Professional Driver Magazine July 2023

Short circuit

Is the EV market running out of charge?

VW ID.7

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Short circuit – is the electric car revolution becoming unplugged?

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Short circuit

The Green Blues

Everyone wants a cleaner, healthier environment. And vehicles are a significant cause of local air pollution –even if they’re far from the worst cause.

So the switch to electric cars makes sense at that level, though it’s not without eco-drawbacks such as Lithium extraction or Cobalt mining. But the revolution appears to be running out of steam, just at a point where we seem to have chosen to throw a century of technological development in the bin.

The internal combustion engine undoubtedly works, but it will from 2035 be replaced by a technology that, right now, seems decidedly inferior, has significant performance disadvantages and relies on a decidedly shaky infrastructure in order to work.

The picture is significant. It shows one of the latest EVs on the market, the Volkswagen ID.5, at a very significant location in British motoring history. The car is parked at Micheldever Station in Hampshire, and it’s significant because the first ever British car journey started here.

On 5th July, 1895, the Hon Evelyn Ellis waited at the station for the train from Southampton to arrive. On board was a new 4hp Panhard et Levassor, shipped from France and taken by rail to Micheldever. From there he drove the car to his home in Datchet, near Windsor.

Today, that 45-mile journey would take less than an hour. But at a time when there was literally no infrastructure – no proper roads, no filling stations, and no other traffic – it took Ellis more than 8 hours, travelling at a maximum speed of 4mph.

If you needed fuel at the dawn of motoring, you bought a bottle of “spirit” from a chemist. Or paraffin from a general store. It would take some time before an organised system of fuel distribution and retail was established.

This is almost where we are with electric cars today. Infrastructure is, at best, random. If you’ve got a drive or a garage, you’re quids in. If you haven’t, it becomes a postcode lottery. Some local councils have installed on-street chargers; others have not.

Rapid chargers are installed wherever one of the many new operators can find land. Supermarket car parks, fast-food drivethroughs, hotel and pub car parks. Anywhere that’s prepared to give up a couple of parking bays. Sadly, there isn’t one at Micheldever Station, though I’m sure someone has their eyes on the car park.

It’s also a lottery when you go to a charging station to see if it’s working, or available. And if it is, will it work at the advertised speed?

In our experience, the answer is likely to be no, and the car companies’ claims of a 10-80% recharge in 15 minutes are just not possible.

Unless you have a home charger, or you don’t do large mileages, an EV is not the easiest thing in the world to live with. Unfortunately, many chauffeurs, private hire or taxi drivers fall outside the low mileage/ home charger Venn diagram.

In fact they’re more likely to live in a flat or a terraced house, and they’re doing way above the average daily mileage of a private motorist. Yet from an air quality point of view, switching a taxi or PHV from diesel to electric will have a much more dramatic effect than swapping a private car.

A taxi might do 50,000 miles a year or more; a private car might

struggle to do 10,000. So each PHV that switches to electric is worth at least five family runabouts in terms of air quality improvement.

But many drivers are loath to switch. They simply cannot make the numbers work. An EV is typically more expensive – maybe up to 50% more expensive – than the equivalent ICE car. And if they have to use commercial charge points rather than home charging, it’s more expensive per mile to fill up with electricity than it is with petrol.

Then there’s the time factor. If you have to spend an hour a day waiting for the car to charge, that’s an hour of earnings down the drain. Seven hours a week, 350 hours a year. That’s a lot of lost revenue.

It’s no wonder that a number of drivers are sticking with either ICE or PHEV until such time as the provision of charge points matches the demand for charging. And that’s a challenge – EV sales might be slowing down, but the number of cars per charge point is growing. There’s the root of the problem.

Maybe it’ll take a technological breakthrough to double battery life and halve charging times. It’s not unreasonable to expect this, and by 2035, when a ZEV will be your only choice, we’ll be 25 years on from those early Nissan Leafs and their 60-mile ranges.

Twenty-five years on from Evelyn Ellis’s journey takes us to 1920, by which time there are 300,000 far more capable cars running on tarmacked roads and filling up at service stations. We’re into the age of motoring, and there’s no turning back.

If EVs are going to succeed completely, the technology needs to advance at a similar pace. A 200-mile range is not enough. The 2035 EV needs to be able to travel 500 miles on a charge, and it needs to recharge in just a few minutes, not an hour.

If this doesn’t happen, the EV revolution could fail. And then where do we go?

Mark Bursa Editor markbursa@prodrivermags.com

Veezu moves into Merseyside with Britannia Taxis acqusition

Mark Bursa

Veezu has made a major strategic move into north-west England with the acquisition of one the region’s largest private hire operators, Britannia Taxis, which operates in both Liverpool and Greater Manchester.

The deal adds an eighth hub to Veezu’s operation and follows the recent takeover of City Taxis of Sheffield. Britannia Taxis was founded in 1994 and has grown to have around 500 drivers on its books, including the takeover of Merseyside rival Sapphire Cars in 2010.

The deal takes the total number of Veezu driver-partners to around 12,000. Launched in 2013, Veezu has pursued a strategy of building large regional hubs. It operates in Cardiff/Newport in South Wales; a west country hub covering Bristol, Bath and Swindon; and operations in Leeds, Sheffield, the West Midlands, Norwich and Cambridge.

Recently it has started rebranding local operations to Veezu with the aim of building a national private hire network. Veezu has invested heavily in data, technology and infrastructure to ensure that regional private hire operators such as Britannia Taxis remain deeply ingrained within their communities.

Jimmy Aden, managing director

of Britannia Taxis, said: “From our humble beginnings as a familyrun enterprise, Britannia Taxis has flourished into a company with access to an impressive fleet of more than 500 skilled driver-partners across Merseyside and Greater Manchester. We take immense pride in helping the movement of people within our communities.”

“We are tremendously excited about joining Veezu and the future of Britannia Taxis. I have utmost confidence in joining forces with a larger enterprise that prioritises local

New Zego survey reveals UK’s most expensive cities for taxi drivers

Mark Bursa

A new study has revealed the UK towns and cities where it is most expensive to be a taxi driver.

The survey, by taxi insurance company Zego, examined several administration costs that are required when setting up as a taxi driver in each UK city.

Start-up factors include the average cost of taxi insurance, initial cost of a DBS certificate, average cost of a taxi licensing fee (for three years) and the average cost of petrol per litre.

Veezu partners with WeFlex to help drivers purchase new electric cars

Veezu has partnered with WeFlex to help driver-partners purchase electric vehicles.

WeFlex, founded by former Climatecars boss Nicko Williamson, offers rent-to-buy schemes and flexible car finance exclusively for private hire drivers. The Veezu partnership will give the firm’s 12,000 driver-partners access to deals on electric vehicles.

Two Teslas have already been purchased through the scheme by driver-partners in Newport, South Wales, and five other EVs have been sold across their other brands.

interests and invests in improving the driver-partner experience.”

Veezu CEO Nathan Bowles said: “Britannia Taxis has earned a welldeserved reputation for excellence in Merseyside and Greater Manchester. Our appetite for growth shows no signs of wavering. Britannia Taxis follows the successful acquisition of City Taxis in Sheffield in March of this year, both of which complement our coverage in West Yorkshire through Amber Cars to help create a strong network of operators in the north.”

London tops the study as the most expensive UK city for taxi drivers, with an average set-up price of £1,856, which doesn’t include any actual vehicle costs.

The average annual cost of taxi insurance in London is £1,542 –which is the cheapest quote the experts found. A licensing fee for a taxi driver for three years in London is around £261.55.

Wakefield is the second most expensive city in the study, with a total start-up cost of around £1,828 and a cost of around £642 for a three-year taxi licensing fee. The average price of petrol per litre in Wakefield is £1.40.

In third place is Bradford, costing a total £1,714 to start up as a registered taxi driver. The cheapest

Tarlochan Bath, business services support director at Veezu, said: “As part of our wider environmental social governance strategy, we are always looking at ways to improve our carbon footprint. This scheme, which not only encourages driver-partners to switch to electric vehicles but also offers a practical solution to help them do so, aligns perfectly with our long term business goals.”

India Cotton, Marketing Lead at WeFlex, said: “Being an approved vendor for such a reputable brand as Veezu is something we are very proud of. These first few sales are just the beginning, and we are looking forward to helping more Veezu driver-partners across the country.”

taxi insurance quote found in Bradford for a taxi driver is £1,471, and a three-year licensing fee is £199.

The top ten is rounded out by Coventry, Edinburgh, Nottingham, Luton, Southampton, Manchester and Wigan.

Sten Saar, CEO of Zego, said: “It is no surprise that London tops the study, being the capital city of the UK and even declared the fourth most expensive city in the world.”

Source: Zego

The cheapest UK city to become a taxi driver is Inverness in Scotland, with an average total startup cost of around £853. Hereford is also amongst the cheapest cities for setting up, with an annual taxi insurance cost of around £708.

It’s a deal: Jeff Anderson, COO of Veezu (right), with Jimmy Aden, founder of Britannia Taxis.

New ‘landmark’ Southampton signs will let drivers work for multiple operators

Mark Bursa

Southampton private hire drivers are celebrating after plans to introduce new, less restrictive rules on signage were introduced.

Following a campaign led by the Solent Private Hire Alliance, signage on private hire vehicles will be changed in way that will allow drivers to work for more than one operator.

The current rules meant that signage displayed the name of the operator on the side of the vehicle, but the approved plans will see the removal of the need for an operator name. Vehicles will still be clearly marked.

