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.

• Light Electric Vehicle Association warns proposed new EU battery rules will ‘harm’ manufacturers

  10/05/2021 12:44 Comments Off on Light Electric Vehicle Association warns proposed new EU battery rules will ‘harm’ manufacturers

  Leading trade association LEVA-EU is warning proposed new rules governing batteries for electric vehicles are ‘a sledgehammer to crack a nut’ and risk tying manufacturers of more powerful electric vehicles like motorbikes, e-scooters and electric mopeds in insurmountable red tape.

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  LEVA EU made its warning following the European Commission’s proposal to the European Parliament and Council for new battery legislation. The proposal is aimed at improving the sustainability and safety of batteries throughout their entire life. This is because long-term sustainable batteries are key for the goals of the European Green Deal and contribute to the zero-pollution ambition set within it.

  However, while the Commission does propose reasonable measures for batteries in light means of transport, its definition is such that it would only categorize batteries as portable batteries for a few categories of LEVs.

  LEVA-EU is seeking to reach a common understanding on how to include batteries for light means of transport in the legislative proposal in such a way that it does not have an adverse effect on LEV companies, while still achieving the overall objectives.

  Annick Roetynck, Manager for LEVA-EU said: “The new legislation is a sledgehammer to crack a nut and effectively categorizes bigger batteries over 750 watts used by more powerful LEVs such as electric motorbikes and mopeds differently. This means that electric vehicle batteries are to become subject to very extensive and complicated sustainability requirements, supplemented with heavy-duty administration. It is simply impossible, not to mention costly, for LEV battery producers to comply with electric vehicle battery regulations, while having to document where the batteries came from and how sustainable the manufacturing process is, even if they are not making the batteries. It is also debatable whether these requirements are necessary and adequate for LEV batteries.

  “In addition, these proposals contradict the EU’s own carbon emission statements as they will make it harder for manufacturers to produce electric vehicles like electric motorbikes, e-scooters and electric mopeds, in turn preventing certain LEVs from coming on the market. This is bad news at a time when it has been proven that light electric vehicles are vital for cutting greenhouse gas emissions in the framework of the Green Deal. In fact, one major way to reduce transport emissions relatively quickly, and potentially globally, is to swap cars for light electric vehicles.”

  Following the current proposal, only sealed batteries up to 5kg to be used in vehicles with a seat and a motor of no more than 750 watts come under the category of portable batteries. All other batteries, such as those in electric scooters, mobility scooters, e-mopeds, e-motorcycles and other electric vehicles in the L-category would be categorized as electric vehicle batteries.

  In most cases, the sustainability responsibilities will not fall on the company that effectively makes the battery, but on the vehicle producer or importer that first puts the battery on the market in an EU Member State.

  Under electric vehicle battery rules, that producer will be charged with duties beyond their remit and, while the Commission is prepared to reconsider this proposal, it is already with the European Parliament and Council for consideration.

  Annick added: “There is only a short timeframe available to lobby the European Parliament and Council before this legislation is made law. We want to hear from as many LEV companies as possible to ensure their voice is heard. In return, we can explain to LEV companies what the proposal is, the impact it will have on businesses, the legislative procedure and our plan to negotiate better regulations for the benefit of businesses. We’re already lobbying MEPs and the Commission and we need the support of LEV companies to campaign for a battery proposal which will not destroy them.”

  Gathering that support was the objective of two recently held fact finding meetings, during which LEVA-EU informed LEV businesses on the new battery proposal. The meetings, open to both members and non-members, were aimed at gathering support for the amendments LEVA-EU is to present to the European Parliament and the Council.

  LEVA-EU proposes not to categorize LEV batteries as portable nor as electric vehicle batteries. Instead, the association proposes to create a fourth new category specifically for LEV batteries. The category can be easily defined by linking it to the L-category in technical legislation.

  Consequently, all batteries in vehicles in the L-category, but also all vehicles excluded from the L-category under Article 2.2 of Regulation 168/2013, could be categorized as LEV batteries. As a result, a dedicated collection scheme can be organized and accurate targets may be set upon specific research.

  LEVA-EU believes it is important to have collection separate from portable batteries, because due to specific hazards, LEV batteries are subject to UN rules for transport. The Commission does however insist on additional sustainability requirements for heavier batteries in the L-category, starting from L3 to L7.

