Improving safety is biggest factor in encouraging cycling
CAKE and FIM announce joint venture
UK Wave 5: National Travel Attitudes on Electric Cycles
Eurobike Travel Talk: Micro-Adventures With and Around Cycles
Big majority in cities want mayors to prioritise clean transport, greenery and better air quality
New Traffic Rules for E-Scooters in Poland
Launch of London’s First Non-Commercial Cargo Bike Policy Report
TRL-study: LEVA-EU pleased but not fully satisfied
UK Government Extends Rental E-Scooter Trials
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.-
Improving safety is biggest factor in encouraging cycling
Comments Off on Improving safety is biggest factor in encouraging cyclingSource: VanMoof – A new online study, commissioned for World Bike Day by VanMoof in partnership with YouGov, seeks to understand the changes to people’s mobility habits throughout the pandemic in European and North American cities – specifically around new mobility behaviors and attitudes towards urban public space. The results show that despite the widely publicized “e-bike boom” and mass cycling adoption seen throughout the COVID-19 pandemic, people still do not feel safe cycling on the streets of some of the world’s major cities. Millennials, however, appear to be surging ahead in terms of their cycle-first behavior patterns and determination to change their city’s transport status quo. In the US, attitudes towards e-bikes and city mobility have undergone huge change over the course of the pandemic in cities on both coasts. The data was collected from over 3,000 adults across five of the world’s biggest cities: London, Paris, Berlin, New York, and Los Angeles.
Some of the top takeaways from the study include:
- People most concerned for their safety: 43% of all people living in the five cities sampled said that feeling safer would encourage them to cycle more. This makes safety the strongest factor across all age groups for both men and women. More cycle lanes (34%) and less chance of bike theft (33%) were the next most important factors to encourage more cycling in each city.
- People feel it is more important for their city to prioritize cycling: One in three people (34%) across all cities surveyed said it’s more important to them that their city prioritizes cyclists now than before COVID-19. Almost double the number of 18-34 year olds (46%) think prioritizing cyclists is important compared to those over 55 years of age (24%). This compares with an average of 20% who said cycling would be their preferred mode of transport getting to work/school and back in a pre-pandemic 2019 Future Cities survey conducted across six European countries.
- New York shows increased importance for cycling prioritization: 41% of New Yorkers say it’s more important to them now that the city prioritizes cyclists than before the pandemic hit. This percentage rises to a majority of 68% among 25-34 year olds.
- E-bikes more likely to be chosen for city journeys: Attitudes towards e-bike use have undergone the biggest change in the US cities of New York and Los Angeles, with 35% of New Yorkers and 32% of LA residents more likely to choose an e-bike for short journeys since the start of the COVID-19 pandemic. A huge 64% of 25-34 year olds in New York say they would now be more likely to choose an e-bike for their city journeys. To put that in context, only 24% of Europeans across eleven countries said they were “likely to buy or use” an e-bike in a July 2020 survey.
- E-bike adoption enthusiasm strongest among under 35s: 35% of 18-34 year olds are more likely to make the switch to an e-bike for short journeys around all five cities since the impact of COVID-19.
Insufficient cycling infrastructure in cities discouraging people from cycling more
A major finding of the study is that huge unresolved issues around cycling infrastructure and incentives continue to discourage people from cycling. This is most notable when it comes to lacking infrastructure for cyclists’ safety, which was the highest contributing factor across every city.
**All figures are from YouGov Plc unless otherwise stated. Total sample size was 3016 adults in New York, Los Angeles, London, Paris and Berlin. Fieldwork was undertaken between 18th and 23rd May 2021. The survey was carried out online. The figures have been weighted and are representative of all city adults (aged 18+).
Photo credits: VanMoof
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CAKE and FIM announce joint venture
Comments Off on CAKE and FIM announce joint ventureSource: CAKE, June – The Fédération Internationale de Motocyclisme started their annual sustainability week by announcing CAKE’s utility bikes, Ösa, to facilitate and reduce emissions for future and upcoming races.