Jay Chowdhury, chairman of Solent Private Hire Alliance, hailed the change as a “landmark decision”,

adding: “The policy that we had before was infringing on our workers’ rights.” The motion was put forward by SPHA and supported by the GMB Union.

He continued: “Most drivers have been in favour, it means drivers are more flexible to choose who they work

Black & white wraps for Toon taxis approved despite driver protests

Mark Bursa

Newcastle hackney drivers are unhappy with a City Council plan to paint all local taxis in the black and white colours of Newcastle United.

While the plan doesn’t go as far as stripes like the football shirts, drivers will have to add a white bonnet wrap to their vehicles. The council has approved the plan, saying it would make licensed cabs more recognisable and deter bogus drivers.

But drivers are against the unhappy about the costly cab revamp, and instead want the council to improve CCTV at taxi ranks.

More than 40 drivers gathered outside Newcastle Civic Centre to protest against the move.

Newcastle City Council said it would offer a £100 grant to each of the 597 licensed hackney carriage drivers in the city to help with fitting the white vinyl wrapping – a cost of nearly £60,000.

Mohammed Subhan, secretary of the Newcastle British-Bangladeshi Taxi Drivers’ Association, said: “It is a huge burden on the drivers and it does not make any sense. At night time you won’t be able to tell if a car has a black or white bonnet.”

However, drivers believe they will be forced to

for. Drivers are over the moon, there was a lot of support from drivers throughout the whole process.”

Choudhury said the previous signage meant many drivers were “locked in” by operators, and while councillors initially refused to make

the change, the new signs were approved after an appeal and a consultation.

Cllr Toqeer Kataria said: “It allows drivers the freedom to work for more than one operator at a time but places control to ensure bookings accepted by a driver are fulfilled. This is a significant change, the impact will be monitored both locally and in other parts of the country as authorities find ways to address the issues raised by the introduction of new technology in the private hire industry.”

GMB National Representative Ali Haydor said: “Our members have been waiting for this change for a long time. An unfair policy is a bad policy and GMB, as a campaigning union, will always fight to have these overturned.”

pay out regularly to have them replaced. Subhan said: “We drive these cars miles and miles. A white bonnet is going to get dirty very quickly, the wrap will get ripped and it will lose its elasticity.”

Subhan said a report to the council’s cabinet said 96% of drivers surveyed about the changes were against the proposal. He added that improved CCTV at taxi ranks would be a better use of money.

But Labour councillor Paula Maines, the

council’s cabinet member responsible for taxi licensing, said: “Recent police and licensing operations have shown that we must take some action to safeguard vulnerable people in our city who are a part of our night time economy. A distinctive fleet of hackney carriage and private hire vehicles are seen as being essential to this.”

The new taxi policy will go before a full council meeting next month before it comes into force.

Tesla exits UK chauffeur market as RHD Model S, X production cancelled

Mark Bursa

Tesla customers who have been waiting since 2021 for new supplies of Model S or Model X cars are faced with the choice of cancelling their orders or accepting a left-hand drive model, after the US automaker announced it would no longer be making the two cars in right-hand drive.

The move, which Tesla said was for reasons of “mechanical and logistical complexities” effectively means Tesla is no longer supporting the UK chauffeuring market. Despite an offer of three years’ free use of Tesla’s supercharger network, most buyers are likely to look elsewhere for a luxury EV.

Tesla has not sold the S or X since 2021, focusing instead on newer Model 3 and Model Y, and the company recently announced a new Model 2 entrylevel model.

Tesla is this month running events in London where customers who have ordered Model S and X can test new-generation LHD models. But with supplies of rival models now becoming more easily available, most buyers are expected to switch to the likes of Mercedes-Benz, BMW, Porsche and Genesis.

Model S was launched in 2013, with the Model X following in 2016. But numbers sold have been relatively low, with just over 11,000 Model S and fewer than 6,500 Model X were registered before sales ceased in 2021. Since then, almost 100,000 Model 3s have been sold, with Model Y close behind.

Tesla is also offering those with Model S or X in order a £2,000 sweetener to take a Model 3 or Y instead. But with prices of Model S and X ranging between £95,000 and £125,000, it seems unlikely that S and X customers would want to step down to the £42,000 Model 3.

Andy Lord confirmed as London Transport Commissioner

Transport for London chief operating officer Andy Lord (pictured, right) has been appointed London’s permanent Transport Commissioner.

The move was announced by London Mayor Sadiq Khan, and the TfL board.

Lord joined TfL in November 2019 as managing director of London Underground and became COO for all TfL’s operations in 2022.

He has been serving as interim Commissioner of TfL since last October, following the departure of the former Commissioner Andy Byford.

In his previous role he oversaw the completion of the Elizabeth Line crossLondon railway, the completion of the Bank station upgrade, the development of plans

for new bus provision in outer London, new cycleways, and TfL’s work to support safe and successful events to mark the coronation of HM King Charles III.

As managing director of London Underground, Lord led the transport network’s operational response to the Covid pandemic. He was responsible for the Northern line extension and the extension of London Overground to Barking Riverside.

Before joining TfL, he spent nearly 30 years in the commercial aviation sector, including 26 years at British Airways that culminated as director of operations for seven years. He is also a nonexecutive director for the UK MoD’s Defence Equipment and Support Agency.

Sadiq Khan said: “Andy brings with him a wealth of experience and expertise to lead TfL as we work to deliver the most affordable, accessible and sustainable transport network possible. I have seen first-hand Andy’s dedication to rebuilding TfL’s finances following the devastating impact of the pandemic and his commitment to delivering better services for Londoners and more sustainable travel across the capital.”

Lord said: “In the months ahead, one of my key focuses will be on securing the long-term Government funding that we need to continue our vital work. With transport authorities across the UK now having long-term ‘London-style’ funding agreements in place, London is now ironically the outlier.”

—Mark Bursa

Eastbourne operators backed by local MP in call for new taxi trade consultation

Mark Bursa

Eastbourne taxi operators are calling for a new consultation into taxi policies in the south coast town, The calls are backed by Eastbourne and Willingdon MP Caroline Ansell, who has recently conducted an online survey of Eastbourne residents which showed that more than half the respondents were having to wait for more than an hour for a taxi due to driver shortages.

The MP hopes to bring the council’s licensing department and taxi drivers together to try and ensure more taxis are on the roads.

Ansell said: “I want to urge the borough council to recognise the loss of taxi drivers is a huge blow to residents and visitors alike and it is

potentially putting people in danger late at night.

She added: “It is crucial a new consultation is launched so that everyone can have their say on what is

Mercedes-Maybach EQS SUV becomes premium brand’s first all-electric model

Mark Bursa

Mercedes-Benz has released details of its Mercedes-Maybach EQS 680 SUV, a top-line allelectric SUV designed to challenge super-premium SUVs such as the Rolls-Royce Cullinan.

Based on the Mercedes-Benz EQS SUV, the car is the first EV in the up-market MercedesMaybach range.

“The first all-electric vehicle from MercedesMaybach complements the best technologies from Mercedes-Benz with the extra comfort and individual details that are only available from Mercedes-Maybach,” said Mercedes-Benz group chairman Ola Källenius.

Options include two-tone paintwork with a filigree pinstripe, applied by hand. Five color combinations are available.

In the rear, the standard executive seats are equipped with ventilation, massage function and neck and shoulder heating. There is also a calf massage and the Chauffeur Package. As soon as the right rear passenger chooses the reclining position, the front passenger seat automatically moves forward to the chauffeur position.

The dashboard uses the standard MBUX full-

a good way forward that keeps people safe in the cars and allows them to be safe by actually being able to call a cab when they need one late at night or to go to a hospital appointment.”

She continued: “The consultation can also ask to better understand the roll out of CCTV to find a proper evidence base and impact assessment of this decision, especially when other local councils are not implementing it.”

Jeff Defalco, representative from the Eastbourne Taxi Operators, said: “Lewes Council has announced that the mandatory CCTV licence condition is returning to full public consultation, along with muchneeded changes to testing to enable the trade to attract drivers and bring Lewes in line with other progressive authorities around the country. We, the Eastbourne taxi/private hire operators, would kindly request the same be afforded to Eastbourne by the council.”

width Hyperscreen, while rear passengers can experience an extensive range of infotainment and comfort features with two 11.6in displays on the backrests of the front seats.

In addition to the Dynamic Select driving modes (Eco, Sport, Offroad and Individual), the Mercedes-Maybach EQS SUV has a special Maybach drive mode. It replaces the classic Comfort mode and is designed entirely for

maximum driving comfort for the rear passengers. The Maybach driving programme is the standard setting.

The Mercedes-Maybach EQS 680 SUV has an output of 484 kW and a range of up to 375 miles (provisional figure). It has 4Matic all-wheel drive as standard, and the battery can be recharged at speeds of up to 200kW, offering a theoretical 1080% recharge time of 31 minutes.

Eastbourne and Willingdon MP Caroline Ansell and Eastbourne taxi operators representative Jeff Defalco.

Edinburgh George Street private hire access ban could result in legal challenge

Mark Bursa

Edinburgh private hire operators could mount a legal challenge to Edinburgh Council’s plan to ban private hire vehicles from George Street once it is pedestrianised, while allowing access for black cabs.

The £36 million project to turn the city centre thoroughfare into a cycling street with wider pavements was described by operators as “ludicrous”. The scheme will introduce new traffic restrictions, although permitted vehicles such as delivery vehicles and postal vans will be allowed to enter between 7pm and 10am.