  LEVA-EU’s proposal is not to impose such requirements immediately but to research what is necessary and feasible and to consult with LEV businesses on this. LEVA-EU is going to translate its proposal in concrete amendments which will be presented to the European Parliament and Council over the coming weeks.

  To find out more about the proposal and how it will impact the LEV sector, contact LEVA-EU Manager, Annick Roetynck, annick@leva-eu.com.

• Cowboy introduces the Cowboy 4

  09:17 Comments Off on Cowboy introduces the Cowboy 4

  Source: Cowboy – LEVA-EU member Cowboy presents the Cowboy 4. Winner of Red Dot Best of the Best 2021 product design award, the Cowboy 4 features a new powertrain with 50% more torque, a new design with 200 custom-made parts, and a brand-new Cowboy app. The C4 and the C4 ST offer an unparalleled riding experience, powering your path through the city.

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  Last week, Cowboy announced the Cowboy 4, its latest generation of urban electric bikes now available in two different frames. The C4 features an upgrade to its quintessential frame while the C4 ST is a Cowboy first — a step-through model to match a variety of riding styles, heights, and tastes. Both bikes feature 50% more torque which powers Cowboy’s acclaimed automatic transmission. No buttons or gears, just a simple acceleration and speed when needed, as well as an incredibly smooth experience when cycling uphill. Thanks to its removable battery weighing only 2.4kg and with a range of up to 70km, the Cowboy 4 helps you go the distance and keeps you active every day.

  

  Cowboy 4 ST

  “The Cowboy 4 completely redefines life in and around cities,” shared Adrien Roose, Cowboy Co-Founder and CEO. “By designing two frame types featuring our first-ever step-through model, an integrated cockpit, and a new app, we are now able to address a much larger audience and cater to many more riders to move freely in and around cities,” he added. “Our mission is to help city dwellers move in a faster, safer and more enjoyable way than any other mode of urban transportation. Be it wandering through the city or staying fit, it’s a reconnection with your senses and a rediscovery of the simple thrill of riding a bike.”

  The C4 and C4 ST have been awarded Red Dot Best of the Best 2021 in the product design category, a testament to the craftsmanship and design excellence demonstrated since the inception of the company in 2017. With the launch of the Cowboy 4, almost every component of the bike has been custom designed, with the exception of the saddle and the carbon belt. From the brake cables now seamlessly integrated into the handlebars and stem, the diamond pattern of the grips mirroring the tread of the tyres, new angles of the brakes and pedals, and an eye-catching dropout at the rear wheel, every detail has been perfected for Cowboy’s quintessential minimalistic look.

  With the introduction of its latest bike, Cowboy will also offer a custom-designed series of accessories starting with a rear rack and kickstand, available as options at the time of purchase. The C4 and C4 ST come in three colors, including Black, Khaki, and Sand, and are available now to pre-order which, with deliveries beginning in September. Both models will feature pre-fitted mudguards.

  

• Eurobike Award starts rolling for the 16th time

  05/05/2021 12:59 Comments Off on Eurobike Award starts rolling for the 16th time

  Source: Eurobike, Friedrichshafen – The opening of registration signals the start of this year’s Eurobike Award. Companies, designers and developers of the international bike and mobility sector now have until 8 July to register their new products for the Eurobike Award 2021.

  Worldwide logistics bottlenecks and much-discussed record sales figures in the (electric) bike industry send out a clear signal: the bicycle industry is booming – whether for gravel bikes, e-scooters, parts or accessories. Eurobike, the leading bicycle market trade fair, offers a very special platform for product innovations with its prestigious award. Honours are allocated to new products in nine categories, including sustainability, mobility and digitisation. This most important seal of quality in the international bike market is awarded as part of a two-stage process by a panel of high-calibre and independent experts from the sector. In keeping with tradition, the winners will be announced on the first evening of the Eurobike trade fair (1 September 2021). Alongside significant media attention, award winners also benefit from the prominent positioning at the heart of the live trade fair, which showcases the innovative winning products.

  “As usual, entries for the 16th Eurobike Awards will be scrutinised by a proficient panel of expert judges. When selecting the members of the panel, we will be taking account of the current situation regarding the pandemic. As a result, the international panel members will mainly be involved in the digital preselection phase. During the live panel meeting on-site in Friedrichshafen, we will then be relying to a greater extent on expert know-how from the German-speaking countries this year,” explains Show Director Dirk Heidrich.

