How robotaxis could kill the private hire industry
How robotaxis could kill the private hire industry
Fuel economy figures and CO₂ results for the BMW i7 range: Mpg (l/100km): Not applicable. CO₂ emissions: 0 g/km. Electric range: 321.9 – 387.1 miles. The BMW i7 is a battery electric vehicle requiring mains electricity for charging. The electric range figures shown were achieved using the WLTP test procedure and provided for comparability purposes. Only compare with other cars tested to the same technical procedures. These figures may not reflect reallife driving results, which will depend upon a number of factors including the starting charge of the battery, accessories fitted (post registration), variations in weather, driving styles and vehicle load. Whilst we recommend the battery for these vehicles is normally charged to 80% to help optimise the health and life of your battery, these WLTP figures were obtained after the battery had been charged to 100%.
THE i7 BAYERISCHE MOTOREN WERKE
EDITORIAL DIRECTOR
Mark Bursa
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CONTRIBUTORS
Gary Jacobs, Kevin Willis, Tim Barnes-Clay, Phil Rule, Kwabena Dennot Nyack, Dr Mike Galvin, Tim Scrafton
As many of you know, Steve Wright, the LPHCA chairman and in so many ways the private hire industry’s champion on the big issues, was taken ill just before the annual LPHCA Heathrow roadshow.
I was honoured to be asked to stand in and chair the event, not least because chairing a conference gives lots of insight into how the industry feels about the big issues. The format is liberating, and allows people to speak out.
And right now there’s a lot at stake. The Government is once again looking at the private hire sector, and this time there are genuine concerns that bad decisions might be taken, albeit with good intentions.
Steve’s on the mend, thankfully, and we all send him our best wishes for a full and speedy recovery. I spoke to him just before this issue went to press, and the fire was burning as brightly as ever. Indeed, his main concern was that he wasn’t well enough to present the industry’s case to Government in Westminster this month. However, he’d written the documents before his temporary incapacitation, so the government heard the industry’s case.
scandal dates back to 2007 – long before the Deregulation Act was made law. The drivers involved were local, and were licensed by Rotherham.
The second misconception could be referred to as “the Burnham delusion”. Some time last year, Manchester Mayor Andy Burnham started noticing that a lot of the taxis in his area carried Wolverhampton plates. The alarm bells rang, and he seemed to assume that these cars were heading up the M6 every day from the Black Country, with a view to stealing work from local Mancunian cabbies.
Of course this is not the case. Those Wolves-plated cars in Bolton and Stockport are driven by locals, who were forced to go to Wolverhampton due to the inflated prices and, particularly, the months of delays in getting licensed in Greater Manchester.
You don’t fix this by stopping drivers going elsewhere. You fix it by investing in licensing the way Wolverhampton has – ironically, even this investment is now looking stretched, with the GMB union jumping around about delays in licensing there. The solution has always been the same – and it’s something we’ve been hammering on about for years now.
“
The UK Government has a real chance to sort our the private hire licensing system, once and for all. Don’t mess this up. ”
The problem seems to be that a number of unrelated issues have become conflated, and as a result, shrill voices are demanding changes that will not only fail to address the perceived problems – they will also make life much more difficult for operators.
At stake is the 2015 Deregulation Act, which allows private hire operators to subcontract bookings to companies licensed in different local authorities. This has had a positive impact for the industry, especially environmentally, cutting dead mileage and reducing the number of cars running back to their home area without a passenger.
The act has also allowed private hire drivers to get licensed by any Council willing to issue a license – which could be some distance from where they operate. This can save drivers money, but more importantly, cuts delays in obtaining licenses when local councils are unable to cope with demand –as has happened in London this year.
In the background is the need for safeguarding, and the looming spectre of the Rotherham grooming gangs, which used taxis as a front.
The first misconception is that the Deregulation Act somehow enables grooming gangs through reduced licensing scrutiny. This is, frankly, nonsense. The Rotherham
National Standards. Not basic minimum levels. Proper national standards of licensing where it is as easy, as rigorous and as quick to get a private hire license anywhere in the country. And at the same cost. With a separate tailored set of rules for executive chauffeurs, obviating the need for plating and signage.
Just like PSV licensing for bus and coach drivers, or HGV licensing for truckers.
Proper national standards stop daft council jobsworths from rejecting a car because they deem its tinted windows to be a shade too dark – even though those are the windows it left the factory with, and a non-tinted option is not available. This sort of nif-naf helps nobody. If an enforcement officer wants to see who’s in the back of a cab, just tell the driver to open the window! If this means some licensing authorities don’t want to get involved, fine. There are others that will. Having fewer, more efficient departments will be a good thing. And this can be done without any compromise to safeguarding, provided that thorough DBS checks – including international checks – are central to the system.
The Government has a real chance to sort our the system, once and for all. Don’t mess this up.
Mark Bursa
New owner pledges to build Parkers into a global player
Leading north-east chauffeur operator Parkers Chauffeurs is set for expansion following its acquisition by Middlesbrough-based conglomerate Pneuma Group.
Parkers managing director Laurence Beck is staying with the business and becomes divisional director of Pneuma Automotive Group, with ambitions to expand both in the UK and overseas.
He said: “Joining Pneuma Group marks an exciting new chapter for Parkers and our team. This acquisition opens new doors for innovation, growth, and international expansion.
Pneuma Group also has interests in property, hospitality and games. Steve Brooke, CEO of Pneuma Group, described the deal as “a pivotal step in our ambitious expansion plans into Europe and the US”.
Founded in 1997, Parkers Chauffeurs is a multiple winner of Professional Driver’s QSi Awards. Beck said the priority was growing the business: “Our growth strategy focuses on acquiring established regional operators and expanding our footprint, with plans to add at least one new UK location annually.”
He said any companies acquired would take on
the Parkers brand, though it was possible that dual branding could be retained for acquisitions with strong local reputations.
“Our vision is for Parkers to be recognised as a premium car service, both domestically and internationally, with seamless app-based booking and consistently high standards across all locations,” Beck said.
“We aim to maintain high
service standards, emphasising a ‘concierge behind the wheel’ approach rather than simply increasing fleet size.”
“Our model prioritises quality over quantity. Parkers differentiates itself by offering a higher-touch, more personalised service.”
Parkers has been establishing a US market presence, starting with concierge services, and planning to deploy vehicles in key markets such as New York and Orlando, with a focus on high-value locations and events.
The company is also shifting toward cleaner transport, Beck added: “Parkers is adapting to industry trends, including the shift to electric vehicles. We recognise the challenges of charging infrastructure and are committed to offsetting emissions and integrating sustainable practices into our operations.”
Wolverhampton struggling to cope with licensing demand
Wolverhampton City Council’s licensing department is “creaking at the seams”, according to the GMB Union, which has demanded that the council takes urgent action to fix the system.
The warning comes as drivers have raised unprecedented delays in the council’s licensing system, with some drivers waiting as long as five months for simple license renewals.
GMB has reported that drivers are out of pocket as unanswered emails and hour-long waits on the phone leaves them unable to get updates on license applications.
Once the badge or plate expires, drivers are unable to work until it is renewed. While 6-month emergency extensions are being issued in some cases, providing the driver meets
set criteria, this is unsustainable and adding to the uncertainty drivers are already experiencing in the sector.
The news comes after it was revealed almost 90% of new licenses in some of the biggest cities in the Midlands were issued by Wolverhampton.The union is now calling for new powers for the West Midlands Combined Authority to intervene when councils fail to meet fair licensing timelines.
