LEVA-EU Calls for Urgent Action on LEV-Legislation at EU Automotive Clean Transition Meeting
UK Revokes Trade Defence Measures on Chinese E-Bikes
LEVA-EU Calls on European Union to Review Community Interest Test in EU Trade Defence Measures
CIXI news: launch of the first chainless bikes at Eurobike 2025
LEVA-EU Calls for Strengthened Market Surveillance + Removal of Duties on Bike Components in Response to EU Decision on Chinese E-Bikes
Petition for Withdrawal Dutch LEV- Framework to Close Next Friday: Sign Now!
Sign Now: Petition for Withdrawal Dutch LEV- Framework
LEVA-EU Welcomes Harold Tor-Daenens as New Policy Director
SME Guide on Standardisation for Light Electric Vehicles | LEVA-EU & SBS
Author Archives: Annick Roetynck
About Annick Roetynck
Annick is the Manager of LEVA-EU, with decades of experience in two-wheeled and light electric mobility.-
LEVA-EU Calls for Urgent Action on LEV-Legislation at EU Automotive Clean Transition Meeting
Comments Off on LEVA-EU Calls for Urgent Action on LEV-Legislation at EU Automotive Clean Transition MeetingLast week, EU Commissioners Hoekstra (Climate, Net Zero and Clean Growth) and Roswall (Environment and a Competitive Circular Economy) convened a select group of around 20 stakeholders, including LEVA-EU, for a thematic working group on the “clean transition of the automotive sector.” This session was part of four thematic working groups established following a high-level dialogue between European Commission President Ursula von der Leyen and 22 key industry players earlier this month. The outcome of these discussions is expected to shape an action plan supporting the EU’s ambitious clean transition agenda for the automotive industry. The plan is expected early March.
With stricter CO2 emissions targets coming into effect this year—requiring a 15% reduction—car manufacturers, represented by the trade association ACEA, have been lobbying for a relaxation of the rules. They argue that economic difficulties, including factory closures and significant job losses, place the industry in a precarious position. Furthermore, they fear hefty fines for non-compliance and are urging the European Commission to ease the regulations.
Conversely, NGOs such as Transport & Environment (T&E) advocate maintaining the current targets, asserting that automakers have had ample time to prepare. They also highlight that while global competitors like China and the U.S. advance in fleet electrification, the EU risks falling behind if it delays necessary emission reductions.
In the thematic working group on the clean transition of the automotive sector, LEVA-EU was the sole representative advocating for the Light Electric Vehicle (LEV) sector. Other participants included automotive associations such as ACEA and Emobility Europe (formerly AVERE), as well as NGOs like T&E and Polis, alongside organizations working on the periphery of the automotive sector, such as Eurelectric and the European Battery Alliance.
LEVA-EU’s Call for Action on LEV Legislation
During the session, all participants had the opportunity to present their perspectives on the clean transition. Addressing the need for a legislative framework fit for zero-emission vehicles, LEVA-EU Manager Annick Roetynck emphasized that LEVs are integral to achieving a sustainable mobility future. She outlined the sector’s potential benefits:
- Reduced emissions to combat climate change
- Decreased reliance on fossil fuels
- Sustainable, local job creation
- Innovation and new market opportunities
- Significant economic value
However, the LEV sector faces major obstacles that hinder its full potential:
- Inadequate legal frameworks: LEVs are regulated under outdated and unsuitable legislation, complicating market entry.
- Lack of proper identification: Without a dedicated technical framework, LEVs are frequently excluded from supplementary legislation, further restricting their growth. Examples include barriers in the Battery Regulation, the Critical Raw Materials Act (CRMA), and CO2 emission performance standards.
Recently, the European Commission adopted LEV-related recommendations from EGUM, urging:
- The development of harmonized technical legislation specifically for LEVs.
- The mandate of LEV-specific standards.
- Close consultation with the LEV sector.
Despite these recommendations, the Commission has failed to act on dedicated LEV legislation for over two decades. Each day of inaction stalls sustainable innovation, investment, job creation, and economic growth while emissions persist and climate change escalates.
