It was one of the cool welfare programs of Britain-a back visual plan, which helps people lease a car using their benefits.
But Motapi 2025 has become an electric rod, question on the profit of the billion pounds, social media resentment on alleged misconduct and a leadership team is still struggling with a old reputation for high salary and poor PR.
The company’s latest filing shows a total salary bill of £ 100.8M in 2024. The highest-payer director-co-KEO was understood as Andrew Miller-received a salary of £ 460,000 and the total package was £ 747,000, slightly below £ 765,000 last year.
Collectively, the directors earned £ 1.2m in salary by £ 3.4m in total, including pension and benefits.
Meanwhile, the controversial motor scheme, which allows people to claim merit with individual freedom payment (PIP) to lease a car, has cheerful to include more than 815,000 users – up to 200,000 in just two years.
Between £ 5BN in government welfare cuts and viral social media commentary, some critics have questioned whether the plan is still fit for purpose. But according to motability, its 96 percent fleet fleet is made up of economy vehicles, not luxury cars, and most customers are fully entitled to which they receive.
At the top of the operation is the miller, which is a low-key media-loving CEO, which is the CEO of the Motivable Operations (MO), which is a commercial hand that runs the scheme. He took over from Mike Bates in 2020, whose extraordinary salary package attracted anger from MPs and disability rights campaigners. Bates was once paid £ 1.7m and £ 2.2m bonus in salary-the then chairman of the work and pension committee is called “porn”.
While Bates set fire to some quarters for his luxury lifestyle, Miller is eager to reset the public image of Motapi. It is probably exposed by a recent job manager, senior strategic communication manager and recent job offer Wire Reported as being advertised on six-stake pay. The two other posts were above £ 50,000, while a low-salin job of the stakeholder engagement manager is now posted with a remit of “development of relations with industry and disability groups”.
For Miller, his background, unusually for a car boss, is in media and consumer brands. He first served as CEO and CFO of Guardian Media Group, CEO of McDonald’s Nordix and senior finance roles in Auto Traders, Proctor & Gamble and PepsiCo. He has also worked as a non-executive director in Channel 4 and AA-Anubhav, who has felt him one for both political and distinguished pressure that can weigh publicly on the accountable organization.
In his previous roles, Miller has gained reputation as an expert in the management of important professional infections: Mentor In the digital age, McDonald’s, now through the rise of fast-food delivery, now attempts to electrify the best share of one million vehicles in less than a decade.
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Under the leadership of Miller, motability is trying to stay ahead of the same investigation and technology.
In 2024, the company damaged £ 565m-a dramatic decline a year before its £ 748m pre-tax profit. However, the revenue increased by about 25 percent to £ 6.9bn, offset in part due to large investment in infection in electric vehicles and customer aids between a punished inflation climate. Shifts include the installation of 66,000 free home chargers for customers – part of £ 300m push to electrify the fleet.
Nevertheless, Miller’s primary challenge is not only modernizing business, but is also defending its very validity. Four banks – HSBC, Lloyds, Nutwests and Barclays – Motability Operations does not pay dividends. Its profits are either reinstated or donated for oversing charity motility, which then distributes grants to customers the most in need. But in a cost crisis, this system is increasing in investigation, banks have still benefited from issuing loan interest, management fee and bonds.
In the portion that is below for the success of the obesity, or the minimum increase: more cars need to be purchased and the more customers are for service, the more their borrowing needs can increase. Nevertheless, it has further criticized the entire system.
In a rare media intervention, Miller recently wrote Many times The company removes thousands of disqualified users every year, and for each £ 1 spent through disability allowance, the £ 1.50 is returned to the UK economy. He also warned of “Sikfluensers” while misusing the system-a sign for the backlash with tick-fuel that sometimes reduces the public perception of the plan.
Protecting the company’s Miller is also data-operated. The organization now offers a quarter of a million used cars in the second-hand market every year, making it the largest single-source vehicle supplier in the UK. And while it no longer makes the blockbuster looped under Bates, Motapi’s Economic footprint – it claims £ 4.3BN in the annual UK contribution – it suggests that it is accused of crying far away from the gravy train.
Nevertheless, the storm is not completely cleared. Obesity has become a symbol of a major political debate that is worthy of the state support. This argument has intensified only in the light of recent welfare reforms – and for Miller, the pressure is unlikely to lift at any time soon.
In short, motability remains one of the most important but misunderstanding welfare institutions in Britain. And for Andrew Miller – who has swapped the newspaper board room for one of the most tested jobs in the third area – changing the wheels smoothly is proving anything but straightforward.