GMB Organiser Kate Gorton said:
“Wolverhampton has built a private hire license factory which is now creaking at the seams. It’s becoming unsustainable and hard-working drivers are being forced to pay the price. Our members are too often being left in the dark, without clear advice or timelines. That means sky-high costs for them, or even being forced out of the business altogether.”
She added: “If council bosses can’t handle the workload they’ve created for themselves, questions need to be answered about why one authority has been allowed to issue 8,563 licences in the first five months of 2024. If Wolverhampton can’t sort the mess, then it’s time for licensing powers to be passed to the West Midlands Combined Authority. We need answers, and quick.”
Mark Bursa
Steve Brooke (left) of Pneuma Group and Parkers boss Laurence Beck
Fast-growing Leeds-based chauffeur company Privilege Executive Cars has acquired local rival Harrogate Chauffeurs, adding two cars to the mainly Mercedes-Benz Privilege fleet.
It is the third acquisition for Privilege in the past 18 months, allowing the business to strengthen its presence within the Yorkshire region and beyond.
The takeover has happened because Harrogate Chauffeurs boss Tom Paul (right) has chosen to retire.
Privilege Executive boss Paul Watson (left) said: “We would like to thank Tom for a smooth transition and to wish him a well-deserved retirement.”
Watson added: “With over 20 years of experience as one of Yorkshire’s leading chauffeur companies, we pride ourselves on delivering the highest standard of service to our valued customers and look forward to the opportunities for the future.”
Earlier this year Privilege bought another Leeds-based chauffeur firm, Galaxy Executive Travel, which added 6 cars to the 40-strong Privilege fleet. Privilege also acquired Elite Voyager Chauffeur Travel in 2024.
Lyft adds global chauffeur offering with TBR takeover
Mark Bursa
Ride-hailing app Lyft has made a major move into the chauffeur sector with the acquisition of TBR Global Chauffeuring for £83 million.
TBR operates across 120 countries and more than 3,000 cities, established it as a major player in the $54 billion global luxury chauffeur services industry.
The deal is likely to give TBR access to Lyft's technology, though the business will be maintained as a separate entity, said TBR managing director Craig Chambers (pictured).
“The discussions between TBR and Lyft began earlier this year,” he said. “Both companies recognised the potential to complement each other and drive growth.
TBR is known for its premium, luxury service and has established a strong niche in that market. Lyft was interested in expanding
into the luxury segment, and TBR’s positioning made it a natural fit.”
Chambers continued:
“TBR operates in 122 countries, and Lyft is eager to continue international expansion, especially following its acquisition of FreeNow earlier this year. The partnership brings together resources and technology that will help elevate the TBR brand to the next level. Both companies see this as a strategic fit.”
While there may be opportunities to collaborate with FreeNow in the future, the priority is continuity, Chambers said. “TBR’s leadership team remains in place, and our focus is on maintaining and growing the TBR brand.” The company’s head office would remain in Glasgow, he added. The only change is that executive chairman Michael O’Hare, who founded TBR in 1991, has retired as part of the transaction.
TBR operates as a mar-
ketplace, using a network of independent fleet partners with professional chauffeurs. It is focused on corporate, executive, and event transport, while the Lyft deal will strengthening its position in the high-value premium chauffeur space. Chambers said: “Lyft’s resources may help us deliver even greater excellence, especially in North America where Lyft is well established. We already have a presence there, but there
is potential for substantial expansion, especially in the events sector.”
He added: “We hope to leverage Lyft’s technology and resources to improve our offerings and scalability. This could involve adopting existing technology or developing new solutions together.”
However there are no plans for TBR to be integrated into the Lyft app. The two brands will remain separate, serving different market segments. “Lyft focuses on on-demand ride-hailing, while TBR specializes in pre-booked, premium services, often booked at least 24 hours in advance,” Chambers said.
Nevertheless, there are opportunities with both Lyft and FreeNow. “In the short term, there may be opportunities to serve existing Lyft customers who require premium services. Technology integration will be a medium- to long-term focus,” Chambers said.
Waymo to introduce autonomous cab service in London next year
Mark Bursa
Leading autonomous car company Waymo has announced it will make driverless private hire vehicles available to hire in London from next year.
US-based Waymo claims to have racked up more than 10 million paid rides in the US, said its cars will “navigate London’s unique streets, understand complex layouts and traffic patterns”.
Tekedra Mawakana, chief executive of Waymo, owned by Google’s parent company Alphabet, said: “We’re thrilled to bring the reliability, safety and magic of Waymo to Londoners.”
“We’ve demonstrated how to responsibly scale fully autonomous ride-hailing, and we can’t wait to expand the benefits of our
technology to the United Kingdom. Waymo is making roads safer and transportation more accessible where we operate.”
Waymo said its cars were involved in five times fewer injury-causing crashes compared with those with human drivers.
Disability charities welcomed the move. Robin Spinks, head of inclusive design at charity the Royal National Institute of Blind
People, said: “The planned introduction of Waymo in the UK represents the potential for the dawn of a new era in independent mobility options for blind and partially sighted people, I’ve long hoped for the day when technology can safely enable spontaneous autonomous travel.”
Transport Secretary Heidi Alexander said: “I’m delighted that Waymo intends to bring their services to
London next year, under our proposed piloting scheme. Boosting the AV sector will increase accessible transport options alongside bringing jobs, investment and opportunities to the UK.”
“Cutting-edge investment like this will help us deliver our mission to be world leaders in new technology and spearhead national renewal that delivers real change in our communities.”
Earlier this year, Uber announced it would launch self-driving taxis in London from spring 2026 in partnership with artificial intelligence start-up Wayve.
The cars will initially have a human in the driver’s seat who can take over control of the vehicle in an emergency, but will transition to being fully driverless.
London drivers demand licensing reform outside TfL event
A group of London private hire drivers staged a protest outside a black-tie dinner at Camden Roundhouse, attended by Mayor Sadiq Khan and senior Transport for London (TfL) officials.
The drivers are calling for stronger action within TfL to sort out the ongoing delays in processing and renewing drivers’ licenses.
The demonstration was organised by the Independent Workers’ Union of Great Britain (IWGB), which is demanding urgent reform to protect drivers from financial hardship and unsafe working conditions.
barely put food on the table. We are calling on TfL to regulate London’s private hire industry.”
The drivers delivered speeches and offered mock toasts to the drivers working 16-hour days. Nader Awaad, chair of the IWGB Private Hire Drivers Branch, said: “TfL managers are sipping champagne while drivers can
The licensing crisis, which began last year, continues to leave thousands of private hire drivers unable to work while waiting for renewals to be processed. Some drivers have faced car repossessions, rising debt and loss of income.
The IWGB has taken legal action against TfL, arguing that the current system unfairly disadvantages private hire drivers compared to black cab drivers. The union is seeking reform to prevent future backlogs and to ensure a more transparent approach to licensing.
TfL has said it was working to improve processing times but maintains that safety and background checks must not be compromised. The union argues that while safety is vital, drivers cannot be left without income for extended periods due to administrative issues. Awad added: “TfL has a responsibility to ensure that the drivers who keep London moving are fairly paid, have proper health and safety measures, and are protected from unfair deactivations.”
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BTA launches four-point plan to provide cheaper airport charges
Mark Bursa
The Business Travel Association has launched a campaign to demand lower drop-off and pick-up charges from UK airports. The Travellers Airport Drop Off Charter was launched at last month’s LPHCA London roadshow.The charter calls for four key measures:
● Maximum charge cap of £3 at all UK airports
● Charges should only apply between 9am and 6pm daily
● Electric vehicles should receive a 50% discount on drop-off charges
● The charge should be daily, so drivers only get charged once per day per airport, regardless of how many visits they make.
