Professional Driver Magazine June 2022

VOLUME 16 ISSUE 05 £4.95

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contents

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B usiness News The latest from around the UK private hire sector

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N ews Analysis Uber has launched a legal challenge in Sefton over VAT – should we be worried ?

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F irst Drive I n the beginning: Genesis GV60 Premium

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F irst Drive Generation Game: Genesis Electrified G80

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R unning Report Mazda 6 GT Line 2.0

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F irst Drive Good little runner: Dacia Jogger Comfort TCe 110

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24 VOLUME 16 ISSUE 05 £4.95

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30 The Last Mile 32 The Knowledge 34 The Negotiator

EDITORIAL DIRECTOR Mark Bursa 07813 320044 markbursa@prodrivermags.com

Kevin Willis, Peter Panayiotou, Iain Dooley, Mike Stone, Dennot Nyack, Adam Bernstein, Dr Mike Galvin, Tim Scrafton

COMMERCIAL DIRECTOR Paul Webb 07807 133527 paulwebb@prodrivermags.com

WEBSITE Martin Coombes 01959 547000

ART DIRECTOR Alan Booth 07817 671973 alan.booth@calixa.biz CONTRIBUTORS Ian Robertson, Glen Holder, Phil Rule, John Coombes, Phil Huff, Tim Barnes-Clay, Gary Jacobs, David Wilkins, Craig Thomas,

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31 Current Affairs 33 The Advisor 35 The Insider

news analysis

Mark Bursa

By challenging the conditions of its licence in Sefton, Uber seems to want VAT – which it studiously avoided paying for years – to be charged on all cab fares. Should we be worried? Mark Bursa reports...

A problem shared M

UCH OF THE CHATTER AROUND THE STANDS AT RECENT TAXI TRADE EVENTS

was about Sefton. Not the heroic police horse, but a forthcoming court case involving, once again, Uber, in the Merseyside borough of Setfton.

There’s much wailing and gnashing of teeth about this case, with the most extreme opinions suggesting a kind of armageddon for the private hire industry.

Why? Because we’ll all be forced to pay VAT, apparently.

The case has its origins in last year’s Supreme Court ruling about Uber’s London operations. Lord Leggatt’s ruling meant that a passenger was entering into a contract with the operator when they made a booking, instead of the passenger having an agreement with the driver. This logically stems from the ruling that Uber’s drivers were “workers”, not independent contractors.

Uber has announced that it will soon have to start charging its UK customers VAT at 20% after a High Court judgement, pushing up the cost of rides.

A judge has ruled that UK private hire taxi operators must make contracts with their customers. This could have massive consequences for the industry.

This follows on from our previous coverage of Uber, outlining that Uber drivers should be treated as workers, not contractors.

The Supreme Court’s judgement is still rippling through Uber’s working model On top of the human rights implications, as well as the effect on sick pay and holiday pay, the ruling has broader implications for the relationship between operators and passengers. Lord Leggatt’s ruling meant that operators were essentially entering into a contract with their customers when they accepted a booking, instead of the passenger having an agreement with the driver.

The VAT implication is clear. Uber is a

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VAT-registered business, whereas most private hire drivers are not – they don’t earn enough to reach the threshold for VAT. The Supreme Court’s ruling that the contract is between between the passengers and the operator (Uber), not the driver, so VAT must be paid on every journey.

This means basically a 20% fare increase, but collection of tax revenue into the economy that was previously being avoided. Uber didn’t like the ruling, but it has gone along with it, and now it wants to see if it applies nationally, not just in London.

This is because London’s private hire sector is governed by a different act of parliament, the Private Hire Vehicles (London) Act 1998.

The court ruling in London stated: “In order to operate lawfully under the

Private Hire Vehicles (London) Act 1998 a licensed operator who accepts a booking from a passenger is required to enter as principal into a contractual obligation with the passenger to provide the journey which is the subject of the booking.”

Transport for London has accepted the judgement, and has issued guidance to all London operators, with a view to them complying with the ruling – and therefore charging VAT. Operators are having to change their business model status to “merchant” in order to comply – and most appear to be falling into line.

Why is this a problem? For any corporate clients, paying VAT on a cab fare is no big deal. It can be claimed back.

And with apps such as Uber’s offering cashless payments, it’s pretty easy to account for it.

It’s more problematic for private jobs, where a £50 fare becoming a £60 fare could make a difference. Then again, once could argue that fares were too low in any case, and perhaps the VAT imposition gives operators a chance to reset their fare structure – so the £50 fare starts off as a £60 fare, and VAT makes it a £72 fare.

Kevin Sefton, CEO of personal tax app Untied, said: “As a big company, Uber should be charging VAT on its services – and should have been in the past. This could add up to £1bn or more in back taxes.”

He added: Uber customers are likely to see prices rise to take account of the VAT. From a driver perspective, demand could possibly fall as a result of these price rises, or they may need to share some of the hit.”

Uber is now acting as if it has some kind of moral high ground (having lost its case), recently stating: “Every private hire operator in London will be impacted by this decision, and should comply with

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comment

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Think global – act global! his week, we’ve been thinking about

the Government consultation into the taxi and private hire industry, which closes at midnight on Monday, June 20.

It’s your chance to have a say on how the future of our industry will be regulated, so if you haven’t contributed, make sure you do.

We’ve also attended a couple of major trade events in the past few weeks, where, although the consultation is on the agenda, it seemed far from the minds of many delegates.

In his column, Mike Galvin makes a good point – the industry knows what it doesn’t want, but rarely speaks in one voice for what it does want. Much of the discussion at the LPHCA event in Manchester was about operator problems with local licensing authorities.

But the key word here is “local”. These are very much local disputes, often caused by the whims of a licensing officer who has a firm and intransigent view about, say, CCTV cameras, or signage, or vehicle age limits. We report stories like this all the time, and they’re part of the daily grind for operators.

But trying to bring about change by fixing local problems is firmly in the Titanic deck chairs league.

The industry is terribly regulated, because quite simply it is so fragmented, with 400-plus little licensing empires making rules that are not joined up.

There is a broad consensus in the industry that national standards are required. Proper standards, not minimum levels. It should be simple to distinguish a taxi from a PHV on a national level. The taxi has a roof light. The PHV does not. That rule should apply everywhere.

Other transportation sectors have perfectly good national regulation. PSV, HGV and so on. There aren’t different standards for truck or bus drivers in different towns. Trucks don’t have to have their doors painted a special colour in Little Snoring. And it doesn’t cost more to get a bus licence in different towns – the price is fixed nationally.

It would be simple to do this in the taxi and PHV sector too. Why does it cost so much less to get a licence in Wolverhampton? And why can that licence be delivered so much more rapidly?

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Under a national system, there would be no “local plates”. A licenced PH driver would be able to work anywhere, as he or she would have passed the national standard – just like a truck driver.

Wolverhampton could issue all the licences it wanted to – efficiency would give it an advantage. Councils that take months to issue licences would have to shape up or ship out. Either invest in the licensing department or let Wolverhampton and others do it.

If the standards are good enough – and best practice is out there – then surely there can be no complaints.

The old maxim of “think global, act local” may have run its course if the local actions are muddled and wrong. Local councils have struggled through the pandemic, and are just not up to the task of implementing national policy.

Tim Scrafton’s column highlights the failings of letting local authorities handle the task of ramping up on-street charge points. A £20 million fund for this job was launched in 2017 – and yet it remains not fully spent. Now they’ve got a further £450m to spend – but many seem clueless.

Tim highlights one authority where the officer in charge doesn’t like on-street chargers and wants to spend all his budget on big rapid-charging hubs. Fine, but these are expensive, and not offering on-street overnight charging near peoples’ homes is a major disincentive for people looking to go electric.

Imagine the scenario in 2030 when EV sales have flatlined because the infrastructure isn’t up to the task, and motorists are hanging on to their old smoky 10-year-old diesels.

Big-ticket changes such as national taxi licensing or EV infrastructure need guidance from the top – from central government.

But then, do we really want this government doing anything? I would have said something about pissups and breweries, but organizing piss-ups is about the only thing they can do. And they don’t even need a brewery.

Mark Bursa Editor markbursa@prodrivermags.com

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news

Take Me Group adds 500-car Northants’ United Travel Group Mark Bursa Ambitious taxi operator Take Me has added another major company to its growing portfolio, with the addition of Northamptonshire-based United Travel Group.

The £5.2 million deal is one of the biggest yet as Take Me Group seeks to build a national portfolio of taxi and private hire operations. United Travel Group runs a combined fleet of 500 cars under a number of brands, including Bounds Taxis, Raffles, Lee Cabs, Echo Cars and Alco Taxis. The group was founded 65 years ago by Harry Bound, and it operates in Milton Keynes, Northampton, Kettering, Rushden and Newport Pagnell.

Bounds group made a profit of £1.4 million in the past 12 months, despite the pressures of the Covid-19 pandemic.

Take Me Group chief executive David Hunter said: “This further expands our operations in the Midlands and A14/M1 corridors.

United Travel Group is a well-run group of companies and one of

[from left] Stuart Russell and David Wright of Bounds Group

the best in the centre of the UK. This will allow us to cover areas from as far east as Cambridge, right over to Milton Keynes and Northampton. It will join up with our existing companies in Leicestershire.”

Hunter said a total of six more companies would be joining the group before the end of the summer. Take Me will start to

rebrand its companies later this year, as it becomes a mobility as a service provider, which manages its own fleets.

Bounds has a trading history of more than 60 years of and is a well established part of United Travel Group.

David Wright, the former owner and shareholder, will be retiring to concentrate on his music and

property empire, while Stuart Russell will be retained as Chief operating officer.

“I have really enjoyed developing the technology to power our taxi fleets,” said Wright. “Although the pandemic was tough on us all, it has been a challenge that I and the team here have risen to. I am now ready to concentrate my passions back into one of my other interests, my music.”

Stuart Russell will stay on and lead the fleet in the area: “The taxi industry is in my blood, I am as much in love with this role as I was 20 years ago, and now with the support and help of the Take Me Group, I know we can offer our customers a better service, look after our drivers needs, and help the office crews deliver an improved service.”

David Hunter added: “UTG is fully cloud-based using stateof-the-art technology. We look forward to welcoming the group to Take Me and plan for further expansion in the area with two more companies about to be bolted on to UTG.”

Take Me Group pledges to switch fleets to electric by 2029 Mark Bursa Fast-growing Take Me Group is planning to convert all its company-owned cars to electric vehicles in the next two years, and to put in place schemes to allow its owner-drivers to go electric too.

Chief executive David Hunter (pictured) said the plan was to have a 100% electric offering by 2029. Take Me group currently has 16 subsidiaries operating around 2,000 vehicles, and further acquisitions will take that up to 2,700 by the end of July.

The first stage is to change the fleet of “between 200 and 300” company-owned vehicles to EVs, which will be achieved through funding from venture capitalist MBH Group, which has backed some of the Take Me acquisitions.

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“MBH is into ESG (environment, social and corporate governance) and they want us to go greener,” Hunter said. However, the move has to be linked to expansions in infrastructure.

“Some of our sites have charge points, but not all,” he added.

The other problem is the availability of vehicles: “We have some Tesla Model 3s and Model Ys on order but they are expensive. Volkswagen is quoting us 18-month lead times on ID models.”

Getting owner-drivers to switch will be achieved through setting up deals with suppliers such as Splend, which has so far focused on ridehail drivers but has said it wants to expand into traditional private hire fleets. “We’ll also offer lower commissions to drivers who go electric,” Hunter said.

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news

DG Cars continues expansion ambitions with Cambridge’s CamCab takeover Mark Bursa Nottingham’s DG Group has made a second major acquisition in 2022, bringing Cambridge-based CamCab into the growing business.

The move follows the purchase of airport taxi specialist Arrow Cars earlier in the year, giving DG bases at Leeds-Bradford, East Midlands and Bristol airports.

CamCab is a major player in Cambridge, with 110 drivers on its books. Both DG and CamCab were Gold award winners in the 2021 Professional Driver QSi Awards, held last November.