“The time to act is now,” stated Roetynck. “Developing a dedicated LEV Regulation in close collaboration with the sector is essential. We hope LEVA-EU’s participation in this meeting signals the Commission’s first step in making this a reality. LEVA-EU stands ready to collaborate in shaping this crucial regulation for the future of zero-emission mobility.”
Addressing Incentive Fragmentation for Zero-Emission Vehicles
Another key discussion point raised by the Commissioners was the need to tackle the fragmentation and unpredictability of incentive schemes and fiscal measures for zero-emission vehicles across Member States.
In response, Roetynck emphasized LEVA-EU’s support for maintaining emission reduction targets, warning that any rollback would directly harm the LEV sector. Lower targets could dissuade citizens from considering LEVs as viable alternatives to traditional cars. The DLR-report LEV4Climate indicates that LEVs could replace up to 77% of car trips, leading to a 44% reduction in CO2 equivalent emissions.
Currently, LEVs face exclusion from incentive schemes and fiscal benefits due to inappropriate classification. Two key examples illustrate this disparity:
- Microcars in the L7 category are typically excluded from electric vehicle incentives, which apply only to category M vehicles. This results in an unfair scenario where heavy SUVs benefit from financial advantages while much lighter, environmentally friendly vehicles receive no support.
- Speed pedelecs (L1e-B category) are often excluded from incentives available to conventional bicycles and e-bikes due to their classification as “mopeds.”
These regulatory inconsistencies hinder market growth and undermine the transition to zero-emission mobility. A dedicated LEV regulation is urgently needed to ensure fair treatment of LEVs in all relevant policies.
To reinforce these points, LEVA-EU will submit an extensive position paper to Commissioners Hoekstra and Roswall, urging immediate action on dedicated LEV legislation.
-
UK Revokes Trade Defence Measures on Chinese E-Bikes
Comments Off on UK Revokes Trade Defence Measures on Chinese E-BikesThe UK Secretary of State for Business and Trade has followed the recommendations of the Trade Remedies Authority (TRA) to revoke the anti-dumping and countervailing duties on electric bicycles from China. Despite finding that dumping and injury to UK industry would likely recur if duties were removed, the TRA ruled that continuing the measure does not meet the UK’s Economic Interest Test (EIT).
Key Findings:
- Dumping Likely to Continue: The TRA determined that Chinese e-bike manufacturers have significant production capacity and could resume exporting e-bikes to the UK at unfairly low prices if duties were lifted.
- Potential Harm to UK Industry: The review found that without trade protections, UK producers—primarily Brompton—could suffer from reduced sales and profitability due to increased price competition from Chinese imports. TRA therefore proposed to maintain the trade defence measures on electric folding bikes only.
- Economic Interest Test Not Met: Despite the risk of injury to UK manufacturers, the TRA found that the overall economic impact of maintaining the duty—such as higher costs for businesses and consumers—outweighed the benefits of protecting domestic producers.
Economic Interest Test (EIT): Why It Was Not Met
The Economic Interest Test (EIT) is a requirement under UK trade remedies law, assessing whether continuing an anti-dumping measure serves the overall economic interest of the UK. It considers the impact on:
- UK Producers – Would they suffer significant harm if the measure were removed?
- UK Importers and Retailers – Would they face additional costs or restrictions?
- Consumers – Would they pay higher prices due to duties?
- The Wider UK Economy – Would the measure benefit or hinder economic growth?
The TRA concluded that:
- The economic harm to UK businesses and consumers was disproportionate to the benefits of protecting UK producers.
- Retailers and importers strongly opposed the duties, arguing that they raised costs and restricted supply.
- Consumers would benefit from lower prices if duties were removed, boosting the UK e-bike market and supporting sustainable transport goals.
- The UK e-bike industry lacks sufficient domestic production to justify long-term protection, as over 90% of e-bikes are imported.
- While the UK producer Brompton represents a major share of domestic production, its focus on high-end folding e-bikes meant that broader protection for all e-bikes was not justified.
On overall welfare costs, TRA concluded: “Overall, extending the existing measure is very likely to lead to a significant overall welfare loss of between £1.7m to £79.0m per year. The average impact across all scenarios is £31.1m per year. The highest benefits for UK producers occur in the scenarios with the highest costs to importers/retailers and consumers, and there are no scenarios in which extending the measure would have a positive impact.“
TRA also estimated that extending the duties could result in 18,000 fewer e-bikes being purchased per year. This would have a negative impact on switching to walking and cycling for shorter journeys and therefore also on efforts to reduce greenhouse gas emissions.
