ProDriver Volume 16

THE GREAT AIRPORT SWINDLE THE GREAT AIRPORT SWINDLE

The soaring price of airport pick-up and drop-off charges

The soaring price of airport pick-up and drop-off charges

FIRST DRIVE

THE ALTERNATIVE ALTERNATIVE? THE ALTERNATIVE ALTERNATIVE? Mazda MX-30 R-EV rotary range extender

THE7SERIES

All-electric and Plug-in hybrid models available.

Mpg (l/100km) (weighted combined): [282.5 (0.83) to 235.4 (1)]. CO₂ emissions (weighted): [23 -24g/km]. Electric energy consumption (weighted combined): [23.5 to 24.7 kWh/100Km] / [2.6 to 2.5 miles/kWh] (N.Comp). Equivalent all-electric range: [49.7 to 47.2 miles]. These figures were obtained using a combination of battery power and fuel. The 750e xDrive Excellence is a plug-in hybrid vehicle requiring mains electricity for charging. Figures shown are for comparability purposes. Only compare fuel consumption, CO₂ and electric range figures with other cars tested to the same technical procedures. These figures may not reflect real life driving results, which will depend upon a number of factors including, accessories fitted (postregistration), variations in weather, driving styles, fuel type and vehicle load.

Making the case for national standards

Mark Bursa

You can’t help but admire the way Steve McNamara goes about his business. As the prime representative of the London hackney carriage trade, he’s tireless in his efforts to put the black cab at the top of the Capital’s transport agenda.

Unfortunately, this results in the wishes of a dwindling number of traditional taxi drivers gaining unwarranted priority over those of the private hire trade – a business that outnumbers the black cabs by nearly five to one, and which always seems to get the rough end of the stick when it comes to TfL’s attempts to regulate our industry.

McNamara was centre stage again at the recent attempt by the London Assembly to come up with some kind of action plan for Mayor Sadiq Khan.

The agenda ended up being dominated by the whinges and gripes of the cabbies. For example, the LEVC taxi is too expensive. Forcing the dirty diesel ‘black bombers’ off the road has damaged our residuals. The knowledge is too difficult. We get speeding tickets in 20mph zones. And so on.

Why are so many Manchester-based drivers getting licensed in Wolverhampton, he wailed. Maybe it’s because Greater Manchester councils are charging too much and taking too long to issue licenses?

And no, the process is not somehow less stringent just because it’s cheaper and quicker to get a license in Wolverhampton. The DBS checks are the same, and so, to a very large extent, are the vehicle and driver standards.

Wolverhampton has seen an opportunity and grabbed it, hiring extra people to speed up the process. If Manchester wants to stop its drivers using Wolverhampton, there’s a simple answer – match the West Midlands city in terms of price and efficiency.

Of course all this – and the London issues – could be fixed at a stroke if we had a proper system of national licensing for private hire and taxi drivers and vehicles. Not the vague “minimum standards” that have been mooted in previous reviews of the sector.

A proper national license, costing the same wherever you are in the UK, and requiring the same checks and balances.

“

What we really need is a proper, national debate, not countless regional and local attempts to rearrange the furniture ”

By the time the London Assembly had listened to all that, made some vague recommendations and addressed the vexed question of the infernal Pedicab market, what was left for the private hire sector? Not a lot. Some glib platitudes about cross-border hiring, capping numbers and licensing apps.

Meanwhile the TfL policy juggernaut rolls on, demanding that cars be festooned with ludicrous warning stickers and restricting the choice of vehicles to such an extent that many operators will simply hang on to their older cars.

As for chauffeurs – who represent almost as many drivers as the hackney trade –there was not even a mention. The professional drivers who transport the great and the good might as well not exist. The private hire and chauffeur sectors need to raise their voices!

The overall takeaway from the London Assembly report is of a regulator and a group of politicians who do not understand their own market, and are prepared to bow to the strongest winds – emanating in this case from the formidable Mr McNamara.

Meanwhile in Manchester, even Mayor Andy Burnham, one of the more able politicians (I know that’s not saying much!), is getting his knickers in a twist over the Deregulation Act.

A national license could be administered by any council – but the standards would be the same and so would the costs. A central database has already been mooted as the way to ensure that any council knows the history of every driver, and every car.

This would remove nonsense about window tints and other nif-naf that gets council knickers in a collective twist. And it would stop half-witted licensing authorities imposing arbitrary bans on specific vehicles, or forcing beleaguered drivers out of the trade because they cannot afford to upgrade to an EV that they can’t even use because there is inadequate local charging infrastructure.

The Deregulation Act was a positive step in this direction. The only reason councils don’t like it is that they are losing money to sharper neighbours such as Wolverhampton.

What we really need is a proper, national debate, not countless regional and local attempts to rearrange the furniture. And that debate needs to be led by the industry, not the politicians and bureaucrats.

We know our industry better than they do. And even though we don’t have a united front, we should be able to reach a sensible consensus, that looks after the needs of all industry participants from ride-hailing driver to black cabbie to big fleet to top-line chauffeur. Can’t we?

Veezu moves into south coast market with Portsmouth deal

Mark Bursa

Veezu has made another major acquisition with the purchase of Portsmouth-based private hire giant Aqua Cars.

The move is Veezu’s first move on to the South Coast, and represents the biggest deal for the fast-growing group since it bought Sheffield's City Taxis and Britannia Taxis of Liverpool last year.

The acquisition adds another 600 cars to Veezu’s national fleet, taking its total number up to around 17,000 vehicles across nine major hubs.

Aqua Cars’ head office in Portsmouth will become part of the Veezu Group, alongside its affiliates

Bridge Cars in Gosport and Andi Cars in Havant. All the operations will be rebranded as Veezu in the coming months.

Ronnie Leng, co-owner of Aqua Cars, said: "Joining forces with Veezu is a natural next step for us to

It’s a deal: [L-R]

further support our local community by improving the passenger experience. The implementation of new technologies will ensure a more reliable, safe, and easy service for passengers and will aid more than 600 drivers that we partner with across the region.”

Veezu chief operations officer Arnie Singh said:

of Veezu and Barry Leng of Aqua Cars

“We’re so pleased to welcome the whole Aqua team to Veezu. Their reputation for excellence proceeds them and is one we will maintain.”

Singh added: “As our first acquisition of 2024, following a number of successful acquisitions last year including Britannia Taxis in Merseyside, it

highlights that our growth strategy continues. We’re thrilled to expand further south and develop our strong network of areas across the UK.”

Aqua Cars has been operating since 1990. Veezu was founded in 2013 and is now the UK’s largest private hire taxi technology platform.

AA rues mised opportunity to equalise VAT on EV charging

The AA has welcomed Chancellor Jeremy Hunt’s decision not to increase fuel duty for a further 12 months, even if the benefit has halved from £100 in 2022 to £50 now. But the organisation has criticised the lack of action on VAT on EV charging.

“Not equalising the VAT on public charging of EVs with domestic charging is a missed opportunity to encourage more car owners to switch to an EV and contribute towards the UK goal of Net Zero,” said Jack Cousens (pictured), the AA’s head of roads policy.

The AA said higher motoring costs, including fuel, maintenance and insurance, are generating substantially higher

VAT returns for the Treasury. Petrol, now at 145p a litre, compared to the pre-pandemic average of 123.2p (2017-2019), now includes 3.7p more in VAT. From a typical 55-litre fuel tank, the VAT haul is up by more than £2.

Road fuel prices are currently at levels

unheard of before the pandemic – even with the 5p fuel duty cut (6p with VAT) in March 2022. More people have been forced into their cars by unreliable trains, reduced bus services and higher housing costs sending them further away to cheaper areas. Councils are ramping up parking costs, even sometimes taxing city workers with a Workplace Parking Levy.

“Even with the intense pressure to balance the UK’s books, now is not the time to rev up motoring costs for workers and families – and stoke inflation,” Cousens said. “The AA therefore welcomes the 12 month freeze in fuel duty, despite the effect being halved from its introduction.”

Aqua Cars’ Ronnie Leng, Arnie Singh

Skoda reveals pricing for all-new Superb range

Škoda’s flagship non-electric model returns with a fourth generation that offers more space, enhanced design and a more efficient powertrain selection.

The latest version of the Superb is priced from £34,865 OTR for the hatchback version and from £36,165 for the estate. Top-line Superb Laurin & Klement models cost from £46,100 (hatch) and £47,400 (estate)

Powertrain choice now includes three petrol engines, two diesels and an improved plug-in hybrid with an electric range of more than 62 miles. A mild hybrid version is also joining the range for the first time. Customers can choose from three trims levels: SE Technology, SE L and Laurin & Klement, with first deliveries expected from June 2024.