Under the current proposals, that window will also apply to back cabs –but not pre-booked private hire cars which make up the majority of the city’s taxis.

Council transport convener Cllr

Scott Arthur said up to 5,000 taxis enter the street every day and that keeping this level of access would

Uber pulls out of Israeli taxi market and ditches

Italia food delivery arm

Mark Bursa

Uber has announced it is pulling out of Israel and shutting its food delivery business in Italy, claiming it has not built sufficient market share in either market.

A spokesperson said the moves were “in line with our efforts to focus on markets where we have opportunities for sustainable growth”.

Uber CEO Dara Khosrowshahi has said Uber will invest only

diminish the aims of the scheme.

But Kevin Woodburn, boss of private hire firm Capital Cars, has called for “fair and equal treatment” of the trade’s two sectors, saying either both types of taxi should be permitted on George Street or neither should.

Woodburn told the transport committee that operators could mount a legal challenge against the council over the new rules. “We fail to understand the reasoning and

the logic,” he told councillors at a meeting.

Woodburn said two-thirds of the vehicles licensed by the council are PHVs, adding: “The majority of the vehicles servicing the public are not allowed access while the minority are – it makes no sense to us.”

Describing the situation as “ludicrous”, he said there was no data to back up why this decision had been taken. “My concern is that we once again are being put in a

position where we have no choice but to go down a legal route,” Woodburn added.

Cllr Arthur said the more traffic restrictions are relaxed, “the more of the value of what we’re trying to do is lost”. He said: “Even allowing taxis in the evening, we think there would be about one a minute coming in.

“During peak times, we’ve got data that shows between 3,000 and 5,000 taxis come into George Street in a day. If we allowed that level of access, while it might be good for businesses, in the short-term we’d lose a lot of the value we’re trying to deliver on the street if 5,000 taxis come in in a single day.”

The George Street transformation is now set to commence in 2025 – a year later than previously planned. Pavements will be widened to 4m with planters, shrubbery and relaxation spaces along the street. The latest designs also confirmed trees will be planted at either end.

in markets where it can be the largest or second largest player.

Uber trails Gett Taxi and Yango in the Israeli taxi and private hire market, while delivery rivals Just Eat and Glovo are ahead of it in the Italian food delivery sector. The company, which relies on self-employed contractors for its delivery service, said around 50 Uber employees and thousands of non-employee couriers and restaurants would be affected in Italy.

However, Uber said it would continue to expand its mobility service in Italy, where it works with dispatcher IT taxi. The company’s biggest markets in Europe are the UK, France, Spain and Germany. Uber said it was seeing strong adoption by taxi drivers in Europe, who use the Uber app to supplement their regular business.

Bolt looks set to launch in Preston after council approves new operating base

Uber’s main ride-hailing rival Bolt has been given permission to open a bureau near the Dock Estate in the Lancashire city of Preston.

Bolt currently operates in 18 cities in the UK including London, Birmingham, Nottingham, Newcastle and Manchester.

Uber does not have a direct operation in Preston. Instead it operates indirectly through its Local Cab system. A number of established private hire firms have signed up, including Ashton Allied Cabs, New City Taxis and Brownhill Corporate Hire.

Bolt Services UK Ltd has been granted a Certificate of Lawfulness to open its base in Preston, changing offices in Unit 5 of Albert Edward House near the docks into a private hire licensed operating centre. In its application Bolt said the office would not have radio masts, flashing lights, signage or waiting rooms for customers and drivers, vehicles, counter services or large numbers of visitors.

A spokesperson said: “The office will be used for administrative purposes and to provide access to Bolt’s driver, vehicle and booking records, which are held digitally. It will also be used to provide access to its cloud-based technology, which automatically accepts and allocates bookings.”

The office will be used during normal office hours of 9:00am to 5:00pm Monday to Friday. Bolt expects less than one visitor to the office per month and the premises will not be accessible by the public. There will be no passengerdriver interactions held at the unit, nor will there be any cars on site waiting, or private hire vehicles registered to this address.

—Mark Bursa

George Street will be pedestrianised under the ambitious plans.

Sadiq Khan-backed Tesla supplier Breathe falls into administration after 15 months

Mark Bursa

A company set up just over a year ago to supply private hire drivers with Tesla cars has gone into administration.

Breathe was backed by a £3.2 million grant in March 2022 from the Mayor of London’s Energy Efficiency Fund (MEEF), and it is feared that money may now be written off.

Last week insolvency practitioners from Begbies Traynor were appointed as administrators for the company, which had planned to acquire a fleet of 100 Tesla vehicles to be rented out to drivers, giving them the option of taking full ownership of their car at the end of a subscription period.

The firm’s website continues to advertise its work with the Mayor of London to reduce CO2 emissions.

Breathe was also working with Transport for London to offer drivers scrapping their cars under the new scheme “an additional £500 off their subscription for a new, zero emissions EV”, according to its website.

Joint Administrators Paul Appleton and Adam Shama of lawyers Begbies Traynor were appointed on June 13, 2023. They are attempting to sell the business as a going concern.

MEEF, established in 2018, is a £500 million investment fund designed to finance low-carbon, sustainable projects and infrastructure in London.

Breathe works like a subscription service, including insurance, maintenance and replacement tyres. Drivers can choose between an ‘Everything Included Ownership’ model giving them the option to own the vehicle after four years, or an ‘Everything Included Rental’ model in which the driver subscribes for use on a weekly basis.

Last March, Jeff Davis, director of Breathe, said: “Our mission is to provide large scale electric-vehiclesas-a-service offerings and we are excited to be starting with sustainable, flexible and affordable vehicle subscription options for London’s private hire market. We are seeing huge demand for electric private hire vehicles and MEEF’s funding allows us to expand our operations and help more drivers step into their first EV.”

A spokesperson for the Mayor of London, said: “MEEF is the largest fund of its kind in the UK and has

already invested in 17 projects across London mobilising over £380m of investment which is expected to save over 38,000 tonnes of CO2 and nearly 40m kwh of energy.

“MEEF’s original investment of £3.2m in Breathe represents less than 1% of the total funding mobilised by the fund to date. The Mayor is aware that Breathe has recently entered administration. The appointed administrators are working with all parties to complete a sale of the business and if needed realise assets to enable the debt to be repaid.”

Petrol, diesel and PHEV options for new Mercedes-Benz E-Class estate

Mark Bursa

Mercedes-Benz has followed up the reveal of its new E-Class saloon with an estate version. But as with the saloon, the car will not be available as an electric car, only as a 2.0-litre petrol-electric plug-in hybrid or conventional 2.0-litre petrol and diesel models.

The new E-Class estate boasts more rear space than its predecessor thanks to a wider body by 28mm.

This increases rear elbow room to 1,519mm. Meanwhile the wheelbase has increased by 22mm to 2,961mm, giving more rear knee and leg room.

Although the roofline is less boxy compared to its predecessor,

the new E-Class estate has greater load compartment volume. The load compartment is 615 litres, rising to 1,830 litres with the rear seats folded away. In the plug-in hybrid model, the luggage capacity is reduced to 4601,675 litres.

Inside the cabin, the MBUX Superscreen with large glass surface is an option, while electronics

architecture is more softwaredriven and less hardware-driven. The computing functions of previously separate domains take place in a single processor. Screens and the MBUX infotainment system thus share a new, very powerful central onboard computer. This form of networking improves the performance and speed of the data streams.

The PHEV version will be available at launch, while both the diesel and petrol versions feature an integrated starter-generator (ISG), making them mild hybrids. The electric motor has been increased from 15 to 17kW and the boost torque to 205 Nm.

With an electric output of 95kW (129PS) and an all-electric range of more than 60 miles (WLTP), this model will on some days be on the road purely electrically, without the use of the petrol engine. Plugin hybrids with diesel combustion engines will follow.

As an option, the new E-Class is available with all-round Airmatic air suspension with ADS+ continuously adjustable damping.

New offices for fast-growing Midlands’ Local Radio Cars

Mark Bursa

A family-run West Midlands taxi firm has moved into larger premises to cope with growth.

Local Radio Cars, which was acquired by Andy Williams in March 2022, has since then doubled its driver numbers to around 100, and has moved to a new office in a shopping centre in the Birmingham suburb of Chelmsley Wood. The bigger premises are needed to house nine new recruits in the back-room team.

Williams said: “This move will allow us to be at the heart of the community and allow our customers to put names to faces. We want to retain the personal touch as we grow. Since

acquiring Local Radio Cars, our team has invested heavily in advertising and incentives for customers and drivers.

The company services Chelmsley Wood, Smiths Wood, Castle Bromwich, Coleshill and the surrounding areas, and it is looking to grow further over the next couple of years.

“Our ambition is to improve on our recent growth and create more opportunities for our community, either on the road or in the office,” said Williams.

“Even with the popularity of ridesharing apps, such as Uber, we strongly believe that there will always be a place for independent, family-run taxi services,” he added.

VW unveils long-wheelbase version of ID.Buzz MPV ahead of 2024 launch

Mark Bursa

Volkswagen has revealed a longwheelbase version of its ID.Buzz electric MPV, which could have strong appeal in the taxi market.

The retro-styled ID.Buzz will become one of very few electric sevenseaters on the market when it goes on sale in 2024, and the longer wheelbase means the car now has a bigger luggage compartment, making it well suited to work such as airport runs.