The EU doesn’t have an economic impact test in its trade defence legislation. It has the so-called community interest test, which focuses primarily on the interest of the so-called EU industry, whilst having little to no consideration for consumers and EU businesses harmed by the measures. As a result, trade defence measures are maintained if they protect EU producers, as happened with the recent renewal of the measures against e-bikes from China in Europe.
The full impact of this decision on the UK market remains to be seen. However, one key concern may be that the UK has significantly fewer technical regulations to ensure the import of high-quality and safe products. For example, the UK has no counterpart for our Battery Regulation and the problem of fires caused by batteries seems to be more serious there than on the continent. While on the other hand, the EU does have laws to prevent illegal and unsafe imports, enforcement is inadequate. Strengthening enforcement would be a far more effective and efficient solution than relying on perpetual trade defence measures that ultimately harm European businesses.
Another critical takeaway from this case is that EU trade defence measures are designed solely to protect the so-called “Community Industry“, making them inherently protectionist and self-sustaining. If Europe were to revise its community interest test following the UK example, the approach to trade defence would likely be much more balanced. Current EU trade remedies on conventional bikes, e-bikes, and especially bike components are totally not aligned with the broader interests of society, and this case highlights the need for a more holistic evaluation of their impact.
In any case, since 7 February 2025 there are no more trade defence measures against e-bikes imported from China in the UK. An exception has been made for electric folding bikes, a concession mainly to Brompton. The measures for electric folding bikes are maintained. Importers of electric bikes that cannot be folded must enter the additional code 8100 on the import declaration.
It will be interesting to see the outcome of the British review of the measures on bicycles and especially on essential bicycle components from China. It already seems very unlikely that these measures would pass the economic interest test.
-
LEVA-EU Calls on European Union to Review Community Interest Test in EU Trade Defence Measures
Comments Off on LEVA-EU Calls on European Union to Review Community Interest Test in EU Trade Defence MeasuresLEVA-EU, the leading trade association advocating for the light electric vehicle (LEV) sector, is calling on the European Commission to review the Community interest test in EU trade defence measures, following the example of the UK’s economic interest test implemented post Brexit.
This call comes as concerns persist that the Community interest test, in its current form, is overly focused on protecting EU producers, often neglecting the broader impact on importing and other businesses, retailers, and consumers—particularly regarding finished consumer products. These concerns were first recognised by the European Commission in its 2006 communication on trade defence instruments, which was meant to initiate a dialogue on the issue. Unfortunately, that dialogue did not lead to any meaningful reform. LEVA-EU believes it is now time to revive that discussion and reassess the role of the Community interest test in shaping EU trade policy.
“The European Commission itself raised the need for a broader approach to trade defence measures almost 20 years ago,” said Annick Roetynck, Managing Director at LEVA-EU. “However, no concrete results followed, and the concerns identified in 2006 remain just as relevant today. The introduction of the economic interest test in the UK demonstrates how trade defence measures can be assessed in a more balanced and transparent way. The EU should take this as an opportunity to revisit and improve its own approach.”
Under the current EU framework, trade defence measures such as anti-dumping and countervailing duties are primarily designed to safeguard domestic manufacturers against unfair competition. However, the Community interest test, which is meant to ensure that such measures also align with the broader interests of the EU economy, is often applied in a way that prioritises the interests of EU producers over those of the wider market.
The UK’s economic interest test was applied in the review that resulted in the recent decision to revoke measures against e-bike imports from China. The Trade Remedies Authority concluded: “Overall, extending the existing measure is very likely to lead to a significant overall welfare loss of between £1.7m to £79.0m per year. The average impact across all scenarios is £31.1m per year. The highest benefits for UK producers occur in the scenarios with the highest costs to importers/retailers and consumers, and there are no scenarios in which extending the measure would have a positive impact.”