CamCab founder Rowhi Nemer is staying with the business. In a statement, DG Cars described Nemer as “a beloved long-time friend who built a successful business around core values that are true to our own: prioritising customer service standards, recognising drivers as champions, and providing service to charity and the community.”

Nemer was awarded an MBE last year for

[from left] DG Cars’ Amjid Javaid welcomes CamCab’s Rowhi Nemer to the DG fold

supporting the community during the pandemic by providing free taxi rides to NHS and frontline workers.

“We warmly welcome Rowhi, the CamCab team and drivers to the DG family; we are looking forward to a collaboration that together will strengthen the business, improve services and realise our vision,” said DG Cars director Amjid Javaid.

The expansion takes DG Cars total UK fleet to more than 1,500 cars, and this is likely to increase. “We have also started a driver academy to recruit drivers into the industry who don’t have a licence,” said a DG Cars spokesman.

After its purchase of Arrow Cars, DG issued a statement, saying it remained acquisitive.

In a statement, DG said: “These acquisitions demonstrate that DG Cars is fast becoming a major provider of transport services within the UK. DG Cars is actively expanding within the UK, and taxi companies that want to be part of our growth are welcome to get in touch via socialfeedback@dgcars.co.uk”

Canterbury backs down on Euro 5 cab ban after objections from drivers Mark Bursa Plans to phase out diesel taxis in Canterbury are to be delayed by the city council following complaints from drivers.

The local authority wanted to phase out diesel and petrol vehicles in the city in a bid to have only electric cabs by 2030.

But drivers objected to plans to refuse to license any taxi that failed to meet Euro 6 emission standards from August this year in the Canterbury district, which also includes the towns of Whitstable and Herne Bay. The rules would have affected all Euro 5 vehicles, mainly petrol and diesel cabs registered before 2015. But at a meeting on June 13, the council voted unanimously to amend the rules so that existing Euro 5 petrol or diesel vehicles would be licensed until August 1, 2024 unless wheelchair accessible.

As a result of the decision, 91 local drivers now have a further two years to sort out a replacement for their Euro 5

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vehicles. No new applications for Euro 5 vehicles would be granted from August 1, 2022, while Euro 6 petrol and diesel vehicles will be able to be licensed until August 1, 2030.

A decision as to whether the entire fleet should be all-electric

would be considered as part of the next full policy review in 2026.

Meanwhile, all new vehicle applications must be for at least a plug-in hybrid vehicle (PHEV) from August 1, 2026, and all new vehicle applications must be for battery-electric

vehicles from April 1, 2030.

In a statement, the council said: “The council recognised the difficult economic time we were in and the need to balance that requirement with making taxi and private hire policy more environmentally friendly.”

Local drivers welcomed the changes, but expressed concern about a lack of charging infrastructure in Canterbury.

Cabbie Abe Housein (pictured), who led the drivers’ campaign against the Euro 5 ban, said: “I don’t think the charging points are ready and we have a very long way to go.”

There are two charging points at both the Canterbury Lane and St George’s Lane taxi ranks, and another in the Maynard Road car park for private hire vehicles. But there are currently no plans to install further charging points for taxis or private hire vehicles in 2022/23 as there is “no available funding for this infrastructure, through grants or capital funds”, the council report states.

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news

High-profile sign-ups as Uber accelerates Local Cab roll-out Mark Bursa A number of high-profile taxi operators have signed up to Uber’s Local Cab network as the service expands into more UK towns and cities.

Among new sign-ups are Take Me Group’s flagship Leicester operation ADT Taxis, and progressive north-eastern operator Phoenix Taxis of Blyth, Northumberland.

Operators in major cities including Leeds, York and Stoke-on-Trent are now taking Uber jobs via the Autocab iGo platform. This follows launches in North Tyneside, Durham and Corby.

The total number of towns and cities where Uber operates Local Cab is now more than 50.

David Hunter, CEO of Take Me Group, which owns ADT Taxis, said: “The partnership with Uber is enabling us to provide further job opportunities to our drivers and we hope it will attract new recruits to join our fleet.”

Passengers in Leeds will now be able to use Local Cab to connect with SJK Private Hire, while another West Yorkshire operator, Oakwell Taxis in Kirklees, has also come on board.

This follows on from previous launches in the region with Wrose Village Cars and Zip in

Bradford, as well as Bronte & DWC Taxis in Haworth in April 2022.

In nearby York, where Uber has had a somewhat fraught relationship with the local regulator, passengers will now be serviced by local taxi firm 34 Cars.

Other new recruits are Direct Cars in North Tyneside, Phoenix Taxis subsidiary Pratts Taxis in Durham, Autocab Private Hire and Lucky Seven Private Hire in Stoke-on-Trent and Corby Star Cars in the Northamptonshire town.

In Birmingham, an additional operator, AK Manor Cars, has joined the Local Cab network.

Local Cab allocates Uber jobs to local private hire operators via the Autcocab iGo network.

Uber acquired Autocab in 2020. Since then it has used Local Cab as its main vehicle for growth rather than launching Uber services into new towns and cities.

Uber UK general manager Andrew Brem said that in many of the new areas, riders will be able to choose between both UberX and Local Cab in the same app. “This will help maximise earnings opportunities for drivers while giving passengers more choice, meaning that everyone will benefit,” he said.

Alex Hurst (pictured), managing director of Pratts Taxis, said: “We feel that now, more than ever, a product like Local Cab is needed – with demand for taxis continuing to rise and passengers in need of more options.”

Kate Willits, director at Direct Cars in North Tyneside, said: “We’re hoping that the extra trips Local Cab generates will also encourage more new drivers to join our fleet. This exciting news follows on from our recent acquisition of Crown taxis in Cramlington which has expanded our fleet and geographical reach further.”

Jamie Heywood set to leave Uber after four years Mark Bursa Jamie Heywood will leave his job as Uber’s regional general manager for Northern Europe this month after four years.

Heywood is credited with repairing relations with Transport for London after the regulator refused to renew Uber’s licence, citing safety concerns.

And in 2020, Heywood was the prime mover behind the acquisition of dispatch systems provider Autocab and the launch of the successful Local Cab service, through which Uber has expanded into more than 40 UK towns and cities through allocating jobs to private hire operators that use Autocab’s iGo network.

Heywood is not joining another company, and according to a memo to colleagues, he said he would be working on the completion of a book project.

He leaves as Uber continues its battle through the courts over the employment status

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of its drivers, and the legal situation regarding the contractual obligations of drivers and operators. A case in Sefton could result in a court ruling that applies to London operators being applied elsewhere – which could result

in operators having to charge VAT on all fares, thus putting up prices.

In his memo to staff, leaked to Sky News, Heywood wrote: “I feel honoured and proud to have worked alongside every one of you as we’ve collectively risen to the many and varied challenges the world has thrown at us: electrification, Covid, the UK Supreme Court, and TfL, to name just a few. We’ve solved these together.”

He added that Uber’s ride-hailing businesses in the UK and Northern Europe were “in great shape and well-positioned for the future”.

Before he joined Uber, Heywood held senior management roles at Virgin Mobile and Amazon.

Uber’s UK operations are now headed by general manager Andrew Brem, a former British Airways executive, who was appointed last month. Brem will report to Heywood until Heywood leaves, after which he will report to Anabel Diaz, the head of Uber’s ride-hailing business in Europe, the Middle East and Africa.

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news

Veezu invests in new Toyota hybrids Mark Bursa Private hire and taxi giant Veezu has made a £1.75 million investment in a hybrid cars as part of its strategy to reduce its carbon footprint.

The group, which operates five regional hubs covering 22 towns and cities across England and Wales, has added 60 Toyota Corolla Touring ‘selfcharging’ hybrid electric vehicles to its fleet. A further 30 low-emission cars are expected to be added to the fleet later this year.

The first batch of cars were scheduled to hit the road on June 16 – “Clean Air Day”, the UK’s most extensive air pollution campaign. The low emission vehicles will be deployed evenly across Veezu’s regional brands: Amber Cars in Leeds, A2B Radio Cars in Birmingham, Go Carz in the north Midlands, Dragon Taxis in south Wales and V Cars in south-west England.

There are currently two Clean Air Zones within these operating areas: Bath and Birmingham, with Bristol also added to the list later this year.

Introduced to improve air quality

in these areas, Veezu’s new fleet of hybrid cars will all meet the minimum emission standards set. As the new vehicles arrive, older cars in Veezu’s fleet will be taken out of service.

Gavin Morris (pictured), lead director of Veezu’s Drive division, said: “This is an essential investment for us as a company but one we feel very passionately about. Throughout the areas we are deploying the new

Blacklane promotes René van Olst to COO Mark Bursa Global chauffeur service Blacklane named René van Olst as Chief Operations Officer, overseeing the company’s client-facing customer care department and chauffeur-facing partner management team, which he has run for more than three years.

Promoting van Olst supports Blacklane’s post-pandemic travel boom. The company now exceeds prepandemic monthly ride and revenue volumes and continues to grow month over month. In his new role, van Olst is tasked with aligning rising demand with chauffeur supply, customer service staff, and their technology needs.

He is also guiding Blacklane’s evolution to an electric fleet. The company offers EV rides in more than 30 cities. By 2025, Blacklane aims for 75% of all rides to be in EVs. Jens Wolthorf, co-founder and CEO of Blacklane,

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fleet to, there are a number of Clean Air Zones, and we are proud to be doing our bit to help these locations meet their air quality targets.”

He added: “We are always looking at improving our carbon footprint as part of our wider environmental social governance strategy. This significant £1.75m investment will contribute towards that. Low-emission vehicles play an important part in the private

said: “The reset of the global travel industry has upended travellers’ expectations. They value safety, quality and sustainability more than ever before. René’s team has rebuilt our network of top chauffeurs in more than 50 countries. René knows how to meet travellers’ pent-up demands for premium trips and lay the foundation for a greener future.”

The team has nearly 200 people across North America, Europe, the Middle East and the Asia-Pacific region.

Before Blacklane, van Olst worked for Zalando, Europe’s largest online fashion retailer, where he co-created a personal shopping experience that grew to 700 stylists serving hundreds of thousands of customers. Prior to that, he consulted on e-commerce projects and a reorganisation of a national insurance customer care department.

Van Olst said: “Scaling a high-quality service for the most discerning global travellers requires exacting standards in chauffeur partners, customer care staff and the digital experience. We must sustain that excellence to maintain growth, while electrifying our fleet to best protect the environment.”

hire industry, and we’re proud to be leading the way.”

Veezu claims to be the UK’s fastest growing taxi and private hire technology platform with more than 7,000 active driver-partners. Veezu was founded in 2013. The company has also made sustainability part of its business plan, investing more than £3.25 million in low-emission cars within the last three years.

Autocab appoints Jamie Lyons as COO Autocab has appointed Jamie Lyons as its chief commercial officer to spearhead the company’s commercial business. His brief is to expanding the company’s global footprint across several vertical markets and accelerating Autocab’s taxi booking and dispatch software operations.

Autocab business development director Hassan Abod said: “Jamie will be helping us to scale our commercial function, allowing me to focus on our global expansion, in partnership with our customers.”

Lyons has a proven track record with a number of high-growth B2B technology companies. In a 17-year career, he has held senior commercial positions at companies such as Wagestream, Blippar and Trustpilot. He was also responsible for delivering Interact Software’s international go-to-market strategy —Mark Bursa

JUNE 2022

news

SMMT fury as government pulls the plug on EV car grant Mark Bursa The Government has scrapped the plug-in car grant (PiCG) with immediate effect. The scheme, launched in 2011, gave consumers up to £1,500 off the price of an electric car.

But the government believes the grant has done its job, and funding will now be focused on developing EV infrastructure to allow the market to develop.

Grants will still be available for vans, taxis and disability vehicles, however.

All existing applications for the grant will continue to be honoured, including cars sold in the two working days before the announcement.

Transport minister Trudy Harrison said: “The Government continues to invest record amounts in the transition to EVs, with £2.5 billion injected since 2020, and has set the most ambitious phase-out dates for new diesel and petrol sales of any major country.

“But Government funding must always be invested where it has the highest impact if that success story is to continue. Having successfully kickstarted the electric car market, we now want to use plug-in

grants to match that success across other vehicle types, from taxis to delivery vans and everything in between, to help make the switch to zero emission travel cheaper and easier.”