LEVA-EU member CAKE, announced a partnership with The Fédération Internationale de Motocyclisme (FIM), the governing body of motorcycle sport and the global advocate for motorcycling. Both FIM and Cake agree on 5 of the Global Goals: good health and wellbeing, equality, clean energy, responsible consumption, and climate action.
The first step of the partnership is to include the CAKE Ösa utility bikes as FIM’s main transportation in the paddock area. Paddock bikes have always played an important role when it comes to covering big distances at the races and being able to move around the track in a respectful way is another step in the right direction.
“One of the priority areas of the FIM Sustainability Strategy is the Climate Strategy. Our objectives in this area are aligned with the Global Objectives and at this time, in which the world is oriented towards the same objective, it is extremely important to incorporate energy alternatives in the different areas of the organization. We are aware of the climate emergency and, we are building and raising awareness about a neutral future. This alliance with Cake will be an amazing tool that will facilitate the transport of our team in the field in the different events with a minimum impact and we hope it will be a showcase that shows some of the solutions in alternative transport. Piece of Cake!” Says: Kattia Juarez FIM Sustainability Commission Director.
“Being chosen by FIM is an honor, with the primary ambition is to bring purpose in what we create. Hard work and tons of logistics is the recipe for successful races and events. The Ösa utility bikes will be the best friend and perfect work tool for the FIM staff and the different needs to prepare and pull off a great event. The collaboration sets the framework and a needed first step towards zero-emission racing.” Says: Stefan Ytterborn, CEO & Founder of CAKE.
Read this article in the newsletter of CAKE.
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UK Wave 5: National Travel Attitudes on Electric Cycles
Comments Off on UK Wave 5: National Travel Attitudes on Electric CyclesSource, UK Department for Transport (DfT) – The National Travel Attitudes Study (NTAS) is an online and telephone survey which covers responses from individuals aged 16 and over in England, drawn from people who have previously responded to the National Travel Survey (NTS). DfT has recently published the results of Wave 5.
The release of DfT covers Wave 5, which centres around attitudes towards cycling with a special focus on electric cycles (e-bikes) and cycle training courses. Additionally, one chapter that covers travel behaviour during the coronavirus (COVID-19) pandemic across all modes of transport and one chapter that covers walking were included. The survey was conducted in January and February 2021. In total, 2,554 people completed the survey.
Main findings
- Off-road and segregated cycle paths (55%), safer roads (53%) and well-maintained road surfaces for cycling (49%) were chosen most often when Wave 5 respondents (who didn’t state that cycling is impossible for them due to their disability) were asked about things that would encourage them to cycle more.
- Nearly two-thirds (64%) of the sample support the creation of dedicated cycle lanes in their local area, even if this means less road space for cars.58% of Wave 5 respondents reported to feel confident when riding a bicycle.
- Men (74%) felt more often confident than women (43%).Of those respondents who didn’t feel confident about their cycling skills, 14% displayed interest in attending a cycle training course. Interest was highest in the age group 35-44 (29%).
- 51% of Wave 5 respondents agreed that e-bikes are too expensive, with only 4% disagreeing with the statement. Nearly two in three indicated that they know very little about e-bikes.
Similar to the trends displayed in Wave 4, Wave 5 respondents reported substantially decreased usage of all travel modes compared to before the pandemic with the exception of the active travel modes walking and cycling.
A table that contains the underlying data for each question in this report is available.
Electric cycles (e-bikes)
A very small proportion of the sample had access to e-bikes. When those who did not state that their impairment makes cycling impossible, were asked if they owned an e-bike, 3% stated to own one and 1% stated to have regular use of one. The rest (97%) reported that they did not own or regularly use an e-bike.
Those who did not own or regularly use an e-bike were asked if they had ever used an e-bike to which 7% answered with yes and 93% with no.