  In line with previous years, awards will be allocated in the separate versions of Gold, Green and Start-Up. Start-ups founded less than three years ago as well as student projects receive support for the Eurobike Award in the form of reduced entry fees.

  Participation in the awards process is open to exhibitors and non-exhibitors alike, while those who make their mind up quickly can profit from an early-bird discount for entries received by 13 June. The final date for registration is 8 July. Companies can now register for the Eurobike Award at www.eurobike-award.de, where they will also find detailed information on the product categories, terms and conditions of participation and fees. In 2021, the 29th Eurobike is geared towards trade visitors on Wednesday and Thursday (1 and 2 September) and then opens its doors to all bike fans and enthusiasts on Friday and Saturday (3 and 4 September). For more information, please visit www.eurobike.com and www.facebook.com/eurobike.tradeshow.

• Commission proposes to exclude LEVs from Machinery Directive

  03/05/2021 18:13 Comments Off on Commission proposes to exclude LEVs from Machinery Directive

  On 21 April, the European Commission has published a proposal for a new Machinery Regulation. The text holds one crucial point for the LEV-sector: the exclusion of all vehicles for the transport of goods and persons. LEVA-EU is very pleased with this first step towards specific technical legislation for light, electric vehicles.

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  The current Machinery Directive entered into force in July 2006. Article 1.2 of that legal text excluded vehicles covered by type-approval from the scope of the Directive. As electric bicycles with pedal assistance up to 25 km/h and 250W were excluded from type-approval, they became subject to the Machinery Directive.  Earlier that year, ETRA and COLIBI, the trade associations for bicycle dealers and for bicycle manufacturers respectively, had a meeting with the Commission to see if there was still any chance of avoiding the Machinery Directive for electric bicycles. The Commission responded that this was impossible. However, they did reassure the two associations that there would be a moratorium for compliance in the field of electric bicycles.

  The EN 15194 was already in place at that time and, immediately after that meeting, CEN TC 333 – WG5 set out to harmonize the standard under the Machinery Directive. Such harmonization results in presumption of conformity. In other words, for electric bicycle manufacturers the standard would be a legally secure tool to comply with the Machinery Directive. However, the process took 11 years. The harmonized standard was only published in 2017.

  In the meantime, the Commission has drastically changed the harmonization procedure. Originally, specialist consultants within CEN assisted technical committees in drafting standards that fulfilled the requirements of the Machinery Directive. In the new system, the Commission has awarded Ernst & Young with a contract to provide and lead a team of so-called Harmonized Standards (HAS) consultants. These no longer assist the technical committees, but only assess the text once completed. It turns out to be much more difficult to produce standards which are accepted for harmonization.

  Recently, the draft standard for electric mountain bikes was rejected for harmonization. The EN 17128 for Personal Light Electric Vehicles, i.e. without a seating position and self-balancing, didn’t make harmonization either but was published anyhow. As a result, a vehicle complying with this standard is not presumed to be in conformity with the Machinery Directive. EN 15194 is also under growing pressure. The Netherlands have lodged a formal objection against the harmonization due to inadequate battery safety requirements, whilst Germany demands a vibration test. In fact, EN 15194 should be fundamentally revised, but in the current circumstances it is unlikely for the revised standard to make it through harmonization. Also, it is becoming increasingly clear that certain requirements are only included in standards just for the sake of complying with the Directive, not because they are absolutely necessary to guarantee safe electric bicycles or other LEVs.

  End of last year, LEVA-EU sent a position paper to the Commission pleading for the exclusion of light, electric vehicles from the new legislation. The trade association argued that the Directive had never been intended to cover vehicles and that the Commission’s proposals for the new Regulation would exacerbate the problems.  The proposal holds new requirements which would be difficult for LEVs to meet and increase the administrative burden, which is already significant, even further.

  LEVA-EU’s plea has finally been heard by the Commission. In the Impact Assessment the Commission concludes: “The MD already excluded means of transport by air, water, rail networks, and means of transport by road regulated in the EU’s type-approval legislation. By default, vehicles that were not regulated by that legislation were covered by the MD. Although a vehicle may fall under the definition of machinery, the purpose of the machinery legislation is to address the risks stemming from the machinery performing its function (such as excavator in a construction site), not the risks related to its circulation on the public roads. This option would make clear that the revised MD does not apply to means of transport, regardless of the speed limits, with the exception of machinery mounted on these means of transport. The means of transport includes all vehicles, the only objective of which is the transport of goods or persons. The following vehicles would therefore be excluded from the revised MD: (i) light vehicles, such as electrically power-assisted cycles, hover boards, or self-balancing scooters; (…)”