The LWB ID.Buzz will launch with an optional new 85kWh battery and new 210kW electric motor. The battery can be charged from 10-80% in just 25min on a DC fast charger. Range is likely to be greater than the SWB’s WLTP figure of 258 miles.

It will sit alongside the five-seat ID.Buzz Pro2 and the ID.Buzz Cargo van in the VW range. The cars are made at VW’s Hanover plant and will be sold in the US as well as Europe.

The new LWB variant is 4,962mm long, 250mm more than the standard wheelbase version (4,712mm). The wheelbase has been stretched from 2,989mm to 3,239mm. The additional

250mm results in sliding doors that are 192mm wider.

The extra length can be used for extra seats or a much-increased luggage space with five seats.

Configurations include five-seater (2/3); six-seater (2/2/2 with individual seats and armrests in the second row of seats); and seven-seater (2/3/2).

A new panoramic sunroof evokes memories of the legendary “Samba bus” of the 1950s.

The luggage in five-seater configuration, loaded up to the upper edge of the backrests, is 1,340 litres, bigger than the SWB’s 1,121 litres. With seven people are on board the LWB ID.Buzz’ there is still room for

306 litres of luggage.

Also in the pipeline is an all-wheeldrive GTX version with an output of 250 kW and a 0-62mph time of just 6.4 sec.

Other new features of the electric VW bus include a head-up display, a next-generation infotainment system and remote parking via smartphone.

Winners of 2023 Parliamentary Taxi and Private Hire Awards announced

Mark Bursa

The winners of the 2023 Parliamentary Taxi & Private Hire Awards were announced this week, with prizes going to drivers judged to have made outstanding efforts in charity work, community support and sustainability.

The Awards were launched in 2019 by Daniel Zeichner MP, then chair of the All-Party Parliamentary Group on Taxis, to celebrate those taxi and private hire drivers who make a big difference in their communities by going ‘above and beyond’ for the public.

Drivers are nominated by their local MPs, and the awards are sponsored by ride-hailing company FreeNow. This year’s winners were:

FREENOW AWARD

Mohamed Ewasha – at the age of 74, Mohamed has run the London Marathon and various halfmarathons to raise thousands of pounds for a number of charities, including Independent Age.

CHARITY AWARD

Matt Westfall, a London cabbie, set up a scheme to take essentials to people living in makeshift camps on the Ukrainian border with Poland before taking some of them on to safe places. He recruited the drivers of six other cabs, one car and a van to join his cause, raising more than £11,000 to fund the effort.

HERO AWARD

Simon Davies also made several trips by car to Ukraine in the past 12 months in order to deliver aid to those in need, as well as engaging in a great deal of fundraising.

CLIMATE & SUSTAINABILITY AWARD

Kareen Ismail invested a substantial amount of money in an electric taxi and continues to raise awareness of the need for battery-powered cabs and PHVs in London.

COMMUNITY AWARD

Muhammad Delwar Uddin applied to be an NHS volunteer at the start of the pandemic, picking up and delivering prescriptions from the local pharmacy to patients. Three years on, he continues this work. He has made hundreds of trips during this time and plans to continue supporting the NHS.

Richard Holden MP, the Department for Transport (DfT) minister responsible for taxi and PHV policy, congratulated all 39 drivers nominated by a Parliamentarian or Member of the London Assembly for an award. His Labour shadow Simon

Lightwood MP presented the trophies.

FreeNow’s UK general manager Mariusz Zabrocki said: “We truly believe in supporting drivers and showcasing their key role in society, especially those who make a real difference in people’s lives daily. It is an honour to be involved in these awards for the fourth year running.”

Daniel Zeichner said: “I started these awards four years ago with the goal of highlighting those

who go the extra mile in the community to make people’s lives just that little bit easier. Over the years, we have met some incredible people who have gone ‘above and beyond’ in their role to support people both in the UK and abroad.”

“These Awards are all about celebrating the contribution of the UK’s 330,000 taxi and PHV drivers to their local communities - and far beyond them.”

FreeNow winners Mohamed Ewasha and Mariusz Zabrocki

Charity Award winner Matt Westfall

Climate & Sustainability Award winner Kareem Ismail Community Award winner Muhammad Delwar Uddin

Waze app adds electric vehicle charging stations to navigation

Mark Bursa

Electric vehicle charging station locations are now featured on the popular Waze sat-nav app used by many professional drivers.

Drivers can now enter their electric vehicle (EV) car and plug type into the Waze app to find relevant EV charging stations along their route. This feature will roll out globally over the coming weeks.

Charging station information is often inconsistent, outdated or unreliable. This creates a major problem for EV drivers who may navigate to a charging station only to discover they can’t find it or use it. Waze hopes to overcome this issue by adding up-to-date EV charging information to the Waze map.

Thanks to local map editors from the Waze community, EV data

is reviewed and updated in real time to provide the most accurate, comprehensive information to the map.

Users can find the feature in the Waze app by following these

Shell and VW launch innovative Flexpole charging station

Mark Bursa

Shell and Volkswagen have opened the first of their jointly-developed EV charging stations.

The innovative Elli Flexpole charging station is now in operation in Göttingen, Germany,

The Elli Flexpole charge point operates at 150kW, and has been installed in a Shell service station. Further locations in Germany and Europe are planned. Elli, established in 2018, is the VW division that develops EV charging-related products.

The charging station uses a battery storage system that enables connection to a low-voltage grid and, depending on the vehicle type, charges a range of up to 100 miles within 10 minutes.

The Elli Flexpole solution is designed to overcome one of the biggest hurdles of charge point expansion. The Flexpole chargers can be connected directly to the low-voltage grid without the need for a special transformer or costly construction work. A shortage of transformers is currently slowing down network expansion in Germany.

Tobias Bahnsen, head of Shell E-Mobility

instructions:

n Open Waze and tap ‘Settings’

n Tap ‘Vehicle details’, then tap ‘Electric vehicles’

n Turn on ‘EV features’ and select your EV car type

n Tap ‘Plugs’ and select your plug type(s)

The users can then search for nearby EV stations with their specified plug type by tapping the icon.

responsible for Germany, Austria and Switzerland, said: “With Volkswagen’s Elli Flexpole charging stations, we can make an important contribution to the necessary expansion of the charging infrastructure in locations where it would be otherwise difficult for fast charging.”

Simon Löffler, chief commercial officer at Elli, said: “The Elli Flexpole can be set up almost anywhere without major construction work, making it ideal for quickly setting up fast-charging options. We are pleased to have found a strong partner in Shell who, like us, wants to expand the charging network in Germany and across Europe.”

The German government has set itself the goal of having at least 1 million charging points available to drivers of electric cars by 2030. The number of charging points rose significantly last year by around 21,000 to a total of over 80,000. Of these, around 67,000 are standard charging points and around 13,000 are fast charging points.

Worldwide, Shell aims to install over 500,000 charging points by 2025 and 2.5 million by 2030. The Volkswagen Group’s goal is to have a global network of a total of 45,000 high-power charging points by 2025 with an output of up to 350kW.

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TESTIMONIALS

The driver shortages have been really difficult, but we’ve actually had a lot of new drivers approach us who want to work for us and increase their earnings.

Amir Khan Manager 001 Taxis

The fact that Local Cab only uses drivers when they’re clear is a godsend. It’s been a struggle so it’s just handy that they have these jobs when it’s a little quieter.

David Sherwood General Manager Amber Cars

Local Cab is going better than I expected. It was straight forward getting it switched on and we’ve started to notice the extra bookings pick up.

Nomaan Hussain Owner Jet Taxis

Short circuit

Mark Bursa

The electric car revolution has been solD ON A COMBINATION OF environmental feel-good and financial common sense. The cars might be a little pricier at first, but the significant savings in recharging versus refuelling would more than balance the books.

The electric car revolution has been sold on a combination of environmental feelgood and financial common sense.

The cars might be a little pricier at first, but the significant savings in recharging versus refuelling would more than balance the books.

While the early adopters might have to put up with limited range, that would soon change, and cars would become the equal – better in some cases – than their internal combustion engined competitors. And hey! Air quality!

It hasn’t quite worked out that way.

As we hurtle toward the 2030 cut-off point, when the sale of ICE cars in the UK must cease, the electric car sector appears to have hit choppy waters, with new car supply, used car prices and charging infrastructure all experiencing deep troubles that are not going to be fixed overnight.

Sales are still rising, but not as fast as they might. In May, Battery Electric Vehicle (BEV) sales increased almost 60% compared to 2022, but this was from a low base in a market that grew nearly 17% year-on-year.

“Despite being the second most popular

Opposite page: New charge point installations are struggling to keep up with EV sales

Below: Networks such as Ionity are making long journeys possiblebut at a price

powertrain technology, the market share remains relatively in line with 2022 at 15.7% this year to date,” said analyst Manu Varghese, of EY’s UK & Ireland advanced manufacturing & mobility team.

Indeed, the SMMT’s figures suggest that the market growth in May was driven by fleet orders for petrol-engined cars such as Ford Puma and Nissan Qashqai. Petrol cars accounted for 57.1% of all UK registrations, while large fleet registrations were up by 36.9%, reflecting better supply of new cars following challenges last year largely caused by microprocessor shortages.

EV sales are growing. There are now more than 750,000 electric cars on UK roads, with just under 100,000 EVs registered in the first four months of 2023. The total should surpass 1 million this year, especially as model proliferation grows. Including commercial vehicles, the SMMT says there are now 84 different EV models on sale now, compared with just 21 in 2018.