The all-new Superb maintains the car’s reputation as a load-lugger with boot capacity increasing to 690 litres for the estate, 30 litres more than its predecessor, while the

hatch offers 645 litres of boot space.

The Superb Estate iV features a second-generation plug-in hybrid drive that enables an all-electric range of more than 62 miles as well as DC charging. All models come with DSG transmission.

The interior features a free-standing 13in infotainment display and a well thought-out

centre console with the move of the selector lever to the steering column. A head-up display is available as an option for the first time.

The new Superb has switched to a new production plant in Bratislava, and with a new production line comes a new range of two solid and six metallic paint colours.

Addison Lee posts strong profits up 41% in 2023 financial year

Mark Bursa

Addison Lee has announced strong financial results for the year ending August 31, 2023, with pre-tax profits up 41% on the previous year. Addison Lee achieved an Adjusted EBITDA of £27.4 million for the year, on a turnover of £224.8m.

The acquisition of Green Tomato Cars in June 2023, and the earlier acquisition of black taxi firm ComCab in July 2021, has also enhanced the suite of services available on the Addison Lee platform and significantly bolstered its supply of drivers to over 7,500.

Addison Lee CEO Liam Griffin said: “It’s been another positive year of growth, success, and expansion at Addison Lee. Through our integration of Green Tomato Cars and ComCab, we have grown our premium services and been able to take on higher value journeys while re-

ducing our on-demand time to less than 10 minutes for journeys across the capital.”

“By scaling our operating platform in this way, we have delivered another impressive set of financial results.”

Demand for premium transport only continues to grow and we’re now poised to take the business to the next level, with a focus

on further expansion and growth.”

Addison Lee offers zero emissions capable vehicles including executive, premium cars, and black taxis – investing significantly to meet growing demand from customers who value a sustainable service.

Over the past three years, the firm has spent over £80 million to upgrade its fleet.

This includes bringing 600 VW Multivan PHEVs on board to replace its diesel Ford Galaxy and VW Sharan MPVs, and Audi A6 and A8 hybrids to replace diesels on its executive fleet. This comes in addition to the 1,000 fully electric VW ID.4s in service.

Addison Lee’s entire standard passenger fleet is set to be zero emission capable by Spring 2024, though infrastructure concerns have seen it roll back on plans to go full EV.

During FY23, Addison Lee strengthened its pool of professional private hire and taxi drivers, offering the most lucrative earnings opportunity for drivers in the capital and extending its education initiatives.

Griffin concluded: “With a strong performance in the first quarter of FY24, we are confident that the business will continue to outperform the market, and we’re excited about the year ahead.”

Addison Lee CEO Liam Griffin: "We are confident that the business will continue to outperform the market, and we're excited about 2024"

Spelthorne Council wields PSPO to tackle antisocial Heathrow parking

Mark Bursa

Spelthorne Borough Council is tackling antisocial behaviour by taxi and private hire drivers waiting for jobs at Heathrow airport.

The council, which covers a number of towns and villages close to the airport, has brought in a Public Space Protection Order (PSPO) aimed at curbing long-standing community grievances over issues such public urination, defecation and littering by drivers waiting for fares near residential areas.

On Thursday, the council gave the go ahead to setting up an exclusion zone within Stanwell Moor and parts of Stanwell, prohib-

iting taxis and private hire vehicles from parking. The PSPO, made under Section 59 of the Anti-social Behaviour Crime and Policing Act (2015), is a strategic response to the ongoing issues, emphasising the council’s commitment to

maintaining public order and cleanliness.

Previous efforts to curb bad behaviour have including the installation of double yellow lines and the creation of the Authorised Vehicle Area at Heathrow, where drivers can park

up for £1 per hour. But problems have persisted, according to the council.

The proposed order has received strong public support, as evidenced by a consultation showing 80% agreement for creating the exclusion area.

Notably, exemptions will be made for vehicles actively picking up or dropping off fares within the restricted zones or for residents and companies based in the area. Implementation of the PSPO will be accompanied by an awareness campaign, the installation of appropriate signage, and enforcement actions including Fixed Penalty Notices for non-compliance.

Oxford taxis and private hire vehicles must meet ultra-low emissions standard by 2026

Mark Bursa

Taxis and private hire vehicles in Oxford will need to meet an ultra-low emission standard from the start of 2026 after the City Council rejected a plea to delay the plan by 12 months.

From January 1, 2026, all vehicles must adhere to ULEV standards, which means tailpipe emissions of no more than 75g/km of CO2. Non-compliant vehicles will have to pay £8 per day to enter the Oxford ULEZ.

The council had already agreed in January to delay an original plan for the new standards to apply from January 2025, but the City of Oxford Licenced Taxicab Association (COLTA) had asked for the policy to be held back until January 2027 to give drivers time to replace non-compliant cars.

COLTA secretary Sajad Khan said: “As a trade, we don't think the one year com-

promise was a balanced judgment of the facts available to all of us.” He highlighted the impact of the Covid-19 pandemic on the city’s taxi drivers, saying they had “lost four productive years”. Since the pandemic, the trade had suffered due to the “unimaginable rise in living costs due to the financial crisis and high interest rates”.

The taxi association also argued that

the introduction of Low Traffic Neighbourhoods and the closure of Botley Road had created huge disruption and caused drivers’ earnings to reduce “drastically”.

But Louise Upton, cabinet member for planning and healthier communities, said that the council had to balance “the very real needs of the taxi trade against the health needs of our residents”, and that the original extension of one year was “a compromised solution that seemed about right”.

However, in a Council consultation, an overwhelming majority (82%) of respondents said the taxi and PHV trade should be granted a three-year extension until January 2028, but the Council dismissed this out of hand.

A council spokesperson added that roughly a third of licensed Hackney Carriages in the city had moved from diesel to ULEV-compliant hybrid-electric LEVC vehicles.

Drivers waiting for pick-ups are still ignoring the Heathrow Authorised Vehicle Area and parking in nearby towns and villages such as Stanwell

BMW promotes i7 at Farnborough executive terminal

BMW has launched a new partnership with Farnborough Airport, designed to showcase the new BMW i7 electric limousine. Under the deal, three i7s will be used to chauffeur passengers to and from their aircraft, with another i7 on display outside the terminal for the next month. The i7s will complement Farnborough Airport's existing fleet of electric vehicles.

Simon Geere, CEO at Farnborough Airport said: “The collaboration with BMW and the showcase of their all-electric i7 not only reflects our dedication to providing a unique guest experience, but it also highlights our commitment to innovation.”

James Morrison, Head of Business Development at BMW added: ‘We are thrilled to partner with Farnborough Airport, to further enhance their unique passenger experience. We can’t wait to hear feedback from Farnborough Airport passengers in the coming weeks.”

Manchester demands Deregulation Act change after Wolves numbers revealed

Mark Bursa

Transport for Greater Manchester wants to change the law in a bid to restrict Mancunian private hire drivers from getting licensed by other local authorities.

The call comes after a Freedom of Information request submitted by the Manchester Evening News revealed that more than one-third of all PHV drivers in Greater Manchester were licensed in Wolverhampton. The FoI request revealed that 8,952 private hire drivers licensed by Wolverhampton Council, live in Greater Manchester - around 35% of the private hire drivers operating across the city region.

A TfGM spokesperson said: “Current legislation means that outside of London, private hire drivers can operate anywhere in England and Wales, regardless of where they are licensed. The existing system means that local councils can’t guarantee a high standard from ‘out of area’ drivers and their vehicles.”

“A change in the law is required to make sure that anyone who drives or operates a taxi or private hire ve-

hicle in Greater Manchester meets high safety standards and is licensed in our area.”

“Greater Manchester leaders have sought powers from the government to tackle the challenges posed by ‘out-of-area’ operation of private hire services and to date these have not been devolved.”

Greater Manchester mayor Andy Burnham also weighed in. In an interview with BBC Radio Manchester, he said: “How are they allowing it, the other authorities, who are 100 or so miles away. How are they not checking up on those taxis and those drivers, but they’re taking in the money for it.”

“They shouldn’t be doing it because they’re giving

plates without being able to then monitor the performance.”

But under the 2015 Deregulation Act, private hire drivers can license a vehicle in any area, regardless of whether or not they live or work there.

Wolverhampton Council has aggressively targeted the sector, recruiting more licensing staff and promising a smoother, faster and cheaper service that most other councils.

There are 36,033 private hire drivers with a Wolverhampton plate in the UK, FoI data has revealed, which is 13% of Wolverhampton's total population of 262,000. By comparison, only 16,343 PHV drivers have a Greater Manchester

license plate. Under Manchester City Council, it costs £255 to register as a new private hire driver plus costs for tests and between £222 and £342 to register a vehicle (depending on its age).