This economic interest test provides a valuable example of how trade measures can be assessed with greater consideration for their impact on the entire supply chain, including importers, distributors, retailers, and consumers. The outcome of that assessment clearly shows that similar concerns should be addressed in the EU, particularly in relation to trade defence measures affecting bicycles, e-bikes, and especially essential bicycle components from China.
Annick Roetynck continues: “We urge the European Commission to reassess the Community interest test in light of the UK’s approach and to restart the discussion it initiated in 2006. The EU must ensure that its trade defence instruments are applied in a way that truly reflects the interests of the entire market, rather than disproportionately favouring one group of stakeholders.”
LEVA-EU will continue to engage with policymakers, industry stakeholders, and trade experts to push for this much-needed review of EU trade defence policy.
-
CIXI news: launch of the first chainless bikes at Eurobike 2025
Comments Off on CIXI news: launch of the first chainless bikes at Eurobike 2025Annecy, [01/29/2025] – CIXI, an active mobility player and Member of LEVA-EU, is pleased to announce major advances for 2025. After 10 years of research and development and an investment of 19 million euros, their revolutionary chainless PERS technology, designed to redefine the mobility experience, is ready to enter the market.
The first 4 bikes incorporating PERS technology will be presented for sale at the Eurobike trade show, to be held in Frankfurt at the end of June 2025. These bikes, developed with four bike manufacturers (France, Germany, and India), address four different segments: pedelec, speed bike, light cargo, and trike.
An important technical milestone has been achieved: The second half of 2024 allowed the PERS prototypes to cover 40,000 km on test benches and just over 3,000 km in real conditions – the latter testing will continue to accumulate distance until at least the end of April.
The PERS production line will therefore start at the Cixi-factory in Poisy near Annecy in May 2025.
-
LEVA-EU Calls for Strengthened Market Surveillance + Removal of Duties on Bike Components in Response to EU Decision on Chinese E-Bikes
Comments Off on LEVA-EU Calls for Strengthened Market Surveillance + Removal of Duties on Bike Components in Response to EU Decision on Chinese E-BikesThe European Commission has decided to extend the anti-dumping and countervailing measures against imports of electric bicycles from China for another five years. This decision follows an expiry review investigation and aligns with expectations. The remaining imports of electric bicycles from China predominantly consist of extremely low-cost products. For LEVA-EU, this provides strong grounds to call for significantly enhanced market surveillance.
Three Key Reasons Behind the Decision to Extend Measures
The European Commission extended the measures based on the following findings:- Continuation of Subsidisation
The Commission claims that the investigation confirmed that Chinese electric bicycle producers continue to benefit from substantial subsidies, including preferential loans, tax exemptions, and government-supported provision of essential components such as engines and batteries at below-market prices. These subsidies create unfair competition within the EU market. - Likelihood of Recurrence of Injury
According to the Commission, evidence demonstrated that removing the duties would likely lead to a resurgence of harm to the EU’s electric bicycle industry. The potential influx of low-priced, subsidised imports could jeopardise the sustainability of EU producers and employment in the sector. - Union Interest
The Commission also believes that retaining the measures aligns with the EU’s broader economic and strategic goals, including advancing the green and digital transitions. Safeguarding the domestic electric bicycle industry allegedly supports innovation and sustainable transportation solutions within the EU.
Current Trade Measures: A Double-Edged Sword
While the expiry review concluded that repealing the measures would likely result in a surge of dumped imports, LEVA-EU contends that these measures inadvertently facilitate the entry of extremely low-cost electric bicycles that cannot realistically comply with EU technical regulations. This poses safety risks, as evidenced by several accidents, including a fatality, caused by non-compliant products.During the review period, nearly 221,000 Chinese electric bicycles were imported at an average price of €298. For comparison, e-bikes imported from Vietnam averaged €790, while those from Taiwan reached €1,393! LEVA-EU questions how Chinese e-bikes priced so low can adhere to stringent EU requirements, such as testing according to EU standards, maintaining technical files, CE-labeling, appointing authorised representatives and organising end-of-life battery collection.
