Category: 3. Business

• Almost 340,000 Self Assessment filers have already paid their tax bill using the HMRC app.
• It is quick and easy to pay via the HMRC app and set up payment reminders.
• Taxpayers need to file their tax return and pay tax they owe by 31 January.

The number of people using the HMRC app to pay their Self Assessment tax bill has increased by nearly 65%. Almost 340,000 people have used the HMRC app to pay their Self Assessment tax since 6 April 2025, an increase of 132,788 people compared to the same period last year.

Filing tax returns ahead of the deadline means knowing how much tax to pay sooner. It is quick and easy to pay via the HMRC app and set up payment reminders to make sure the deadline isn’t missed.

Myrtle Lloyd, HMRC’s Chief Customer Officer, said:

The Self Assessment deadline is less than one month away, and thousands of people have already paid their tax bill via the HMRC app. It is quick and easy to do, and you can also see your payment history. Search ‘download the HMRC app’ on GOV.UK to access the app and make your Self Assessment payment.

People who are unable to pay any tax owed in full may be able to set up a Time To Pay arrangement, if they meet the eligibility criteria and they owe less than £30,000.

Alternative options include paying directly through a bank account, direct debit or paying online via GOV.UK. A full list of payment options can be found on GOV.UK.

HMRC expects more than 12 million tax returns to be filed by the deadline. Those who miss the deadline will be issued with a penalty:

• an initial £100 fixed penalty, which applies even if there is no tax to pay, or if the tax due is paid on time 
• after 3 months, additional daily penalties of £10 per day, up to a maximum of £900 
• after 6 months, a further penalty of 5% of the tax due or £300, whichever is greater 
• after 12 months, another 5% or £300 charge, whichever is greater 

There are also additional penalties for paying late of 5% of the tax unpaid at 30 days, 6 months and 12 months. If tax remains unpaid after the deadline, interest will also be charged on the amount owed, in addition to the penalties above.

Customers who need assistance to complete their Self Assessment can access support and guidance online 24/7, including YouTube videos, webinars, digital assistant and step-by-step guidance covering different sections of a tax return. Most queries can be resolved online.  

Customers who need to speak to an adviser can call HMRC, Monday to Friday, 8am to 6pm. Phone lines close on Friday 30 January and reopen on Monday 2 February – after the deadline. For full phone support, contact HMRC before Friday 30 January. On Saturday 31 January, HMRC will offer webchat support through its Online Services Helpdesk.

The new High Income Child Benefit Charge (HICBC) PAYE digital service means thousands of Child Benefit claimants who are only in Self Assessment to pay HICBC can choose to pay the charge back through their tax code.

Eligible customers can call HMRC before the filing deadline and tell HMRC that they want to be removed from Self Assessment to use the digital service.  Where a tax return has already been filed, customers can choose to stop from the following tax year. HMRC will then amend their tax code and they will be registered to pay HICBC through PAYE.

Customers do not need to include their 2025 Winter Fuel Payment, or Pension Age Winter Heating payment in Scotland, on their tax return for the 2024 to 2025 tax year as payments received in Autumn 2025 will be recovered in the 2025 to 2026 tax return, due by 31 January 2027.

Self Assessment customers are sometimes targeted by criminals and should never share their HMRC login details with anyone, including a tax agent, if they have one. HMRC scams advice is available on GOV.UK.

Further Information

More information on Self Assessment

339,490 customers paid their Self Assessment tax bill via the HMRC app between 6 April 2025 and 4 January 2026, compared to 206,702 people between 6 April 2024 and 4 January 2025.

People who have sold assets such as shares after 30 October 2024 need to be aware of changed rates of Capital Gains Tax for the disposal of assets when completing their Self Assessment tax return as it won’t automatically calculate the correct amount of Capital Gains Tax due. Instead, they may need to work out an adjustment to the tax automatically calculated using the adjustment calculator on GOV.UK.

Sole traders and landlords with a turnover above £50,000 will be required to use Making Tax Digital (MTD) for Income Tax from 6 April 2026 and be required to submit quarterly summaries of their income and expenses to HMRC. HMRC is urging eligible customers to act now and sign up to Making Tax Digital as this is the best way to get ahead, giving you extra time to select software and familiarise yourself with the new service. Agents can also register their clients via GOV.UK.