Under Wolverhampton Council, the application fee for a new private hire driver is £49 for a one-year licence or £98 for a three-year license and £95 to register a vehicle under 10 years old.

The main difference in standards relates to the age of vehicles allowed, with Greater Manchester councils requiring newer vehicles and more advanced background checks.

Wolverhampton Council claims applicants undergo a “strict and rigorous” process that includes a one day training course, enhanced DBS checks, a medical certification and a face-toface English assessment. In 2021 and 2022, 55% of applicants failed the checks, according to the council.

Greater Manchester sought powers to restrict out of area operation in its Trailblazer negotiations, but did not get agreement from the Government as part of the devolution deal.

Greater Manchester Mayor Andy Burnham is furious that one in three Manchester PHV drivers are licensed by Wolverhampton Council

Uber resumes direct launch plans with new services in Swansea and Stockton

Mark Bursa

Uber has restarted launches in UK towns and cities following the collapse of the Local Car scheme late last year.

The move represents a major U-turn for the ride-hailing giant, which had previously stopped direct launches into new towns and cities in 2017. Uber instead developed the Local Car scheme following its purchase of dispatch systems provider Autocab in 2020, and even suggested at the time that it might transition to a full platform, without operating its own cars, other than in major cities such as London.

But now it has reverted to its original plan. With the announcement that it has launched in Swansea, south Wales, and Stockton, north-east England, one of the towns that was served by a local firm, Skyline Taxis, under the Local Cab scheme.

Uber said there was high demand for the service in both locations. In Stockton more than 4,500 local residents were opening the Uber app every week, while the numbers in Swansea were around 4,000.

After a roll-out in more than 100 towns, involving more than 70 UK private

hire and taxi operators, Uber pulled the plug on Local Cab last December, without giving full reasons. It is believed that driver shortages among partner operators meant Uber jobs were often given a lower priority compared to operators’ regular customers.

As expected, Uber has now returned to its original plan of launching its own services in towns and cities where demand justifies a full-scale operation. Before 2017, Uber had launched in 17 UK locations, mainly large cities.

It is likely that Uber will concentrate entirely on large urban areas and abandon plans to build a national app that works everywhere –which was the objective of Local Cab.

To promote the new launches, Uber has offered

discounted rides, including up to £20 off customers’ next two rides for the first few weeks of operation.

Andrew Brem, general manager of Uber UK, said: “We are extremely proud to launch Uber in Stockton and Swansea where we have been seeing increased demand for our services. By bringing Uber to the towns we want to help maximise earnings opportunities for drivers, boost transport options for passengers, and support the local economy.”

However, local operators in Swansea are unhappy with the move. Richard Thomas, of Swansea operator Richard’s Taxi Service, told Wales Online the arrival of Uber was a concern for drivers in the city. He said: “I'm disappointed, to be honest, there is no work for us now as it

is, and with them, it’s going to really affect us. The town is too small for Uber, it has done the dirty on the normal drivers. I don't think it will work in Swansea. I hope people will stick by the taxi service. It is a concern for everybody, and a feeling of disappointment among taxi drivers.”

Another Swansea operator, Yellow Cabs, which claims to be Swansea’s biggest operator, said it would not be using Uber’s ‘surge pricing’ in Swansea.

In a statement, Yellow Cabs owners Dean Roderick and Neil Trainer said their company had its own mobile phone app. “We firmly believe that surge pricing, as employed by some of our new competitors during periods of peak demand, is fundamentally wrong. It's unfair to our customers to be subjected to exorbitant price increases, sometimes up to 400%, simply because its busy. At Yellow Cabs, we pride ourselves on transparent and consistent pricing.”

Uber’s plans to launch in major towns look set to continue throughout 2024. The company has recently been granted a license to operate in Hull, and services are expected to start in the East Yorkshire city in the coming months.

Bolt launches flexible pension scheme for private hire drivers

Ride-hailing operator Bolt is to launch a pension scheme for its 65,000 UK-registered private hire vehicle drivers from May 1, 2024.

Through the scheme, which is provided by Aviva, drivers will be able to contribute 5% of their fees from every completed trip into their pension pot, to which Bolt will add a further 3% contribution.

This allows drivers to remain inde-

pendent contractors and keep their job flexibility while still having access to all the benefits of a pension, such as financial security in retirement.

The scheme will be structured as a private group personal pension (GPP) plan, through which Bolt’s self-employed drivers will hold a contract directly with Aviva. Bolt will cover all joining costs for drivers who invest in the scheme and drivers will also

have the option to invest in a Sharia fund. Under the terms of the scheme, the qualifying earnings criteria typically applied to workers’ pensions, which is currently set at a minimum of £120 and maximum of £967 per week, has been removed.

This means that drivers will be eligible for the 8% pension contribution for each completed journey, regardless of how frequently they use the Bolt platform.

Andrew Brem: "By bringing Uber to Stockport and Swansea, we want to help maximise earnings opportunities for drivers"

Take Me strengthens midlands operations with Nuneaton’s Direct Taxis acquisition

Mark Bursa

Take Me has strengthened its presence in the Midlands with the acquisition of Nuneaton-based Direct Taxis.

This strategic acquisition adds a further 80 cars to the fast-growing Take Me national fleet. Under the deal, Direct Taxis will work closely with the Solihull-based arm of Take Me.

Direct Taxis manager Lee Roberts is staying with the business, saying he was enthusiastic about the potential for collaboration with the Take Me Solihull team, including significant growth opportunities.

He continued: “This partnership heralds a new era of growth and opportunity for Direct Taxis, one that is bound to elevate our business to new heights.”

Hunter said 2024 was already looking like it would be another busy year for the teams at Take Me: “This year is shaping up to be a turbocharged ride for Take Me as we welcome several new taxi businesses into our expanding network. It will be a year of growth, innovation, and seamless rides.”

Take Me’s national footprint now encompasses major UK cities such as Plymouth, Leicester, Milton Keynes, Stoke, Birmingham, and Darlington.

The Direct Taxis deal is the second major acquisition of 2024 for Take Me Group, which purchased Brighton-based Southern Taxis in January.

Take Me CEO David Hunter said: “It was great to complete the purchase of Direct Taxis in Nuneaton, an

80-car fleet managed by Lee Roberts. Lee is looking forward to have access to the Take Me Solihull team to expand in and around his area.”

Roberts added: “As part of Take Me, we're excited to embark on a journey of expansion that promises mutual benefits for our drivers and customers alike. With access to the resources and support of the Take Me Solihull team, we're poised to enhance our services, broaden our reach, and deliver unparalleled experiences to our valued clientele.”

Take Me is keen to get taxi business owners to join the group, which it describes as a “collaborative platform” offering a wealth of resources, including shared knowledge, insight and practical support.

“By becoming a part of this vibrant community, business owners gain access to a collective pool of ideas, effective marketing strategies, and crucial financial advice,” Hunter said. “The group serves as a hub for exchanging hints and tips, fostering a collaborative environment that propels individual businesses forward.”

DRIVER FEARS OVER NEW FOREST LICENSING

Proposed changes to New Forest District Council’s taxi licensing policy could force drivers out of business, local drivers have claimed.

The council is currently running a consultation into changes to its policy, including the application process, ages of vehicles, DBS checks and signage.

But one driver told local newspapers the proposals could “wipe out” 75% of taxis in the area due to the increased costs.

The biggest proposed change relates to the age of vehicles used by drivers. The council wants all petrol and diesel cars to be less than five years old at

the first time of licensing, while all hybrid vehicles must be less than seven years old.

From January 1, 2026, it is proposed that only vehicles less than 10 years old will have licenses renewed, unless they are fully electric vehicles, which would be would be exempt from age limits.

But operators of wheelchair-accessible vehicles are not exempt from the changes, and they want to be able to use their vehicles for longer, given the cost of replacement. One driver said: “If these new proposals are implemented it would require

small operators to invest not only in a new vehicle but a new disabled vehicle – which costs around £80,000. I wouldn’t be able to carry on.”

In a report New Forest District Council said the changes were intended “to ensure that NFDC does not have a policy favouring vehicles older than other neighbouring authorities”. A spokesperson said: “This is the first major review of our taxi policy for some years and will

incorporate revised statutory guidance, together with increased checks on drivers to ensure their continued fitness and propriety.”

If the new policy is approved, six-monthly DBS checks will be carried out instead of the current three-yearly checks. The authority says this is to ensure it is aware of any new convictions that may have occurred during the period of the license.

A dress code could also be introduced along with self-adhesive identification signage to the rear passenger doors.The consultation ends on April 15.