Respondents who had never used an e-bike before were further asked if they were interested in riding an e-bike if they had the chance to do so which 35% answered with yes and 46% with no. The remaining 19% stated that they would need more information.
For all results of the survey, go to the website of UK Department for Transport.
Photo credits: HNF Nicolai
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Eurobike Travel Talk: Micro-Adventures With and Around Cycles
Comments Off on Eurobike Travel Talk: Micro-Adventures With and Around CyclesSource: Eurobike – The meeting point for cycling tourism in the bicycle industry is on the move and cycling tourism has been more popular than ever since the beginning of the pandemic. The best conditions for discussing recent developments with the tourism and bicycle industry, media and bloggers at the 20th EUROBIKE TRAVEL TALK on September 3, 2021 at Messe Friedrichshafen.
At least since the pandemic-related travel restrictions, vacationing just outside one’s doorstep has become a megatrend. The term micro adventure can be used to summarize the exploration by bike in people their own environment, both on and off paved roads.
While the tourism industry is struggling with opening strategies, hygiene rules and occupancy capacities in order to guarantee its customers an attractive and safe holiday, the sales figures for “new” and fun-promising types of cycles such as gravel bikes, e-MTBs or cargo cycles are exploding. What role does cycle tourism play for a safe holiday and does the trend towards micro-adventures offer sustainable prospects for tourism?
Project must have an innovative character, serves to transfer knowledge and offers added value for the entire industry.With this Call for Participation (CfP) applicants can submit their project or product for the TRAVEL TALK.
Deadline is June 15, 2021.
Photo credits: Eurobike
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Big majority in cities want mayors to prioritise clean transport, greenery and better air quality
Comments Off on Big majority in cities want mayors to prioritise clean transport, greenery and better air qualitySource: CleanCities Campaign, May 2021 – Months of pandemic restrictions have triggered a major shift in public expectations for urban space and commuting. Europeans are crying out for a fairer share of public space for public transport, cyclists, and pedestrians, according to the online survey of 10,050 residents in 15 European cities polled by YouGov. The survey was commissioned by the Clean Cities Campaign, a new European movement with the aim of encouraging cities to transition to zero-emission transport by 2030.
More than eight out of 10 residents (82%) crave more green space and greenery in their cities.
Two-thirds (66%) support more space for walking and 60% back allocating more room for public transport. Demand for sustainable mobility is even stronger among city dwellers who have suffered from Covid-19. Of those who had been infected or had a person close to them infected, 83% ask for more green space (compared to 76% of those who don’t know anyone who has been infected) and more space for walking (69% vs. 63%).
Air pollution in cities, of which road transport is one of the main causes, is likely to be linked to higher mortality related to Covid and is also the number one cause of premature death from environmental factors. Questioned online in March, seven in 10 of respondents (71%) in the 15 European cities surveyed told YouGov they want their mayors to do more to protect them from air pollution. Demand for mayors to act was particularly strong in Milan (84%) and Warsaw (84%).
Mayors should concentrate most on promoting public transport, walking and more green space, the survey of city dwellers shows. Public transport ranks particularly high in Rome (85%) and Madrid (77%), while making cities more pedestrian-friendly cities is the top priority for those living in Birmingham (72%) and London (70%).
When it comes to cars, two-thirds (67%) of the public in all surveyed cities want to see pollution from road traffic come down, while the majority stated that after 2030 only emission-free cars should be allowed to be driven in their cities. Support for emission-free cars is particularly strong in Rome (72%), Milan (71%), and Budapest (68%), cities that suffer from high levels of air pollution.
Clean Cities Campaign Director Barbara Stoll said: “Citizens are sick of breathing dirty air and want mayors to put them first, not cars. We’re at a make-or-break moment as countries are gearing up to spend billions of euros of green recovery funds. This cash could be a game-changer for urban mobility by radically reshaping how we get around. Public opinion should be a North Star for decision-makers to make cities more livable and sustainable”.