HMRC wants to help you get your tax right. Lots of information and support is available which includes:

The reform seeks to modernize Luxembourg company law, ease operational constraints at incorporation (notably those related to AML/KYC checks), and align domestic practice with the flexibility observed in several neighboring jurisdictions.

The Draft Law proposes to amend the law of August 10, 1915 on commercial companies (the 1915 Law) to allow the deferral in time of the payment of the minimum share capital of a S.à r.l., set at EUR12,000 and currently fully payable upon incorporation. It draws lessons from a requirement dating from 1933 that has become ill-suited to contemporary realities, particularly the time needed to open bank accounts due to AML/KYC checks, which slows the setting up of vehicles and harms the market’s competitiveness when tight timelines apply.

1. Proposed mechanics: deferred payment (up to 12 months) of share capital

The Draft Law amends Article 710-6 of the 1915 Law to enshrine the following principle: the share capital must be fully subscribed upon incorporation, but its payment may be deferred for up to twelve months, in accordance with the terms set out in the articles of association; the same option applies to any share premium provided for at incorporation. Foundering shareholders will have a choice between full payment at incorporation and deferred payment, enabling, in particular, the bank account to be opened afterwards without delaying incorporation.

The articles of association must govern the procedures and triggers for capital calls and may provide mandatory due dates or authorize the managers to make calls based on cash needs. No minimum paid-up amount is required at incorporation.

The notary’s role is adjusted: the notary must verify full subscription and, where applicable, payments made on the date of incorporation, but is not required to check subsequent deferred payments.

2. Safeguards

• Any amount contributed above the minimum share capital must be fully paid up at incorporation
• Contributions in kind (and any related premiums) must be fully paid up at incorporation
• Shares issued after incorporation (and any related premiums) must be fully paid up at the time of their issuance

3. Liability, transparency, and protection of third parties

The Draft Law transposes, mutatis mutandis, mechanisms inspired by the public limited liability company regime:

• Joint and several liability of the founders for the portion of the capital not validly subscribed and for effective payment upon expiry of the twelve-month period.
• Adjustment of the transferor’s liability in the event of a transfer of shares that are not fully paid up, with joint recourse against the transferee and its successors.
• Suspension of the voting rights attached to shares in default of payment after a proper call for funds.

A transparency requirement is introduced: publication, following the balance sheet, of the list of shareholders who have not fully paid up their shares (and any premium) together with the amounts due. In addition, where corporate documents mention the capital, they must, where applicable, indicate the portion not yet paid and, in the case of an increase, the portion not yet subscribed.

4. Simplified S.à r.l. (S.à r.l.-S)

Article 720-4 of the 1915 Law is adapted to extend deferred payment to all capital subscribed at incorporation of S.à r.l.-S, where contributions are in cash.

5. Practical scope and next steps

The reform should speed up the incorporation of Luxembourg special purpose vehicles and strengthen the attractiveness of Luxembourg by aligning with European practices.

The new regime will apply to incorporations after the law enters into force. The text is at the very beginning of the legislative process and must obtain the required opinions, notably from the Council of State.

AML/CTF requirements remain unchanged and fully applicable at incorporation.

6. Points of attention for commercial companies

The reform requires precise drafting of the articles to precisely govern the timetable, modalities, and powers for capital calls, and to anticipate the consequences of any failure to pay, notably the suspension of voting rights and the disclosure of amounts due, as well as the implications in the event of a transfer of unpaid shares and the twelvemonth deadline weighing on the founders.

Join us for the third session in our exclusive Energy Transition Webinar Series as we explore the Energy & Infrastructure Legal Outlook 2026 and what it means for those shaping and investing in the energy transition. 

On Tuesday 10 February, our panel of experts will explore the latest global developments across key markets, highlighting the legal and regulatory changes to watch in 2026 and beyond.

Register here 

I am looking forward to continuing serving our customers together with the great Maersk teams I got to know over the past 16 months with the company. Over the past years, Maersk has established itself with an extensive logistics footprint across Europe including ownership and control of decisive assets and expertise across all parts of the supply chain. It’s exciting to have such a powerful and differentiating offering for our customers in these disruptive times and to deliver resilient, value adding end-to-end solutions to them.

From January and February, residents in the first areas to receive the service will start to see deliveries of food waste caddies and a guidance leaflet arriving at their homes. The leaflet explains why the service is being introduced, how it works, and what can go into the caddies and when the first collections will start.