Market Surveillance and Compliance Gaps
LEVA-EU highlights the proliferation of non-compliant electric bicycles, mostly models with motor assistance exceeding 25 km/h. In the Netherlands, inspections led to confiscation of thousands of illegal e-bikes, though not before a fatal accident occurred. Similar problems persist across the EU, often worsened by online sales channels.Adding to the complexity is the potential circumvention of trade measures. Millions of vehicles under HS code 8711 60 90 90 are imported annually, raising concerns about the misclassification of electric bicycles to evade duties. There are no duties on products under this code.
Challenges with Component Duties
LEVA-EU also underscores the ongoing major difficulties caused by dumping duties on conventional bicycle components. These duties are subject to complex exemption processes, and European production capacity for components remains insufficient to meet demand. Many EU assemblers therefore have no other option but to buy components in China. Meanwhile, customs authorities disproportionately concentrate their efforts on inspecting and frequently taking an overly aggressive stance against EU assemblers. This approach generates significant legal uncertainty, further exacerbating compliance challenges for businesses.A Call to Action: Prioritise Market Surveillance and Remove Barriers
LEVA-EU urges the European Commission to reallocate resources from trade defense measures to implementing robust market surveillance mechanisms. To achieve this, the dumping duties on bicycle components must be abolished without delay. Ensuring the effective enforcement of technical regulations is essential to stop the influx of low-quality, non-compliant products into the EU market. Additionally, LEVA-EU strongly advocates for the removal of duties on bicycle components to reduce obstacles for assemblers, foster growth, and encourage innovation in the European electric cycle sector.“Robust market surveillance, not trade defence, is the only sustainable way forward,” says Annick Roetynck, Managing Director of LEVA-EU. “By addressing these critical issues, the EU can support a thriving and competitive electric cycle industry while ensuring safety and compliance for consumers.”
- Continuation of Subsidisation
-
Petition for Withdrawal Dutch LEV- Framework to Close Next Friday: Sign Now!
Comments Off on Petition for Withdrawal Dutch LEV- Framework to Close Next Friday: Sign Now!So far, 60 companies have signed the LEVA-EU petition for the withdrawal of the Dutch LEV-Framework. The petition will close on 24 January. It only takes a few minutes to sign. So, don’t miss out on this opportunity to keep the Dutch market open for electric cargobikes, e-scooters and self-balancing vehicles.
Should the Netherlands go ahead with the framework, it will become much more difficult to put these vehicles on the market there. The LEVA-EU petition is addressed to the Dutch Minister, Barry Madlener, and Secretary of State, Chris Jansen, responsible for Infrastructure and Water Management and argues that the current draft contradicts established EU legislation, undermines the principles of the European Single Market, and ignores years of expert-driven standardisation work and key stakeholder engagement.
Sign the petition here: https://form.jotform.com/243504659084360
Over the past years, the Dutch government has prepared a comprehensive regulatory technical framework intended to govern various LEVs—including electric cargocycles, e-scooters, and self-balancing vehicles. While acknowledging the importance of road safety, LEVA-EU asserts that the framework, as it stands, will stifle innovation and restrict the availability of sustainable transport options, hindering the transition to cleaner mobility.
The planned technical requirements in the LEV framework are largely derived from the type-approval legislation for L-category vehicles. However, the vehicles in the LEV framework are excluded from the L-category on the basis of Article 2.2 of Regulation 168/2013, precisely because the technical requirements are not suitable for these vehicles. By now making the rules for the L-category applicable via the LEV framework, to vehicles that are excluded from the L-category by the EU, the Netherlands is going against European legislation. This also goes against the principle of the single market and therefore unnecessarily creates an illegal obstacle for manufacturers in the Netherlands and abroad to put vehicles on the Dutch market.
The current plans completely ignore the existing harmonised EU legislation. In all Member States, including the Netherlands, the vehicles excluded from Regulation 168/2013 following Article 2.2, are subject to the Machinery Directive/Regulation, the EMC and RoHS Directive and the Battery Regulation. Vehicles that do not meet the safety requirements of this legislation can simply be removed from the market. This is currently happening in the Netherlands, for example, with the so-called “fat bikes”, legally electric bicycles with pedal assistance up to 25 km/h and 250W, excluded from Regulation 168/2013 based on Article 2.2(h) and therefore subject to the Machinery, EMC and RoHS Directives. Several thousands of these fat bikes have been recently seized because they don’t comply with the stated legislation. Instead of imposing the LEV-framework, the same surveillance activities could be deployed for the LEVs involved to remove illegal vehicles from the market.