David Hunter [left], welcomes Direct Taxis' Lee Roberts to the group

London Pedicab licensing should be in place this year

Mark Bursa

A Bill to license pedicabs in London is set to become law by the Autumn. The Pedicabs (London) Bill successfully cleared parliamentary hurdles last week, and is likely to gain Royal Assent in the coming weeks.

The Bill will allow Transport for London to devise a licensing scheme for the pedal-powered rickshaws, with the ability to impose fare controls and to crack down on poor safety standards, dangerous driving and antisocial behaviour in hotspots such as Soho and Covent Garden.

Nickie Aiken, Conservative MP for Cities of London and Westminster, said the legislation would put an end to the “horror stories” about unlicensed drivers in

the West End and would bring to an end a decade-long row about the rickshaws.

She said: “I am delighted that after 10 years, four private members’ bills, and now a government-backed bill, we will have a pedicab licensing regime for London coming very soon.

"It’s now down to TfL to do a statutory consultation after the mayoral elections and then there is no reason why a pedicab licensing scheme cannot be in place by early autumn.”

She continued: “Whether it’s to end the blaring music which can go on until the very early hours of the morning, stop the pavements from being blocked by riders who park there, or prevent another story of a tourist or visitor being charged hundreds of pounds for a journey that lasts just a few minutes, our licensing scheme will put an end to the horror stories.”

Now TfL will require drivers and their vehicles to undertake safety checks. Drivers in breach of the legislation could face having their license revoked, or a fine of up to £2,500.

South-west and east midlands most vulnerable to impact of VAT on fares

Mark Bursa

The East Midlands and the South West of England would be hit hardest by the imposition of 20% VAT on taxi fares, according to new research.

The government is looking at the VAT issue on taxi and private hire fares, and it could decide to impose a blanket 20% “taxi tax” across all fares, which would result in steep fare rises across England and Wales.

The issue has been brought into focus following court rulings regarding whether a customer’s contract is with the driver or the operator.

The recent Uber vs Sefton ruling last year made it clear that the “principal” was the operator, not the driver –though the judge steered clear of the issue of VAT, stating it was outside the scope of the judgement.

Now new research compiled by the “Stop the

Taxi Tax” campaign claims

VAT on private hire fares would disproportionately harm lower-income areas with vulnerable passengers and sparse public transport options across the UK.

On average, travelling to a town centre in the southwest by public transport takes 36 minutes – the longest journey of all English regions.

West Devon, for instance, sees an average journey time of a staggering 58 minutes to key services.

Compounding a lack of public transport options

in the South West is a high proportion of elderly residents likely to require door-to-door transport in the form of taxis. Nearly one in four (23%) residents in the South West are over the age of 65.

East Midlands residents earn an average of £617 a week, below the national average of £652 so any hike in fares would disproportionately affect the region. Moreover, over one in five East Midlands residents are old age pensioners, suggesting a cut to accessible transport could hurt vulnerable

or disabled passengers.

The analysis is based on ONS local data on: earnings; the proportion of residents aged 65 and over; and travel time to services by public transport.

The south-east may be protected from the impact of VAT on fares due to higher-than-average wages. Weekly earnings in the region stand at £692, the second highest in the country after London.

In last month’s Spring Budget, Chancellor Jeremy Hunt committed to launching a consultation of industry on the VAT treatment of taxi journeys in April.

A recent poll by YouGov showed that more than 70% of the British public opposes the measure.

Stop the Taxi Tax, is calling on the government to protect passengers from a 20% VAT hike. It argues that taxis and PHVs should be subject to the same 0% VAT rate as train, bus and airline travel.

BLACK MARKS

The London Assembly’s plans for the taxi and private hire trade has met with a lukewarm reaction from the sector. In particular, top-end operators are annoyed that there is no mention of chauffeuring as a separate branch of the trade – though the report does include references to pedicabs.

The London Assembly Transport Committee published what it called a “comprehensive set of recommendations” to London Mayor Sadiq Khan last month. But the report is couched in management-speak, and seems to skirt round addressing any issues of genuine concern.

In a letter to Mayor Khan, Keith Prince AM, chairman of the Transport Committee, spelled out eight key proposals aimed at modernising the industry through a so-called Taxi and Private Hire Vision plan.

The letter includes input from trade bodies as well as TfL and a number of operators, though the efforts are, as is often the case with TfL taxi plans, heavily skewed toward providing

The London Assembly’s “vision” for the taxi sector is heavy on detail for the beleagured black cab sector, but vague on private hire and ride-hailing, and nonexistent on chauffeuring. Mark Bursa reports

assistance to the black cab sector.

In the letter, Prince wrote: “The Committee agrees that there is a need for a new Taxi and Private Hire Vehicle Plan as the current Taxi and Private Hire Vehicle Action Plan was last updated in 2016. The taxi and private hire industries have changed significantly in the past decade, with significant growth in numbers of private hire vehicles, and a decline in black taxis.”

Indeed, between 2013 and 2023, PHV numbers almost doubled from 49,900 to 89,600, while the number of black taxis in London fell by almost a third from 22,200 to 15,100 in the same timeframe.

The decline in taxi numbers is of considerable concern to LTDA head

Steve McNamara, who argued that policies to prevent older, more polluting taxis being driven had contributed to the reduction in numbers. Basically, McNamara argues that drivers should be allowed to continue using some of the most polluting vehicles on London’s roads, and this should be prioritized over environmental issues.

McNamara told the committee: “The last Taxi Strategy we had was in 2016 and then historically, very shortly after that, we started talking about how we can decimate the fleet even further than we had already done by reducing the age limit on vehicles yet again. I estimate that we lost about £35 million through the lost residuals in secondhand vehicles that were wiped off when the age limit was

reduced from 15 years to 12 years.”

Despite availability of the LEVC hybrid-electric taxis, around half the vehicles on eth road are still old diesels. TfL’s pre-Covid figures estimated that the black cabs contributed around 16% of London’s vehicular NOx pollution, while the entire private hire fleet contributed less than 4%. Even with a fall in numbers and the arrival of cleaner vehicles, the black cabs will continue to produce a disproportionate amount of harmful emissions until the last of the diesels are replaced toward the end of the decade.

Prince said TfL told the Committee that any new Taxi and Private Hire Action Plan would look at both taxi and PHV industries at the same time. However, he then goes on to detail a number of issues that again centred around the taxi sector, not private hire.

These included ages limit of vehicles, again quoting McNamara; the fact that there is only one current Zero Emissions Capable (ZEC) taxi available that meets the approved specifications; ways to make the taxi more affordable, including the continuation of the Plug-in Taxi Grant (PiTG); and whether the accessibility features of the black taxi should make it eligible for exemptions such as the use of all bus lanes, or being VAT-exempt.

When the vehicle requirements were changed in 2016, it was McNamara’s protestations about being forced to buy cleaner taxis that prompted TfL’s ill-thought-out decision that all PHVs would have to be “zero-emissions capable”, thus at a stroke removing clean non-plug-in hybrids from the list of acceptable cars.

Now the various representatives of the black cab sector, including Asher Moses of Sherbet and Marius Zabrocki of FreeNow, are complaining about the high cost of the LEVC cab.

Zabrocki bemoaned the high rental cost of the Black Cab. “That is £400 a week, equivalent to £20,000 a year. This is an awfully high cost, and that is because there is no competition. We need more vehicle models available. Maybe we need to look at some of the requirements such as the turning circle, to make sure we have more models, because executive class vehicles for PHV, they cost around £230 a week. That shows you how crazy is this price.”

Moses was equally critical: “I am

The London Assembly's 8-point vision for taxi and PHV

1TfL should set out an engagement plan for developing the updated Taxi and Private Hire Vision. This should be a participatory process, including engaging with Assembly Members and the London Assembly Transport Committee.

2The Mayor and TfL should consult around including Pedicabs, and other forms of transport, in the new Taxi PHV strategy.

3The Mayor should work with Government on any legislative changes required to achieve the vision. This could include re-visiting discussions around capping PHV numbers and cross-border hiring, the content of pedicab legislation, and the potential to license taxi apps.

4The Mayor should look at what steps he can take to increase competition in the approved London taxi market.

5The Mayor should continue to liaise with the Government around support for the Plug-In Taxi Grant, and push for the Grant to be extended beyond April 2025. The Mayor should also continue to make the case to Government that all accessible vehicles, including taxis and wheelchair accessible PHVs, should be VAT-exempt.

6The Mayor and TfL should further explore making the Knowledge more modular, allowing people to complete the programme alongside their jobs. In response to this letter, the Mayor and TfL should set out what steps it is taking to encourage and support more women and people from a diverse range of backgrounds to enrol in the Knowledge.