“UK travellers are being hit with a £7 million annual penalty just for arriving at airports, and it’s time this stopped,” said BTA chairman Clive Wratten (pictured). “These charges impact the private hire sector and their customers.”
He said business travel-
lers often have no alternative but to take a car to the airport as public transport is not running when they need to get to the airport for an early morning flight.
Wratten compared the UK to other European countries.
“Right across Europe and beyond, being dropped at the airport door costs nothing. Yet another competitive disadvantage for UK plc.”
Travellers were already paying passenger service charges through their airfare for airport facilities, he said.
“At Heathrow this is around £24, with charges varying across other UK airports. Why are we being charged twice?”
Westmorland aims for consistent regional taxi policy
Westmorland and Furness Council has unveiled a draft Taxi Licensing Policy aimed at delivering consistent taxi and private hire services.
The proposed policy marks a major step in harmonising licensing standards following the 2023 Local Government reorganisation, which merged four former councils into a single authority. But drivers still have to follow different regulations depending on whether they work in Eden, Furness, or South Lakeland.
Under the new proposal, the
council aims to introduce a single set of rules for all drivers, vehicles, and operators.
Under the proposed changes, Hackney Carriage drivers would no longer be restricted to operating in specific zones. Instead, all licensed drivers could work anywhere across Westmorland and Furness, increasing flexibility and availability.
Drivers would be able to operate both Hackney Carriage and Private Hire vehicles under a single “dual licence” for one fee — reducing costs and simplifying the application process.
NOBODY AT THE WHEEL NOBODY AT THE WHEEL
Are “robotaxis” an inevitable part of the private hire landscape?
The Government seems to think so. A Transport Committee consultation has just closed, covering the minutiae of how the technology might be practically deployed.
But while most in the industry accept that the technology is developing rapidly, and large multinational operators such as Uber and Walmo are already looking to start Automated Vehicle (AV) taxi services in the UK, there is also considerable concern about the wider societal damage these services could cause.
We believe there are five key points that must be given much fuller scrutiny before licensing of AV taxi services goes beyond the pilot scheme stage:
1: Employment
The private hire, chauffeur and taxi
The government appears to be backing autonomous vehicles, and Uber is ready to go, but there could be major problems in setting up a licensed autonomous taxi service in the UK. Mark Bursa reports
industry employs in excess of 300,000 people in driving jobs in the UK. This is a substantial number and almost 1% of the UK workforce (estimated at 34 million in May 2025, according to Government figures).
The sector offers employment to people for whom the skill set of driving safely and offering friendly service should not be understated. Being a professional driver is an occupation that can offer a wide range of incomes and occupational status without the need for trade or academic qualifications.
The consequences of removing this entry point into secure and valued employment for 300,000 people over a few years could put a major dent in
the government’s drive to reduce unemployment, while increasing welfare and benefit spend, and risks proving politically unpopular.
The job of private hire driver can be rewarding and stimulating for those who choose it as a career. Professional Driver’s QSi Awards include an annual “Driver of the Year” award. Our silver medal winner in 2025 was Jennifer White, who works for major private hire operator DG Cars of Nottingham.
Jennifer was struggling to make ends meet, having to support her family through low-paid jobs. But becoming a private hire driver has transformed her life. Her employer said in her awards submission “Her
WHEEL WHEEL
The government believes that autonomous vehicles will create jobs. But the taxi and private hire sector could suffer far greater losses than any new IT positions that might be created
natural kindness and dedication have made her beloved by her passengers.”
Widespread adoption of AV services in place of traditional private hire would deprive people like Jennifer of the chance to have a meaningful career as a private hire driver.
The Government has spoken of the opportunity to create jobs through the development of AV technology. The Department for Transport says the AV industry could create 38,000 jobs and add £42 billion to the UK economy by 2035.
But these additional jobs will not compensate for the loss of driving jobs in the private hire and taxi sector. The government appears to believe that the new job opportunities will include IT development, coding and other techbased roles.
However, as we are already seeing, the most likely new entrants to the AV market will be companies such as Uber or Waymo, the Google-backed US AV operator that probably has the
greatest experience of any company in operating so-called ‘robotaxis’ in the US.
Uber has announced the start of trial services in 2026, using cars equipped with artificial intelligence (AI) technology from Wayve, which has been testing the technology in London with human oversight. Uber confirmed that the cars will still have to carry a “safety” driver, as the scope of the new legislation does not yet extend to allowing full autonomy.
The likelihood is the technology jobs that companies such as Uber an Waymo rely on to make their operations work would not be replicated by new jobs in the UK. Rather, the existing technology would be adapted for use in European markets by existing IT staffers of those organisations.
The trade unions have expressed their fears over job losses. GMB national secretary Andy Prendergast recently told the BBC that driverless cars and taxis would have “significant social implications” on employment if thousands of drivers were to lose their jobs.
It is more likely that the only need for new jobs would be operational roles, such as car cleaning and preparation, vehicle repairs, fleet maintenance and operational management (ensuring electric vehicles are recharged, for example).
Unfortunately, we expect there will be high levels of damage and vandalism to vehicles, as well as a need for frequent interior cleaning (vomit, abandoned food or worse). Effectively, the sector would be downgrading driving jobs to more menial roles. Customer-facing, service-related employment would be replaced by far less edifying work.
2: Operational issues
It is to be assumed that the majority of AVs will incorporate electric vehicle technology. The operators of these vehicles will have to operate on a central hub basis, with vehicles returning to a base on a regular basis for maintenance, cleaning and battery recharging.
This creates a new problem of where to site any depot. The vehicles need to be dispatched to customers on a timely basis, which means any urban AV taxi service would need to be centrally located.
With traditional private hire, or indeed with ride-hailing services such as Uber and Bolt, there is no need for a large central car park. The drivers are, in general, responsible for their own vehicles. This is the same regardless of whether the drivers are self-employed contractors who source their own cars (eg Uber drivers), or employed drivers who drive a company-owned car (eg Addison Lee drivers).
The drivers take the cars home after they have finished work, and thus the substantial fleets that are operated by the likes of Uber and Addison Lee are distributed widely across the urban area while not in service.
As AVs do not have a driver, they cannot be distributed so easily while not in service. Instead, they would have to return to a central base. This is likely to cause sizeable amounts of congestion around the central depot, with AVs constantly returning to the base station when not in use, or when needing cleaning or recharging.
In any case, it would be almost impossible to find suitable premises in central London to house a fleet the size of Addison Lee’s 4,000 vehicles (assuming Addison Lee were to become a fully AV operator) – and there will be times at night or during off-peak hours where demand will not require anything like the peak numbers.
In America, where land is more plentiful, we have seen reports of AV parking areas where cars are stored at night causing considerable annoyance to local residents as cars are constantly being moved around the park, with audible warning beeps and flashing lights throughout the night.
The issue of depot and storage space is, we believe a major issue that perhaps has not been considered. While it may appear a side issue, it is an area of considerable concern for congested city centres. It may limit fleet sizes of any autonomous taxi operator, thus making the service unviable.
America has substantial experience of AV taxis in major cities such as San Francisco, Las Vegas and Austin. However, the majority of miles have been on large, wide, and mainly straight roads, with plentiful land for vehicle parking and storage – an operating environment substantially
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news analysis
CONTINUED FROM PAGE 13 different to the road systems found in the UK.
One thing AV taxis don’t seem to be doing is bringing down the price of travel. Data aggregator Obi analysed roughly 90,000 journeys from ride-hailiers Uber and Lyft, and AV taxi operator Waymo between March 25 and April 25, 2025 in San Francisco.