In addition, this harmonised legislation has been supplemented with European technical standards that specify detailed technical requirements and tests for the vehicles concerned. For electric scooters and self-balancing vehicles, this is EN 17128, which is currently being revised. For electric cargo bikes, a series of 7 standards has just been completed, under the title EN 17860, by CEN TC333-WG9. Dozens of experts from the European sector have worked intensively on these standards for four years, under the leadership of a secretariat provided by the Dutch standardisation institute NEN. Moreover, the convenor of this working group is also Dutch! The fact that this work has been completely ignored in the development of the LEV-framework is downright incomprehensible and disrespectful.
Many other countries, including neighbouring Belgium, allow the vehicles in question on public roads without further technical requirements. These countries accept the Machine, EMC and RoHS directives as the applicable harmonised legislation and strictly limit themselves to the mere conditions of use. In these countries, there are no structural safety problems with the vehicles in question. Incidentally, the Netherlands does the same for electric bicycles (2 wheels) with pedal assistance up to 25 km/h and 250W. There are no additional Dutch technical requirements for these vehicles, while there are millions of them on the road. As indicated, the current Dutch government has chosen the right path by tackling the problems with fat bikes on the basis of the Machine, EMC and RoHS Directives. LEVA-EU urges that the same sensible approach be taken for electric scooters, self-balancing vehicles with and without steering and electric cargo bikes.
Finally, LEVA-EU also asks for the Minister and Secretary of State to take note of the recent recommendations of the Expert Group on Urban Mobility, which have been endorsed by the Commission. These recommendations state: “The Commission must develop harmonized technical legislation and mandate related standards, specifically for light electric vehicles in close consultation with the light electric vehicle sector.” A purely Dutch initiative to develop technical legislation for just a few LEV-types is not in line with this recommendation. Instead, LEVA-EU argues, the Netherlands should work with the Commission to realise this harmonised technical legislation in close consultation with the LEV-sector.
LEVA-EU also emphasises that in the development of the Dutch LEV framework, the real stakeholders have been systematically ignored. The trade association hopes that by responding to the petition, the two politicians will also rectify this important shortcoming and accept to have an in-depth consultation with the sector and the relevant companies involved.
Key Requests of the Petition:
- Immediate Withdrawal of the Proposed LEV Framework: Abandon the current measures that conflict with EU law and harm market harmonization.
- Adherence to Existing EU Directives and Standards: Align Dutch policy with established European standards and directives, which already provide clear, unified safety requirements.
- Close Collaboration with the EU and LEV Sector: Work jointly with the European Commission and industry experts to develop consistent, long-term regulations.
- Inclusive Stakeholder Consultation: Engage in comprehensive dialogue with sector representatives to foster policies that encourage innovation, ensure safety, and bolster sustainability.
Conclusion:
LEVA-EU calls on the Dutch Minister and Secretary of State for Infrastructure and Water Management to reconsider the current approach, comply with EU legislation and best practices, and pursue an inclusive, future-oriented path. By doing so, LEVA-EU argues, the Netherlands can uphold its reputation as a leader in sustainable, forward-thinking mobility solutions.Petitioners’ Requests:
- Immediate Withdrawal: Stop enforcement of the current LEV Framework proposal that contradicts EU law and lacks stakeholder input.
- Alignment with EU Directives and Standards: Follow existing EU rules and recognized European standards that are already proven and effective.
- Collaboration at EU Level: Work closely with the European Commission and industry stakeholders to develop harmonized, future-proof LEV legislation.
- Inclusive Consultation: Engage in thorough dialogue with sector experts to ensure that the Dutch LEV policy remains safe, innovative, and sustainable.
Any company, organisation or individual that wishes to support the call for the withdrawal of the LEV-Framework is invited to sign the petition below:
-
Sign Now: Petition for Withdrawal Dutch LEV- Framework
Comments Off on Sign Now: Petition for Withdrawal Dutch LEV- FrameworkLEVA-EU has issued a petition urging the Dutch Minister, Barry Madlener, and Secretary of State, Chris Jansen, responsible for Infrastructure and Water Management to withdraw the Dutch LEV Framework. The petition argues that the current draft contradicts established EU legislation, undermines the principles of the European Single Market, and ignores years of expert-driven standardisation work and key stakeholder engagement.
