and that the latter were “workers” under the existing employment laws. Further, the case decided that the legislation prevents employers from contracting out their legal obligations.

“The recent attacks on our colleagues in the Rail Maritime and Transport union and the rail workers union ASLEF, posed typical attacks such as: “Why are these unions calling for higher wages when nurses are being paid much less?”

I

The Supreme Court also found that the drivers’ working time for Uber was not, as Uber argued, to periods when they were actually driving passengers but included all periods when the driver was logged on to the app. These findings not only benefited all Uber driver members but all workers across the sector and workers in a similar position.

Sincerely hope to see you all there, just don’t ask me what my go-to car is if money were no object.

n Kevin Willis runs Chirton contact@chirtongrange.co.ukGrange,–07725467263

Electric dreams and disappointments

Kevin Willis Everyday problems from the operator’s point of view...

the insider UNUSUALLY FOR THE JOB I DO, I AM not really a car person. Unlike most of you in the game, I don’t much care about miles per gallon or miniscule differences in the nought-to-sixty barometer upon which most cars are judged. In fact, the only thing that is important to me when it comes to my ‘ride’ is having confidence when I turn the key that the engine is going to roar into life and enable me to head off to earn some money. My developed strategy to cope with the constant barrage of questions fired at me from petrol-head chauffeurs when on multi-car jobs, was to develop a plausible answer to the “favourite car if money was no object?” enquiry. After very little research my chosen weapon was the Aston Martin DB9, attired in British Racing Green of course, to be as cool as Daniel Craig trapped in a penguin’s fridge. Then, the call came, a client of ours asked me to drive the very same car for a promotional campaign centred around the launch of the Skyfall movie. On the day I was tasked with driving seven or eight journalists from Canary Wharf over to a pub in Greenwich in a hired DB9easy peasy, what could possibly go wrong? But they, not me, were running late. The only way to catch up with the tight schedule was to have two scribes travel with me each journey rather than the programmed one, and this was only made possible by dropping the soft top roof which enabled one person to ride side saddle across the pathetic excuse for a back seat with the other riding shotgun. Predictably, it was raining.

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This event is one that I am certainly not prepared to miss and genuinely feel, in my humble opinion, that we should all make the effort this year. After years in the wilderness, sitting in the garden drinking gin and tonic at 11am, we need to celebrate being fully back on the road with a vengeance not seen since Taken 2. With unprecedented visitor and passenger numbers booking our services this summer, surely the QSi Awards are the perfect place to dress up, unwind and spend some of the profits we’ve made over the summer?

There I was, sitting in the drizzle with the rain bouncing off my bald head down on to my nose and on to my tie as an assortment of builders took time out of their busy day to lean out of their window and let me know what an absolute tool I was.Owning any one of these magnificent mechanical beasts, be it a Lamborghini, Ferrari or Maserati, is a verifiable status symbol, a silent portal into how successful the driver has become. The problem with driving one is that every chav in a remapped VW wants to race you on the bypass and nobody, but nobody, will ever let you out into traffic, not even fellow Aston Martin owners.

At a time when the entire process of child-birth is quicker than ordering and receiving a new vehicle and when finding a decent second hand motor is more overpriced and worse value than a Manchester United season ticket, it will be very interesting to discover which make and model is going to be considered best for us to invest in. Ears and eyes open please as all results will be revealed to a drum roll accompaniment at this year’s QSi Awards over in Celtic Manor, Wales on Tuesday November 29, 2022.

Above all, where the hell am I supposed to put the grandchildren on our weekend journeys to Monkey Bizz? That job, in the hire car of my dreams, potentially saved me £150,000 (it was a few years ago) which I will now divert to pay this winter’s gas bill. My go-to vehicle is, and has always been the Mercedes-Benz V-Class, nee Viano, previously nee V Class again! In my humble opinion it is the only vehicle for this job when you talk about carrying multiple passengers and their luggage. Its stylish versatility and unshakable reliability seamlessly compliments the credibility given from the vaunted three star badge displayed on the bonnet. While the VW Caravelle and pimped up Ford Tourneo are, without question, excellent motors,

they will seldom be requested by paying punters over the mighty Merc. Now the saloon car argument is a more congested and contested field with Audi, Mercedes, BMW and possibly Lexus vying for top spot. Once upon-a-while-ago, a chauffeur had to be offering only the Mercedes-Benz S-Class to be taken seriously for a film premiere or celebrity client, but that was before BMW and Audi upped their game dramatically to offer a stiffer argument when it comes to judging any ‘car of the year’ prize. As this magazine heads toward Judging Day 2022, a day that will see most of the vehicles used in our industry judged solely by people like yourself, guys and gals who work with the cars every day of their working life, I wanted to register my support for the faithful Mercedes V-Class.

I really want to switch to an electric vehicle as soon as is practical because burning fossil fuel, however much we rail against change, is not the future of motoring. The EQV doesn’t have the mileage range as yet, nor is it available in extra-long wheelbase, and it’s eye-wateringly expensive to purchase.

Not because I like Mercedes as a company (actually, it is quite the opposite) but because the V-Class has served our business well by never letting me down, and I can’t actually make the judging event myself (again) this year and hadn’t the balls to tell the ProDriver team as yet. What I did want to add, as a Mercedes-Benz V-Class user, is that the electric EQV model is not yet fit for purpose. Obviously, I don’t speak as a motoring journalist and haven’t bothered to run the thumb over all the data, but I speak as an ‘insider’ - someone who meets and speaks to many in the industry on this subject.

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