The survey found that riding with Waymo was nearly always more expensive than using a human-driven Uber or Lyft. After comparing estimated arrival times, prices, and routes, Obi found that Waymo averaged $20.43 per ride, while Uber clocked in at $15.58 and Lyft at $14.44. The increase was worse at peak hours, when a Waymo ride cost $11 more than Lyft and almost $9.50 more than Uber.
The private hire market is very price sensitive in the UK, so it may not be that UK services see such premium pricing techniques employed. Nevertheless, it is important to note that price inflation in the sector would hit lower earners and vulnerable citizens the hardest, and would be a substantial vote loser.
3: Loss of services
Autonomous vehicles can replicate the driving functions provided by a human driver, but there are other aspects of a driver’s role that they cannot replicate. How does the autonomous car help the passenger with heavy luggage? How does it fit child safety seats? How does it spot that the passenger in the back is not well, or worse, is contemplating self-harm?
Another QSi Professional Driver of the Year award winner was Crown Cars Rhos driver Mark Jones, who won the Silver award in 2023 because his vigilance and prompt actions saved not one but two lives.
Mark recognised that a diabetic passenger in his car was slipping into a coma, and quickly took him to the local hospital where he could receive life-saving treatment. In a separate incident, he recognised that a young female passenger was feeling depressed and contemplating suicide. By remaining calm, he won her trust and took her safely home, before alerting local authorities, who were able to provide help.
Discard the driver and you discard people like Mark Jones, as well as thousands of other drivers who provide a kind, personal service to all kinds of people.
Taxis provide a vital lifeline for older people who are mobile but can no longer drive; for people with disability or frailties; for those in rural areas
deprived of decent public transport options; and for school transport. The need for this latter service is likely to increase in line with the rising numbers of children diagnosed with special educational needs and disabilities (SEND). According to a report from the Local Government Association, councils are predicted
Greater Manchester Mayor Andy Burnham is upset that many local taxis are Wolverhampton licensed
Wayve is testing autonomous vehicles on the streets of London
to spend nearly £2 billion in the year 2025/26 on SEND home to school transport. It is difficult to see how this particular form of transport could be provided by a driverless car.
Additionally, the private hire sector has often provided an impressive response to crisis situations, most notably the MEN Arena bomb attack in
news analysis: autonomous taxis
2017, where drivers were instrumental in getting stranded concertgoers, many of them teenagers, safely home. Again, these drivers and operators were rewarded with a special QSi Award that year.
We reported several instances of drivers parking up and going to the Arena on foot in order to escort their passengers safely back to the car and out of the area. Autonomous vehicles would not be equipped to cope with such a crisis, and would be more likely to cause congestion, obstructing emergency vehicles and making a dangerous and fraught situation worse.
It’s clear that we must avoid a “race to the bottom” where companies such as Uber have stated that they want to remove drivers from their business model in order to save costs. The driver’s role must not be underestimated.
4: Safety
The Government is maintaining that safety is a key driver behind the adoption of the technology. Lilian Greenwood, parliamentary under-secretary at the Department for Transport, told the Commons that the benefits of AV include “reducing human error, which causes nearly 9 in 10 road collisions”.
However, experience in the US, where a number of autonomous taxi schemes are already in operation, show that there are still considerable issues in terms of safety.
An analysis of injuries and fatalities in self-driving car accidents by US lawyers Craft Law Firm showed that of the 3,979 incidents that occurred from 2019 to June 2024 involving vehicles with the most advanced driver assistance systems available, there were 496 injuries, including 58 serious injuries and 83 fatalities.
Tesla is by far the most frequently involved in accidents. Of the 3,979 total incidents reported to the NHTSA from June 2021 to June 2024, Tesla vehicles were involved in 53.9% of them (2,146 incidents). Tesla earlier this year launched its first “Robotaxis” in Austin, Texas. These were not purpose-designed vehicles but appeared to be standard Tesla Model Ys, with a safety driver in the passenger seat.
But the US National Highway Traffic Safety Administration is already investigating the Tesla self-driving taxis after seeing videos showing them
braking suddenly or going straight through an intersection from a turning lane and driving down the wrong side of the road.
Online Videos also show the ‘safety driver’ having to intervene in order to stop the Tesla AV hitting a reversing truck, while road safety groups set up a trap involving a school bus and a dummy child. The car did not recognise the danger and hit the dummy, driving on without stopping.
Uber also launched an AV service in Austin, Texas in March, with driverless vehicles working for up to 20 hours per day, seven days per week. Customers can choose whether to take a robotaxi with no difference in fare. Uber has not reported any major safety incidents, though its vehicles have considerably more sophisticated technology including LiDAR, compared to the Tesla cars, which just use cameras, and have come in for widespread criticism as a result.
Most notably, the Tesla “Road Runner” test (named after the cartoon character) was an experiment by YouTuber Mark Rober in March 2025. A Tesla using the company’s so-called “Autopilot” AV system drove into a fake Styrofoam wall painted to blend with the road, failing to stop and crashing through it. The test highlighted the weakness of Tesla’s camera-only system, as a LiDAR-equipped Lexus in the same test stopped successfully.
Collisions and accidents are inevitable in an environment where AVs are sharing road space with conventionally-driven vehicles. The issue of insurance has been partially addressed in the Vehicle Technology and Aviation Bill (2017), which emphasised that if there is an accident, the compensation route for the individual remains within the motor insurance settlement framework, rather than through a product liability framework against a manufacturer. However this is more complicated for taxi and private hire operators as the issue of liability insurance does come into play. All operators – and individual self-employed drivers - must have specialist taxi insurance to cover injuries and losses sustained by their customers.
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news analysis: autonomous taxis
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the vehicle. And that could be a matter of life and death. What if an autonomous car was in a situation where it had to decide whether to avoid an accident – but kill some pedestrians in so doing – or take the hit, knowing its occupants would die? How would the vehicle’s programming deal with such a situation in a split-second? Would a high net worth individual be prepared to travel in an AV with such an uncertain level of risk? Would the algorithm take account of the “value” of the human lives involved?
We believe there has not been sufficient transparency over these issues and it is essential that full and comprehensive discussions surrounding the minutiae of the operating algorithms with regard to occupant protection and insurance.
5: Licensing
It will be extremely difficult to include AV taxis within the current regulatory regime for taxis and private hire vehicles.
Transport for London has claimed that current AV proposals would not be classed as either taxis or private hire vehicles, meaning they would fall outside existing regulatory frameworks and might have to have a
different classification altogether. This could potentially undermine existing standards applied to licensed services.
Christina Calderato, TfL director of transport strategy and policy, said any deployment of autonomous vehicles must contribute to Vision Zero, the policy targeting the elimination of deaths and serious injuries on London’s roads. Calderato confirmed that TfL is working with government and private operators, including Uber, to understand how AVs can be integrated safely and effectively.
Speaking earlier this year, Calderato said: “These would not be taxi or PHV services and so they are different offerings and the public can expect different things from them. The AV offering as we understand at the moment would be outside of that kind of taxi or bus regulation.”
Helen Chapman, TfL’s director of licensing, regulation and charging, suggested AV operations may require some kind of permit, but admitted nothing could be done until the government passes legislation. The issue of accessibility also needs to be addressed, as there is nothing in the latest rules about making the AVs accessible to disabled users.
At present, taxi and PHV licensing is left to local authorities, which means that in excess of 200 separate
councils are free to develop their own rules and regulations, and their own licensing charges, without a national framework. The Government has run a separate consultation on these issues, and the taxi and private hire sector is strongly in favour of national standards, along the lines of bus (PSV) and truck (HGV) licensing.