7TfL should review its approach to how it deals with breaches of 20mph speed limits, to focus on behaviour change and achieve safe speeds and remove perceptions of unfairness. It should monitor the number of cases and trends over time and review awareness of 20mph limits and see if more can be done to reduce offending. TfL should write to the Committee with an update on this and how it has changed the tone of correspondence to drivers.

8TfL should assess their new driver policy and reorganisation of the appeals process to ensure it is fair, independent and transparent.

the largest electric taxi fleet and I cannot afford to buy them any longer. I am seriously considering, among my colleagues, whether we should continue to invest in a vehicle that is over £100,000, that cab drivers cannot afford to rent, let alone buy.”

McNamara acknowledged it was difficult to create more competition in the market as there was only limited demand for such vehicles.

What little discussion there was about private hire seemed to centre around cross-border hiring and the potential to license taxi apps. Among the taxi-heavy recommendations was just one concerning private hire, which stated vaguely that it “could include revisiting discussions around capping PHV numbers and cross-border hiring”.

Meanwhile Pedicabs received a greater amount of the discussion – rendered irrelevant now the Government has approved legislation to licence and control the London pedal-rickshaw segment (see page 11).

Prince wrote: “The Committee supports the plans going through Parliament to regulate Pedicabs, and considers that zero emission forms of transport, including forms of cargo bikes that transport passengers, should be incorporated within the scope a new wider strategy.”

Further discussions included ideas

of how to streamline the process of “the Knowledge”, perhaps by introducing modular learning. And McNamara had a lengthy complaint about the perils of 20mph speed limits.

Slim pickings for anyone hoping for some radical changes or assistance for the private hire sector. And inevitably, the complete absence of any discussion of chauffeuring has caused distress among operators already having to fight off TfL’s attempts to force unwanted and unnecessary in-cab signage on operators.

Martin Cox, managing director of London chauffeur operator Gerrards, took to social media to voice his displeasure. “You’ll notice absolutely zero reference to the chauffeur sector in London,” he wrote on LinkedIn. “That’s because we fall under private hire regulations. Being only 10% of the PH industry, we are simply not represented. We transport all the decision makers but we have no voice, no influence, so we never get heard.”

He continued: “Guess what? They discussed bloody Pedicabs, who seem to be worthy of debate and they’re not even licensed!”

He called on TfL to give chauffeurs a stronger voice in such discussions. “If you can have three panelists representing the taxi trade brilliantly, a London chauffeur representative shouldn’t be too much to ask?”

DROP THE DROP-OFF CHARGES DROP THE DROP-OFF CHARGES

The British Travel Association wants Government help in setting up a fresh and fair approach to airport dropoff and pick-up charges. Mark Bursa reports

New research has shone the spotlight on the escalating cost of dropping off and picking up customers at UK airports. And the report’s authors, the British Travel Association, is calling for action to remove, or at least reduce, the charges.

The BTA is calling for industry-wide action against drop-off and pick-up charges, and is demanding

that airports prioritise the traveller and eliminate these “unnecessary fees”.

The BTA is also asking for a government review into the fairness and cost of the charges.

The travel industry has recovered well since the pandemic, but unfortunately, airports have used parking charges as a way of replacing lost revenue from 2020 and 2021, when most flights were grounded and passenger numbers slumped.

At some UK airports, fees have risen by as much as 25% in recent years, said Clive Wratten, CEO of the Business Travel Association. “These charges hit everyone, from families visiting loved ones to holiday makers seeking new experiences. The impact is widespread, affecting every passenger who uses air travel in the UK.”

The BTA report, entitled “Drop the Drop-off-Fees”, highlights the fact that the taxi and private hire trade is

news analysis: airport charges

among the hardest hit by the charges.

The report states: “The businesses hit hardest by these charges are those who help to transport passengers to and from airports – taxi drivers, rideshare drivers and chauffeurs. They must factor in the cost of getting into the airport to drop-off and pick-up their passengers safely when calculating the total bill and this isn’t always a smooth experience.

As we know, there is considerable

unpredictability in getting the timing right for a pick-up, with flight delays, and often lengthy queues in customs and passport control, made worse by Brexit, as well as delays in the baggage claim area. As a result, drivers often find themselves hit with hefty charges for, say, a two-hour delay.

It’s not always possible to wait offsite in order to avoid these charges, especially if the driver is unaware of how long the delay will be once they have arrived in the terminal. Heathrow provides an on-site waiting area for drivers at £1 per hour, but even this is too much for some drivers.

And drivers cannot always pass these extra charges fees on, especially when the delay is not down to the traveller. Many drivers have ethical concerns about passing on charges in these circumstances, and as a result, they end up taking the loss.

The BTA says the airports argue that the higher drop-off and pick-up fees lead to “more sustainable travel decisions by passengers” – in other words, take the bus or train. But at the same time, the airports heavily promote discounted long-term parking on site for customers - encouraging car journeys. As with the drop-off charges, the airports want the revenue from long-term parking. If a passenger takes the train, there’s nothing in it for the airport.

Public transport is not always a practical option for the traveller. Early departures and late arrivals can fall outside the operating hours of buses and trains. And while the London airports are well served by public transport from the city centre, most travellers’ journeys start and end at their homes, which are rarely close to a convenient direct public transport link to the airport.

Women in particular may not feel safe travelling alone late at night on public transport, leaving lifts and taxis as the only option where they feel safe. “With steep pick-up fees, it can feel like a tax on safe travel,” the BTA states.

Poor or inconvenient public transport means many travellers either take a taxi or

chauffeur car to the airport, or get a lift by a family member, thus incurring a charge. Indeed, the number of passengers arriving by car or taxi at London Heathrow has increased since 2012. A 2022 survey found that 65% of travellers took a car or taxi to the airport, but only 34% used public transport.

The report states: “The worst-affected travellers are those who have little other option but to get a lift to the airport – older visitors, those with children, and those with reduced mobility.”

“Theoretically, many airports allow blue badge holders an exemption from these fees, but not everyone with reduced mobility qualifies for this exemption.”

If a passenger does qualify for a blue badge, it will need to be registered with any taxi that takes them to the airport to avoid the charge. If a passenger is unable to prearrange this with the taxi company before they are dropped off or picked up, they will find themselves paying an extra charge. “This is hugely unhelpful and bureaucratic – if not discriminatory,” the BTA states.

The report also highlights problems in the process for paying for drop-off and pick-up fees, which can be confusing for those who are not confident

CONTINUED ON PAGE 20

UK AIRPORT CHARGES

AIRPORT DROP-OFF PICK-UP

Heathrow £5 £7.50

Gatwick £6 £6

Stansted £7 £10

Luton £5 £5

Southend £5 £5

London City Free £4.50

Manchester £5 £6

Newcastle £4 £4

Liverpool £5 £5

Leeds Bradford £6 £6

Birmingham Free (10min) £7.50

East Midlands £5 £6

Bristol £6 £6

Exeter £5 £5

Edinburgh £5 £5

Glasgow £5.50 £5.50

Aberdeen £4 £4

Source: BTA, March 2024

news analysis: airport charges

CONTINUED FROM PAGE 19 in navigating online payments.

Some payment systems, such as the one at Heathrow Airport, require travellers to register online and to set up a method of payment. This should not be a problem for taxi companies, but might be an issue for members of the public who do not use mobile phones or know how to use the internet.

The report also highlights the hypocrisy of airports in regard to electric cars. Despite the claims that these fees are supposed to reduce the emissions of airports, electric vehicles are charged at the same rate as diesel vehicles.

of electric cars by making it free or lower cost to drop off or pick up in an electric car. This only serves to fuel suspicions that the drop-off and pickup fees are a revenue-raising measure rather than a green one,” the report claims.

Clive Wratten, BTA CEO

The report also said UK airports were out of step with other European cities. “UK airports stand out in Europe for their high airport dropoff charges, unlike continental counterparts such as Amsterdam Schiphol, Hamburg, Cologne Bonn, Geneva and Paris Charles De Gaulle, which all provide free short term drop-off zones for passengers.”

conducted a LinkedIn poll on this issue recently, and the results were overwhelming. Out of the 466 respondents, 88% of them said that airport drop-off and pick-up fees should be abolished, 9% said that they were too expensive, and only 3% said that they agreed with them.

“These fees are not only a financial burden, but also a source of frustration and stress for travellers and their friends, families and business colleagues. Moreover, these fees are unfair and unpredictable, because they depend on factors that are beyond the control of travellers.

“In most cases, no incentive is offered by the airports for the use

Clive Wratten said there was very little support for the fees, with an overwhelming majority of travellers wanting them scrapped. He said: “I

“The nature and procedures of air travel make it impossible to know how long it will take to enter and exit an airport and this varies from one airport to another in the UK.”