The plug-in car grant has helped increase annual EV sales from less than 1,000 in 2011 to almost 100,000 in the first five months of 2022.

The Society of Motor Manufacturers and Traders disagreed with the decision to end the PICG. SMMT chief executive Mike Hawes said: “The decision to scrap the plug-in car grant sends the wrong message to motorists and to an industry which remains committed to Government’s net zero ambition.”

“While we welcome government’s continued support for new electric van, taxi and adapted vehicle buyers, we are now the only major European market to have zero upfront purchase incentives for EV car buyers yet the most ambitious plans for uptake.”

Edmund King, AA president, also criticised the government’s timing: “The latest plug-in grant of £1,500 for EVs costing under £32,000 has been essential for many drivers making the switch from petrol and diesel. The plug has been pulled at the

wrong time on this important grant before many users, still waiting for delayed EVs due to global shortages, have made the change.”

King continued: “The numbers of drivers, and indeed many fleets, planning to make the switch to EV accelerated due to the rising pump price. They may now back out until they can find more cash.

“With record prices at the pumps and household budgets already stretched, removing the last incentive to go electric could stall this important move to electrification and helping drivers to escape the fossil-fuel-price nightmare once and for all,” King concluded.

Mike Coulton, EV Consultant at Volkswagen Financial Services UK, said the move was expected to heavily disincentivise EV adoption across the UK. He said: “It is hugely disappointing that more is not being done to encourage and support lowerincome households in the transition to EVs. Maintaining or even increasing the PICG for the least expensive EVs to make them more affordable, and encourage manufacturers to produce electric cars at a lower price-point, could have been a strong incentive to help adoption for this sector of the market. This in turn would help to remove older and dirtier ICE vehicles in the same way that scrappage schemes have successfully done in the past.”

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9

news

On-street EV charging needs major Government development, warns AA Mark Bursa

The AA has warned that the Department for Transport’s target of 120,000 on-street chargers by 2030 could be missed if more isn’t done to help promote on-street charging.

Figures released by the DfT show that the number of on-street residential charge points funded by the government’s grant scheme currently stands at 2,641 with a further 8,415 approved but not yet installed.

But the AA says more needs to be done. Jack Cousens (pictured), head of roads policy for the AA, said: “With around a third of households without any dedicated off-street parking, providing accessible and affordable local charging solutions is key.

“Ideally, drivers would like to charge as close as possible to their home, yet with around 10,000 onstreet charge points currently planned, the installation rate needs to increase to more than 1,000 charge points each month just to meet the government’s target.”

He continued: “We should also remember that that many rural areas suffer from a lack of off-street parking and we are concerned that on-street charging could become bookmarked as an urban problem.”

Cousens said: “Sadly just 87 councils out of almost 400 across the United Kingdom have applied for the on-street residential charge point grant since 2017. This needs to dramatically improve so that EV drivers across the country have access to good, local charge points.”

“While there is much talk about boosting the number of rapid chargers to cater for those without off-street parking, the reality is that most want to charge close to home for both convenience and

cost. Drivers want to keep the costs down and would prefer a variety of charging options rather than keep relying on increasing rapid charging costs.”

The AA says charging from a lamppost is cheaper than a typical roadside rapid charge point, with costs as low as 24p/kWh compared to around 45p/kWh at a rapid charge point. Those with a home charger can unlock even cheaper rates – as low as 4.5p/kW - if they can find a dedicated off-peak EV tariff. “Costs for on-the-road

street charging could become more affordable should the government match our calls to cut VAT on public charging to mirror domestic energy costs,” Cousens added.

“Every additional charge point installed helps reduce the overexaggerated worries of range anxiety and legitimate concerns drivers won’t find a working charger when they need one. These concerns are always in the top three barriers to EV ownership, so increasing the number and type of chargers, as well as making them more reliable, would help tackle these fears.”

Cousens’ view was echoed by Professional Driver correspondent Tim Scrafton of The Connect Consultancy, who said: “Only 87 out of almost 400 councils across the UK have applied for the onstreet residential charging scheme (ORCS) since 2017 – a tiny £20 million pot made available 5 years ago, but a fund which is ongoing as the money has yet to be spent!”

He added: “If councils can’t spend £20m, what hope is there for the new £450m Local Electric Vehicle Infrastructure (LEVI) fund that was made available in April for councils to implement on-street charging and additional rapid DC chargers?” n R ead Tim Scrafton’s Current Affairs column on Page 31

Massive EV charging hub to open at Birmingham NEC in Autumn 2022 Mark Bursa One of the largest EV charging hubs in Europe with more than 180 charge points is to be built at the National Exhibition Centre in Birmingham.

The NEC Group and The EV Network have been given planning approval for the hub on the NEC Campus, close to Birmingham Airport.

The hub, which will be accessed via a new entrance just off junction 6 of the M42, will contain two kinds of charger. There will be 32 Alpitronic ultra-rapid 300kW DC chargers, which will cater for travellers using the M42.

And a car park next to the hub will have 150 bays

10

for 7kW AC charging, ideal for NEC visitors.

The project has been developed by The EV Network and is funded by its investment partner, Zood Infrastructure Limited, a wholly owned subsidiary of SDCL Energy Efficiency Income Trust.

The EV Network is working with BP Pulse as the charge point operator for the hub as part of a wider agreement between The EV Network, Zood and BP Pulse signed in 2021, which aims to significantly expand the provision of convenient ultra-rapid EV charging infrastructure across the country.

“This is an exciting project with national importance, which will significantly impact the EV charging landscape. The location and size

of the charging hub within the UK’s transport infrastructure provides reassurance for drivers travelling between cities,” said Reza Shaybani, Co-Founder and Chief Executive of The EV Network.

“The NEC Birmingham is the largest exhibition space in the country. By introducing this provision, we believe this is an investment not only for visitors to the site, but also into the wider EV charging infrastructure for the UK.” Plans for the hub also include a drive-through coffee shop operated by a national chain to cater for visitors waiting for their vehicles to charge.

This will provide indoor seating and an additional 26 standard parking bays for other customers.

JUNE 2022

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news

Tesla opens 15 UK Supercharger sites to all EV users in new trial Mark Bursa Tesla has opened part of its Supercharger network to drivers of other car brands as part of a European pilot programme. It is the first time Tesla has opened up its exclusive UK network to drivers of all electric cars, not just its own models.

A total of 15 UK sites forms the trial, with 158 individual charging stations – around a fifth of the total Tesla network – giving non-Tesla owners access to a wider network of DC fast chargers that can deliver charging speeds of between 120kW and 200kW. At the end of 2021, Tesla had 87 Supercharger locations in the UK with a total of 780 charging bays.

The network is not cheap – at 60p per kWh it is cheaper than Ionity’s 67p/kWh, but more expensive than either Instavolt or Gridserve. However, non-Tesla drivers will be able to sign up for a membership scheme costing £10.99 per month, which will offer lower charging costs, though Tesla has not announced the actual discounted price.

In a recent survey of 1,500 UK drivers by EV website Electrifying.com, 81% said they would consider using the Tesla Supercharger network if they could. Non-Tesla owners who want to use Superchargers will first need to set up an account with the Tesla app. If successful, the pilot scheme could be rolled out across more locations. The 15 locations include 10 in England: n B anbury n Birmingham n F olkestone n Grays n M anchester n Thetford n U xbridge n Wokingham

Shell to install 100,000 charge points by 2030 Shell has announced it will install 100,000 public electric car charge points in the UK by 2030, 11,000 of which will be DC fast chargers, the remainder AC chargers for overnight recharging.

Most of the fast chargers will be installed at existing Shell petrol stations, as well as other locations such as supermarket car parks. Shell could also launch further pure-electric forecourts similar to the one it opened in Hammersmith, West London, earlier this year.

Shell hopes the infrastructure expansion will

12

There are also three accessible Supercharger locations in Scotland: Adderstone, Aviemore and Dundee, and two in Wales: Aberystwyth and Cardiff.

The pilot scheme is running in seven other European countries: Austria, Belgium, France, Netherlands, Norway, Spain and Sweden.

In a statement, Tesla said: “It has always been our ambition to open the Supercharger network to non-Tesla EVs and by doing so encourage more drivers to go electric. More customers using the Supercharger network enables faster expansion.

Our goal is to learn and iterate quickly, while continuing to aggressively expand the network, so we can eventually welcome both Tesla and nonTesla drivers at every Supercharger worldwide.”

Transport minister Trudy Harrison described

Tesla’s move as “a milestone in our transition to electric vehicles”, adding: “We know that accessible and convenient charging is key to encouraging the switch to zero emission vehicles and I applaud Tesla for this remarkable step forward.”

Tim Scrafton, head of EV charge point installation specialist The Connect Consultancy and Professional Driver columnist, said it was good that the Tesla chargers would be cheaper to use than Ionity: “These 15 sites are just 20% of the wider roll-out of 87 Tesla sites. To put this in perspective, Ionity only has in total 17 sites and 66 chargers, whereas even these initial 15 Tesla hubs have 158 chargers.”

He added: “Demand for chargers is outgrowing the infrastructure, so this is an important inclusive event. I think what will happen now is that Tesla’s Supercharger network will be able to expand even faster than it already has.”

mean 90% of British drivers will be no more than a 10-minute drive from a Shell fast-charging point.

In September 2021, Shell said it would install 50,000 Ubitricity AC charging points in the UK by 2025, and the remaining 39,000 AC chargers will be installed between 2026 and 2030. These will be “onstreet charging stations integrated into the road infrastructure, such as lamp posts”, Shell said in a statement.

In addition to public charging points, Shell also plans to continue installing charging infrastructure at homes and workplaces. Shell estimates that half a million such chargers could be installed by the end of 2030.

“Whether at home, at work or on the road, we want to provide charging options for drivers so more can switch to an electric vehicle,” says David Bunch, Shell UK Country Chair. “Access to public

charging points must be made available to all, regardless of where they live.”

UK Transport Minister Grant Shapps said: “It’s crucial that Government and industry join forces on this transition and Shell’s announcement today will provide a huge boost for drivers, making charging quick and convenient no matter where they are in the UK.”

n Flint Mountain (Chester) n Trumpington (Cambridge)

JUNE 2022

news

AA demands 10p duty cut and fuel price stabiliser as cost of petrol continues to rise Mark Bursa With petrol and diesel prices edging closer to the unprecedented level of £2 per litre, the AA has called on the government to cut fuel duty by 10p per litre immediately and introduce a fuel price stabiliser.

Rising fuel costs are having a crippling effect on low-income households, those in rural areas and businesses such as the taxi and private hire trade.

With it now costing £100 to fill the average car, a fuel price stabiliser would work by reducing fuel duty when prices go up and increasing it when prices drop.

Stabilising prices would give more certainty to drivers and businesses. Currently, following the 5p cut, duty stands at 52.95p per litre and Government also adds 20% VAT on the price of fuel.

The AA said the Government should also introduce a national Fuel Price Checker to stop the post-code lottery when it comes to rip-off fuel prices. Such a system works well in Northern Ireland where on average both petrol and diesel are 6p per litre cheaper than in the rest of the UK. Edmund King, AA president, said: “Enough is

JUNE 2022

However, in the first sign of hope since the spring, fuel costs feeding the pump prices are now levelling off, the AA said.

Last week petrol across the UK averaged 182.31p a litre, up 8.29p from its pre-Jubilee bank holiday level of 174.02p. It means that filling the typical 55-litre car tank now costs £100.27. Diesel reached 188.05p a litre, up from 183.00p a litre the previous week.

However, petrol wholesale costs that had reached £1 a litre for the first time ever last week continued to be lower than in the run-up to the Jubilee bank holiday.

They had gone above 153p a litre (including fuel duty, which is paid by retailers when they receive deliveries) on June 1 but have now dropped below 150p. enough. The government must act urgently to reduce “Petrol price rises should be grinding to a halt, at the record fuel prices which are crippling the lives of least temporarily, by the end of the week. There may those on lower incomes, rural areas and businesses.” still be some forecourts yet to pass on the recent surge “A fuel price stabiliser is a fair means for the in costs. If they continue to go up afterwards, we will Treasury to help regulate the pump price but alongside be intrigued to hear what excuses the fuel trade has. this they need to bring in more fuel price transparency If prices keep going up, they will give the Government to stop the daily rip-offs at the pumps. The £100 tank is further justification in its call to the Competition and not sustainable with the general cost of living crisis so Markets Authority for an investigation,” says Luke the underlying issues need to be addressed urgently.”