The YouGov online survey comes as governments are preparing to spend nearly €700 billion in EU Covid recovery funds, of which 37% is earmarked for climate-related measures, including sustainable urban mobility.
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New Traffic Rules for E-Scooters in Poland
Comments Off on New Traffic Rules for E-Scooters in PolandSource: Smartride – New traffic rules in Poland for electric scooters and other PLEV’sn apply since 20 May 2021. This publication is part of the process to legalize PLEVs in Poland. However, the legislative procedure on technical requirements is still in progress.
According to the Polish traffic code electric scooters are propelled electrically, have 2 axles, with steering , without saddle or pedals and designed to be driven only by the rider, who must use both hands to steer the electric scooter.
Adults are allowed to ride electric scooters without any driving license. Minors which are older than 10 years, must acquire a cycling card or an appropirate driving license:
- Cycling cards are available for > 10 years and are free of charge
- Driving license
- AM, moped > 14 years or
- A1, motorcycles max. 125 cm3 > 16 years
Minors younger than 10 years are forbidden to ride an electric scooter with one exception: riding in a residential area is allowed when they are accompanied by an adult.
Electric scooters must use cycling infrastructure if this is available and ride max. 20 km/h. If there is no cycling infrastructure on a road with a speed limit of 30 km/h, electric scooters may use the road and are also limited to ride max. 20 km/h. Electric scooters may use pavements, but need to give priority to pedestrians and go at a speed comparable to that of the pedestrians.
Electric scooters may be parked on pavements in designed places or at the sides if the pavements are wider than 1,5 meters. At the side means, as close as possible to the side of the road, a house, a tree etc.
What is forbidden?
- riding under influence of drugs/alcohol
- transport other persons or cargo
- ride side by side with other road users
- towing e-scooters
Photo credits: Segway-Ninebot
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Launch of London’s First Non-Commercial Cargo Bike Policy Report
Comments Off on Launch of London’s First Non-Commercial Cargo Bike Policy ReportMay 2021, Fare City. A London-based city transport think tank, have launched their policy report ‘Sharing the Load’ which specifically examines non-commercial cargo bike use in London.
The publication of the report comes at a time when the UK capital and other global cities contend with the climate crisis, the COVID-19 pandemic, and a discernible shift towards more sustainable lifestyles, all of which have encouraged both city users and city authorities to reconsider urban mobility.
The report considers the attitudes, experiences, and motivations of cargo bike users within the context of the capital’s urban environment and transport policy landscape. It concludes by making three policy recommendations for how non-commercial uptake could be increased.
In determining what will either promote or prevent greater non-commercial cargo bike use in London, six key metrics were analysed, and a range of insights was subsequently gained. Those interviewed reported that cost, commitment, and secure home parking were key barriers that dissuaded many potential users from purchasing a cargo bike, while the ability to try a cargo bike for an extended period was strongly supported.
The report additionally found that there is still too much public ambiguity as to what cargo bikes are, while the barriers to cycling more generally need to be lowered to build a broader and deeper base of experienced cyclists who may then be more likely to consider using a cargo bike.
Charles Critchell, Managing Director of Fare City, said: “The cargo bike is increasingly becoming the tool of choice for many Londoners in addressing, commercial, communal, and non-commercial mobility needs. However, despite recent gains, much more needs to be done to both raise the profile of cargo bikes and ensure that the mode is truly accessible for all Londoners. This report provides an overview of the sector in London, while signposting how cargo bikes can play a bigger role in the decade ahead.”
Dr Rachel Aldred, Professor of Transport, University of Westminster, said: “I’m very pleased to see the growing recognition that cargo bikes and other non-standard cycles are getting as an important part of sustainable mobility systems. Cargo bikes can potentially be transformative for a range of uses, from last-mile logistics to travelling with small children. The findings and recommendations of the report will be useful for planners and policy-makers thinking ‘beyond the bicycle’ to the role a range of human-powered vehicles can play in transforming our cities.”