He concluded: “The BTA feels it is our duty to question the rationale and necessity for these fees. We want to raise awareness and highlight the impact of these fees for different groups of people, especially those who travel frequently for work.

“This is why we are urging the Government to launch a review into the principle and price of airport fees and to encourage airports to drop the charges altogether.”

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sually when we road test a vehicle, it’s with a view to recommending – or not – a vehicle that we think is suitable for use as a taxi, private hire or chauffeur vehicle.

But this vehicle might struggle as a PHV. The Mazda MX-30 R-EV is a clever vehicle, with rear access through clamshell side doors, but it is a little, shall we say, compact. A few centimetres on the wheelbase would be transformative, but as it stands, some councils might not be willing to license the car.

Which is a shame, as what the MX30 R-EV offers is a genuine attempt to produce an equivalent zero-emissions vehicle which doesn’t solely depend on EV charging infrastructure. It’s not a true ZEV, but it could be a Net Zero emissions car. And isn’t that what we want?

Mazda has always been an innovative company unafraid to try something different. And that is certainly what it has done with the MX-30 R-EV. The original MX-30 was launched a few years ago, as a pure EV. With a limited range, its appeal was limited to private buyers looking for an EV as a second car or local runabout – a job it does very well.

The R-EV version addresses the range issue, and it does it in a very Mazda way. The car is a range-extender hybrid (or a series hybrid), which uses an internal combustion engine as a generator to charge the battery rather than power the car directly.

The LEVC London taxi is based around a similar concept, and other manufacturers such as Ford and Vauxhall have dabbled with range extender technology in recent years.

The trouble is that however you design the car, it still has a conventional engine, and therefore it still has emissions, albeit greatly reduced over other types of hybrid. And in the age of battery-electric fundamentalism, that won’t do. Politicians, not engineers, are making the decisions, and for the time being, only zero tailpipe emissions will do in the post2035 world, regardless of the emissions created in the generation of electricity, or the environmental harm caused by the production of batteries.

Of course, the world won’t stop making internal combustion engine cars in 2035. The UK is a mere 2% of the global car market. Even Europe as a whole is less than a quarter of worldwide demand. Gas-guzzling America will take a lot

WHAT GOES AROUND WHAT GOES AROUND U

Mazda MX-30 R-EV Makoto

Mark Bursa

DATA

Price as Tested £35,895 (OTR)

SPECIFICATION

Powertrain Range-extender series hybrid PHEV

Transmission Single-speed auto, FWD

Battery capacity 17.8kWh LiIon

Engine 803cc rotary petrol

System power 170PS

System torque 260Nm

0-62mph 9.1sec

Max speed

Hybrid range

miles

Mazda MX-30 R-EV Makoto

CONTINUED FROM PAGE 19 longer to wean off petrol. And developing markets such as China are already such huge car markets that full electrification would be a herculean task. Not for nothing are Chinese automakers targeting export markets for EV sales, rather than their own.

In this headlong rush to electrification, there are chinks of resistance. In particular, the German automakers managed to get the EU to agree to leave the door open for so-called e-fuels to be developed, offering clean propulsion through conventional engines as an alternative way to reach the same goal – pollution-free motoring – as an EV.

And that’s why the Mazda MX-30 R-EV is important. It represents the sort of technology that could, given the availability of e-fuels, produce a car that offers clean driving without any range anxiety at all – If you can’t plug in, just refuel.

I mentioned that the MX-30 R-EV

uses a very “Mazda” solution to the problem. One of the things Mazda is most famous for is the use of rotary engine technology. It has been used to produce spectacular sports cars such as the 1960s Mazda Cosmo, and the later Mazda RX-7 and RX-8 models. Mazda even won the Le Mans 24hour race back in 1992 with a rotary-engined racing car.

In the MX-30 R-EV, a small 830cc rotary engine is what provides the generator power for the range extender system. The new 8C rotary engine is tiny - less than 840mm wide, allowing it to fit under the bonnet without any changes to the MX-30 body frame.

The use of aluminum means the engine is more than 15kg lighter than the twin-rotor engine used in Mazda’s previous rotary project, the RX-8 coupe. The use of direct fuel injection reduces emissions and increases fuel economy, while the engine also features an Exhaust Gas Recirculation

(EGR) system to improve efficiency at low RPM and low load running.

It recharges the 17.8kWh battery as it goes, giving a sizeable range of more than 400 miles, at which point you’ll need to fill the 50-litre tank.

For now, that means E10 unleaded. But if proper e-fuels hit the market in the next few years, the already meagre emissions of the car will tumble to negligible levels, creating a potentially “net zero” car that would, in practical terms, be the equivalent of an EV. As it stands, the car has a WLTP CO2 output of just 21g/km., and a staggering 282.5mpg figure (WLTP).

The MX-30 R-EV has the ability to run as a pure EV – a simple switch on the centre console allows the driver to engage EV mode, as well as Normal mode (in which the car decides when the generator switches in) or Charge mode, where the generator is on fully, recharging the battery.

In EV mode, the car has a 53-mile range, so that would allow urban

miles to be carried out in zero-emissions mode, while the rotary generator does the heavy lifting outside the towns. With 170PS and up to 260Nm of torque on tap, the electric motor gives lively performance. The car doesn’t feel as heavy as some EVs, so handling feels more nimble too.

Drivers have the option of setting the amount of battery charge they want to reserve in increments of 10% between 20% and 100%. The generator will activate when battery charge drops below the specified reserve level, charge the battery to the set level, and maintain that level of charge. Once battery charge is above the set level, the car will operate in the equivalent to Normal mode until the battery depletes to the specified level. It will then use the rotary engine generator to keep the battery at that level.

The MX-30 R-EV is also a plug-in hybrid, compatible with AC charging as well as rapid DC charging. It can be connected to Type 2 and CCS charging

systems, giving it a rare ability among PHEVs to use rapid charging.

Using a 36kW charger the battery can be charged from 20% to 80% in 25 minutes. With a three-phase 11kW AC charger the battery can be refilled in approximately 50min, while a single-phase 7.2kW charger will take around 90min. All Mazda MX-30 R-EV retail sales in the UK come with a half-price Pod Point home charger.

The MX-30 R-EV is offered in nine colour combinations, including two-tone options. There are three trim levels, starting with PrimeLine, which is expected to make up 24% of sales; Exclusive Line (most popular at 44%) and range-topping Makoto, expected to account for 32% of UK sales. Prices range from £27,995 for Prime Line up to £35,895 for the Makoto version.

The Mazda MX-30 R-EV needs servicing at a 12,500-mile interval, while a fixed priced service plan is available for £25.72 a month or £849 one off payment.

VERDICT

Electrification of the car market is at a crossroads. The early adopters have adopted, but as the numbers grow, buyers are becoming increasingly frustrated with the shortcomings of the charging infrastructure.

Meanwhile, anti-EV sentiment, mostly politically motivated appears to be on the rise. Meanwhile, there has been no real change to the electrification targets – by 2030, only a handful of non-EVs will be available, dwindling to none by 2035.

Against this background, many more reasonable thinkers are beginning to question the logic of making “zero tailpipe emissions” the only measure of how green a car can be. Automotive engineers have suggested other ways to achieve “net zero” motoring in line with global environmental initiatives.

Prime among these are e-fuels – which is where the Mazda RX-30 R-EV comes in. With a frugal rotary petrol generator removing the need for range anxiety, Mazda argues that combined with e-fuels, this technology could be as good as BEVs in the quest for green motoring, especially for those unable to install home charging.

The MX-30 R-EV is a beautifully made car, with lots of other green credentials, such as “vegan leather” seats and the use of sustainable materials such as cork on the interior trim.

It's a bit tight in the back for private hire, though the clamshell doors make rear access quite easy. There’s decent boot space too. And the car drives well, with a less lumpen feel than some very heavy EVs.

As 2035 draws nearer, let’s hope sane voices keep technologies such as e-fuels and hydrogen on the agenda. We need alternatives to the alternative, like the MX-30 R-EV.

ESTATE OF THE ART ESTATE OF THE ART

Many electric cars have been SUVshaped, and thus don’t provide the ideal replacement for the kind of roomy estates favoured by private hire operators specializing in airport transfers and other journeys where passengers and their luggage need to be moved.

But Volkswagen has premiered the latest of its ID models, and that could be just what’s needed. The ID.7 Tourer is one of the first electric estate cars in the upper medium sector, offering

space for five people with up to 605 litres of luggage.