Bosdet, the AA’s fuel price spokesman.

13

news analysis

Mark Bursa

By challenging the conditions of its licence in Sefton, Uber seems to want VAT – which it studiously avoided paying for years – to be charged on all cab fares. Should we be worried? Mark Bursa reports...

A problem shared M

uch of the chatter around the stands at recent taxi trade events

was about Sefton. Not the heroic police horse, but a forthcoming court case involving, once again, Uber, in the Merseyside borough of Setfton.

There’s much wailing and gnashing of teeth about this case, with the most extreme opinions suggesting a kind of armageddon for the private hire industry.

Why? Because we’ll all be forced to pay VAT, apparently.

The case has its origins in last year’s Supreme Court ruling about Uber’s London operations. Lord Leggatt’s ruling meant that a passenger was entering into a contract with the operator when they made a booking, instead of the passenger having an agreement with the driver. This logically stems from the ruling that Uber’s drivers were “workers”, not independent contractors.

Uber has announced that it will soon have to start charging its UK customers VAT at 20% after a High Court judgement, pushing up the cost of rides.

A judge has ruled that UK private hire taxi operators must make contracts with their customers. This could have massive consequences for the industry.

This follows on from our previous coverage of Uber, outlining that Uber drivers should be treated as workers, not contractors.

The Supreme Court’s judgement is still rippling through Uber’s working model On top of the human rights implications, as well as the effect on sick pay and holiday pay, the ruling has broader implications for the relationship between operators and passengers. Lord Leggatt’s ruling meant that operators were essentially entering into a contract with their customers when they accepted a booking, instead of the passenger having an agreement with the driver.

The VAT implication is clear. Uber is a

14

VAT-registered business, whereas most private hire drivers are not – they don’t earn enough to reach the threshold for VAT. The Supreme Court’s ruling that the contract is between between the passengers and the operator (Uber), not the driver, so VAT must be paid on every journey.

This means basically a 20% fare increase, but collection of tax revenue into the economy that was previously being avoided. Uber didn’t like the ruling, but it has gone along with it, and now it wants to see if it applies nationally, not just in London.

This is because London’s private hire sector is governed by a different act of parliament, the Private Hire Vehicles (London) Act 1998.

The court ruling in London stated: “In order to operate lawfully under the

Private Hire Vehicles (London) Act 1998 a licensed operator who accepts a booking from a passenger is required to enter as principal into a contractual obligation with the passenger to provide the journey which is the subject of the booking.”

Transport for London has accepted the judgement, and has issued guidance to all London operators, with a view to them complying with the ruling – and therefore charging VAT. Operators are having to change their business model status to “merchant” in order to comply – and most appear to be falling into line.

Why is this a problem? For any corporate clients, paying VAT on a cab fare is no big deal. It can be claimed back.

And with apps such as Uber’s offering cashless payments, it’s pretty easy to account for it.

It’s more problematic for private jobs, where a £50 fare becoming a £60 fare could make a difference. Then again, once could argue that fares were too low in any case, and perhaps the VAT imposition gives operators a chance to reset their fare structure – so the £50 fare starts off as a £60 fare, and VAT makes it a £72 fare.

Kevin Sefton, CEO of personal tax app Untied, said: “As a big company, Uber should be charging VAT on its services – and should have been in the past. This could add up to £1bn or more in back taxes.”

He added: Uber customers are likely to see prices rise to take account of the VAT. From a driver perspective, demand could possibly fall as a result of these price rises, or they may need to share some of the hit.”

Uber is now acting as if it has some kind of moral high ground (having lost its case), recently stating: “Every private hire operator in London will be impacted by this decision, and should comply with

JUNE 2022

news analysis

the Supreme Court verdict in full. All operators will need to carefully consider the court’s judgment and take steps to ensure that they comply with it, including considering whether any changes to their way of working are required”.

Which brings us to Sefton. Uber is now taking Sefton council to court in order to test whether this ruling should be applied outside of TfL’s jurisdiction.

Uber is taking Sefton Council to court, seeking the following declaration from the High Court, which would bring Sefton into line with London: “In order to operate lawfully under Part II Local Government (Miscellaneous Provisions) Act 1976, a licensed operator who accepts a booking from a passenger is required to enter as principal into a contractual obligation with the passenger to provide the journey which is the subject of the booking.”

Sefton Council issued a notice “to the attention of interested parties, including licensed PHV operators and licensed drivers, and anyone who wishes to join into these proceedings.”

What will happen if Uber wins? If the court rules in line with London, then Uber will have to pay VAT in Sefton. It is safe to assume that it will interpret this as being the case in other areas too, and we can expect Uber to start charging VAT wherever it operates its direct model.

But then what happens to the many operators that are now taking on Uber jobs via the Local Cab network, run via Autocab’s iGo network? Will these

JUNE 2022

Sefton Council offices at Bootle Town Hall

operators be expected to pay VAT as well? Whose contract is it, when a passenger in Manchester opens up the Uber app, but books a Local Cab car from, say, Street Cars?

Given the separation between the Uber services and the Local Cab services, it’s likely that the “operator” is Street Cars. The Sefton ruling will clarify whether the contract is with the operator (Street Cars) rather than the Street Cars driver, who may be a selfemployed contractor. In which case, VAT would be charged, and the fare would rise (unless VAT is already being charged, which may be the case, in which case nothing happens!)

Not all operators agree with the fundamental principle established in the Supreme Court that taxi or private hire drivers are “workers”. Veezu, one of the largest UK operators, disagrees fundamentally, and uses very careful wording at all times to stress that its “driver partners” are self-employed.

A Veezu spokesperson said: “We use specific terms as driver partners are independent businesses in their own right – they are not Veezu employees, nor our workers. The driver partners are all licenced by the local authority, and they don’t belong to us.”

“The Passengers are not Veezu’s customer; technically, they are the customer of the driver partner.” Veezu even describes the process of taking on “driver partners” as “driver attraction”, because “driver partners are not

recruited as they are self-employed.

They partner with Veezu.”

This is all specifically aimed at distancing Veezu from any national ruling that might stems from the Uber/ Sefton ruling. It would presumably require an actioin by a union against Veezu to challenge Veezu’s own assertion that its drivers are “partners” , not workers or employees. And it may take several rulings as Veezu operates in multiple locations, and as we know, local authorities have different interpretations of the rules.

Ultimately, the Sefton ruling will really only define what happens in Sefton. It will require further cases, further challenges elsewhere (probably from more militant unions such as the App Drivers and Couriers Union) in connection with attempts to define drivers as “workers” across the UK. It also brings into focus the need to implement proper national standards within the industry, which would allow definitions of driver status and VAT liability to be made at a national level, once and for all, rather than via countless local rulings that may or may not apply elsewhere.

The industry needs to consider this: On one hand, many complain that fares are too low. On the other, there is fear that a 20% VAT imposition would make fares too expensive. Profitability is problematic – maybe, rather than a threat, the forced price hike may be an opportunity to press the big reset button.

15

first drive

Genesis GV60 Premium

In the beginning...

16

JUNE 2022

first drive

T

here was a time when car

brands went on for ever – and of course, some do. But in recent times the number of new nameplates seems to be accelerating. continued on next page

Mark Bursa

JUNE 2022

17

first drive continued from previous page Some, like Infiniti or Chrysler, come and go – making a brief impression but ultimately not proving strong enough to stay the course.

Others, such as Lexus or Tesla, have the requisite sticking power, and become part of the automotive furniture.

For others, such as Polestar or Cupra, the jury’s still out – though the prognosis is good. And now here’s Genesis, a brand that, like Lexus and Polestar, has been launched as an up-market add-on to an established brand – this time it’s Hyundai.

Of course the Koreans themselves are no strangers to brand launches. Hyundai has been here just 40 years; its sister-brand Kia first sold cars in the UK 31 years ago. So there’s a recent track record to refer to as the Genesis launch gathers momentum.

So far, the first models have been impressive, though Genesis did raise eyebrows by launching initially without even a plug-in hybrid. Instead the first cars – including the E-Class-sized G80 saloon and the Q7-sized GV80 SUV were conventional petrol and diesel machines, with the emphasis on build quality and up-market style.

Indeed, getting the quality levels right is essential for a newcomer to be taken seriously against the German luxury brands, so maybe the logic of launching IC-engined cars first made sense.

But things are moving quickly in the world of electrification, and Genesis is not hanging around.

The company’s stated aim is to have an EV-only range by 2030, and that revolution starts here.

Genesis has ‘Electrified’ the trad-looking G80 (turn to page 22 for a first drive), but more significantly it has launched this car, the GV60 – a purpose-designed EV that is very much “on trend” for the marketplace.

If it looks a little familiar, that’s because it is closely related to the other flagship EVs within the

Genesis GV60 Premium Hyundai/Kia group. You can spot a likeness to the Kia EV6 (less so to the Hyundai Ioniq5) but the three cars are very closely related under the skin – in fact the basic platform and powertrain is the same across all three.

But while the Ioniq5 plays the big and practical card, and the EV6 gives off a more sporty vibe, the Genesis GV60 goes for a combination of traditional luxury and high technology. Already, less than two years after the brand’s initial launch, the GV60 is redefining the Genesis brand.

For a start, there’s no obvious “Crest Grille” – a feature across all other Genesis models – because you don’t need one on an EV. In fact the Crest Grille is there – but it’s lower and narrower, as its job is cooling elements of the EV platform. Function above form.

Genesis’ trademark quad headlamps are still there, though, incorporated into the clamshell bonnet design, a single panel which combines the bonnet and wings.

The GV60 is very obviously a car that has been designed as an EV, not an adaptation of an existing model. It has the fashionable EV stance seen on EVs from the likes of Jaguar, Ford and VW – taller than a saloon, but lower than an SUV. Big wheels and a higher floor, so the batteries can be stashed below the passenger compartment.

Having driven the GV60’s Korean cousins, EV6 and Ioniq5, we know that this is a serious bit of EV technology – every inch the match for Tesla’s best.

The GV60 is a powerful beast, up to 490PS, and with a significant range of up to 321 miles on a full charge. And with 800-volt electrical architecture, it’s able to access the fastest 350kW ultra-fast DC charge points, resulting in exceptional charging times: the battery can be replenished from 10% to 80% in just 18 minutes.

Some of the hi-tech elements of the car are immediately visible. Flush-fitting door handles

Charging support via Shell and Ionity for Genesis EV customers Genesis Motor Europe has announced its Genesis Charging programme, an exclusive service that provides customers with hassle-free EV charging across Europe.

The company has launched a partnership with Shell Recharge Solutions to deliver public and home charging for Genesis buyers. Shell Recharge locations are accessed via one app, a single charge card (Genesis Charge Pass powered by Shell Recharge) and billing, plus 24-hour emergency customer support.

Genesis Charging gives customers easy access to over 300,000 public charging points in more than 35 European countries. This also includes a five-year subscription to the ultra-fast Ionity network, which is part-owned by Hyundai group, and offers the fastest 350kW chargers. The subscription brings the price of Ionity chargers down to 24p/kW in the UK against a standard price of 67p/kW. Genesis Charging also extends to home charging, with the availability of an allinclusive home charging package that features a fully installed smart charge point and customer support.

Genesis Charging is available from June 2022 with customers of GV60 and Electrified G80 able to view the offer details as part of the configuration process.

18

automatically pop out when the you approach the car with the smart key, retracting once you move off to enhance aerodynamics.

And there’s the option of replacing traditional exterior mirrors with digital cameras, which show the rearward view on small OLED monitors set into the inside of the front doors. The driver’s view can be enhanced with features including ‘lane change assist line display’ and ‘reverse parking screen magnification.’

Inside, the GV60 is beautiful, with a few delightful touches. Firstly, once you press the start button, a crystal sphere on the centre console flips over to reveal the drive select device. It’s a totally gratuitous, yet wonderful touch, designed to put a smile on your face when you’re getting ready to set off.