Photo credits: HNF Nicolai
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TRL-study: LEVA-EU pleased but not fully satisfied
Comments Off on TRL-study: LEVA-EU pleased but not fully satisfiedLEVA-EU has fully analysed the TRL-study on Personal Mobility Devices for the European Commission. The trade association is extremely pleased with TRL’s conclusion that dedicated legislation for LEVs is the best way forward. However, LEVA-EU is not as pleased with some of the finer details of the study.
Regulation 168/2013 on the approval and market surveillance of 2- or 3-wheel vehicles and quadricycles is the core of technical legislation and categorization of light electric vehicles (LEVs).
These are either included in the scope of the legislation. That is for instance the case for electric cargocycles with more than 250W or for speed pedelecs. Or, they come under one of the exclusions listed in Article 2.2 of the Regulation. That is for instance the case for EPACs, i.e. electric bikes with pedal assistance up to 250W and 25 km/h, but also for e-scooters, self-balancing vehicles, etc.
If they are excluded from Regulation 168/2013, the vehicles come under the Machinery Directive. This opens the possibility of developing harmonized standards, which offer presumption of conformity. If your vehicle complies with the standard, it is presumed to be in conformity with the Machinery Directive.
So far, there is only one harmonized standard for LEVs, i.e. EN 15194:2017. The EN 17128:2020 for vehicles without a seat and self-balancing vehicles has not been harmonized.
Two major legal problems
Current legislation for LEVs poses two major problems. First, the legislation has not been specifically written for LEVs and is therefore not adequate. This results in very serious legal bottlenecks, which obstruct market development. One of the worst affected vehicle categories is L1e-A “Powered Cycles”, i.e. electric cycles with a maximum speed of 25 km/h and maximum 1 kW. As a result, virtually no vehicles have been type-approved in L1e-A
Second major problem is that inclusion in Regulation 168/2013 results in national rules that are particularly restrictive and hindering, since they have been developed for vehicle concepts, which are quite different from LEVs. The worst example is the categorization of speed pedelecs as mopeds. Consequently, in most member states they are subject to moped terms of use that seriously hinder the use of speed pedelecs, thus the market development.
Commission acknowledges problems
Vehicles excluded from Regulation 168/2013 are for their use completely dependant on national rules. Some member states for instance do not allow the use of e-scooters on public roads. On the other hand, all member states have granted EPACs the same status as conventional bicycles, which allowed the market to prosper.
As the market is growing, the European Commission is beginning to acknowledge that there are problems. In April, the Commission has proposed to exclude all vehicles from the Machinery Directive. With that however, the Commission has not yet made any statements as to where these excluded vehicles should be housed instead. It appears this decision is left to the Commission department responsible for Regulation 168/2013.
5 regulatory options
Last year, that department has commissioned TRL to conduct a study into so-called “Personal Mobility Devices” (PMDs). This term covers standing and seated e-scooters, EPACs, L1e-A Powered Cycles, cycles designed to pedal in L1e-B (speed pedelecs), electric cargocycles, self-balancing vehicles, e-hoverboards, e-monowheels and e-skateboards.
The study had 5 objectives:
1) to provide a PMD-inventory
2) to provide a detailed analysis of the market and of the influence of existing legislation at EU and national level
3) to collect and evaluate data on PMD-accidents
4) to assess current use and safety aspects of PMDs not covered by Regulation 168/2013
5) to provide recommendations on technical requirements and traffic rulesThe most important element of the study consisted of the 5 regulatory options, which TRL formulated:
- Include all PMDs within the scope of Regulation (EU) No 168/2013,
- Exclude from the scope of Regulation (EU) No 168/2013 any PMD with a maximum speed less than 25km/h,
- Exclude from the scope of Regulation (EU) No 168/2013 any PMD with a maximum speed less than 30km/h,
- Exclude from the scope of Regulation (EU) No 168/2013 any PMD with a maximum motor power less than 1,000W, and
- Devise a dedicated system for the harmonised approval of PMDs that is separate from both Regulation (EU) No 168/2013 and the Machinery Directive.