But growth is causing further problems. And the biggest elephant of the herd that is rampaging through the room remains charging infrastructure.

Despite Government bluster, the infrastructure is not growing as fast as the sale of electric cars – and it needs to. A recent report revealed a growing gap between the number of electric cars on UK roads and the number of available public chargers. In 2022, there were 36 electric cars for every public charger, compared to 31 at the close of 2021.

According to research by the RAC, the Government is unlikely to meet its target of having six or more rapid or ultra-rapid electric vehicle chargers at every motorway service area in England by the end of 2023.

“This disparity necessitates action, with a focus needed on the type of charger and location rather than just an increasing quantity,” said EY’s Manu Varghese.

SMMT chief executive Mike Hawes said the car industry was providing the vehicles, but other stakeholders must pull harder.

CONTINUED ON PAGE 18

The EV market is running out of charge thanks to a combination of high car prices, volatile residuals and inadequate infrastructure

“According to the RAC, the Government is unlikely to meet its target of having six or more rapid chargers at every motorway service area in England by the end of 2023...”

analysis: EV market

“Transforming the market nationwide, however, and at an even greater pace means we must increase demand and help any reticent driver overcome any concerns about electric vehicles. This will require every stakeholder – industry, government, charge point operators and energy companies – to play their part, accelerating investment to drive decarbonisation.”

And the provision of infrastructure has something of the Wild West about it. Largely down to the private sector, it has large numbers of relatively small players all competing for position.

There are two primary requirements: rapid DC chargers on motorways and trunk roads; and slower AC chargers on urban streets to cater for motorists without offstreet parking and the ability to fit a home charger.

The provision is largely being left to the private sector, with a number of government funds available to assist, administered via local authorities.

This is not a sensible way to proceed, as the ensuing provision lacks joined-up thinking. Even among London boroughs, there are some that have made large numbers of chargers available while a neigbouring borough might have very few.

Then there are cities like Birmingham, which has eschewed the on-street option in favour of a series of planned large superhubs with multiple chargers. This is unlikely to succeed, largely because of inconvenience and charging cost.

And cost is the biggest problem of all. The cost of charging has soared in the energy crisis, topping out at £1 per kW at one point at some charging networks. The promise of recharging being cheaper than refuelling has not come true, unless you can charge from home and rarely travel beyond the range of the car.

Shopping around for the best energy supplier means you can charge overnight for around 10p per kW at home, though it is increasingly difficult to find these rates without restrictions.

By comparison, on our recent EV road trip feature, 47.5kW added at a Gridserve charger (at 66p/kW) cost £31.37, plus £6.37 of VAT, bringing the price to £37.64. At 10p/ kW, that would have cost £4.75 (with no VAT charged on home charging).

That £37.64 bought us 175 miles of range. For a petrol car capable of 35mpg, that would be 5 gallons of fuel. Currently, unleaded costs around £6.57 per gallon as a UK average price, so 5 gallons would cost

£32.85 – nearly £5 cheaper than Mr Gridserve’s finest leccy. Gridserve is not the most expensive either – Ionity is currently charging 74p/kW and Osprey charges 79p/kW.

And remember, that £32.85 of petrol contains £11.93 of fuel duty as well as VAT. The Government is losing that money as the EV driver pays no fuel duty, and the fuel duty means the price of petrol is artificially high.

It’s not just the cost of charging that’s high. The EV itself remains a premium product in most manufacturers’ ranges. There are very limited numbers of entrylevel EVs on sale, as the main cost of manufacturing remains the battery pack. So a small hatchback’s battery pack is going to be almost as expensive as the one in a large SUV. The retail price difference on the forecourt means focusing on the large, profitable SUV is a no-brainer.

Volkswagen, for example, is only now planning a Polo-sized ID.2 model as its sixth model, having rolled out five increasingly large and more expensive models.

A glance at the price of the planned new BMW i5 compared to its petrol equivalent gives an indication of the price difference. BMW recently announced that the i5 would cost £73,200. The petrol-engined 520i, basically the

same car, will cost just £49,850.

With interest rates at 5%, the highest level for decades, getting the finance for an increasingly expensive EV is becoming difficult. Nobody wants to be saddled with high monthly repayments – and then have to pay more in charging costs than they were paying for petrol.

There is obviously a market for cheaper EVs. The private hire sector has often gone for lower-cost brands as the cars are not expected to have a long life, given the high mileages typically covered. At, say, 70,000 miles a year, a seven-year old PHV might be getting close to half a million miles.

That level of mileage is uncharted territory for EVs. Battery life is still a largely untested concept, and if one assumes that the seven-year-old PHV is only fit for scrap, it’s a very different economic question to write off a £40,000 EV rather than a £20,000 petrol or diesel car.

The other area of chaos is used EVs. With demand for new EVs looking soft but supply of new EVs getting better, used EV values are taking a hit.

According to Dean Bowkett of Bowkett Consulting, used EV values could fall by 5-10% in the next few months as a result of the imbalance between used EV supply and demand.

“The one unbreakable rule of the used car sector is that you can’t buck supply and demand, and consumer interest in EVs remains muted against a backdrop of rising supply,” he said.

Used car values are volatile, with some models losing more than 10% of their value in a single month. According to CAP HPI, used Tesla Model Ys lost 11.1%, or £5,500, in January 2023, while 12-month-old Jaguar I-Pace prices fell by 10.5% per cent, or £5,020 in the same period.

Unstable residual values mean it is more difficult for manufacturers and their finance arms to calculate monthly leasing and contract hire repayments, as these are based on strong, stable residuals. If the residuals are low, then the monthly prices have to go up – making an already expensive EV even harder to fund.

Against this market we have seen manufacturers, notably Tesla, making deep price cuts to some models in order to stimulate sagging sales. Tesla has twice this year slashed the price of its cheapest Model 3. In January it knocked £7,000 off the price to, bringing it down from just under £50,000 to £42,990. And in March a further £4,200 was sliced off the cost, bring the price down to £38,790 – albeit only for cars in stock

“Shopping around for the best energy supplier means you can charge overnight for around 10p per kW at home, though it is increasingly difficult to find these rates...”

New Chinese EVs such as the Ora Funky Cat

could

fill the gap in the market

for

lowercost EVs

rather than those ordered directly from the factory.

This is having a severe effect on Tesla residuals, and further exacerbating the fall in used car prices. CAP HPI forecasts suggest that a new Tesla Model 3 Long Range, bought in January 2023 for £57,435, will only be worth £31,850 by January 2024 (with 10,000 miles on the clock. That represents a whopping 44% 12-month depreciation. By comparison, a Kia EV6 GTLine S bought in January 2023 for £52,690 would still be worth £37,300 in January 2024 with the same 10k on the clock – a mere 29% drop in value.

The only good news from this is the likelihood that affordable used EVs with relatively low mileages – cars that would make ideal PHVs – might start to become available in greater volumes.

Against this rather chaotic market, what is being done? The SMMT has downgraded its forecast for EVs’ market share to 18.4% of the total 2023 market, from a previous estimate of 19.7%.

That doesn’t mean sales are falling – far from it. The overall market is still growing as pent-up demand is met. Sales have risen for 10 consecutive months, the longest uninterrupted period of expansion within the UK car market for eight years.

Registrations grew 16.7% in May to reach 145,204 units according to the SMMT, although registrations remain 21.0% down on pre-pandemic 2019 levels. In May 2019, 183,724 new cars were registered.

There’s plenty of anecdotal evidence of chauffeurs and private hire drivers, especially those who carry out longer runs on a regular basis, and would thus be more dependent on the fast-charging networks, opting for plug-in hybrids rather than pure EVs. These still meet TfL’s “zero emissions capable” criteria and offer the ability to travel inter-city on petrol.

Clearly PHEV is not dead yet – indeed, PHEVs have a further five years on sale beyond pure ICEs, as the Government has decreed they can be sold until 2035.

Whether that becomes the death date for the ICE is another matter. The Germans don’t believe so – after all, the internal combustion engine is a German invention, and there is a strong opposition to throwing a century of technological development in the bin.

In March, as the EU debated similar deadlines to those unilaterally imposed by the UK Government (a 2035 end to ICE sales), the Germans objected – and won a significant concession.

Following a last-ditch campaign by Germany, the 2035 ban will exempt vehicles that run exclusively on e-fuels, a new technology that combines hydrogen and carbon dioxide to produce synthetic fuels. This is not the same as biofuels – an Italian proposal to exempt biofuels was rejected.

E-fuels are burnt in a traditional engine and therefore release emissions into the atmosphere. The Germans argue their production process can be climate-neutral and offset the pollution.

But detractors say e-fuels are expensive, energy inefficient and a waste of resources. Mind you, similar accusations have been levelled at both hydrogen and lithium batteries along the way.

Current production of e-fuels is very

limited and is seen as a niche, luxury market. But over the next 12 years that could change – after all, nobody is prescribing a specific technology – just setting a zero tailpipe emissions standard.

So the 2035 market might have BEVs, HEVs and E-fuel combustion engines. Even hydrogen combustion engines are not completely ruled out. In the interim, though, battery is king.

EV manufacturing is gearing up across Europe, but the UK risks being left behind due to a lack of battery capacity and trading problems caused by Brexit

The European auto industry is gearing up substantially to make the switch, with more than 30 battery “gigafactories” under construction. As we reported last month, the UK is playing catch-up, having dawdled on the gigafactory front, backing the wrong horse with the failed Britishvolt project, and being stymied by its self-imposed Brexit misery.