When the GV60’s electrical systems are turned off, the crystal sphere becomes the vehicle’s mood lighting, delivering a calming glow to the cabin.

The drive select controller sits just behind a rotary satnav controller, which will come as a relief to those who are no fans of touch screens.

The screens comprise two 12.3in horizontal widescreens, mounted side-by-side, with a digital instrument panel on one and the infotainment system on the other. The graphics are crisp and clear. There’s also a very good full-colour head-up display.

Elsewhere, physical switchgear has been kept to a minimum, though not to the minimal extent of a Tesla 3. Wireless phone charging is standard and there are five USB ports – two USB-C and one USB-A in the front, plus two USB-C in the rear. There’s also plenty of storage space, including an area below the “floating” centre console.

GV60’s bespoke electric vehicle platform means the car has a completely flat floor, so there’s no transmission tunnel to cramp rear legroom. Rear seat occupants have reclining rear seat backs, with heated rear seats an option.

A standard smart powered tailgate allows for fussfree access to the substantial luggage compartment.

It is also possible to adjust the power tailgate’s opening height to your desired preference.

The standard RWD GV60 Premium model is equipped with a rear-mounted motor that delivers 229 PS and a maximum torque of 350Nm with an impressive WLTP range of 323 miles and a 0-62mph sprint taking just 7.8sec.

All-wheel drive Sport and Sport Plus models are built for speed, offering lightning fast 0-62 times, but lower range of around 290 miles. Still decent, but for chauffeuring, you’d want the 2WD models. And the Sport Plus carries an £18,000 price premium for little practical gain for our needs.

Lots of effort has been spent on sound management – with noise-cancelling audio and double-glazing designed to minimize road and wind noise. But if you actually want the car to sound like a car, there are Active Sound Design (e-ASD) modules within the audio system. These monitor the vehicle’s speed, the position of the accelerator pedal and the

JUNE 2022

first drive selected driving mode, delivering various virtual driving sounds through the audio system.

Three sounds are available: ‘Futuristic’and ‘E-Motor’ settings are designed to make an amplified EV noise; while ‘G-Engine’ aims to evoke the noise and character of an internal combustion engine. So your EV can sound like a V8, if you prefer!

There are a number of drive modes, but to maximise battery regeneration, use the i-Pedal mode, which allows the driver to accelerate, decelerate, and stop using just the accelerator alone. By using the steering wheel-mounted paddle shifters, the braking force can also be adjusted to suit the driver’s preference and road conditions, with three different modes available.

In fact, using this system for part of our test drive meant the GV60 was able to outperform its own power usage targets. In a 79km test drive, available range dropped from 354km at the start of the trip to 288km by the finish – just 66 miles, as judicious use of i-Pedal mode, especially on long descents, helped put 13km of juice back into the battery.

On the road, the GV60 feels like a substantial car, but not lacking in nimbleness. Electronic “drive-by-wire” steering feels very natural, while the suspension is well tuned to cope with the car’s weight and low centre of gravity. The suspension includes a forward-facing camera that can “read” bumps and holes in the road and adjust the suspension before the car hits them.

It’s a comfortable and relaxing place to be, with soft-but-supportive seats. Indeed, the rear seats put the skimpy cushions provided in a Tesla to shame.

Long journeys would be a pleasant experience in the GV60.

data price as tested ved

£47,745 A

performance powertrain

Electric motor, single-speed auto, RWD

229PS 350Nm 0-62mph 7.8 secs battery 77kWh, Li Ion ac charging time 7hr 20min (10-100%, 11kW) dc fast charge 73min (10-80%, 50kW) dc ultra fast charge 18min (10-80%, 350kW) range 321 miles [wltp] power

torque

dimensions loadspace (boot) loadspace (front) length width height wheelbase turning circle

JUNE 2022

432 litres 53 litres 4,515mm 1,890mm 1,580mm 2,900mm 11.94mm

verdict

G

enesis is new, but it is trying to do things differently. For a start, there are no

dealers in a traditional sense. Pricing is fixed. Instead, you get a personal assistant to see you through your entire car-buying and owning experience. There’s a five-year care plan, including car deliveries and pick-ups to your home. Instead of dealerships, Genesis is planning a chain of “studios” where you can see the models with no pressure-selling. The first has opened at Westfield shopping centre in London, and more are coming. The GV60 is heavily reliant on Hyundai/ Kia running gear, but that’s no bad thing, as the latest Korean EVs are among the best on the market. Is the brand going to be able to cope with Mercedes, BMW and Audi? Well, if Tesla can be perceived as a luxury brand, there’s no reason Genesis can’t be. After all, luxury levels in the GV60 surpass any Tesla we’ve tested. Remember too that Lexus was briefly as acceptable as Mercedes. It just didn’t make the right powertrains for the market, or provide the right level of support. There’s every indication that Genesis is getting the product right, and the back-up will surely follow.

19

Dp

Delivery Point

first roaddrive test

Tim Barnes-Clay

Genesis Electrified G80

Generation Game ProDriver Tested 32.8mpg / 30.0mph July 2019

G

enesis might have surprised the market by launching without an

electric model in its range, but the transition to an all-electric future has now started.

In addition to the purpose-designed GV60 electric car, an electrified version of the E-classsized G80 saloon has now been launched, in which the 2.5-litre petrol engine has been swapped for an electric motor.

The Genesis Electrified G80 has already arrived in some parts of the world and is coming to the UK later in the year.

Genesis has already carved out a reputation for opulent, extravagant designs. And, taking inspiration from Bentley and the Mercedes-Benz CLS on the G80, it’s clear the manufacturer means business.

The G80 looks fantastic. It is a four-door saloon but has the same swept-back coupe shape that was popularised by the CLS and the Audi A7 – and of course, the Tesla S. But from the front, you might be forgiven for wondering if Bentley had launched a new car.

The winged Genesis badge looks similar, but only the V-shaped profile of the enormous front grille gives the game away.

22

The headlights consist of two horizontal strips either side of the grille, while a more modest lower grille sits beneath it. From the side, the headlight strips match the size and shape of the wings, and there are a couple of defining lines. One of the creases at the top of the doors bulges outwards to add ‘shoulders’. The back has a more subtle design than the front, but its relative simplicity gives it that ‘wow’ factor.

The interior of the Electrified G80 is as good looking as the exterior. It is smart, luxurious, and, indeed, a threat to the other premium marques based on aesthetics. The seats are comfortable, and there’s plenty of space inside the cabin. Finding a suitable driving position is straightforward, enabling you to maximise visibility out of the front.

The visibility isn’t as good at the rear, as the sloping roofline means the pillars at the back are very thick.

But there’s a rear camera on all models to help.

There is a generous helping of legroom in the back, too, although the roofline’s angle will impact taller rear-seat passengers. Furthermore, the floor

data price as tested warranty ved

£65,805 60 months/100,000 miles A

performance Dual electric motor, all-wheel drive Single-speed auto power 370PS torque 700Nm 0-62mph 4.9sec top speed 139mph co2 emissions 0g/kg ac charging time 12hr (10-80%, 7kW) dc charging time 67min (10-80%, 50kW) dc charging time 21min (10-80%, 350kW) RANGE 323 miles [wltp] engine

transmission

dimensions loadspace length width height wheelbase turning circle

354 litres 5,005mm 1,925mm 1,475mm 3,010mm 11.8mm

JUNE 2022

first drive

is slightly higher than the petrol version, which doesn’t help matters. Boot space is only 354 litres (70 litres less than the petrol version), and the opening is shallow. Loading bulkier objects like large suitcases can be challenging.

The Electrified G80 comes with 19in alloys and a 14.5in infotainment touchscreen with a 12.3in digital instrument cluster. Apple CarPlay/Android Auto, navigation, a digital radio, and keyless entry/go are included as standard, along with voice recognition. Twelve-way power-adjustable heated front seats, two-zone climate control and electronically controlled suspension, are also part of the package. Optional extras include a solar roof, which Genesis reckons can add 715 miles of range over a year.

The Electrified G80 will be a single-trim-level car, and even though there are three grades for the petrol version, anything that isn’t included as standard appears to be available as an optional extra. The infotainment screen is wide, crisply clear, and easy to use. And while BMW leads the way, the Genesis system is comprehensive yet user-friendly, helped by physical climate control dials. Meanwhile, the digital instrument cluster provides valuable information, but isn’t distracting.

The Electrified G80 is powered by dual-electric motors – one on each axle – producing 370PS, which is 65PS more than the 2.5-litre petrol version.

And it also has significantly more torque, helping to propel it from 0-62mph in 4.9sec. That is quick for a heavy, large saloon car. Indeed, the Genesis feels as fast as the figures suggest, with plenty of power in reserve at all speeds. The lower centre of gravity, as

JUNE 2022

a result of the extra weight of the batteries, seems to help the handling.

It is still a big car, though, so chucking it into a bend can be a challenge, as can keeping the rear in check if you get the power down early on exit.

Nevertheless, the ride comfort is excellent, helped by the electronic suspension, which constantly adjusts the setup depending on the road surface ahead. The overall driving experience isn’t on the level you’d get with BMW, Audi, or Mercedes-Benz, but it’s still pleasing. Eco, Comfort and Sport modes are available, which all do a decent job adjusting the car’s dynamics to suit – even adapting the lumbar support as you drive. Meanwhile, the regenerative braking system is well refined and consistent.

While the Electrified version hasn’t yet been crash-tested, Euro NCAP put the petrol G80 through its paces last year, awarding it a five-star rating.

It comes with safety scores of 91% for adults, 87% for children and 91% for safety assists. A rear-view camera comes as standard, along with rear crosstraffic and blind-spot collision avoidance. You also get lane-follow assist, smart cruise control and ten airbags.

There is an optional Innovation Pack, too.

The technology in this pack adds a headup display, advanced highway driving assist, forward-collision and reverse-parking collision avoidance. In addition, the bundle includes a blind-spot view monitor, remote smart parking, a surround-view monitor, and rear-seat alert.

The Electrified G80 has an 87.2kWh battery which is good for 323 miles of range, despite the 370PS generated by the electric motors.

However, our capacity showed just under 300 miles on our German test route around Frankfurt. Why? The real-world range is affected by a host of factors, including temperature, and driving style.

Charging can be performed at up to 350kW, which means a 10-80% charge takes 22 minutes.

Mind you; there are not many chargers in the UK capable of those speeds yet. A 50kW charger will still get you the same in around 68 minutes, while a 0-100% charge on a home 7kW wall box will take just under 12 hours. No emissions means no road tax, which is a nice bonus, while it falls into the bottom band for Benefit in Kind.

verdict

O

verall, the Genesis Electrified G80 delivers. It is not cheap, but it’s inexpensive

to run day-to-day. And although the driving experience isn’t as refined as a BMW, you may decide that it’s a sacrifice worth making for the showy exterior. What’s more, Hyundai is among the most reputable brands for reliability, and it offers a five-year, 100,000-mile hire & reward use warranty for further peace of mind. The G80 isn’t the most practical car in terms of boot space, but the cabin is roomy. So, if you want something spacious, luxurious, striking and quick, then the Genesis Electrified G80 could be just the ticket.

23

running report

Paul Webb

O

Last of the line

NCE THEY BESTRODE THE UK’S motorways like rep-driven colossi.

Upper-medium saloons were the salesman’s tool of choice – Cavaliers and Sierras became Mondeos and Vectras, and later Insignias, Passats and Superbs. Who doesn’t love a decent-sized, well-equipped saloon?

It wasn’t just the sales executive’s choice.

The private hire sector always opted for the three-box saloon, especially models with German or – especially – Japanese reliability.

Toyota Avensis, Nissan Primera, Honda Accord – all populated the PH fleets for many years.

But tastes change, and “Mondeo Man” has transferred his – or her – taste to the SportsUtility vehicle. So much so that the big, volume brand saloon is becoming an endangered species. This year, Vauxhall has axed the Insignia, VW has limited Passat sales to estate-only, and in the cruelest cut of all, the Mondeo itself has been culled from the Ford range.