We believe that it would be prudent to await any decision on national PHV licensing before developing any separate rules for AV taxis, and a very considered approach must be taken to avoid bad legislation being passed.
Conclusion
It’s clear that the technology exists to make Autonomous Vehicles work within the taxi sector in some circumstances.
Experience in the US suggests that in large cities with wide, straight roads and ample land, AVs can provide a service that replicates regular taxis. However it is more complicated to replicate this service in more cramped and restricted UK urban conditions.
Our view is that the Government’s enthusiasm for AVs must be tempered by caution. With PHV licensing under review, joined-up thinking is required if AV taxis are to be licensed within a common framework.
Addison Lee has used autonomous systems to gather data about how the cars might operate in London
Adddison Lee / Oxbotica
Supercharged show
The German national motor show moved from Frankfurt to Munich several years ago, and now it alternates with Paris to provide Europe's only substantial international motor show. And while motor shows have dwindled in importance in recent years, the arrival of the Chinese auto industry in European markets has certainly given the surviving shows a shot in the arm.
Indeed, the Chinese were there in force at Munich, with many automakers now unveiling multi-brand strategies to tackle the market. And it's not all about SUVs. There were plenty of saloons and estates, plus a smattering of luxury MPVs, which is good news for chauffeurs and private hire operators. And many of the new cars on show are coming to the UK in the next couple of years.
BMW iX3
BMW unveiled the first of its electric “Neue Klasse” models – the iX3 SUV – and the car will become the EV with the longest range on the market when it goes on sale early next year.
The iX3, sporting the retro-styled narrow BMW kidney grille, offers a range of up to 805km (500 miles), and peak charging performance of up to 400 kW. Series production will begin in the Autumn at a new plant in Hungary.
Polestar 5
Polestar unveiled its new flagship electric model at the IAA. The Polestar 5 is a fourdoor grand tourer based on the 2020 Precept concept car. It will go on sale in 2026, with prices starting from £89,500, pitching it against the BMW i5 and Mercedes EQE. The Polestar’s chassis has been designed from the ground up to allow for a low roofline, avoiding the SUV-crossover look that affects the styling of many electric saloons. Like the Polestar 4, it has no rear window, instead using rear-view cameras and screens to show the world behind the car.
Alexander Migl/Creative Commons
Alexander Migl/Creative Commons
BYD Flash Charge
BYD launched plenty of new cars at the IAA, but perhaps its most significant unveiling was its BYD Flash Charge technology. This is a new ultra-fast, 1,000kW (1 Megawatt) system designed to reduce EV charging times to a similar level to petrol refuelling. The technology can add approximately 400km (249 miles) of range in about five minutes – almost 1 mile of range per second. The first BYD Flash Charger stations are expected to installed in the UK in 2026, when BYD will have new cars available that are compatible with the system.
In China, where the system is already running, BYD’s latest Han L and Tang L models are equipped with latest Flash Charging Battery technology, allowing them to make optimum use of the network.
Denza 5 and Denza D9
Denza is BYD’s premium brand – it has a similar relationship as Lexus does with Toyota. It launched at IAA with two models – the D9 MPV and the flagship Z9 Grand Tourer.
Both models will be launched in the UK next year, alongside a third model, the B5 SUV, which threatens to be a direct rival to the Land Rover Defender.
The Z9 will come as an EV and a PHEV. The latter has an electric-only range of 125 miles and an overall range of 684 miles. The electric version uses a tri-motor set-up with a 100kWh battery, giving it a range of 391 miles.
The seven-seat D9 MPV will arrive in the UK by midyear and will also come in EV and PHEV form, and will offer chauffeurs a much-needed luxury alternative.
Alexander Migl/Creative Commons
Matti Blume/Creative Commons
Matti Blume/Creative Commons
XPeng P7 Next, G9 and D9
XPeng has only just launched in the UK with the impressive G6 SUV, but it’s already lining up a full range of new launches for 2026.
Top of the list is the latest version of its electric P7 saloon, already fully upgraded from the model shown at Paris last year.
The Next P7 has been designed using AI, which Xpeng is pioneering in car design. Built on an 800v platform, it features a battery pack supporting 5C charging rates, enabling a 525-kilometer recharge in just 10 minutes.
Also on display at IAA were two more new XPeng models: the G9 SUV, a larger model than the G6, and another up-market seven-seater MPV, confusingly with the same model name as Denza’s direct rival - X9.
XPeng is serious about Europe, and it announced it was opening a new R&D centre in Munich. The company was founded as recently as 2014, and only started producing cars in 2018, but last year it built nearly 200,000 vehicles in China.
Alexander Migl/Creative Commons
Alexander Migl/Creative Commons
Alexander Migl/Creative Commons
Lucid Gravity
The huge US-built Lucid Gravity is an electric seven-seater SUV first launched in America last year and now available to order in some European markets.
First deliveries of the Lucid Gravity SUV in key markets including Germany, the Netherlands, Switzerland, and Norway are scheduled to begin in early 2026. Pricing starts at €116,900 in Germany for the Grand Touring model, with the cheaper Touring trim to be added later.
The Gravity is Lucid’s second model, following the Air saloon. There are plans to launch both models in the UK, possibly as early as 2026. Gravity has a 120kW battery giving 450 miles of electric range.
BYD Seal 6 and Atto 2
BYD is launching its first estate model early in the new year. But it’s not going to be an electric car – instead the Seal 6 DM-i Touring is a plug-in hybrid that uses the BYD Super Hybrid system from the Seal U SUV.
The Seal 6 vehicle offers a combined petrol-electric range of up to 935 miles, making it ideal for long-distance work. It’s likely to cost around £35,000 – well below the likes of VW Passat and BMW 330e Touring.
BYD also showed the new Atto 2, a compact electric SUV that’s already on sale in the UK, with prices starting from just over £30,000, going up to £35,000 for top-spec versions.
Alexander Migl/Creative Commons
Alexander Migl/Creative Commons
Matti Blume/Creative Commons
Forthing Xinhai S7
The Forthing Xinghai S7 mid-sized saloon comes in both battery electric and range extender hybrid.
The Forthing brand is unfamiliar but it is owned by another major Chinese automaker, Dongfeng, which is targeting major expansion into Europe. Dongfeng already operates in a number of markets with the Voyah brand, and wants to sell 80,000 cars in Europe next year. So far it has not announced whether the Forthing brand is coming, but its presence at IAA is something of a clue!
Skoda Vision O
This concept car gives a strong idea of what the next-generation Skoda Octavia is going to look like. And it looks like the estate body shape still has a future with the Czech brand.
The Vision O is all-electric, and this means a low, flat floor is possible, giving a capacious boot of 650 litres. Whether the rear-hinged rear doors will make it into production is another matter, but it would make for easy entry to the rear. The new Octavia is due in 2028.
Hongqi Tiangong
05
Hongqi – the name means Red Flag - is one of the oldest Chinese car brands, dating back to the 1950s, when it started making limousines for Government officials.
It’s owned by FAW, another giant Chinese automaker which has yet to start exports. At Munich Hongqi said it would launch 15 electric and hybrid models in Europe by 2028 across 25 markets. It already sells cars in Norway, the Netherlands and Poland. As well as the Tiangong 05, it has launched an SUV called the Hongqi EH7.