Sign the petition here: https://form.jotform.com/243504659084360
Over the past years, the Dutch government has prepared a comprehensive regulatory technical framework intended to govern various LEVs—including electric cargocycles, e-scooters, and self-balancing vehicles. While acknowledging the importance of road safety, LEVA-EU asserts that the framework, as it stands, will stifle innovation and restrict the availability of sustainable transport options, hindering the transition to cleaner mobility.
The planned technical requirements in the LEV framework are largely derived from the homologation legislation for L-category vehicles. However, the vehicles in the LEV framework are excluded from the L-category on the basis of Article 2.2 of Regulation 168/2013, precisely because the technical requirements are not suitable for these vehicles. By now making the rules for the L-category applicable via the LEV framework to vehicles that are excluded from the L-category by the EU, the Netherlands is going against European legislation. This also goes against the principle of the single market and therefore unnecessarily creates an illegal obstacle for manufacturers in the Netherlands and abroad to put vehicles on the Dutch market.
The current plans completely ignore the existing harmonised EU legislation. In all Member States, including the Netherlands, the vehicles excluded from Regulation 168/2013 following Article 2.2, are subject to the Machinery Directive/Regulation, the EMC and RoHS Directive and the Battery Regulation. Vehicles that do not meet the safety requirements of this legislation can simply be removed from the market. This is currently happening in the Netherlands, for example, with the so-called “fat bikes”, legally electric bicycles with pedal assistance up to 25 km/h and 250W, excluded from Regulation 168/2013 on the basis of Article 2.2(h) and therefore subject to the Machinery, EMC and RoHS Directives. Several thousands of these fat bikes have been recently seized, based on the fact that they don’t comply with the stated legislation.
In addition, this harmonised legislation has been supplemented with European technical standards that specify detailed technical requirements and tests for the vehicles concerned. For electric scooters and self-balancing vehicles, this is EN 17128, which is currently being revised. For electric cargo bikes, a series of 7 standards has just been completed, under the title EN 17860, by CEN TC333-WG9. Dozens of experts from the European sector have worked intensively on these standards for four years under the leadership of a secretariat that was provided by the Dutch standardisation institute NEN. Moreover, the convenor of this working group is also Dutch! The fact that this work has been completely ignored in the development of the LEV framework is downright incomprehensible and disrespectful.
Many other countries, including neighbouring Belgium, allow the vehicles in question on public roads without further technical requirements. These countries accept the Machine, EMC and RoHS directives as the applicable harmonised legislation and strictly limit themselves to the mere conditions of use. In these countries, there are no structural safety problems with the vehicles in question. Incidentally, the Netherlands does the same for electric bicycles (2 wheels) with pedal assistance up to 25 km/h and 250W. There are no additional Dutch technical requirements for these vehicles, while there are millions of them on the road. As indicated, the current Dutch government has chosen the right path by tackling the problems with fat bikes on the basis of the Machine, EMC and RoHS directives. LEVA-EU urges that the same sensible approach be taken for electric scooters, self-balancing vehicles with and without steering and electric cargo bikes.
Finally, LEVA-EU also asks for the Minister and Secretary of State to take note of the recent recommendations of the Expert Group on Urban Mobility, which have been endorsed by the Commission. These recommendations state: “The Commission must develop harmonized technical legislation and mandate related standards, specifically for light electric vehicles in close consultation with the light electric vehicle sector.” A purely Dutch initiative to develop technical legislation for just a few LEV-types is not in line with this recommendation. Instead, LEVA-EU argues, the Netherlands should work with the Commission to realise this harmonised technical legislation in close consultation with the LEV sector.
LEVA-EU also emphasises that in the development of the Dutch LEV framework, the real stakeholders have been systematically ignored. The trade association hopes that by responding to the petition, the two politicians will also rectify this important shortcoming and accept to have an in-depth consultation with the sector and the relevant companies involved.
Key Requests of the Petition:
- Immediate Withdrawal of the Proposed LEV Framework: Abandon the current measures that conflict with EU law and harm market harmonization.