Not good news for private hire drivers who still favour a saloon. But all is not lost, as the Mazda 6 is still around – for the time being at least.

A new consignment has recently arrived in the UK, and we’ve got hold of one to test for a few months.

24

Mazda6 Saloon 2.0 GT Sport

As big saloons go, the Mazda 6 has always been one of the most attractive looking cars in its segment. It also has a high level of equipment and a very comfortable, welcoming interior.

Delivered in metallic Soul Red I immediately thought about Little’s in Scotland, whose fleet sports a similar colour. And while the Mazda 6 is perhaps not enough of a chauffeur car for a

Mazda6 Saloon 2.0 GT Sport £33,720

price

I

ved band

36 months /

warranty

60,000 miles

performance engine transmission

1,998cc 4-cyl, 16v petrol 6-speed manual, FWD

power

145PS at 6,000rpm

torque

213Nm at 4,000rpm

combined fuel economy

42.2mpg

co2 emissions

152g/km

dimensions length

4,870mm

width

1,840mm

height

1,450mm

wheelbase

2,830mm

loadspace

480 litres

top-end operator like Little’s, it’s not far off.

With GT-Line spec, you get heated and ventilated leather seats that are certainly comfortable. The legroom in the rear is good and the boot is roomy at 480 litres – not quite a match for the car that’s now pretty much its only rival – the Skoda Superb – but more than capable of taking a couple of large suitcases This car also comes with an 11-speaker Bose sound system and a head-up display, LED headlights, adaptive front lighting, keyless entry, electrically-adjustable seats and a heated steering wheel.

There are plenty of storage options for those odds and ends you might need on a journey. There’s a large glovebox and door bins that’ll fit a bottle of water, plus a tray for your mobile in front of the gearlever. There’s also a sizeable cubby in the centre console which has a sliding lid.

It’s a cut above a lot of the cars you might see on a private hire fleet. For an operator looking for a car that can do corporate work as well as general airport runs, it’s a very good option.

I haven’t done any major mileage yet but I will be adding some major motorway miles later this month which will give me a better indication of the all important fuel economy and ride comfort that are essentials in our market. But I’m already enjoying the car.

JUNE 2022

Enter now for 2022’s

!

S D R A W A I S Q

The 2022 Professional Driver QSi Awards are now open for entries from all operators and drivers in the industry.

Company in the UK. We invite them to submit entries – or nominate other companies.

And we’ll reveal the winners at our We’ve got 10 categories: there’s something famous Professional Driver QSi Awards night on Tuesday, November 29, 2022, at the for everyone – from thousand-car fleets to Celtic Manor Resort in South Wales. It’s the owner-drivers, including special awards for best party in the industry and a great way to environmental achievements, marketing celebrate your achievements. excellence, community service and business diversification.

ENTER THE 2022 QSI AWARDS AT: The Professional Driver QSi Awards are open to every private hire, chauffeur and taxi

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

first drive

Dacia Jogger Comfort TCe 110

Good little runner

Tim Barnes-Clay

I

n recent years, budget car-maker Dacia has made significant strides

in the market thanks to the success of the Sandero hatch and Duster SUV. And many private hire fleets opted for the Logan MCV estate as a reliable, roomy and low-cost taxi.

But the Logan was withdrawn a couple of years ago, and the Romanian manufacturer has now launched the all-new Jogger in a bid to fill that gap in its range.

The Jogger is a mid-sized people-carrier with seven seats, so it should be spacious and practical.

It also continues its creator’s theme of providing good value for money: big on quality, little on price.

That happens to be the slogan of supermarket chain Lidl, but in fact that’s a good parallel for Dacia – it won’t match the premium quality of a Waitrose, but there’s plenty on offer to make it competitive.

Expectations are on the high side with this new

26

car. So, is it any good? We took it for a drive at its media launch to find out.

The looks are decent. The Jogger’s styling isn’t breaking new ground, but its friendly-faced rounded front end also features a honeycomb grille with a couple of silver bits. It’s clearly a relative of the larger Duster. Dacia has recently changed its logo to a ‘flattened X’ design, so it will revise the appearance of the grille soon.

Despite the welcoming looks, it also appears rugged and off-roady, with black bumper-coloured bodywork housing the fog lights. In profile, it looks more like a cross between an estate car and a van,

but its elongated body means seven seats easily fit inside. And at the rear, the Volvo-style rear lights guide the bodywork out at the sides.

There is a good amount of space in the front, which should help for a relaxing driving experience, plus the window surrounds are perfect for resting your arm on. There is a lot of headroom, too, and finding a comfortable driving position is simple.

The middle row of seats is spacious too, with good legroom and headroom – accommodating three adults isn’t going to pose a problem.

As there are only two seats in the third row, you have a bit more shoulder space. But though the legroom is sufficient and there’s still plenty of headroom, row three isn’t the best place to be for a longer journey. Nevertheless, it’s rare to be able to fit adults in the back of a seven-seater at all, so councils may look favourably on licensing it as a seven-seater.

JUNE 2022

first drive ProDriver TESTED 46.0mpg / 30mph MAY 2022

You’ll get 212 litres of storage space in the boot with all seven seats in place, which is better than most MPVs or seven-seat SUVs. Fold the rear seats away, and it increases the capacity to 699 litres.

The middle seats can also be folded down, giving you a whopping 2,085-litres of room – better than many small delivery vans. In fact, there are more than 60 different combinations of how to position the middle and rear rows of seats.

Dacia also claims there’s a total of 24 litres of storage space in the cabin, including a large glovebox, a cubby under the central armrest and big door bins.

The Jogger is 4,547mm long, 1,784mm wide and 1,632mm tall. It barely has any direct rivals at the same price point. The seven-seater Skoda Kodiaq SUV is a bit bigger at 4,699mm long, 1,882mm wide CONTINUED ON PAGE 28

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27

first drive

Dacia Jogger Comfort TCe 110

CONTINUED FROM PAGE 27

and 1,660mm tall. However, it’s several thousand pounds more expensive.

The Jogger is available in three trims, but even the basic Essential model is well-equipped.

Although you only get manual air conditioning, you also get cruise control with a speed limiter, rear parking sensors and Bluetooth. A smartphone app, DAB radio, automatic headlights, and advanced emergency braking are also part of the package.

Mid-range Comfort trim adds an 8in infotainment system, front in addition to rear parking sensors, a rear-view camera, and an electronic parking brake.

Furthermore, you get automatic windscreen wipers, electric windows, automatic air conditioning and keyless entry.

The flagship Extreme SE trim adds SatNav, traction control, patterned upholstery, heated front seats, under-seat vents in the rear, a leather steering wheel and LED lights.

In Comfort and above, you rotate the dial to select the temperature you want, shown in the middle of the dial on a digital display. The dashboard is two-tiered and, especially with the patterned upholstery in the Extreme SE trim, looks lovely and belies the car’s cheap price point. The infotainment system isn’t perfect, but the screen is clear, and we’d recommend it rather than do without it.

The engine is the same throughout the range, though. It is the TCe 110 – a 1.0-litre three-cylinder turbocharged petrol engine with a six-speed manual gearbox. If you prefer an automatic, you’ll have to wait for the hybrid, which is expected in 2023. This will feature a 1.6-litre four-cylinder petrol engine.

Even though it’s only a small engine, the Jogger is very light, weighing barely more than 1,200kg.

As a result, it’s playful to drive, with lots of grip heading around corners. This makes it easy to

data price as tested

WARRANTY ved

£16,945 3 years / 60,000 miles H

performance engine transmission power torque

0-62mph top speed combined economy co2 emissions

999cc 3-cyl, 12v turbo petrol 6-speed manual, FWD 109bhp @ 5,000rpm 200Nm @ 2,900rpm 11.2sec 112mph 48.7mpg 131g/km [wltp]

dimensions length width height wheelbase loadspace (7 seats) loadspace (5 seats) fuel tank

28

4,547mm 1,784mm 1,632mm 2,897mm 212 litres 699 litres 50 litres

place, helped by the steering, which provides plenty of feedback.

Overall, the Dacia handles excellently. Even in the middle of a small village, it threaded its way around parked cars effortlessly. It may even be the best small MPV you can buy or lease in terms of the driving experience. It smooths out creases in the road surface with ease, thanks to the suspension, which is neither bouncy nor firm. It is more a happy medium of the two – providing responsive handling in the bends without giving you backache.

Sadly, safety is often Dacia’s Achilles heel – and so it’s proved to be again. Safety body Euro NCAP recently crash-tested a Jogger and awarded it just one star in an era where most manufacturers score four or five stars. It was rated at 70% for adult occupants, 69% for children but only 39% for safety assists.

You still get airbags, cruise control, rear parking sensors (including ones at the front in Comfort

and Extreme SE trims) and advanced emergency braking. Comfort trim also adds blind-spot warning, with the ‘Extreme SE’ getting traction control.

A one-star rating doesn’t mean the car is unsafe, it just means the Jogger isn’t as sturdy in a major crash as most competitors’ cars.

The TCe 110 engine is economical and manages 48.7mpg, producing 131g of CO2 per kilometre. A hybrid version is on the way. On our test route, we were pleasantly surprised to average around 46mpg.

The Jogger’s engine may seem lacklustre – and, indeed, it takes 11.2sec to get from 0-62mph. It feels quicker than that, though. Mind you, there were only two of us onboard and, with all seven seats filled, you might find the lack of power is more noticeable.

You get a three-year, 60,000-mile warranty, although you can pay extra to ‘top up’ either to six years or 100,000-miles. Dacia generally has a good reputation for reliability, however.

verdict

T

he jogger isn’t going to keep Audi executives awake at night worrying about lost customers. Still, it’s well-equipped, spacious, practical and handles excellently for a car of its type. It is possibly even the best in class in terms of its drivability, considering its price. Jogger starts from £15,345 for the basic Essential version, and even the top-of-the-range Extreme SE trim costs just £2,400 more. We would recommend at least the mid-range Comfort, which is £1,600 more than the entry-level grade at £16,945. Why? Well, you get the infotainment system and some additional safety kit, such as the rear-view camera and blind-spot warning.

Of course, the one-star safety rating is a concern, but it needs to be seen in context. If you’re a safe driver who’s never likely to exceed 30mph, you might consider that the safety rating is largely irrelevant. Still, it’s undoubtedly an area Dacia needs to improve on. That aside, you’re going to struggle to get a better car than this without spending significantly more money.

JUNE 2022

Car of the Year Awards Judging days 2022 Tuesday & Wednesday, August 23-24, 2022 Epsom Racecourse, Epsom Downs, Surrey Join us this Summer for two great days where you can test and evaluate the latest cars for the taxi, private hire and chauffeur industry 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 on November 29, at our legendary Professional Driver QSi Awards event, at Celtic Manor Resort in South Wales.

To register as a judge, please visit the website below.

Why not reward your best drivers with a day out too? Their expertise and knowledge will be very valuable! https://www.prodrivermags.com/ car-of-the-year-home/

the last mile

I

Finding the balance of tech and touch

n 2015, several new, tech-enabled travel

from our own in private hire. Consider that in 2012 Uber management companies (TMCs) launched into entered the UK market, with the promise of advanced the business travel market. technology, but with little in the way of customer service TMCs operate as an outsourced travel team to support the operations. for businesses – think of them as travel agencies for When packaged under a ‘For Business’ banner, Uber’s companies. They provide various booking options for European head, Jamie Haywood, commented in an travellers to access air, rail and hotel suppliers including interview in this very magazine that business clients by phone, email and via online booking tools. require “more customised cases that Uber is not very Daniel Price The new breed of travel companies, including Silicon good at delivering”.

CEO and Valley’s Trip Actions and Barcelona’s Travel Perk, were Uber’s response to the challenges a low-touch solution founder well-funded and promised highly technical solutions for brings was the 2020 acquisition of Autocab, providing of Jyrney business travellers. New booking channels, such as easyout-of-the-box access to its unique iGo network. A readyto-use mobile apps, and pre-pay cashless solutions were made network of operators to support the conversion of integrated into travellers’ trip planning along with customer service Uber’s low-touch offering to a higher-touch model. offered through online or mobile chat. Sound familiar?