Mercedes GLC
In a major change of branding, Mercedes is bringing its EVs into line with its ICE range. The EQS compact SUV is to be replaced by this car, the all-electric Mercedes-Benz GLC, with ‘EQ’ downgraded to a tech label. At launch, the GLC400 4Matic will simply state that It has “EQ technology”. The car will have a range of up to 443 miles. While most EV makers are moving away from “statement” grilles, Mercedes is sticking with its familiar face, The electric GLC has a redesigned front end – but it’s very much a grille!
Alexander Migl/Creative Commons
Alexander Migl/Creative Commons
Alexander Migl/Creative Commons
Alexander Migl/Creative Commons
GAC Aion UT and Aion V
GAC stands for Guangzhou Automotive, another long-established Chinese company that is also now targeting Europe, using the Aion brand.
At Munich the spotlight was on the Aion V, the first GAC model to be officially launched in Europe, alongside the new Aion UT, a compact hatchback designed for global markets. They will form the cornerstone of a six-model Aion range, also including the S7 SUV model and a seven-seater MPV called E9.
GAC aims to sell 3,000 Aion V models in Europe this year, followed by 15,000 units in its first full year of sales in 2026.
Leapmotor B05
Stellantis' bold Chinese venture is starting to deliver results. The 51:49 JV with China's Leapmotor is already the third-biggest electric and plug-in hybrid vehicle maker in China, and its European range is set to grow next year with two new models: this electric hatchback, the B05, and an SUV on the same platform, the B10. They will join the C10 SUV and the budget-priced T03 city car in the Leapmotor range. The B10 spec includes a 218hp electric motor and a 67.1 kWh battery pack delivering up to 434km of range. Both batteries support 11 kW AC charging and DC charging up to 168 kW, enabling a 30–80% charge in less than 20 minutes.
GAC
Matti Blume/Creative Commons
Alexander Migl/Creative Commons
Volvo ES90
On sale in the UK from next year at around £70,000, the electric Volvo ES90 is a combination of a saloon, fastback and SUV.
Roomy and practical with a 424-litre boot, it also features new 800-volt technology makes its debut in the ES90, which means it can add add 200 miles of range in less than 12 minutes at 350kW fast charging stations. Overall range is 434 miles for variants with a 106kWh battery.
Kia EV4
The EV4 hatch is the first Kia EV produced in Europe, replacing production of the Ceed in Slovakia.
Slightly larger than the EV3, it’s an ideal electric replacement for the thousands of Toyota Prius hybrids still in use as PHVs. It’s roomy in the back, with a 435-litre boot. DC rapid charging at 129kW means a1080% charge takes 31 minutes. Prices start at £34,695.
AITO 5
AITO is one of the newest Chinese brands. Apparently it stands for ‘Adding Intelligence to Auto’, and it’s expected to launch in Europe next year. It’s owned by a Chinese company called Seres, but in the background as technology provider and arm’s length backer is controversial Chinese computer giant Huawei. At IAA it unveiled the AITO 5, a compact SUV with a hybrid powertrain, offering a WLTP range of 700 miles. The company is targeting European sales and has set up a technology centre in Amsterdam.
Volkswagen ID Polo
European automakers have struggled with names for their EVs: Mercedes and Audi have had to backtrack on over-complicated naming policies, and now VW is moving away from the ID numbers in favour of traditional nameplates.
So the planned ID.2 won’t be called that – instead it’ll be an ID Polo. Expect the next-gen ID.3 to be an ID Golf – and so on throughout the range.
ID Polo is based on the ID.2All concept car and will go on sale next year, priced around £22,000, where it will compete with low-priced EVs such as the Renault 5 and Kia EV2. It’ll have a range of around 280 miles. There will also be a top-line GTI version at around £30,000.
Matti Blume/Creative Commons
Alexander Migl/Creative Commons
Alexander Migl/Creative Commons
Alexander Migl/Creative Commons
Avatr 012
Multi-brand strategies are the order of the day in China. Avatr is basically the up-market brand of automaker Changan. Avatr has solid backing from Chinese tech giant Huawei and battery-maker CATL.
It offers a number of models in China and wants to bring them to Europe. The flagship is the 012 grand tourer styled by former BMW designer Nader Faghihzadeh. It uses a dual-motor powertrain paired with a 93.4 kWh CATL-supplied battery giving a range of more than 400 miles.
Changan Deepal S05
Changan launched its first model, the Deepal S07 SUV, in March, and this is the second –the smaller Deepal S05.
And new cars will be coming thick and fast from Changan as it plans to have eight models on sale by 2028. The battery-electric version of the Deepal S05 is powered by a 175 kW motor and a 56.12 kWh lithium battery pack with a range of around 300 miles. Fast-charging from 30-80% takes 15 minutes.
The initial target markets in Europe are Norway, Denmark, Germany, the UK and the Netherlands.
Togg T10F
Another new brand – but this time, not a Chinese one. Togg is Turkish, founded as a joint venture by five Turkish companies in 2018.
An assembly plant was opened in 2022 in Gemlik, Bursa province, next to Togg’s subsidiary Siro which produces lithium-ion batteries.The Togg T10F is one of two launch models – the T10X SUV is the other – and three more are planned by 2030. T10F’s 88.5 kWh battery gives a range of 389 miles.
Ralph Hoppe/Adobe Stock
Alexander Migl/Creative Commons
Alexander Migl/Creative Commons
EXCEPTIONAL EXCEPTIONAL
XPeng G6
XPeng G6
Mark Bursa Mark Bursa
Take a glance at the UK car sales chart and you'll see the impact the Chinese automakers are already having – the likes of BYD and Jaecoo are already riding high, proving that a lack of brand history is no obstacle.
As you can see from our Munich show report, there are plenty of other Chinese automakers lining up to launch over here, and one that quietly arrived earlier in the year is XPeng, whose first UK model, the G6 electric SUV, is the car we’re testing here.
XPeng is one of the newest Chinese car firms, and unlike a lot of the “new” Chinese brands, which have been supplying local Chinese markets for decades, XPeng is a genuine startup. It is funded by Chinese investors, Middle Eastern sovereign wealth funds and New York Stock Exchange money.
XPeng only started production in 2018, but by 2024 it was
building nearly 200,000 electric and range-extender hybrid cars in China, and last month XPeng announced it would start building cars in Europe in a partnership with assembler Magna. This will start with the G6, but other cars will follow, including the larger G9 SUV. At Munich XPeng also showed a stylish saloon, the P7, and a big seven-seater MPV called X9.
XPeng describes the G6 as a “mid- size coupe SUV”. It’s a handsome vehicle, with smoother, Mazda-ish lines than many rivals. It’s very aerodynamic, with a drag coefficient of just 0.248Cd. And it comes with a very high level of specification.
The interior is stylish too. Minimal in two-tone light grey and charcoal, but without being sparse, and using high quality materials and modern design like you might find on up-market Scandinavian furniture. First impressions are
EXCEPTIONAL XPENG EXCEPTIONAL XPENG
overwhelmingly positive, though you might want to opt for the alternative all-black interior for chauffeuring.
The seats are comfortable, with the leatherette front seats being both heated and ventilated. The driver’s seat offers 8-way power adjustment and 4-way lumbar support.
Rear seats have a 12-position adjustable back rest with a maximum angle of 38.4 degrees. The 2.89m wheelbase gives good rear legroom, while the coupe-style roof does not compromise rear headroom. This is well-designed, with the actual roof line being higher than the door line suggests.
The luggage area offers a capacious 571 litres of storage, rising to 1,374 litres when the rear seats are folded down. Surprisingly, there’s no “frunk” under the bonnet.
The G6 is well-equipped for connection with four USB ports and two 50W smartphone charging pads, side-by-side on the front console.