The new collections form part of the Government’s national Simpler Recycling changes, which aim to make recycling services more consistent across the country. Lincolnshire County Council is working with district councils to introduce the service in phases, meaning not all areas will start at the same time. Because of this phased approach, residents are encouraged to check their local district or borough council news channels for confirmed start dates in their area.

Cllr Danny Brookes, Chair of Lincolnshire Waste Partnership and Executive Member of Environment at Lincolnshire County Council, said: “Introducing food waste collections will help make recycling simpler and more consistent for households across Lincolnshire. Residents will receive clear guidance and everything they need to take part, and we encourage everyone to check their local council updates so they know when the service will begin in their area.”

How the food waste service works

Once the service begins in your area, residents will be able to put unavoidable food waste into their kitchen caddy using the liners supplied. The filled liners are then placed into the outdoor food waste caddy ready for collection day, instead of food waste going in the general rubbish.

Food waste collected through this service will be taken to a local anaerobic digestion facility, where it will be transformed into nutrient-rich fertiliser for farms and renewable energy to power homes and businesses.

What can go in your food waste caddy?

Your food waste caddy can be used for most types of food waste, including:

• Fruit and vegetable peelings
• Plate scrapings and leftovers
• Meat and fish (including bones)
• Dairy products
• Bread, rice, pasta and cereals
• Tea bags and coffee grounds

Full guidance will be included in your welcome pack and is also available online.

When will my area start?

Caddy and pack deliveries will begin from January and February 2026 in the areas rolling out first, with collections starting shortly afterwards. Other parts of Lincolnshire will follow later as the rollout continues.

Residents should regularly check updates from their local district or borough council, including council websites, newsletters and social media channels, where confirmed go-live dates and collection details will be shared. When your area is ready to roll out, look out for your caddy delivery and take a few minutes to read the information provided, so you are ready to take part when collections begin.

For the latest updates, general information and links to local councils, visit www.lincolnshire.gov.uk/foodwaste.

Electric vehicles might be promoted as the key technological solution for low-carbon transport today, but they weren’t always the obvious option. Back in the early 2000s, it was biofuels.¹ Rather than extracting and burning oil, we could grow crops like cereals and sugarcane, and turn them into viable fuels.

While we might expect biofuels to be a solution of the past due to the cost-competitiveness and rise of electric cars, the world produces more biofuels than ever. And this rise is expected to continue.

In this article, we give a sense of perspective on how much land is used to produce biofuels, and what the potential of that land could be if we used it for other forms of energy. We’ll focus on what would happen if we used that land for solar panels, and then how many electric vehicles could be powered as a result.

We’ll mostly focus on road transport, as that is where 99% of biofuels are currently used. The world generates small amounts of “biojet fuel” — used in aviation — but this accounts for only 1% of the total.² While aviation biofuels will increase in the coming years, in the near-to-medium-term, they’ll still be small compared to fuel for cars and trucks. By 2028, the IEA projects that aviation might consume around 2% of global biofuels.

To be clear: we’re not proposing that we should replace all biofuel land with solar panels. There are many ways we could utilise this land, whether for food production, some biofuel production, or rewilding. Maybe some combination of all of the above. But to make informed decisions about how to use our land effectively, we need to get a perspective on the potential of each option. That’s what we aim to do here for solar power and electrified transport.

For this analysis, we draw on a range of sources and, at times, produce our own estimates. We’ve written a full methodological document that explains our assumptions and guides you through each calculation.

Before we get into the calculations, it’s worth a quick overview of where biofuels are produced today, and what their impacts are.

Some might imagine that biofuels have lost their relevance. But historical policies supporting them are still in place. As shown in the chart below, the world produces more biofuels than ever, and this trend is expected to continue. Global production is focused in a relatively small number of markets, with the United States, Brazil, and the European Union dominating. Since there are no signs of policies changing in these regions, we would not expect the rise of biofuels to end.

Most of the world’s biofuels come from sugarcane (mostly grown in Brazil), cereal crops such as corn (mostly grown in the United States and the European Union), and oil crops such as soybean and palm oil (which are grown in the US, Brazil, and Indonesia).

In the map below, you can get a view of where the world’s biofuels are grown.

Collectively, these biofuels produce around 4% of the world’s energy demand for transport. While that does push some oil from the energy mix, the climate benefits of biofuels are not always as clear as people might assume.