This leaves the UK market vulnerable to cheaper competition from China. Already we have two major Chinese companies, SAIC (through MG) and Geely (through Volvo and LEVC), well established in the UK.

Two others have recently launched: GWM (formerly known as Great Wall Motors), has launched a low-cost hatch as the entertainingly-named Ora Funky Cat. And BYD, which makes batteries as well as cars, has started rolling out a range of vehicles here.

Others will follow. Chery, another leading China market player, is planning to launch in the UK next year under the Omoda brand.

These Chinese players have learned the hard way about entering the European market – attempts 20 years ago ended in failure, especially as cars often failed crash testing. But now, with China’s experience in electronics and battery technology having grown considerably in the past 20 years, they see a major opportunity to fill the lower echelons of the car market with affordable vehicles.

And even if they are subject to import tariffs, the significant cost advantages of building in China mean they are still able to come in below European-made rivals. Addressing this issue is likely to be one of the European auto sector’s biggest challenges of the next decade. EVs are coming, but they might not be the ones we expected.

And the likely influx of Chinese models will only serve to put even more pressure on the charging networks. These are the key to the success of EVs, and require serious investment. Unless that happens, the battery-electric car market could become seriously undercharged.

“E-fuels are burnt in a traditional engine and therefore release emissions into the atmosphere. The Germans argue their production process can be climate-neutral...”

Long-range thinking

Volkswagen’s latest electric car, the ID.7, represents a break from the SUV style and offers an executive saloon car suitable for longer-range journeys.

With luxury features including massage seats and a dimmable panoramic sunroof, the ID.7 sees Volkswagen’s ID-branded EV range move into direct competition with premium brands, as well as competing with other new electric saloons such as the Hyundai Ioniq6.

Due for launch in the Autumn, the uppermedium sector ID.7 claims a range of 437 miles (WLTP) thanks to an upgraded powertrain and efficient aerodynamics, with a drag coefficient of about 0.23. Meanwhile the almost 5m-long body offers plenty of rear passenger and luggage space.

Announcing the car, Volkswagen Passenger Cars CEO Thomas Schäfer said the car was the latest step in VW’s transition to building only EVs in Europe by 2033: “With the ID.7 we are taking the next step in our electric offensive. The limousine offers a high level of comfort and long ranges. Already by 2026, we will offer the widest electric range of all manufacturers in Europe – from the entry-level model for less than €25,000 up to the ID.7 as the new top

model within the ID. family.”

ID.7 uses the same modular electric drive platform (MEB) as the other ID models, as well as EVs from Skoda, Cupra and Audi. ID.7 is the first MEB model with a completely new, highly efficient electric motor, generating 210kW (286PS). This makes it the most powerful and highest-torque electric drive motor in a Volkswagen ID. model so far. Charging capacities of up to about 200kW will be possible, VW claims.

Inside the cabin, the digital dash uses a new operating and display concept, introduced in

response to customer feedback. This includes a 15in infotainment system screen, with an augmented reality head-up display. The air conditioning system is now operated from buttons integrated on the top level of the infotainment system.

Luxury features include massage seats and an electronically dimmable panoramic sunroof, which can be switched between opaque and transparent settings. And for the first time in a Volkswagen, the seats have a Climatronic system with cooling or heating as required and also a drying function.

ID.7 also has a high level of autonomous driving capability, including assisted lane changing on the multi-lane motorway at speeds above 90kmh. Automated parking can be operated from within the car or from outside via a smartphone app.

The new ID.7 is one of ten new electric models that will be launched by Volkswagen by 2026. This year sees the introduction of the new ID.3, the ID. Buzz with long wheelbase and the ID.7. An electric compact SUV and the production version of the ID. 2 will follow in 2026, both with a price of “less than 25,000”.

Car of the Year Awards 2023

C AR OF THE YEAR 2023

It’s Testing Time!

Tuesday, August 22, 2023

Epsom Racecourse, Epsom Downs, Surrey

We’re getting our shortlist together for the Professional Driver Car of the Year judging day in August – and here are some of the tasty treats we’ve got lined up for you to drive on the day.

From new electric private hire contenders such as

the

got all the latest new cars together on one day for you to evaluate.

We expect to have around 50 cars on the day, and we’re sure there will be plenty among that selection that you’ll want to get your hands on.

The judging day takes place at Epsom Racecourse, just 10 minutes’ drive from the M25, junction 8 or 9. If you are using satnav, please key in the postcode KT18 5LQ.

https://www.prodrivermags.com/car-of-the-year-home/

Skoda Enyaq Coupe and the Toyota BZ4X, right up to executive chauffeur cars like the BMW i7 and MercedesBenz EQE, we’ve

If you’d like to be our guest on the day – and help us choose our cars of the year, please head over to our website and register online to book your place.

https://www.prodrivermags.com/ car-of-the-year-home/

The judging will start at 9.30am and will finish at 5.00pm on both days. You’ll get to drive the cars on a 20-minute road route, and we’ll ask you to score the cars on a 17-point questionnaire.

The event is free of charge to licensed operators and drivers in the private hire, chauffeur and taxi sector. Refreshments are provided throughout the day.

In association with:

https://www.prodrivermags.com/car-of-the-year-home/

Mercedes-Benz EQE

Skoda Enyaq Coupe

Genesis GV60

Kia Niro EV

Toyota BZ4X

Citroen e-C4X

BMW i7

Lexus UX300e

Back from the dead

dead

DIESEL IS DEAD. THAT’S BEEN THE MESSAGE THAT GOVERNMENTS and automakers have been putting out for the past few years. Since 2015, in fact, when the “dieselgate” scandal broke in the US.

The fact that Volkswagen had manipulated tests to make its diesel cars appear cleaner than they were to a sceptical American audience turned the profile of diesel cars on its head, almost overnight.

From being lauded as the low CO2, climate change-defeating alternative to petrol, diesel became the NOx-chuffing cause of poor urban air quality and childhood asthma.

Conveniently perhaps, the dieselgate crisis happened at a time when automakers were starting to get their EV plans in order. The arrival of Tesla in the market with a practical EV sharpened the automakers’ minds, as did increasing political pressure to make grand environmental statements.

Diesel may occupy a much smaller slice of the market now than in its heyday a decade ago, when it accounted for half of all new car sales. But it’s not going away, because some manufacturers feel it still has a role to play.

Among those who carry a torch for diesel is Mazda, often an outlier when it comes to engine technology – rotary engines, anybody?

It was unusual in the current climate to find myself invited to drive a new car that would be available initially as a diesel. No hybrid, no petrol engines, no PHEVs at launch. No, Mazda’s new CX60 large SUV would only have two powertrain options: a petrol-electric plug-in hybrid with a 2.5-litre Skyactiv-G petrol engine, 129kW electric motor and a 17.8 kWh high-capacity battery; and a full-fat diesel, with all-new in-line six-cylinder 3.3-litre diesel engine

CONTINUED ON PAGE 26

Mark Bursa

called e-Skyactiv D. The basic cars are front-engine, rear-drive models, with optional all-wheel drive.

It’s a big car that sits above the CX-30 at the top of the Mazda range, and with the Mazda6 now leaving the range, CX-60 is the biggest people-carrier in the range until next year, when a stretched, seven-seater version called CX-80 comes along.

The family styling is present and correct – Mazda calls its design language “Kodo design”, and as ever, Mazda does not hide its Japanese origin. Even the trim levels reflect this: both the Mazda CX-60 PHEV and the CX-60 e-Skyactiv D MHEV are offered in three grades: Exclusive-Line, Homura and Takumi.

Why is Mazda sticking with diesel? Firstly, not everywhere in the world is so keen on banning the internal combustion engine as Europe. USA and Japan are on longer leads, and as for China...

But it’s also sticking with diesel because because CX60 e-Skyactiv-D MHEV offers the perfect solution for higher-mileage drivers or anyone who tows regularly. To justify this, the e-Skyactiv-D has been designed to be as clean as possible. Here’s the science bit: the engine uses a combustion system called distribution-controlled partially premixed compression ignition (DCPCI) technology, which gives the engine a thermal efficiency of over 40%.

The e-Skyactiv D unit is offered with a choice of two power outputs: 200PS with 450Nm of torque and rearwheel drive; and 254PS and 550Nm with Mazda i-Activ AWD. Both have a new 48v Mazda M Hybrid Boost system, making them mild hybrids.

These features combine to give the CX-60 impressively frugal fuel consumption and low emissions for such a large-displacement engine. The 200PS engine returns an average fuel consumption of 56.5mpg (WLTP) with CO2 emissions of only 129g/km in rearwheel drive guise, while the AWD 254PS models return fuel consumption of 53.3mpg with CO2 emissions of 137g/km.

It’s difficult to make a meaningful comparison with the CX-60 PHEV in terms of consumption, as the vagaries of the WLTP test confer on it a fuel

verdict

consumption of 188mpg and WLTP combined CO2 emissions of only 33g/km. You might get close if you don’t travel far and keep the car fully charged at all times. In reality, PHEV numbers are nowhere near the WLTP’s fanciful claims.

Nevertheless, the PHEV is no slouch. Its petrolelectric powertrain delivers a total system output of 327PS and a torque output of 500Nm. It offers 39 miles of pure electric driving providing you run at 62mph or less.

The 200PS diesel engine is offered only in ExclusiveLine trim, while the higher Homura and Takemi trim levels use the larger engine and AWD, though ExclusiveLine can also be specified with the higher-output 254PS version.