The level of standard specification is good, with a centrally-mounted, non-angled 15in infotainment screen handling most functions, together with a 10.2in screen in front of the driver to carry essential information such as speed and range. There’s no head-up display, perhaps surprisingly. The touch screen is a bit fiddly, with small buttons that are not easy to hit on the move.
Some of the functions can be accessed by the steering wheel – which older readers might find reminiscent of the old Austin Allegro “quartic” wheel. The buttons and wheels on the steering wheel can be used to adjust the door mirrors and steering column. Driver “assist” bings and bongs can be turned off via the menu, but as with most modern cars, start up each time you turn the car on.
The XPeng G6 has an advanced driver assistance system
CONTINUED ON PAGE 28
road test: XPeng G6
DATA
Price as tested £45,690
SPECIFICATION
Engine Single electric motor
Transmission Single-speed auto, rear-wheel drive
Battery 87.5kW Li-Ion
System power 281bhp
System torque 440Nm
Top speed 124mph
0-62mph 6.2sec
CO2 emissions 0g/km (WLTP)
Electric range 354 miles (WLTP)
Energy Use 17.5kWh/100km
WLTP (Combined)
AC charging 5-100% (11kW) 9h 30 min
DC Charging 10-80% (280kW) 20 min
Length 4,753mm
Width 1,920mm
Height 1,650mm
Wheelbase 2,890mm
Loadspace 571 litres
Warranty 5 years/ 75,000 miles
Battery warranty 8 years/ 100,000 miles
Insurance Grp 44
VED Band A+ £620
CONTINUED FROM PAGE 27 (ADAS), using 12 ultrasonic sensors and 12 cameras. The G6 also features a premium 960 watt Xopera sound system with 18 speakers, This includes headrest audio for the driver, providing information such as navigation controls at low volume.
There are three versions of the G6: we’re testing the long-range model with the bigger (87.5kWh) of the two batteries available. This has a competitive range of 354 miles (WLTP) A smaller 66kWh battery is optional, with a 270-mile range. Both these models are rear-wheel drive. An allwheel drive performance version will also be available, offering a whopping 476hp.
All G6 versions has 800-volt technology, allowing fast DC charging at up to 280kW. With a suitable charger, the battery can be recharged from 10% to 80% in less than 20 minutes. With heat pump air conditioning standard in all models, the climate control is not a drain on the car’s energy consumption.
The battery is integrated as a fixed
part of the platform, which reduces the car’s height by 5%. A three-layer anti-collision structure helps protect the battery, and the side pillar can withstand pressure up to 80 tonnes. The G6 was awarded a five-star Euro NCAP safety rating in September 2024.
On the road we’re impressed by the precise steering, especially around town. There’s a low level of noise –a mild, deep whine that means you know it’s going! Ride is competent on motorways and reassuringly soft on country roads. It’s not outstanding, but there’s nothing that annoys. It’s very quiet on the motorway, with minimal wind noise thanks to good aerodynamics and double-glazed side windows.
Brake regeneration is not controlled by paddles, but seems to be part of the various driving modes, selected via the touch screen menus.
The warranty looks good at 5 years, but the mileage is limited to just 75,000 miles. The battery and assorted high-voltage equipment has an 8-year, 100,000-mile warranty.
VERDICT
The XPeng G6 wins top marks for styling and quality. Targeted clearly at the Tesla Model Y, it looks nicer and the interior is far superior to its American rival.
The XPeng G6 also scores well on practicality, with plenty of rear seat space and a massive and useable boot – even bigger than the Skoda Enyaq’s luggage compartment.
Prices start at £39,990 – thus avoiding the year two VED £600 whammy – but that’s only for the short-range version. If you want the £44,990 longrange version, you’ll have to stump up another £5,000 – and swallow the VED. Any colour other than white adds £700.
You’ll need the extra range if you do long-range work, though an urban driver with home charging would be able to work perfectly well with the short-range G6. The satnav system is comprehensive but, as with many modern cars, quite fiddly to operate. And you need to keep cancelling those audible warnings each time you start.
Chinese automaker Geely is already present in the UK through its ownership of Volvo, Polestar, LEVC and Farizon, but now the company is launching its parent brand into the UK.
Geely’s first car, the Geely EX5, is a compact SUV pitched with an entry price well below the Volvo and Polestar brands. Instead Geely looks set to challenge rival mainstream Chinese brands such as Chery and Changan, both of which have recently launched into the UK.
Geely has already been introducing itself to UK audiences through a “softlaunch” over recent months, including displays in major shopping centres and at automotive events.
GEE WHIZZ! GEE WHIZZ!
The Geely EX5 is now available to order, with a starting price of £31,990 OTR for the SE version, with first customer deliveries expected before the end of 2025. The EX5 is a five-seat battery-electric SUV that uses what Geely calls “a real-world, future-focused approach to electric mobility”. This means the SE version has an electric range of 267 miles (WLTP), combined with 160kW DC fast charging that means a recharge from 30 to 80% will take around 20 minutes.
Standard features include a heat pump, active grille vanes and driver- selectable regenerative braking, as well as heated and ventilated front massage seats, 33 storage spaces and a 16-speaker audio system as standard. This is backed by an industry-lead-
ing eight- year or 125,000-mile warranty applicable to both vehicle and battery.
Inside the cabin, there is a 15.4in central ultra-high definition touchscreen as well as a 10.2in driver display above the steering wheel. The EX5 also comes with a HUD.
Geely Auto UK is also offering its own EV Grant until the end of 2025; a discount funded by Geely Auto UK applied to the recommended on-theroad price. The amount varies depending on the trim. There’s £2,300 off the price of the EX5 SE, while the EX5 Pro receives £3,200 and the top-spec Geely EX5 Max has a £3,750 discount.
Geely is using a wholesale distribution model, backed by a retail and
WHIZZ! WHIZZ!
Geely EX5 Geely EX5
Mark Bursa Mark Bursa
aftersales network of 25 franchised dealers across the country, including large dealer groups such as Sytner, Stoneacre, Greenhous, Hendy and John Clark Motor Group.
Further dealerships are already in development, with a target of 50 nationwide before the end of the year, and 100 by the end of 2026.
As part of the launch, Geely Auto UK has partnered with Andersen EV to provide every Geely EX5 customer with a reduced-cost home charger. Alternatively, customers can opt for £500 of public charging credit through Octopus Electroverse.
The brand has joined The Motor Ombudsman, ensuring accredited service and consumer confidence.
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the knowledge
What could go wrong with autonomous vehicles?
The Department for Transport, the part of government responsible for making policy for moving things and people around the UK, appears unduly bullish about getting autonomous vehicles on the road in as close to a real-life scenario as pilots will allow.
Regulators appear equally interested but are rather less bullish on timescales. Then there are “tech firms” publishing press release after press release indicating they are there, ready and good to go with “oven-ready” robocars! But what is the truth? Where are we? Will it really happen? And when? What could possibly go wrong?
In some quarters there seem to be musings (they are not credible enough to be called thoughts) that one can simply purchase 1,000 cars – or more – kit them out with the autonomous technology and let them go. By magic they will know where to go, they will pick up passengers and drop them off and no one needs to worry about operations ever again.
Well let’s put that load of childish nonsense to one side and think about what moving to AVs will really be like. First and foremost, AVs will be moving vehicles. The cities around the UK are busy places with other vehicles, roadworks, pedestrians, schools, protests, speed humps, temporary traffic lights, untidy layouts and a million and one other challenges.