Preferred option
TRL added a judgment to these options. Option 1 should be dismissed. Options 2, 3 and 4 would simplify the criteria for exclusion from Regulation 168/2013. This would open up possibilities for creating new types of PMDs. However, TRL points out that these options do not resolve the issue of harmonizing the rules for PMDs across Europe. Option 5 provides for technical regulation outside the Machinery Directive and Regulation 168/2013 and would, according to TRL, be tailored to the needs of the PMD industry. The system could include a variety of assessment methods, ranging from self-certification to independent testing. TRL concludes on option 5: “In our view this new system for the regulation and approval of PMDs would provide the flexibility necessary to support innovation in this rapidly evolving sector, while maintaining technical standards and road safety.”
Option 5 itself does not hold any criteria for exclusion from Regulation 168/2013. TRL suggests that for this purpose, option 5 could be combined with option 2, 3 or 4. In their recommendations they take the matter a step further: they propose to exclude all vehicles up to 30 km/h from Regulation 168/2013. The proposal to increase the limit to 30 km/h is “to bring the speed of these vehicles in line with the speed limits now being used in many urban areas”.
In line with LEVA-EU position
TRL’s preferred option, i.e. dedicated LEV-legislation, is fully in line with LEVA-EU’s position as explained in our position paper. Such dedicated legislation offers many advantages that are essential to the development of the LEV-market. Just like Regulation 168/2013 does for conventional mopeds and motorcycles, a horizontal regulation with essential requirements for all LEVs can provide for an automatic right for vehicles to be placed on the market. This would prevent Member States from denying vehicles that comply with the Regulation access to public roads.
Second important advantage is that such a horizontal Regulation will force Member States to think carefully about categorization of vehicles. It will no longer be possible to bury them in unadapted categories, as is the case now, for example with L1e-A vehicles and speed pedelecs in the moped category.
The Member States will also be forced to think about the terms of use for LEVs. LEVA-EU believes that the Commission must play a proactive role in this by encouraging the Member States to exchange experience and of best practice. In this framework, the Commission could for instance initiate an LEV observatory. This observatory could monitor market developments and analyse how regulations in the Member States influence that development.
And last but not least, dedicated legislation will curb the growing tendency of Member States to develop their own, national, technical requirements. This will allow the LEV-sector to return to the basic principle of the single market in which manufacturers can supply the whole of the EU with one and the same vehicle. This, in turn, creates the possibility to organize structural consultation with the LEV-sector on that technical legislation. Today, the national requirements developed by Member States are too often resulting from guesswork.
Repurpose L1e-A
Whilst LEVA-EU fully supports TRL’s preferred option for dedicated legislation, we find their additional proposals unacceptable and illogical. In their recommendations, they propose to only exclude vehicles up to 30 km/h from Regulation 168/2013. For vehicles with a higher speed limit, such as speed pedelecs, TRL suggests to repurpose category L1e-A. In this category the speed limit should be raised to 45 km/h, whilst the power limit of 1,000 W could be retained.
TRL adds: “The revision of this category would provide for mechanism by which cycles designed to pedal could be regulated separately from mopeds. This would allow special consideration to be given to the standards and tests that need to be applied to these vehicles without inadvertently interfering with the arrangements in place for mopeds. Moving cycles designed to pedal into L1e-A would also permit manufacturers to design three and four wheeled cycles designed to pedal, which are currently not permitted under L1e-B, thus creating a sub-category that would be highly suitable for pedal assisted cargo tricycles and quadricycles.”