The ID.7 Tourer also looks like a good bet for those needing to make longer journeys without recharge anxiety. The car will be available with two battery sizes, and the larger of the two is expected to achieve ranges of around 425 miles (WLTP).

The ID.7 becomes the flagship of Volkswagen’s electric range. Europe-wide orders are scheduled to begin this month, with prices expected to start at around £57,000.

The estate sits alongside the “progressive fastback saloon” version

unveiled last year. The ID-7 is basically Passat-sized, and sits alongside the newly-launched Passat Estate – no saloon version any more for the biggest conventional powertrain VW car. The ID.7 Tourer and fastback saloon will be produced alongside the ID.4 SUV at VW’s EV plant in Emden, Germany.

The ID.7 Tourer differs significantly from the fastback saloon, with a long roof line and its elegant transition to the boot lid. VW says the Tourer is a fusion of a classic estate such as the Passat and a dynamic shooting brake such as the Arteon.

Mark Bursa Mark Bursa

ART ART

Thanks to the increased height at the rear, the luggage compartment volume is even larger than that of the fastback saloon: with five people on board, the ID.7 Tourer has a luggage capacity of up to 605 litres. When loaded up to the backrests of the front seats and up to the roof, this figure rises to up to 1,714 litres.

The new ID.7 Tourer is equipped with the latest-generation electric drive system. The largest battery is designed for a maximum charging capacity of up to 200 kW at DC quick-charging stations.

At this power level, the battery can

be recharged from 10-80% in less than 30 minutes.

Comfort features of the ID.7 range include a new automatic air conditioner, optionally available seats with pressure-point massage and air conditioning, and the new Wellness In-Car app.

The new ID.7 Tourer will be launched with innovative technological features, including an augmented-reality (AR) head-up display as standard. This projects information relevant to the journey into the driver’s field of vision, so their eyes can stay focused on the road.

The focus may be on SUV-shaped electric cars, but the private hire trade still depends on conventional petrol and diesel engine saloons and estates. And while some manufacturers have canned their more traditional models, Skoda is still very much in the game

The Czech automaker has just released details of a revised version of its Octavia hatchback and estate range, which the company describes as “the backbone of the brand”. With more than 7.15 million units sold since 1996, it is by far Skoda’s best-selling model.

The current fourth-generation Octavia was launched in 2020, so this is a substantial mid-life facelift, including a revised Skoda grille, revamped front and rear bumpers, new second-generation LED Matrix beam headlights and revised LED rear lights with animated indicators.

The LED Matrix beam headlights have new Crystallinium elements and 36 individual matrix segments, giving better illumination of the road ahead than the first generation, while effectively shielding oncoming road users from headlight glare.

Standard equipment now includes a 10in digital display for a redesigned infotainment system, and dual-zone climate control. A larger 13in display is an optional extra. USB-C ports offer three times more charging power, now providing 45w.

Octavia may not have an electric version, but it’s becoming greener, as the share of sustainable materials inside the car has increased – these are used for the seats, dashboard and door panels.

The new range structure comprises four trim levels – SE Technology, SE L, SportLine and vRS – as well as nine Design Selections for the interior.

AI-based ChatGPT chatbot will be integrated into Skoda’s ‘Laura’ voice assistant as standard. This introduces new capabilities that go far beyond the previous voice commands. Intelligent Park Assist and Remote Park Assist also make their Octavia debuts.

The engine line-up consists of two 1.5 TSI petrol engines, optionally available with mild-hybrid technology, two power-boosted 2.0 TSI petrol engines and two 2.0-litre diesels with 116PS and 150PS outputs. Petrol engine power outputs range from 116PS to 265PS.

Perhaps surprisingly, there is no plug-in hybrid version. This was part of the original fourth-generation Octavia range in 2020, but the model was withdrawn in 2022, and has not been mentioned in the launch publicity for the facelift.

Skoda says the reason for the absence of PHEV versions is the low profitability of the powertrains and the popularity of the Octavia in Central and eastern Europe, where electrification is progressing less rapidly.

But a spokesman hinted that the slow-down in EV sales in western European markets was likely to force Skoda’s hand – so we should expect a return of PHEV models within the next 12 months.

Safety has been stressed – Skoda has further extended its portfolio of active and passive safety features in the facelifted Octavia: a new Attention and Drowsiness Assist now uses a wide range of data and parameters to assess driver behaviour. In addition, the updated model comes with up to 10 airbags.

TRAD ROCK TRAD ROCK

Skoda Octavia facelift

Mark Bursa

First identify the problems, then work out the solutions

As our industry freewheels along to heaven knows where, one can only stand and observe the gaps that are increasingly visible and growing in every area.

No strategy and no policies equals no direction so no one should be surprised if the vacuum is filled by well-meaning and not-so-well-meaning groups that can see the gap and decide to do something about it.

While trade meetings and to an extent the trade press lament the latest changes, and much nonsense is spouted about whether to judicially review or not, organised forces make the most of the situation.

We have an industry that turns over £12.5 billion per annum, employs directly and indirectly close to 500,000 people and yet we are prepared to take whatever is dished up to us.

The 'too difficult' pile

While people squabble and whinge about cross-border, signage, worker status, CCTV and the 101 other things that are periodically pulled out of the ‘too difficult to resolve’ pile, decisions are being made even if the decision is to do nothing.

The old chant of we need a new cab act is perpetually kicked down the lane…why? Well, who is going to pick that one up if we don’t even know what we want?

I’m told that one of the trade associations now is even against zero-rated VAT. Talk about out of touch. If anyone thinks adding VAT to fares will increase their business, they need to change their medication – it won’t!

We can all try to kid ourselves that our little old business is not affected by legislation, regulation, and economics but it is.

Businesses used to get sold for a song….the value of the phone number (eg 777 7777) but all that is now a distant memory and 4x, 5x and even 6x EBITDA is not unheard of.

So what? Well that means your

Dr Michael Galvin

Mobility Services Ltd mobilityserviceslimited.com

business has a value but that value, as they say on the adverts, can go up or down. The general health of the industry is important to the value of your business. If the industry is a mess, then the value of your bit of it is compromised, and vice versa.

If we don’t know what we want I am not sure how anyone can help us achieve it. We don’t have the fora, the systems or processes to facilitate an agreed position.

Whinge-fests

Instead, we have whinge-fests where a few characters parody their local licensing officer, tell us what is wrong, how they would not have done it that way and how ridiculous it all is.

Meanwhile policymakers, regulators, think tanks and various influencers do what they think best, or in some cases do something (because doing something is better than doing nothing) whether it helps or not.

Bland slogans are adopted. “We must have national standards”, or the classic “it just needs common sense” in the hope that somehow by magic or osmosis a solution will be identified, refined and implemented. Yeah, right.

Maybe national standards are the answer but forgive me, what was the question? What problem are we trying to solve and why? The Deregulation Act was the answer back in the day. Now half the industry regard it as a curse.

Courage required

Maybe if the ‘decision’ had been subject to a little more scrutiny there may have been some consensus on it but there wasn’t so there isn’t.

Reaching some form of consensus, which is the best one can nor-

mally hope for, is hard. It requires some tough conversations, some ground-shifting and some courage. Once reached and a plan can be developed, the real work begins. That work in our current structure requires convincing others of our case and getting to a point where those that need to actually take action.

Spleen-venting

Spleen-venting at meetings, ridiculing poorly briefed policy-makers or regulators, regurgitating war stories and claiming to be the font of all wisdom won’t cut it!

This industry is a long way from finished but it is also a long way from where it could be. Why is our goal not some form of self-determination? We know this world, we should know what is needed, our assets are valuable and vulnerable so why don’t we care enough to represent our interests properly?

Why isn’t representation seen as a normal business expense a bit like electricity or rent? What aren’t we prepared to invest time in trying to work out what we want and need? Presumably most people watch their weight, don’t smoke or smoke as little as possible, and ensure the brakes on their car work. So why don’t they look after their business?

Technical Debt

IT specialists talk about “technical debt”. After x number of changes, the system’s code needs restructuring so no more changes are made until the system is technical debt-free.

Well, this industry is analogous to a system that has had a lifetime of changes and is drowning in technical debt.

Isn’t it time to stop, decide what kind of structure we need in this industry and actually get it in place so we can power ahead once again? The alternative is like any indebted system: slow, clunky, ineffective with increasingly frequent outages and running below par.

the advisor

How to navigate the Digital Divide

Gary Jacobs Eazitax Ltd

The UK’s Making Tax Digital initiative marks a significant shift toward a more digital tax system, aiming to make tax management more efficient, exact, and straightforward for taxpayers and HMRC alike.