Once we consider the climate impact of growing the food and manufacturing the fuel, the carbon savings relative to petrol can be small for some crops.³ But more importantly, when the opportunity costs of the land used to grow those crops are taken into account, they might be worse for the climate.⁴ That’s because agricultural land use is not “free”. If we chose not to use it for agriculture, then it could be rewilded and reforested, which would sequester carbon from the atmosphere.

From a climate perspective, freeing up that cropland from biofuels would be one alternative. However, another option is to utilise it for another form of energy, which could offer a much greater climate benefit.

This should be easy to estimate. If you know how much land in the United States (or any other country) is used for corn, and what fraction of corn is for biofuels, you can calculate the amount of land used for biofuels.

What makes things complicated is that biofuels often produce co-products that are allocated to other uses, such as animal feed. Not all of the corn or soybeans turn into liquid that can be put in a car; some residues can then be fed to pigs and chickens. How you adjust this land used for biofuels and their co-products can lead to quite different results.

A recent analysis from researchers at Cerulogy estimated that biofuels are grown on 61 million hectares of land.⁵ But when they split this allocation between land for biofuels and land for animal feed, the land use for biofuels alone was 32 million hectares. The other 29 million hectares would be allocated for land use for animal feed.

There are much higher published figures. The Union for the Promotion of Oil and Protein Plants estimates that as much as 112 million hectares are “used to supply feedstock for biofuels”.⁶ By this definition, there is no adjustment for dual use of that land or the land use of co-products. That’s one of the reasons why the figures are much higher. Even taking this into account, the numbers are still higher, and the honest answer is that we don’t know why.

For this article, we’re going to assume a net land use of 32 million hectares. This is conservative, and that is deliberate. As we’ll soon see, the amount of solar power we could generate, or the number of electric vehicles we could power on this land, is extremely large. And that’s with us being fairly ungenerous about the amount of land available. Larger land use figures could also be credible; in that case, the potential would be even higher.

How large is 32 million hectares? Imagine an area like the one in the box below: 640 kilometers across, and 500 kilometers high. For context, that’s about the size of Germany, Poland, the Philippines, Finland, or Italy.

Could we use those 32 million hectares of land differently to produce even more energy than we currently get from biofuels?

The answer is yes. If we put solar panels on that land, we could produce roughly 32,000 terawatt-hours of electricity each year.⁷ That’s 23 times more than the energy that is currently produced in the form of all liquid biofuels.⁸ You can see this comparison in the chart.

32,000 terawatt-hours is a big number. The world generated 31,000 TWh of electricity in 2024. So, these new solar panels would produce enough to meet the world’s current electricity demand.

Again, our proposal isn’t that we should cover all of this land in solar panels, or that it could easily power the world on its own. We don’t account for the fact that we’d need energy storage and other options to make sure that power is available where and when it’s needed (not just when the sun is shining). We’re just trying to get a sense of perspective for how much electricity could be produced by using that land in more efficient ways.

Run the numbers, and we find that you could power all of the world’s cars and trucks on this solar energy if transport were electrified.

Of course, these vehicles would need to be electrified in the first place. This is happening — electric car sales are rising, and electric trucks are now starting to get some attention — but it will take time for most vehicles on the road to be electric. For now, we’ll imagine that they are.

We estimate that the total electricity needed to power all cars and trucks is around 7,000 TWh per year, comprising 3,500 TWh for cars and a similar amount for trucks. We’ve added this comparison to the chart.

The reason these comparisons are even more stark than biofuels versus solar is that most of the energy consumed in a petrol car is wasted; either as heat (if you put your hand over the bonnet, you will often notice that it’s extremely warm after driving) or from friction when braking. An electric car is much more efficient without a combustion engine, and thanks to regenerative braking (which uses braking energy to recharge the battery). That means that driving one mile in an electric car uses just one-third of the energy of driving one mile in a combustion engine car.

Put these two efficiencies together, and we find that you could drive 70 times as many miles in a solar-powered electric car as you could in one running on biofuels from the same amount of land.

Our point here is not that we should cover all of our biofuel land in solar panels. There are reasons why the comparisons above are simpler than the real world, and why dedicating all of that land to solar power would not be ideal.¹¹

Land use comes at a cost: for the climate, ecosystems, and other species we share the planet with. That means we should think carefully about how to use it well. That might mean a mix of biofuels for aviation, and solar power for road transport and electricity grids. It might mean going all-in on solar. Or it could mean using some of it for solar power, and leaving the rest alone. Sometimes, the most thoughtful option is not using land at all and letting it return to nature.