Under the heading “Important findings and recommendations”, TRL states the following on type-approval: “It should be noted that for pedal cycle derived vehicles different frame sizes of the same model and men’s and ladies’ versions of the same model are treated as separate types for type approval purposes. Thus, the overall cost of getting one model of bicycle approved may be some multiple of that figure. However, the costs of type approval do not add significantly to the overall purchase price to the consumer – one manufacturer estimated that type approval added only €8 per vehicle sold. More important than the economic cost of the process was the incompatibility of the business model of many PMD manufacturers and importers who have a short design cycle, often releasing new models every year and a diversified supply chain that has been developed to ensure resilience and redundancy so that component availability never stops production. This approach is fundamentally at odds with the type-approval system which requires design-freeze at the point of assessment and robust conformity of production throughout the product’s lifecycle. Clearly some middle ground needs to be found that ensures the safety and environmental sustainability of PMDs while acknowledging the differences in business approach between the PMD and automotive industries. An approach that is proportional to the level of risk resulting from potential technical failures should be devised.”
The issue of type-approval
We find it utterly illogical for TRL to conclude one thing for EPACs and something completely different for current L1e-A vehicles and cycles designed to pedal up to 45 km/h, such as speed pedelecs. All the above is equally valid for all those “pedal cycle derived vehicles”, which are now in type-approval.
The issue of the type-approval system is mainly to do with the fact that conventional mopeds and motorcycles are made up of components that are specifically designed for these vehicles and “pedal cycle derived vehicles” not. These are assemblies for components that may be used in different types of vehicles both in and out of type-approval. This shows that the TRL-study fails to meet one of the 5 predefined objectives: to provide a detailed analysis of the of the influence of existing legislation at EU level. The report does not say a word about the technical inappropriateness and inaccuracy of type-approval for light, electric vehicles. The proposal for repurposing L1e-A is therefore fundamentally unfounded. All arguments to set up dedicated legislation for LEVs up to 30 km/h are equally as valid for LEVs up to 50 km/h. LEVA-EU will continue to work for this.
Factor 4
One last important footnote: TRL proposes to get rid of assistance factor 4, should L1e-A be repurposed for vehicles up to 45 km/h and 1,000 W. That power limit “would provide sufficient differentiation from L1e-B.” To LEVA-EU this means exchanging one superfluous obstacle for another. The fact that TRL fails to acknowledge the huge damage caused to the LEV-sector by clinging to maximum continuous rated power limits is further proof of the fact that their analysis of the influence of existing legislation is failing.
Finally, we hope that the European Commission will read the latest edition of “Science for Environment Policy”. A study on material efficiency strategies concludes: “the current demand level of personal motorized transport is compatible with ambitious climate targets only under two major conditions: (1) consumers must switch to more energy- and material-efficient vehicles, for example, smaller or shared electrified vehicles, and (2) the energy used to charge these vehicles must be highly decarbonized.” They add that policy incentives will be required in order to nudge consumers toward more efficient behaviour. Specific LEV-legislation that allows the market to develop is one of those required policy incentives.
Photo by Aaron Burden on Unsplash
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UK Government Extends Rental E-Scooter Trials
Comments Off on UK Government Extends Rental E-Scooter TrialsSource: Road Safety GB – The UK Government has extended its official trials of rental e-scooters until March 2022.
The trials, which got underway in July 2020, are designed to help the UK government assess the benefits of e-scooters and in particular their impact on public space, motor traffic, the environment and safety.
They were fast-tracked in a bid to ease pressure on public transport during the Covid-19 pandemic.
To date, approximately 50 towns and cities across the UK have launched e-scooter rental schemes, which were due to end in August this year.
However, the decision has been made to extend the trials until March 2022, reports the RAC, in a bid to enable the UK government to gather the “most comprehensive evidence”.
The extension means legislation on the use of rental e-scooters is now unlikely to come into effect until mid-2023, the RAC notes.
The UK Department for Transport (DfT) said: “To ensure we get the most comprehensive evidence from trials, including those that have started more recently, the end date for trials has been extended to 31 March 2022.”
Photo credits: Segway-Ninebot
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