For self-employed drivers, this change brings both opportunities and challenges. On one hand, MTD mandates the use of digital tools for keeping records and submitting tax returns, which could streamline processes, reduce errors, and potentially offer real-time clarity on tax liabilities, helping with better financial planning and decision-making.

On the other hand, it needs an adjustment period for those accustomed to traditional record-keeping methods. Ultimately, while the transition to MTD represents a significant cultural shift in tax reporting, it also encourages the adoption of digital practices that could lead to greater efficiency and transparency for the self-employed in the long run.

“Why can’t I do it myself?” While self-filing is possible, the complexity of tax laws and the intricacies of deductions can make it risky. Mistakes or oversight can lead to HMRC enquiries or missed opportunities for tax savings. Accountants ensure accuracy and leverage their expertise to advise on strategic financial planning, turning a routine tax return into a tool for financial growth.

“I’m old school and don’t understand software.” The apprehension towards new technology is understandable, especially for those who've spent a lifetime mastering other skills. Yet, the shift to digital isn't insurmountable. We have embraced tech in our trade and good accountants offer intuitive interfaces designed for users without technical backgrounds, along with support and training to ease the transition. Embracing these tools can save time and unlock new efficiencies.

Bridging the gap

Private hire drivers stand at a crossroads between traditional practices and the digital future

In the evolving landscape of self-employment, private hire drivers stand at a crossroads between traditional practices and the digital future. The emergence of data capture software and in-app bank feeds promises efficiency and streamlined financial management. Yet, a significant resistance persists, rooted in concerns over privacy, the value of professional services, and the daunting task of mastering new technologies. This article delves into the reasons behind this resistance, offering insights and solutions for a smoother transition to digital tools.

The sceptic's questions

“If I enter the data myself, what am I paying you for?” This question touches the core of the professional relationship between sole traders and their accountants. The value of engaging a professional goes beyond data entry; it encompasses expert analysis, strategic tax planning, and ensuring compliance with complex tax laws. You’re not just paying for data entry but for peace of mind and the assurance that your tax returns are optimised to protect you and minimise your tax liability.

“I don’t want you to see my banking.”

Privacy concerns are paramount in our digital age. Many drivers fear oversharing their financial details, not realising that secure, encrypted software protects their information better than paper records ever could. Moreover, allowing your advisor access to this data doesn't compromise your privacy but enables them to provide tailored advice and catch potential issues early.

The resistance to digital tools among private hire drivers signals a broader need for support and education. For professionals in the accounting and tax preparation field, this presents an opportunity to bridge the gap by taking the following steps:

Demonstrating Value Beyond Data Entry: Clear communication about the benefits of professional services, emphasising the strategic advice and tax-saving opportunities that come with expert oversight.

Ensuring Privacy and Security: Educating clients on the security measures of digital tools, highlighting the advantages of encrypted data over less secure traditional methods.

Facilitating Technological Adoption: Offering training sessions or tutorials on using digital tools, focusing on the simplicity and time-saving aspects to overcome tech anxiety.

Personalising the Approach: Understanding that each client has unique concerns and preferences, adopting a personalised approach to encourage the adoption of digital practices.

Conclusion

The journey towards digital adoption is filled with challenges, particularly for sectors rooted in traditional practices like private hire driving. However, by addressing the concerns of privacy, demonstrating the value of professional advice, and providing support in navigating new technologies, it’s possible to overcome resistance. In doing so, we not only streamline financial management for sole traders but also open avenues for growth and efficiency in the digital era.

gary@eazitax.co.uk

One of my granddaughters asked what I did for a living. The Oxford English dictionary translates the French word ‘chauffeur’ (which simply means ‘driver’) into English using the following vague description: “Someone hired to drive a car for, usually, rich and/or famous people”.

There never has been, and probably never will be, a standard in the UK to which people looking to enter the chauffeur profession must attain. The French have a rigorous training schedule for their drivers but we Brits don’t even demand a minimum standard aptitude test.

All we need to do is put on a shirt and tie, plant a bluetooth ear piece into our lug-hole and, once we’ve printed up 500 business cards at the local Printy-Print, declare ourself a chauffeur.

Six simple rules

Through word of mouth teaching, a good chauffeur should follow these six simple rules:

1 Always be suited and booted

2 Speak when spoken too and possess a little knowledge on a wide range of subjects

3 Always, but always, arrive to your first pick up fifteen minutes early.

4 Know where you are going.

5 Eat, drink and toilet whenever you can.

6 Never but never, ‘card up’ a client that doesn’t belong to you.

Choosing chauffeuring as a career promises incredibly long hours. Where lorry and coach drivers are required, by law, to carry a spy in the cab to ensure they work within permitted hours, take regular breaks and days off in rest, a chauffeur is not protected by any such rules and can work 24 hours a day, 7 days a week and 356 days a year. No one gives a riding shite until one of us crashes out at the wheel with a massive heart attack and only then if a client also dies in the crash.

High blood pressure, heart attacks or strokes finally do for humans who work the kind of hours a driver puts in. Brutal hours are compounded by a sedentary lifestyle that has us eating fast food at all hours, not drinking enough water (because we never know when we might next find

It's what you know about who you know

Kevin Willis Chirton Grange contact@chirtongrange.co.uk

a toilet) irregular sleep patterns and the artery-bursting traffic of London. Chauffeurs are a ticking time bomb.

What the Oxford English Dictionary fails to mention in their lessthan-concise definition of ‘chauffeur’ is that we need to add ticket tout, pimp, babysitter, bodyguard, nanny, shopper, concierge, psychologist, psychiatrist and even dog walker to the endless list of expected tasks. Oh, and occasionally, drug mule. Though these are only rumours and I declare that I have never walked anyone’s dog during my career.

Many drivers enter the chauffeur world because the job gets them behind the wheel of vehicles they couldn’t ordinarily afford to drive or for the chance to be up close and personal with celebrity punters. Now, having chauffeured for more than 25 years, I cottoned on early in my career that the celebrity was not the one to impress.

Taking care of 'the talent'

The ‘talent’, as they are referred to in the game, regardless of them possessing any actual talent, are never the ones in charge of booking a hotel room, a flight or car. It is the movie production company or the record label who are the paymasters.

Talent rarely puts a hand in their pocket, not even to tip, and will more often than not be thinking about the next red carpet before ‘cabin crew to seats for take-off’ gets announced on their flight out. The talent is simply a means to an end for the chauffeur. They bring much-needed connections and the kudos to enable us to service the more important ‘powerful’ set.

I’ll give you an example, when a Nigerian Chief’s wife wanted Shaggy

to deliver a personal performance at her daughter’s 16th birthday party, I put a call into into Mr Boombastic’s people. This connection was made possible some years earlier when I had got on to the contacts list of Shaggy’s manager’s cell phone after offering a complimentary airport transfer for his family holiday to Ibiza. Plant the seed and watch the flowers grow.

Strategic connections

This business is about who you know, what you know, and what you know about who you know. You need many strategic connections. Some would kill to get a table at London’s hipster hangout, Zuma.

It is futile for someone as lowly as myself to think I could be on the ear of the restaurant owner or the self-important Maitre d’, so, instead, I befriended the close protection guys responsible for the safety of the main man. All favours are reciprocal, so he finds my client a table and I pass him two hospitality tickets for Chelsea v Man City that I happened to hold for a Russian client of mine (no, not him) who was more often than not out of the country.

The British, unlike the Americans, are embarrassed to admit being in a service industry. We find it belittling, I suppose, so a high proportion of drivers enter our industry only as a stop gap. Once they’ve been made redundant from their lucrative job in the City and used their severance pay to buy a Merc, they’ll look to do a bit of chauffeuring while waiting for that friend, who owes him a favour, to get back to him with a ‘blinding little offer’ based out in Hong Kong’. Except that was 12 years ago.

Oh, and please excuse my constant reference to him/he when talking about drivers but there really is a dearth of women doing the job. There are a few, but not nearly enough. It is an incredibly male dominated industry. That said, I’m not sure I want my granddaughter to follow me into the industry!

Car of the Year Awards 2024

Judging day 2024

Tuesday, August 20, 2024

Epsom Racecourse, Epsom Downs, Surrey

Join us this Summer four your opportunity to test and evaluate the latest cars for the taxi, private hire and chauffeur industr y.

As a Professional Driver Car of the Year judge, you’ll be able to drive around 50 cars – and score them

on 17 points that encompass everything from looks to comfort, driveability, passenger space and even the boot.

Your scores are used to help us choose our six category winners – and we present the awards at our legendary Professional Driver QSi Awards event later in the year.

Why not reward your best drivers with a day out too? Their expertise and knowledge will be very valuable!

Click the link below to become a judge or you can also send an email to editor@prodrivermags.com and we’ll make sure you’re on the list.

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