  The exclusion of LEVs from the Machinery Directive will not necessarily create a legal vacuum. First of all, it will take some time for the European Parliament and the Council to adopt the final text, which will provide for a transitional period. After that, there are two possibilities. Either, the General Product safety Directive, which covers all products not covered by specific safety legislation, can take over. Alternatively, the Commission could develop new specific LEV-legislation. It appears that the Commission Unit that has ordered the TRL-study on so-called Mobility Devices, is considering such a new initiative. LEVA-EU will continue its efforts for LEVs also to be excluded from Regulation 168/2013 and for a new horizontal LEV-Regulation to replace both the Machinery Directive and type-approval legislation.

  Photo by Jonathan Borba on Unsplash

• Podbike Monthly Update

  12:45 Comments Off on Podbike Monthly Update

  The Podbike Newsletter has news on the delivery of parts and some improvements on the Frikar which can be seen in a video. Also, an adjusted time schedule is published, partly as a result of the COVID-19 pandemic. Whilst the Podbike website was already available in English, since the beginning of this month it is now also available in German.

  Several updates on the delivery of parts and adjustments to the Frikar:

  • Podbike has sent the head- and taillights to their German assembly partner
  • The Magura brakes are now approved after the qualification tests and ready to be used on Frikar e-bike
  • In normal conditions, the assembly partner should have received training by Podbike. Due to COVID-19, traveling is challenging. That’s why Podbike is currently training the employees at their partner online which takes slighty more time than expected.
  • The pandemic has increased the demand for cycles. But many manufacturers don’t have the production capacity for it and that affects Podbike as well. For instance: two year lead time on brake systems and even more on tires. Podbike will get the parts they need for the pre-series (10 cycles). This will presumably take more time and therefore they had to adjust the schedule. Fortunately, they manufacture 95% of the parts for the Frikar e-bike themselves and are largely independent
  • Podbike experienced an issue with the canopy. They were not 100% satisfied with the visual quality and have adjusted the production for an improved canopy. Watch the video below to get an impression of how the old canopy looked like. There is still, a bit of work left with the canopy – but almost finalizing it

• 2020 LEVA-EU Light Electric Vehicle Market Report Available

  26/04/2021 19:06 Comments Off on 2020 LEVA-EU Light Electric Vehicle Market Report Available

  LEVA-EU has updated the 2020 market report for it’s members, providing information on a diversity of light electric vehicles in several EU Member States. 2020 updates are available for Belgium, France, Germany, Italy, the Netherlands, and Switzerland. Information is provided on sales, registrations, market share, value of the market for the respective vehicles electric cycles, electric mopeds, speed pedelecs and electric motorcycles.

  Not every European country has published 2020 information yet. New data will be added to the market report throughout the year.

  This briefing is available to non-LEVA-EU member for €250 (ex. VAT) including all updates published this year. If you join LEVA-EU within three months of first buying the briefing, we will deduct the cost from your membership fee.

  To obtain the briefing, simply send a mail daan@leva-eu.com including your company details and VAT number. This allows us to send you the invoice. You will obtain the briefing upon payment of the invoice.

  If you are looking for more information on the European LEV-market, you may want to consider joining LEVA-EU. All further details are here or contact Annick Roetynck at +32 9 233 60 05, e-mail annick@leva-eu.com.

  Photo by Chris Liverani on Unsplash

• CityQ Newsletter

  19:01 Comments Off on CityQ Newsletter

  This article brings an update on LEVA-EU member CityQ’s current affairs. It is now possible to preregister as a CityQ shareholder. They have partnered up with several new players, including a partnership for the assembly of their 4-wheel ebike which will be starting this autumn. In the course of this year, 20 ebikes will be prepared for a pilot project, production capacity will be ramped up and a new Cargo version of CityQ is shown to the public. For more information on becoming an investor, click here.

  CityQ entered a partner agreement with a leading electric car sharing company in Scandinavia and is becoming part of a mixed fleet offering for urban customers. They also partnered up with an EV automotive brand to assemble CityQ, starting in autumn. The partner will work for shares in preparing CityQ for mass production and an exciting market launch.
  