Uber’s introduction to the London market a decade ago sparked an Businesses that appoint travel management companies traditionally advance in technology from the dispatch systems, which moved to offer expect a high touch service for their travellers. Do your customers app-based cloud systems, and aggregators that could offer operators have questions about a trip? Call your agent. If travellers want to know access to new clients on a national or international level. the best hotel to stay near the conference, drop your travel consultant This new ‘high tech’ aggregated solution, combined with an an email. What do you do if something goes wrong? Get in touch with operator’s high-touch customer service, gives private hire a distinct customer services. edge in the business market when compared to ride hailing companies’ The promise of tech-driven TMCs was technology meant you didn’t “plain vanilla” offering. need the high-touch support. Again, sound familiar?

Both business travel and private hire markets have been on a similar Business travel, like private hire, is a purposeful business. It needs journey, where they start with a low-tech, high-touch solution, before support for both operations and the traveller. As we know from private market disruptors enter and flip the model to high-tech, low-touch. hire, difficulties don’t always lie in the logistics of dispatching vehicles This challenge encouraged the incumbents to improve their or arranging schedules, but from the unpredictability of real-life technology as the disruptors now look for ways to improve service. human behaviour. The driver waiting at the wrong pick-up location; While the rival business camps, incumbents and disruptors, may the customer coming out late for the arranged pick-up; or the failed have approached their model evolution from opposite sides, both collection of the CEO last thing on a Friday. industries seem poised to deliver a high-tech, high-touch model to their It came as little surprise when Trip Actions acquired a TMC, customers. The question really is; do our passengers and travellers Reed and Mackay, that was renowned for its high-touch customer deserve any less? experience. Trip Actions could now offer a higher grade of service to complement their disruptive technology. n D aniel Price is CEO and founder of Jyrney.

Daniel.price@jyrney.com — www.jyrney.com The parallels in business travel disruption are not too dissimilar

30

JUNE 2022

current affairs

T

Fail to plan – plan to fail he AA has said that more needs to be

done to promote on-street charging in order to meet the Department for Transport’s deployment estimates for electric vehicles.

This is in response to figures which show that, despite a huge surge in electric vehicle uptake, the number of public charge points, especially in urban and rural areas, has not kept up.

and the overall mobility landscape is evolving. Too proud perhaps, to ask for an opinion?

If LAs were to deploy consultancy before implementation, a ton of tax-payers’ cash could be saved by installing chargers that are fit for purpose. Proper insight and strategy will prevent the deployment of what are already “stranded assets”.

A LOST CAUSE? HOW MANY IS ENOUGH? Following the announcement of the LEVI fund in March, I The DfT’s Electric Vehicle Infrastructure Strategy outlines scheduled a call within three days to talk with key decision Tim Scrafton future chargepoint requirements, estimating that between makers in Birmingham City Council, who operate a Band 280,000 and 720,000 public charge points could be required Founder and COO D Clean Air Zone (CAZ), affecting all vehicles entering the of The Connect in 2030 to support the transition to EVs. zone.

The AA has emphasised the need for action to make sure This was to discuss the availability of £450m LEVI Consultancy that these ambitious targets are met. This comes as no funding to deploy on-street charging and rapid DC surprise to me, nor I suspect to many readers! The AA is highlighting charging for drivers without private parking. Many of these are onwhat many of us know is a major issue for all professional drivers demand drivers desperately considering the need and requirement to switching to electric vehicles, whether they be taxi, private hire or switch to electric. delivery drivers.

I was hoping for some progressive discussions on how we can deploy Unfortunately the majority of local authorities are not responding innovative ways to help drivers without private parking to go electric and to the level of Government support available, or matching the pace of use the public funds available to do so.

EV uptake. They seem to be stuck in the metaphorical headlights of Instead, we were met with a complete stonewall. A blinkered panel of EVs, preferring to skirt the issue of planning and installing charging short-sighted decision makers who had already cemented their opinion infrastructure entirely or installing too little, far too late. on matters by announcing that they’d already committed to installing Only 87 out of almost 400 councils across the UK have applied for the rapid charging hubs. On-street charging wasn’t even open for discussion. on-street residential charging scheme (ORCS) since 2017 – a tiny £20 For Birmingham’s professional drivers, this means that any part of million pot made available 5 years ago, but a fund which is ongoing as the the £450m LEVI fund available for on-street and adjacent DC rapid money has yet to be spent! deployment has been dismissed.

So if councils can’t spend £20m, what hope is there for the new RESTRICTION OF TRADE £450m Local Electric Vehicle Infrastructure (LEVI) fund that was made available in April for councils to implement on-street charging and Considering the necessity of suitable on-street charging for on-demand additional rapid DC chargers? drivers without private parking, it is a travesty that decision makers The significance of this initiative and the size of the fund is are making the transition to EVs unviable for many on-demand drivers. considerable. It has the potential to make a huge difference, especially This to me, is a serious matter that could even constitute a restriction of to professional on-demand drivers. However, as is often the case, trade. implementation will be key. Is it any wonder that I feel anxious about LEVELLING UP this headline-grabbing announcement, considering past efforts to spend There are already issues around the vending of electricity for public infrastructure money up for grabs? charging which is liable to 20% VAT. Those with private parking are able LACK OF INTENTION AND A LACK OF INSIGHT to charge on far cheaper rates, off-peak, overnight from around 7p per Besides a lack of intent by the majority of LAs, those that are deploying kWh, and incurring only 5% VAT. chargers reveal a shocking lack of planning and co-ordination.

There are lot’s of innovative ways to overcome the disparities between Those LAs that can be bothered to apply for funding and implement public and home charging that could level things up for those that either charging (with the exception of Oxford) do so in an outdated fashion, live in apartment blocks or houses without drives. But what hope is there unable to grasp the evolving requirements of EV drivers going forward. of making these happen if LAs are blinkered and ignorant to what can be This lack of insight simply means they are storing up problems, or done or what is actually needed? waiting for them to materialise.

TAKING ACTION Besides consultancy services, my company provides installation If the government delegates the duty of implementing funds for on-street services and I find it immensely frustrating the number of chargers we charging to LAs, which then don’t act accordingly or appropriately, it is are contracted to deploy by LAs which I know are already past their ‘sellthe drivers and businesses who will suffer. by-date’ both in terms of their intrinsic design and the locations they are I believe it now needs to be mandatory for any LA that establishes a being installed. This is despite our best efforts to advise accordingly.

CAZ to have to apply for LEVI funding and implement it in a proper valid The problem is that too many LAs have employed decision-makers in way, putting the needs of professional drivers first, and after meaningful positions who are out of their depth, and making decisions based on illconsideration of all the factors shaping our future mobility. conceived rationale.

Does it frustrate you that funds are available and are not implemented?

It is too late by the time we are brought in to install as the money has How does this influence your decisions regarding going electric? Have already been spent on what are essentially poor hardware and software your say, I’d love to hear from you. Get in touch and let me know! solutions. Slow charge points with the wrong connectors that might be OK for a first-generation EV built a decade ago, but are too slow to charge n T im Scrafton runs the Connect Consultancy, providing end-to-end the latest electric cars. strategy, insight, supply of EVs, chargers and installations. hello@ Few LAs consider the value of appraising options and consulting with theconnectconsultancy.com industry professionals who appreciate the speed in which the market

JUNE 2022

31

the knowledge

W

Work out what you want, not what you don’t want hile sitting through what

high profile crimes even when they were reported to them that they have managed to park the “problems” and “solutions” at the door of the private hire and taxi industry. Very skilful indeed.

Therefore, I find it somewhat shocking that trade organisations “welcome” the constant flow of “guidance”. Still, I guess it beats trying to actually establish what the industry wants and needs, which may of course be the status quo, and then lobbying, campaigning and championing it.

at times appeared to be an endless whingefest at the two recent trade shows in Manchester and Milton Keynes, I really tried to work out what it is that the industry actually wants.

I failed completely. As an industry we seem to have a many and varied list of things we don’t like and don’t want. But the room goes rather silent when someone asks: Dr Michael Galvin “What do you actually want?”

Policy-makers don’t generally sit in a room and dream https://mobility THERAPY SESSIONS HAVE THEIR PLACE up stupid ideas. They listen to, engage with and try to serviceslimited Do we really believe that pulling a few hundred people understand how to make industries operate better. They .com from the industry together to provide some form of mass try to remove barriers and unnecessary encumbrances, therapy session is useful to the industry? “My name’s Mike. I hate and generally achieve a balance for suppliers and the public. Clearly the local council and I don’t like filling in forms and I saw a cab from safety is paramount in any policy-making, but it should not be the only Budleigh Salterton pick up a punter in my area the other day…” If we consideration. do, then the format is probably fine.

SO WHY ARE WE HERE? But if we are a serious industry, turning over billions of pounds, Much of what the industry currently moans about and wants changed employing hundreds of thousands of people, and the participants are were actually changes promoted by the industry itself. Let’s take people who want to maintain or build successful businesses and then cross-border hiring. The previous system, if you could call it a system, exit profitably or pass on a thriving business to their children then was a patchwork of original legislation and case law with some local maybe not. regulations thrown in, so it ended up as almost unworkable.

HOW IS POLICY MADE? WHERE DO Therefore, the 2015 Deregulation Act was received with open arms NEW LAWS COME FROM? and gratitude. But following the realisation that it pretty much enabled Policy leading to legislative and regulatory change will continue to any private hire driver to work anywhere in England and Wales, be made whether or not the industry chooses to participate. Policy together with the growth in platforms to support that concept together makers will be listening, watching and acting on the views, feedback, with the emergence of super-regulators, we’ve now decided that we comments and lobbying of those who exert the energy, brainpower and don’t want it after all. yes, the time and money to effect the change they want to see. Whether There are now siren calls for the previously-derided ABBA system, those changes, those new laws, new guidance and new regulations are whereby all bookings must start or finish in the area the vehicle and good for you, the person trying to build or even maintain a business is driver is licensed for. OK, let’s jump on that bandwagon, shall we, and highly questionable and frankly unlikely. let’s see how long the novelty of that “solution” lasts.

That is why industries have trade associations. They don’t have It doesn’t take much imagination, let alone critical analysis, or even them to deal with the day-to-day dross of running a business, but to – heaven forefend – an impact assessment to start to unpick ABBA. ensure that their strategic interests are Using legislation or even regulation to thwart represented. competition, which is really at the heart of A good trade association is not one that many of these issues, is not their purpose. fills in the forms you don’t have the patience Nor is it ever successful. to fill in, phones up the council and whinges The recent slew of regulatory changes, about a new one-way system or the re-siting which no doubt will add bureaucracy and of a rank. No siree! cost, are clearly driven not by the industry Your business, your future is wrapped up but those who have been able to scapegoat in the legislative, regulatory and external the industry with blame for many of their environment. Simple solutions to complex own failings. No one transporting the public can deny that taxis and private hire should problems rarely work. Everyone has an have the highest levels of safeguarding in agenda and some are prepared to put their place. time, money, energy and expertise into However, it has been a skilful exercise on making it a reality. Others simply whinge! the parts of many of the public agencies that failed miserably to prevent serious n w ww.mobilityserviceslimited.com

“Policy-makers don’t generally sit in a room and dream up stupid ideas.

They listen to, engage with and try to understand how to make industries operate better...”

32

JUNE 2022

the advisor

Hung, badly drawn and quartered

B

efore I start the old scare stories,

WHAT DID THE TAXPAYERS let me be clear on where we stand with BEING SURVEYED THINK? Making Tax Digital (MTD).

People’s judgements must have been biased by the

By April 2024, MTD will require selfquestions. It’s no good asking how difficult your tax employed people earning above £10,000 a year to send life will be if the benefits aren’t clear.

HMRC quarterly updates.

In reality, if you are already using software and There will then be a Final Declaration using MTDapps to deal with your tax returns, like so many of my compatible software. This replaces the current system, clients already are, then your transition to making which requires self-employed people to submit an tax digital was always going to be an easy one! This is Gary Jacobs annual self-assessment using the HMRC portal, in most of course thanks to our whizzy new Eazitax software cases accessed for them by an accountant.