All Exclusive-Line CX-60s can be specified with an optional Comfort Pack and the combined Convenience and Driver Assistance Pack ensuring there’s plenty of opportunity to tailor your CX-60.

Homura and Takumi grades cars also be specified with the optional Convenience and Driver Assistance Pack, while a panoramic roof is optional on Homura and standard on Takumi diesel models.

From the driver’s seat, the CX-60 is modern, but reassuringly conventional, if perhaps not quite as upmarket as some other brands in the large SUV space.

A wide-screen satnav display is centrally mounted and in the driver’s eyeline. The system is controlled by a rotary controller on the centre console next to the gear shift – something that will be welcomed by many drivers frustrated at jabbing away at a touch screen on bumpy roads.

The rear seats are comfortable and the space is good in terms of legroom and headroom. The luggage space is a generous 570 litres.

On the road, the CX-60 delivers an impressive performance. It’s easy to forget the satisfying way a big diesel delivers torque more progressively than the all-ornothing way of a high performance EV.

Our test route took in plenty of good A-roads, and the CX-60 has sure-footed handling through the bends, while the suspension copes admirably with potholes and bumps. Our mpg figure wasn’t quite the quoted level, but 42.7mpg is pretty good for a big SUV.

Mazda is a brand that celebrates its quirks, and often ends up facing in a different direction to the rest of the auto industry. Who else stuck with affordable roadsters? Mazda’s MX-5 is the undisputed king of its sector.

And with this new e-Skyactiv-D engine, Mazda might end up as the last manufacturer standing in the diesel market. The numbers it generates are indisputable – but that’s not going to make TfL approve it for London private hire work (the PHEV version is fines, though).

More than anything, it makes the point that the headlong rush to EVs risks casting some very well-developed technology into the abyss. Realistically, it isn’t modern diesels that are the main cause of pollution. And by making a stand by sticking with the technology, Mazda maybe hopes it can make that point.

Politics aside, the CX-60 is a terrific car. As a roomy, long-haul executive transport, it’s in its element. Very driveable and roomy with highly acceptable fuel economy. It could be a little more upmarket in terms of interior detailing, but the fit and feel of the plastics is solid.

Unplugged and unhinged

Iam going to make a prediction. SaleS of internal combustion engined cars will peak in 2029. I shall certainly be making sure that my last ICE car will be purchased then. Why? Because the current nonsense that no more ICE cars will be sold after 2030 is a looming disaster. Lack of cars, likely battery shortages, and no business case for electric cars is clear for all to see.

The charging network is not only inadequate but is increasingly ridiculous. The whole business case for EVs has gone. When I wrote about price gouging at charging stations earlier this year, I had evidence of 55p per KwH being charged. That was outrageous at the time given that domestic supply was about 16p-18p per KwH.

Dr Michael Galvin https://mobility serviceslimited

In the last edition I spoke of the blanket of lower demand which has dropped like a shroud on the industry and the lack of any trigger that will, in the foreseeable future change demand from flat, if you are an optimist or to a gentle decline if not.

Since last month the financial world has clearly indicated that there is more juice in the interest rate rise lemon, the pips have not been squeezed out yet. Inflation has slowly started to decline but is a long way from 2% and in no rush to hit that number.

Therefore, the last thing this industry needs is pressure to retool with a vehicle that is more expensive to buy, more expensive to run, less convenient to operate and with an unknown residual value.

So here we are now are with charging stations pricing electricity at 65p-75p per KwH. Worse, around 25% of them are constantly out of action. I have to tell you if I could get 75p per KwH I would work day and night to ensure every single one of the charging stations was available.

The whole business case for electric cars, high up-front costs and cheap running costs has gone, long gone! So now we have high up-front costs, high running costs, an inadequate charging infrastructure and unknown secondhand values due to cost of battery replacement.

Back on the farm there are growing concerns about the availability of the materials needed to make batteries at a time when demand for batteries is exponential.

Chasing headlines, strengthening policies in direct contradiction of the facts is not a good look and kids no one. If we think Mr Brown’s diesel policy was a disaster what words can describe the mad rush to electric cars with inadequate charging, increased costs and looming shortages of cars and batteries?

In our own industry there is clear evidence that the electric fleet has gone into reverse. Early adopters and now become early quitters and have returned or sold their EVs. Before anyone points to London’s growing E-taxi fleet they need to speak to E-taxi owners who will tell them as they have told me that they achieve 70 miles on a single charge and spend their shift on the range extender – AKA the petrol engine.

Recent research shows that only 30% of PH drivers have off street parking and the opportunity to charge at home. The remaining 70% (245,000 drivers) are glibly told that they can find an on-street charging facility near their home. So, the driver works for 10-12 hours gets home tired, hopefully with a bag of cash and is now going to search for and hopefully find a charging point somewhere in the vicinity of his home and walk the dark, cold and possibly wet streets home, is he? I don’t think so.

No responsible person would stand in the way of improving air quality in cities and I am sure our industry is not intending to be the exception. But the technology, the charging network, the pricing, vehicle availability and the country is a long, long way from being ready for this change.

While I would not describe the looming disaster as an existential threat it is likely to run fairly close to it. The lack of options as we get past 2030, the tightening grip of ULEZ and other initiatives and the concept of using licensing to implement policies that the public resist will bring added costs, operational hurdles and inconvenience to an industry which may still be seeing flat demand.

A recent report* by the Climate Change Committee stated: “Despite the recent Government announcement to phase out sales of new petrol and diesel vehicles by 2030, the UK is currently not on track to switch all new vehicles to fully battery-electric by 2030. Beyond 2030, significant questions remain that need to be addressed – such as the increased demand for electricity and where this will come from, sourcing and supply of rare earth materials for battery production and capacity for battery recycling.”

The report adds: “In order to grow the UK’s EV fleet to 23.2 million EVs by 2032, the CCC estimates 325,000 public charging points will be needed.”

In 2023 we have fewer than 1 million EVs in the UK, and getting to 23.2m by 2032 is pure dreamland. As for the 325k charging points being needed, I can only suggest a change of medication for whoever thinks this is remotely adequate. Based on this nonsense we have a real struggle ahead as an industry!

* The-UKs-transition-to-electric-vehicles.pdf (theccc.org. uk) n www.mobilityserviceslimited.com

Making Tax Difficult

HIS MAJESTY’S REVENUE AND Customs

has just made another step toward making our lives more difficult. In its wisdom, HMRC has announced it will be shutting down the self-assessment tax hotline until September.

Recent decisions by HMRC have already cast a heavy shadow of doubt over its efficiency as an organisation, leading many to question its commitment to providing public service. Is HMRC’s role as an organisation changing?

Recent developments suggest a potential shift in HMRC’s role, driven by the government’s cost-cutting efforts. The decision to close the main self-assessment helpline until September 2023 raises serious concerns about the impact on the service provided to taxpayers.

The plan, supposedly aimed at “redeploying” staff and replacing human interaction with chatbots, could result in you poor taxpayers struggling to access the help that you need, let alone us accountants. We’ve all wasted time pressing 1 for this and 2 for that. It’s very frustrating. Chatbots and automation will make doing our taxes harderexcept for those with great accountants who do all the work for them, of course.

eazitax.co.uk

complexities of transitioning to the Making Tax Digital (MTD) system. The project, which was intended to streamline tax reporting for income tax and reduce errors, has been subject to ongoing delays and a disappointing pilot scheme.

In reality, HMRC underestimated the MTD Challenge. In a recent Public Accounts Committee hearing, HMRC CEO Jim Harra candidly admitted that the body had underestimated the challenges posed by the digital overhaul. The shift from traditional systems to MTD proved to be more complicated than initially thought, with the data migration process exposing “unforeseen” issues and detracting from the next phase of the project.

The MTD initiative was designed to facilitate tax reporting for small businesses and property owners, ultimately aiming to shrink the tax gap and lessen the burden on HMRC’s investigative resources. However, the reach of HMRC’s resources only extends to a small proportion of small businesses, and frequent turnover in this sector further diminishes the long-term benefits of compliance work.

A FAILED PILOT

WHAT HAPPENS NEXT?

The once-local tax inspectors, familiar with the individual needs of their taxpayers, are being replaced by faceless call centre workers and automated systems. The risk of errors in tax returns increases, with the potential for some paying too much or too little.

With HMRC’s limited resources, many of these errors could go unnoticed. Furthermore, there’s the added risk of scammers and “the bad people” exploiting the system even more than they do now. Not only will most taxpayers face difficulties in completing their tax returns, but the demand on the helpline will also surge in the autumn. HMRC reassures us that the move will free up advisers to address urgent issues and respond to emails.

STIRRING IN PARLIAMENT

The consequences of HMRC’s decision have been widely criticised, even attracting the attention of Harriet Baldwin of the House of Commons Treasury Committee. She expressed concern over the potential impact of the helpline closure on taxpayers and questioned whether HMRC thoroughly analysed the costs and benefits before reaching its decision. She also raised questions about the short notice and lack of transparency in this decision.

WHY IS MAKING TAX DIGITAL ‘TOO COMPLICATED’?

The journey towards a fully digital tax system has undoubtedly hit a speed bump as HMRC continues to grapple with the

Despite the clear potential benefits, MTD’s first phase for income tax will not launch until April 2026, two years later than initially planned. HMRC officials were questioned about the alleged deliberate exclusion of taxpayers from the MTD pilot scheme, with only 15 meeting the eligibility criteria from a pool of over 1,100.