Safety must be seen to be done
I don’t pretend for one moment that these obstacles and all the others I have not listed cannot be accommodated by what is no doubt wonderful technology. But like justice, which not only has to be done but to be seen to be done, safety has to be paramount and seen to be paramount.
Not just as another cliché, but developed into systems from the ground up. They then need to be seen to be capable of operating safely. Technocrats have a habit of looking in disbelief at
Dr Michael Galvin
Mobility Services Ltd mobilityserviceslimited.com
anyone who questions their assertions as though they are thick, cognitively damaged or just being awkward. Let’s not fall into the Titanic mentality (it can’t sink) and let’s stop the rush. Instead, let’s focus on comprehensive testing and piloting in an open and transparent way.
The competent driver test
Currently the ‘test’ for AVs will consider how close they are to a mythical figure… the competent driver. The CCAV has been consulting on this and asking is it good enough? It’s a good question. The competent driver has the human brain and experience in addition to being competent so that when issues arise, the competent driver can call upon that experience and the agility of the human brain to quickly decide what to do and how to avoid or deal with the issue.
Human decisions can be emotional as well as logical and can be either confused or assisted by prior knowledge and examples. Yes, AI can generate multiple options and make decisions far faster than a human but they will always be logical.
Which is more limited: the man or the machine? In certain scenarios it won’t matter, but cities are complex, traffic and other road users are unpredictable and they can take random actions. The public needs to be convinced that these vehicles are not only safe but seen to be safe. A few low-volume pilot schemes in semi-controlled environments won’t convince the public of that.
The American experience
The number of places now operating Level 4 and 5 AVs (no driver) is growing. The US was at the vanguard,
and thousands of journeys have taken place without a public outcry over safety. Yes, many of the pilot areas are grid-based, but these are real cars with real passengers doing real journeys. So why is the UK different? Fundamentally, if AVs work in US cities they will work here. But they need to be proved to work here safely and to be seen to be safe.
The CCAV appears to be taking a very considered approach to permitting and safety. The recent consultations on the safety standards and regulations, together with the legislation appears well thought through. There are a few too many spoons in the soup for my liking but hey, this is new and maybe a broader base of consideration will be beneficial. From the few licensing bodies I have spoken to there seems little real readiness to begin licensing in the new year, but given the consultations on safety standards and regulations have only just closed that is understandable.
What about us?
So where will the industry be once safe services that operate with public confidence begin to ramp up? Won’t drivers start disappearing into other industries? Won’t the cost of AVs be a fraction of the cost of a driver and car?
Maybe, but maybe not. People have a portfolio of transport options which they use for different purposes and at different times and in particular circumstances. AVs will simply add to that portfolio. Market share across the modes will be impacted but there is no reason the whole impact should be borne by taxis and private hire.
Some people will love them, some will hate them and some people will be relatively indifferent as long as they can get home. Haste won’t help anyone to be convinced that AVs are safe, and neither will fear of AVs impact on our industry. My advice is do what you do as well as you can and watch with interest.
I’ve got a serious drink problem!
We come across a range of people in our line a work, which is probably why I love my job so much. Coming into contact with folks from all walks of life, to share stories and knowledge makes every day a school day.
OK, some days it is banal (for me) topics like Donald Trump, other days it is stupid questions like “what do you Brits think of Meghan Markle?”. Fortunately, on these spiky topics, I am confident enough in my own ability to know when to be diplomatic and when to shut up. A skill as important, if not more so, that driving abilities if you want to be a successful chauffeur.
So, I am chatting over coffee with a client when out of the blue he points out that I am drinking my water incorrectly! Before you ask, I was not standing on my head or employing a tube to dispense H2O to irrigate my renal system.
Browbeaten into submission
Constantly, I get nagged by either my wife, a nurse or doctor on the importance of drinking water so I have been browbeaten into submission on how water is paramount to a healthy body and mind. Like me, you are all, probably, guilty of not drinking enough of the stuff, meaning our wee is too dark and we tire easily.
I know, I hear you, that age old issue rears up its ugly head to remind us that the more we drink the more we need to use the toilet (it isn’t a bathroom or a rest room!).
Kevin Willis Chirton Grange contact@chirtongrange.co.uk
poor ladies who have to splash on to a grubby loo seat, freshly sprayed by frantic men who can aim a golf club, snooker cue and dart more accurately than they can their own appendage.
Blimey, just to get into a facility demands a code for the door, meaning we have to purchase of an expensive coffee (and I might as well have a lemon muffin while I’m in here) or pay eight quid to park for a 15-minute sit down in a five-star hotel. Claridges remains my marble of choice.
Men, mainly men, of a certain age often joke on how sleep is broken when needing to visit the toilet once, sometimes twice, a night. Not conducive to the long hours we are scheduled to do driving valuable cargo the following day.
We should, need, to drink plenty of water for the health of our kidneys, heart and to aid neurological awareness. In short, it is bloody important to stay hydrated when you drive for a living.
Most towns and cities, especially London, tend not to be so driver-friendly when the need comes to “point Percy at the porcelain”. Spare a thought for the
“What do you mean, I am drinking the wrong way?” I ask.
“I survived to 60 years old, thank you very much,”
He went on to explain that I gulped the water down (glug is a better way to describe it) when I should be sipping small amounts, regularly.
For context, I hail from Newcastle so
am forged in the “geddit doon ya” school of drinking. Apparently, when we knock it back like that first pint on a Friday night, our bodies cannot cope
with the volume, so the kidneys are forced to chuck out around two thirds of the liquid with little benefit to our system.
So, you might feel smug when waterboarding 2-3 litres daily, but in reality we are wasting more of the amber nectar than Southern Water do when sluicing raw excrement into British rivers. All hail Fergal Sharkey, pop star turned clean water campaigner!
Drinking slowly
Drinking slowly allows the body to absorb and process the water more efficiently, preventing electrolyte imbalance and kidney overload. Admittedly I have no idea what an electrolyte is other than I pay nearly a quid more a bottle to have them add the stuff.
This is a game changer. A QSi Award for Community or Outstanding Achievement has to be heading my way because, and I did my research, sipping slowly has all the above benefits and also makes our stomach feel full.
Less chugging means less air into our system so less flatulence, ahem, for those who might suffer from that particular problem and, drum roll please, we actually drink more water but better absorption means fewer visits to the loo! (mic drop, exit stage right and cancel that Mounjaro order).
Friends and colleagues! We’ve being doing the most fundamental thing incorrectly for all these years. Who knew? And come on, NHS, I have had many a doctor telling me to drink more water because I am dehydrated but never, not once have they explained the best way to onboard the stuff.
As someone once said “it’s good to talk” (it was either BT’s Busby or Babe Station, I forget which) and I certainly learned something when chewing the cud with this client. Now I shall endeavour to put sipping to the test over the next few months and report my finding back to you in a later edition.
With a clearer, more hydrated, brain I am also minded to recall that it is also important to know when to shut up.
Thursday, January 29, 2026
Hilton Metropole Hotel, Brighton
Make sure you get your new year off to a bang by collecting a prestigious Professional Driver QSi Award!
We’re back in again Brighton on Thursday, January 29, 2026 to celebrate the best operators and drivers in the taxi, provate hire anc chauffeur sector. Same venue as last year, the Hilton Metropole Hotel.
Our winners will carry their Gold, Silver and Bronze titles throughout the year. And
because January is a quieter month in the taxi, private hire and chauffeur world, companies will be able to bring more staff members to celebrate their success.
We’ll also be revealing our Cars of the Year at the event, which is renowned as being the biggest and best in the industry.
So please get your entries in so you can have a chance of adding that prestigious QSi rosette to your brand. Follow the link below to enter.