Hannah Ritchie and Pablo Rosado (2026) - “Putting solar panels on land used for biofuels would produce enough electricity for all cars and trucks to go electric” Published online at OurWorldinData.org. Retrieved from: 'https://archive.ourworldindata.org/20260112-091056/biofuel-land-solar-electric-vehicles.html' [Online Resource] (archived on January 12, 2026).

@article{owid-biofuel-land-solar-electric-vehicles,
    author = {Hannah Ritchie and Pablo Rosado},
    title = {Putting solar panels on land used for biofuels would produce enough electricity for all cars and trucks to go electric},
    journal = {Our World in Data},
    year = {2026},
    note = {https://archive.ourworldindata.org/20260112-091056/biofuel-land-solar-electric-vehicles.html}
}

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Munich. The MINI brand looks back on an extremely
successful 2025. With a total volume of 288,290 vehicles, MINI
achieved a significant sales increase of 17,7% compared to 2024
figures. Particularly impressive is the high demand for battery
electric vehicles (BEVs): with 105,535 fully electric MINIs delivered
in 2025 (+87,9%), the brand achieved a new record in electromobility,
resulting in more than every third MINI sold worldwide being electric.
In many markets, the share is significantly above 50%, such as
Netherlands, Turkey, Sweden and China.

Jean-Philippe Parain, Head of the MINI brand, emphasizes: “MINI
continuously increases the share of fully electric vehicles, thereby
demonstrating its innovative strength and future orientation. Our
strong volume growth across all regions in 2025 clearly reflects the
exceptional appeal of the MINI model family. The updated iconic
design, the sportiness, individuality and expanded electric offerings
of the MINI brand have met customer expectations all around the globe.

A growth driver was the largest MINI model in the product portfolio,
the MINI Countryman: with a 32,4 % share of the total MINI volume, it
underlines the brand’s SUV expertise. The Countryman combines typical
MINI driving pleasure with innovative design and high versatility –
ideal for any outdoor challenge. In 2025, 93,305 units were sold
worldwide (+15.2%); the fully electric Countryman achieved a sales
growth of 81.8% compared to 2024.

Sub-brand John Cooper Works reaches record numbers

The sporty John Cooper Works (JCW) sub-brand also set new standards
in 2025: with 25,630 units sold, MINI JCW increased the sales volume
by 59.5% and achieved a new sales record. The share of JCW vehicles
reached 8.9% of the total MINI volume. In some markets, such as UK,
Italy, Japan and Australia, the performance-enhanced MINI models
reached their highest sales figures to date.

The MINI Cooper family

The traditional MINI Cooper family, consisting of the MINI Cooper
3-Door, the MINI Cooper 5-Door and the MINI Convertible, recorded with
162,789 a sales increase of 10.3% compared to the previous year. The
new generation of the MINI Cooper Convertible, only introduced in
2025, rounded off the model family with unique features. With 22,491
units sold, a sales growth of 18.4% was achieved. The MINI Cooper
5-Door impresses with typical brand-specific driving fun, increased
space, and high functionality and recorded with 47,850 units a
significant growth of 26.5% compared to 2024.

2026 starts with the new MINI Paul Smith Edition

Starting in 2026, the MINI Cooper 3-Door, MINI Cooper 5-Door, and
MINI Cooper Convertible – both electric and combustion engine versions
– will be available in the new MINI Paul Smith Edition. This edition
combines the unmistakable style of the British designer Paul Smith
with the playful, optimistic and independent spirit of the MINI brand.
Following the successful collaborations “MINI STRIP” (2021) and “MINI
Recharged by Paul Smith” (2022), Paul Smith now brings his
world-famous design language “Classic with a twist” into the MINI
family once again.

In case of queries, please contact:
Corporate Communications

Julian Kisch, Press Spokesperson, Product Communications
MINI
Phone: +49-151-601-38072
E-mail: julian.kisch@mini.com

Micaela Sandstede, Head of Communications
MINI
Phone: +49-176-601-61611
E-mail: micaela.sandstede@bmw.de

MINI John Cooper Works Convertible (WLTP combined: Energy consumption
7.1l/100km; CO2 emissions 161g/km; CO2 class F)