Explaining the delay and failure of the pilot scheme, Harra cited the incomplete development of several functions that would have created cumbersome workarounds and negatively impacted the user experience. The decision to limit the number of participants was primarily to ensure quality support for customers.

To resolve issues, HMRC says it will co-create solutions with stakeholders and collaborate with representative bodies. One such challenge involves developing language and tools that facilitate the use of the system by bookkeepers and accountants, who may also need access to tax returns.

Despite the setbacks, HMRC still expects a positive return from the MTD programme,. However, the National Audit Office (NAO) estimates a loss of £1.5 billion due to the delay in implementing MTD.

As HMRC continues to navigate the complexities of the transition, it is crucial that the body learns from past missteps and takes on a more collaborative approach with stakeholders. The ultimate aim of a streamlined, error-free tax system is in sight, but it’s clear that more work is needed to achieve this goal.

Gary Jacobs

Gary Jacobs runs Eazitax, an accountancy firm specialising in the taxi and private hire business

Flawed dynamics

It is very easy to knock Uber, the global ridesharing giant. I have done that many times! However, there are some things this company has brought to the industry, for which they should be congratulated.

It has to be accepted that Uber has revolutionized the transport industry with its innovative business model. For example, the model used by Uber enables drivers to be given new rides near to their drop-off point, wherever they are. This is very welcome as it gets rid of the considerable amount of dead time and mileage they previously experienced.

Late last year I also praised their surge pricing. However, Uber’s introduction of its dynamic pricing model has proved controversial among the drivers I have spoken to.

In Uber’s message to customers, the company states that their dynamic pricing algorithm adjusts rates “...based on a number of variables, such as time and distance of your route, traffic and the current rider-to-driver demand. Sometimes, this can mean a temporary increase in price during particularly busy periods.”

But, while Uber’s dynamic pricing model, the cousin of its surge pricing, may benefit passengers during peak demand, it has serious drawbacks for drivers. This article aims to shed light on why Uber’s dynamic pricing model is inherently unfair and detrimental to the earnings and well-being of its drivers.

One of the main grievances drivers have with Uber’s dynamic pricing model is its impact on their earnings. While passengers pay higher fares during surge pricing, drivers receive only a portion of that increase. This means that despite facing increased demand and working during peak hours, drivers often see minimal gains in their earnings.

Furthermore, the constantly changing surge pricing makes it challenging for drivers to estimate accurately their potential earnings, leading to uncertainty and financial instability. For example, journeys from point A to B can, on the same day, be priced at different rates. I have seen cases of fares offered to drivers, particularly on long journeys, where the earnings would barely cover the fuel costs.

Neither the drivers nor the GMB Union - or indeed the passengers - are offered details of how the algorithm works. The system is totally opaque. So there is no way that that anyone can calculate the fairness of this model of fare calculation.

For the driver, a fare going to Manchester, as an example, will be calculated on a historical basis and once set cannot take account of current events such as an accident en-route, traffic jams, police investigations, and so on. All such incidents will add to the length of journey but not add to the fare, thus losing the driver income.

A simpler mechanism and one that is understood by everyone is the time and distance model of fare calculation. In other words, A

miles travelled + B time taken = fare charged to the passenger on completion of the journey. In such cases the passenger can, prior to the journey, be given an estimate of the cost and warned of the possibility of an increase due to an unforeseen event.

Uber’s dynamic pricing model disproportionately benefits the company while leaving drivers at a disadvantage. This variant of the surge pricing algorithm, controlled solely by Uber, allows the company to increase prices significantly during high-demand periods. However, drivers receive only a fraction of these inflated fares, leaving Uber with a significant portion of the profits.

This lopsided distribution of earnings clearly showcases the power imbalance and exploitative nature of the dynamic pricing model. Uber’s low fares and thus lack of profit has led them to use some inventive methods for achieving greater earnings. Dynamic pricing is one of them.

Uber’s dynamic pricing model lacks transparency, leaving drivers in the dark about surge pricing details. While passengers are informed about the surge multiplier before booking a ride, drivers receive minimal information about the surge conditions in their area. This lack of transparency prevents drivers from making informed decisions about when and where to work, leading to frustration and potential loss of earnings.

The unpredictable nature of surge pricing can take a toll on drivers’ mental and physical well-being. Drivers are compelled to work during peak demand periods to maximise their earnings. However, this can lead to excessive stress and long working hours, increasing the risk of burnout and compromising driver safety. The constant pressure to be available during surge pricing leaves drivers with limited control over their work-life balance, resulting in negative impacts in personal lives.

Uber’s dynamic pricing model, with its focus on maximising profits for the company, fails to foster driver loyalty. As drivers realise that surge pricing benefits Uber more than themselves, they become less motivated to provide quality service and remain committed to the platform. This lack of driver loyalty can lead to a decline in service quality and a decrease in overall customer satisfaction.

For Uber to truly succeed as a ridesharing platform, it must address the flaws in its dynamic pricing model and work towards creating a more equitable and transparent system that values the contributions and livelihoods of its drivers.

Maybe Uber should try increasing its fares.

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.

email: dennotnyack@yahoo.com; mobile: +44 0740 625 276

Kwabena

Dubious pleasures

It was a warm and sunny day in west London. Hammersmith had once been its own village before becoming swallowed whole into a city called London.

The area, incidentally, takes its name from the many Blacksmiths that forged (see what I did there?) a business in the area centuries back. A blacksmith uses a hammer, so this became the Hammer and Smith area. Simple but true.

In 1992, construction of a landmark building was completed. Known as The Ark, the 15,000 square metres of prime office space resembled a shimmering ship setting sail for Heathrow. Most of you will have passed here many times while you slowly drove in from, or toward, our busiest airport.

Kevin Willis

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

Four Mercedes Benz V-classes sweep elegantly into the car park to take shade under the bulbous belly of this awardwinning structure. Passengers alight, and with a nod to the lead driver that they, the clients, would be taking lunch, the chauffeurs strip off jackets, loosen ties to patiently sit safe in the knowledge that this is all counting as ‘waiting time’.

After about twenty minutes a mobile phone rings (names have been changed to protect the innocent).

“Greg, it’s Richard.”

“Hello sir” says Greg, “how can I help?”

“Yeah, all a bit awkward but can you stand down car number three please, he can go home,” says Richard.

Greg is puzzled. ‘‘Right. Is there a problem?”

“Not now Greg, but we should speak later,” says Richard before hanging up.

Whenever listening to the radio recently I have noticed that among the throng of money saving, must end Sunday advertisements there exists a constant blur of overtly chirpy people encouraging me to search for their latest pod-cast.

Given that, like you, I spend a lot of alone time in my car I found myself downloading titles in the hope of filling the cavernous void left by the end of the football season. A huge void given that we are Champions League, say We are Champions League! (that’s enough of that – Ed)

Podcast topics available are wide and varied beyond belief. There is no-one out there who hasn’t launched their own podcast. Callum Wilson chunters about life as a footballer in what should be entitled ‘Nah wot-ah-mean-bruv’.

Boris Johnson enters the charts at #9 with ‘The wilderness year, This ain’t over’ It bloody is, mate!

You’ll soon find yourself scrolling through reams of titles like a desperate man on Tinder. Past every topic from murder, #metoo, royalty, cricket, prince harry, missing children,

gangster, cancer, drug barons, religion, history, Covid through to comedy. Yet, I have still to listen to a single one that makes me want to hit ‘share’.

All the podcasts seem to do is rehash old news of yesteryear. They rarely give answers to questions or juicy insight into ‘being a footballer’ or ‘life within the Kremlin walls’.

Back in Hammersmith, Greg calls car number 3. “Where are you mate?” enquires the lead driver. “Right, oh I see you, parked in the shade. Good news, you’ve been stood down, you can go.”

With little argument the V class in question fires into action to squirt out of the car park. Golden rule, if you are on a job with a guaranteed 8-hour minimum and get stood down early, you don’t hang around waiting for anyone to change their mind, you turn and go off quicker than yoghurt in a greenhouse.

The one podcast I cannot find. The one I know would make compulsive listening, with its abundance of crazy and bizarre stories, colourful characters and celebrity insight is staring me right in the face.

It is obvious. Us! Professional drivers.

I have stood listening to drivers outside award ceremonies, in film set food trucks, in airports, cafes and just about anywhere else you care to name, who recant memorable triumphs with equal amount of tragedy.

All fringed with ‘you couldn’t make it up’ shakes of the head.

“Well Greg…” Richard had the look of a man who didn’t want to explain his earlier decision but knew he needed to. “Lunch was an open, buffet affair, set to allow the clients to mingle with staff and, well, you know, informal.”

Greg listened intently.

“Some of the younger ladies chose to gather at the window and look out at the vista while consuming their sandwiches.” Maybe if he gave him a pencil sharpener he could get to the point, thought Greg.

Richard continued: “Car number three happened to be watching a movie on his laptop.”

“Hardly a sacking offence’ quipped Greg.

“No, but the movie must have been of a certain genre that, how can I put this, encouraged your man to satisfy himself behind the safety of the tinted windows.”

“Oh…” Greg’s mouth dropped open. “So how did you…’ Richard leapt in: “He had the sunroof open!”

True story. And I know there are many more out there as good if not better than that one. Get in touch, lets rock the podcast world!

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

2023

The 10th Anniversary Professional Driver QSi Awards will take place on Thursday, November 16, 2023

New venue: Hilton Metropole Hotel, Brighton

https://www.prodrivermags.com/qsi-awards-home/