-sorry for the plug, but we invested heavily to develop Gary Jacobs This, however, is the latest accountancy industry it, and to make sure it’s backed up by good oldruns Eazitax, an news, hot off the accountancy professional press. fashioned accountants who then trained even our accountancy firm HMRC has commissioned research showing the most technology-averse drivers, knowing that this massive task ahead to convince the self-employed of the specialising in was coming. benefits of MTD. Both the system and the software has the taxi and private The tech whizz clients who already use software come under intense scrutiny. hire business were also the ones who wouldn’t really see or With less than two years to go to the planned start understand further benefits of MTD. In reality, date of April 6 2024, HMRC is yet to tell accountants eazitax.co.uk nothing changes, except the fact that there are how they are going to market this to you, the public. quarterly returns instead of yearly. If you are However, there have been some hints: supplying the information weekly or monthly already, HMRC commissioned a company to survey more than it’s the accountant who must get their act together.

2,000 self-employed people who will be directly affected

by MTD. The research showed that taxpayers have a QUARTERLY RETURNS? low awareness of MTD. They explained the basis of it in NOW I’M WORRIED. the following way: It affects self-employed people with a turnover above £10,000, who The survey did ask whether submitting quarterly returns would would have to follow the MTD rules from April 6, 2023. reduce once-a-year tax problems, (knowing that MTD is about The only way to do this is through specialist, compliant software, quarterly submissions). which can keep digital records of income and expenses.

Most taxpayers surveyed saw this as a negative. We all know The software will compulsorily keep digital records only, and what a bind record-keeping is for normal people. Many people fear share tax data and information to HMRC. It will also be able to that they will simply not be able to keep up. Even the tech whizzes receive information from HMRC. couldn’t see any further benefits to MTD. Tax payers will have to use either just one The truth is that people will need us software package, or a number of digitally even more for help and advice, but I for one linked ones. There can be no offline transfer of want clients to come to me to feel the love, data such as weekly sheets or spreadsheets, not the fear… Also I’m not sure how well between the likes of you and me.

HMRC’s support lines will cope with the There’s something very weird about this onslaught.

– as this is not what we have been already SO HMRC, WHAT ARE YOU told will be the actual rollout. Either we as GOING TO DO ABOUT IT? accountants have not understood it properly I am hoping that HMRC will be offering or HMRC is being unclear. clear and easy to understand information.

At present, the accountancy profession’s Maybe help with accessing software for understanding of MTD is: those that cannot afford to buy it? A soft n It’s being rolled out in 2024, not 2023. policing of the early years? I hope so. But n You will be asked to keep a record of history has not been kind to these types of income and expenses, but it can be on big tax simplification schemes. spreadsheets, apps, or software.

In conclusion, although change may not n We, as accountants, can transfer it for you, always be welcome, in theory MTD should from whatever bag of nightmares that you make the tax process easier. Accountants deliver to us. like us should help our clients to share the The data does not have to kept in specialist journey and embrace software – and 2024 is MTD software initially, even if it ends up there racing toward us. (with, of course, the help of your accountant).

“The truth is that people will need us even more for help and advice, but I for one want clients to come to me to feel the love, not the fear… Also I’m not sure how well HMRC’s support lines will cope with the onslaught....”

JUNE 2022

33

the negotiator

Health and Safety rules are a blessing, not a curse

“M

contractor. I will argue strongly otherwise. Based on their any longer. I have enough of stupid business model, the major new operators know that if they people and long hours!” Ahmed’s seriously controlled the hours worked by their drivers it would words came as no surprise to me. reduce the available hours to their business resulting in a He had been calling me regularly to complain that he was need to increase prices. So, it is in their interest not to look too unable to earn enough to pay for his car and other expenses closely at the hours driven by their workers. necessary to keep him on the road. As a professional driver, he LONE WORKERS had been working over 50 hours a week in order to meet his The HSE’s guidance for lone workers provides even greater commitments. However, this was not enough. So he had begun clarity regarding health and safety. A lone worker is defined a punishing schedule of driving even more hours. as someone who works by themselves without close or direct Dennot Nyack As a consequence, he had been involved in some minor supervision and covers persons working as a contractor, a scrapes, witnessed by his passenger who had complained to freelancer or self-employed. This covers private hire drivers.

The union view the operator, and on one occasion he had fallen asleep at the https://www.hse.gov.uk/lone-working/ from our GMB wheel while driving home. He was now at the end of his tether In such cases the employer must provide the worker with representative and wanted advice from either me or the union. support and training; keep in contact with the worker and When I first drove as a private hire driver I enjoyed the prevent work-related violence. driving and being with passengers. It was interesting to engage Like an employee, a private hire driver/worker must take care of their own with people from a wide background.My passengers were as diverse as the health and safety and that of others who may be harmed by their actions at singer Bjork and Patrick Duffy (Bobby Ewing in Dallas!). I did crazy hours work. However, this does not obviate the responsibilities of the employer/ 60+ over 5 to 7 days. operator.

However, I was in my thirties When I returned to private hire in my sixties I could not do those hours any more. Ahmed was in his fifties and was SOLUTIONS? physically and mentally unable to do the work.

There are many things that can affect the health and safety of the private This is the situation faced by many drivers, particularly those turning to the hire professional. These include extensive working hours, violence, threats of private hire profession following Covid. It is unhealthy and unsafe, posing a violence and medical & mental health issues. I believe the most important to danger to passengers, other road users, and the drivers themselves. be driver hours.

Workers should feel and be safe while working and when The HSE and the Department for Transport are exploring travelling to and from work. This should be true for taxi and the potential safety benefits of safety technologies in vehicles, private hire drivers as well as for the broader workforce. I will covering technologies such as telematics, drowsiness and argue that the situation faced by professional drivers is dire distraction systems and collision warning systems which could and change is urgently required to ensure their safety. help monitor safety-related events or driver behaviours to support learning and safety improvements. These are good and HEALTH AND SAFETY progress can’t be quick enough.

The law covering occupational health and safety in the UK However, a system must be brought into play that will is the 1974 Health and Safety at Work etc Act (HSWA). Don’t prevent drivers from overworking. This is even more urgent worry, I’m not going to provide a lecture. where drivers are using the apps of more than one operator.

The Act sets out the duties that employers have towards It would appear that the extension of the use of employees and members of the public; employees have to tachographs, which record information about driving time, themselves and to each other; and certain self-employed have speed and distance, to private hire vehicles could prevent towards themselves and others. overworking. Preventing such behaviour will make for a safer According to guidance provided by the Health and Safety environment for drivers, their passengers and other road Executive (HSE), no harm need to have occurred for an users. offence to be committed under HSWA, there only has to be a By the way, I advised Ahmed to give up driving. When risk of harm. The most important thing is what the employer I last spoke with him he was working in-store for a major does to manage and control risk in the workplace. Paperwork supermarket chain, and seemed a lot less stressed! alone does not prove compliance with the law.

—Dennot Nyack https://www.hse.gov.uk/simple-health-safety/law/healthsafety-law.htm n Dennot is a AGM trade union member and was a former I believe that allowing drivers to work unreasonably long representative of the GMB’s professional drivers. He is hours, whether they wish to do so or not, poses a serious risk of harm. My work pattern when I was in my thirties was no also an author and broadcaster with a strong knowledge more safe than when I attempted to do so in my sixties. of the private hire industry and an equality and The major operators will claim, despite the Uber case, that diversity specialist. email: dennotnyack@yahoo.com their relationship with their drivers is that of a principal and mobile: +44 0740 625 276

34

r dennot I can’t work at this rate

“Workers should feel and be safe while working and when travelling to and from work. This should be true for taxi and private hire drivers as well as for the broader workforce...”

JUNE 2022

the insider

T

Sooo… can I, like, get a name for the super-moan?

pretentious prat and save yourself 5 quid!

HERE ARE MANY THINGS TO MOAN Tipper truck drivers…have you got somewhere about these days. Obvious ones such to be mate?. as Putin, Boris Johnson, American gun Also: control and Khan (Sadiq not Chaka) to Noel Gallagher…stop sulking and reform name but a few.

Oasis because ‘our kid’ is crushing it without These gripes and complaints start with the big stuff you. before contracting in concentric circles to lesser, but no ABBA…don’t bother reforming as Avatars. less important, issues that form the constant grind of We want to see the blonde one interact with the our daily chores.

Kevin Willis others after 40 years apart.

Everyday issues such as traffic, cyclists, speed Germany…stop paying for Russian gas and cameras and the lack of toilet facilities. A wise bird put a thicker jumper on. once said ‘it is good to talk’, so here goes with my rant Everyday problems Puffed Hula Hoops…an abomination! at the other stuff that has me constantly shaking my P&O Ferries…an abomination! from the operator’s head in disbelief: Large, mythical Snowmen…Abominable.

First, it’s mainly about people. People who: point of view...

Toothpaste ads that show people brushing Tell me, “You got this…” as I have certainly not their already white teeth without any toothpaste got this. And should I ever “get this” it will be with no on the brush? thanks to your Nike-inspired pep talk.

France…obviously.

Start an answer to any question asked of them with a deep sigh Empty restaurants that check their empty seating plan when and elongated “Soooo…” as though we’ve inconvenienced and you enquire if they have a table for two. offended this superior being with them having to explain anything Mercedes Benz Service centres…my (re) call is obviously to a numb-nuts like me. not important to you. So after 20 minutes I am hanging up as I Overuse the Americanisms “Kinda” and/or “Like” constantly… can no longer listen to the hold music you purchased from an “Can you use it in a sentence, please, Kevin?” I hear you ask. Of obsolete 90s football manager video game. course: “Sooo… like I kinda wanna attach jump leads to, like, your ‘Watch your speed, your son does!’ No he doesn’t because genitals…” that would involve him looking up from his phone or games Ask me “Can I get a name for the cup?” when ordering a coffee console. in Starbucks. Actually I turn this rage into a bit of fun by giving a Couples who announce their own engagement while attending false name, just to hear them shout “Latte for Lucifer!” Try it. It’ll a friend’s wedding. This is their day mate, it isn’t about you. brighten your day. But don’t use “Mike Hunt”.

Women who don’t raise the toilet seat back up after them.

Call a room a “space”.

Peaches, yes, the fruit! They sit in the fruit bowl as hard as a Pre-empt a racist rant by saying “I am not trying to be funny cricket ball for a week before suddenly, without warning, turning but…” or “I’m not a racist, but…” because we all agree that you to mouldy mush. Pointless! are not funny but know you are about to say something racist.

Cyclists who ten-pin bowl one washing pod into the machine Agree with my point of view by telling me “I make you right.” to wash one t-shirt. #enviroment Use “yummy” or “Yum” when talking about food and especially Radio football phone-ins, Formula 1 recaps featuring “Nom…” I will refuse to give the Heimlich manoeuvre should that screaming engines and Chris Sutton and his poxy catchphrase. yummy food choke you.

Finally, my biggest gripe was when reading about a guy called Insist on prefixing super to absolutely everything. “I had Peter describing Johnny Depp guesting at a Jeff Beck concert a super-chilled weekend” or “I am super-excited.” No! being he attended as being the “low point in his life”. Honestly Pete! ‘chilled’ or ‘excited’ is all the description needed. Exceptions If seeing an A-list movie star play second-rate guitar is honestly to this rule include; ‘Man’ ‘Nova’ ‘Callum Wilson’ and the worst night of your life then you haven’t had it all bad, fella!

Califragilisticexpialidocious’ and, of course, a Johnny Depp ‘superAccording to social media it is healthy to air our feelings, pint’. good for our mental-health and mindfulness so, you see, I am I do not respect: merely following the good advice of people who know about as Pandas. lazy, self-important and a massive drain on resources. much as I do on these things. Make your own list if it helps, or Rylan Clark…and his campaign to eradicate the letter ‘T’ from not. I’m not a doctor. the English language.

Hopefully, this super-crazy, super-busy period keeps on going Rebekah Vardy and Colleen Rooney…no one cares girls, no one a while longer and we all can recoup, like, lost revenue. Kinda. cares.

Paul Pogba (see Pandas) n K evin Willis runs Chirton Grange, Non-alcoholic gin…just have a lemonade you contact@chirtongrange.co.uk – 07725467263

JUNE 2022

35

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