- Adherence to Existing EU Directives and Standards: Align Dutch policy with established European standards and directives, which already provide clear, unified safety requirements.
- Close Collaboration with the EU and LEV Sector: Work jointly with the European Commission and industry experts to develop consistent, long-term regulations.
- Inclusive Stakeholder Consultation: Engage in comprehensive dialogue with sector representatives to foster policies that encourage innovation, ensure safety, and bolster sustainability.
Conclusion:
LEVA-EU calls on the Dutch Minister and Secretary of State for Infrastructure and Water Management to reconsider the current approach, comply with EU legislation and best practices, and pursue an inclusive, future-oriented path. By doing so, LEVA-EU argues, the Netherlands can uphold its reputation as a leader in sustainable, forward-thinking mobility solutions.Petitioners’ Requests:
- Immediate Withdrawal: Stop enforcement of the current LEV Framework proposal that contradicts EU law and lacks stakeholder input.
- Alignment with EU Directives and Standards: Follow existing EU rules and recognized European standards that are already proven and effective.
- Collaboration at EU Level: Work closely with the European Commission and industry stakeholders to develop harmonized, future-proof LEV legislation.
- Inclusive Consultation: Engage in thorough dialogue with sector experts to ensure that the Dutch LEV policy remains safe, innovative, and sustainable.
Any company, organisation or individual that wishes to support the call for the withdrawal of the LEV-Framework is invited to sign the petition below:
-
LEVA-EU Welcomes Harold Tor-Daenens as New Policy Director
Comments Off on LEVA-EU Welcomes Harold Tor-Daenens as New Policy DirectorLEVA-EU is delighted to welcome Harold Tor-Daenens as our new Policy Director. Harold will work closely with Managing Director Annick Roetynck to elevate LEVA-EU’s policy outreach and advocacy at the EU level.
With over two decades of experience in international and EU advocacy, Harold is well-prepared to strengthen LEVA-EU’s position within EU institutions. He previously served as Head of Digital at GPLUS and Head of Communications at the Centre for xEuropean Policy Studies. Alongside supporting European companies and trade associations in the shipping and postal sectors, Harold also lectures on technology regulations—such as the AI Act—and EU-level advocacy.On his appointment, Harold comments:
“This sector perfectly aligns with my personal vision for sustainability and urban mobility. We have a unique opportunity to help our cities and towns transition to carbon-free mobility, and I’m convinced that light electric vehicles are a significant part of that future!”
Harold holds a master’s degree in international relations from the Institute of Political Sciences in Paris and speaks English, French, Dutch, and Mandarin Chinese, with working knowledge of German.
-
SME Guide on Standardisation for Light Electric Vehicles | LEVA-EU & SBS
Comments Off on SME Guide on Standardisation for Light Electric Vehicles | LEVA-EU & SBSStandards play a crucial role in ensuring safety, technical compliance, and a level playing field for smaller companies. This guide, a collaboration between LEVA-EU and SBS, provides a comprehensive resource for SMEs in the LEV sector, particularly those dealing with electric cycles, e-scooters, and self-balancing vehicles (excluded from Regulation (EU) No 168/2013).
What’s inside the guide?
- Understand the importance of standards: Learn how standards benefit SMEs by reflecting best practices, reducing costs, and enabling fair competition.
- Navigate the standardisation process: Gain insights into all aspects of standardisation, from initial involvement to utilising completed standards.
- Find answers quickly: The guide is designed for easy navigation. Read it cover-to-cover or jump directly to specific questions using the provided table of contents.
Stay informed:
This guide will be regularly updated to reflect any changes in the standardisation landscape. If you have questions not covered in the guide, feel free to contact LEVA-EU or SBS directly.
Download the guide today and leverage the benefits of standardisation:
SME Guide on Standardisation for Light Electric Vehicles | LEVA-EU & SBS
Campaign success
Lorem ipsum dolor sit amet, consectetur adipisicing elit, sed do eiusmod tempor incididunt ut labore et dolore magna aliqua.
Member profile
Lorem ipsum dolor sit amet, consectetur adipisicing elit, sed do eiusmod tempor incididunt ut labore et dolore magna aliqua.