  The first 20 units are planned to be assembled for pilot customers and partners in 2021. It’s expected that CityQ will arrange demo events and invite all of their customers having preordered. Next year, CityQ will ramp up production capacity for mass production and eventually starting the delivery upon preorders.

  Below is the latest model with Cargo version, which is expected to be delivered to pilot customers in the following weeks. This model is characterized by having extra power and a long range battery alternative. Based on feedback of pilot customers, the family version will be upgraded accordingly.  

  

• CAKE proudly announces partnership with M- Volvo Car Mobility!

  18:57 Comments Off on CAKE proudly announces partnership with M- Volvo Car Mobility!

  Last week, LEVA-EU member CAKE announced a new partnership with the mobility technology company Volvo Car Mobility regarding its car-sharing service, M.

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  The first step in this partnership entails the introduction of CAKE’s Ösa utility bike with integrated power, into M’s fleet service operations in Stockholm. So far, M has 150,000 registered users. And since cars from M are used far more frequently than privately owned cars, there’s a huge need for cleaning and service.

  This is where CAKE comes in. Its Ösa bike boasts extensive reach, parking agility, the ability to load cleaning equipment, as well as a powerful battery that can run a vacuum cleaner. The M car-sharing service leverages an accessibility model, which aims to match supply to customer demand at every given moment. The goal is to save time, space, and money – for people and for the cities they inhabit.
  
  “It’s a true link between vehicles, dealing with and structuring the mobility chain for the future. Aside from the cleanliness and efficiency with a CAKE Ösa, the rationale for a 2-wheeler, being able to park next to an M car in need of service and cleaning, versus wasting time finding a parking lot and then having to carry vacuum cleaner and cleaning gear, is evident. With M being a part of the transition at large, as part of Volvo Cars, makes this a robust chance for CAKE to show skin and purpose. This collaboration has an incredible potential we hope to evolve further,” says Stefan Ytterborn CEO and Founder of CAKE.

  “To be sure, CAKE’s Ösa bike dovetails neatly with our sustainability aspirations. M’s operations team currently uses hybrid cars to service our fleet, which is fantastic. But now they can also use the Ösa bike for some tasks, further enhancing efficiency and shrinking our footprint. I’m also delighted that CAKE was able to configure the Ösa bike to meet our precise specifications and needs. This collaboration plugs directly into our goal of moving people sustainably,” says Steinar Danielsen, Sustainability Lead at M – Volvo Car Mobility.  

• Verge Editor Ricker analyses EU speed pedelec regulations in Stromer ST2 test

  18:53 Comments Off on Verge Editor Ricker analyses EU speed pedelec regulations in Stromer ST2 test

  In a great article for the Verge, Thomas Ricker combine testing the Stromer ST2 with explaining the obstacles of the EU regulations for speed pedelecs. Thanks for the great work! 

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  Source: The Verge, 16 April 2021 – The words “Swiss design” conjure images of luxury watch movements and delicately sculpted eyeglasses, not hulking e-bikes with thickly welded frames and face-melting power. Stromer is here to challenge those assumptions and force a rethink of how its Swiss-made electric bikes, with top speeds of 45 km/h (28 mph), can disrupt urban transportation for the benefit of residents. I’ve certainly seen the light after testing a new 2021 edition ST2, Stromer’s first e-bike with a carbon belt drive.

  Broadly speaking, US cities have all of the fast e-bikes and no bicycle infrastructure, whereas European cities have all of the protective infrastructure and few fast e-bikes. It’s exceedingly rare to see fast e-bikes known as speed-pedelecs in my Amsterdam home, for example, where half of all new bikes sold are electric, and bicycles outnumber people by a lot.

  It’s not that EU bike makers are an effete bunch of cheese-eating milquetoasts; they manufacture slow, underpowered e-bikes to avoid the draconian measures triggered by EU Directive 168/2013. It states that any e-bike that goes faster than 25 km/h (15.5 mph) with a continuous rated power above 250 watts is to be treated the same as a gas-guzzling moped. Makers of s-pedelecs like the Stromer ST2 are subjected to a grueling certification process that then requires owners to hold a moped-class driver’s license, liability insurance, and registration. By contrast, a similarly specced Class 3 e-bike in the US usually requires… nothing, other than a helmet.

  Regulating speed-pedelecs is a good thing, but they should be specifically targeted and not just shoe-horned into existing rules that curtail adoption, stifle innovation, and increase costs. (…)

  This is a preview of an article published for The Verge.

  Photo credits: Stromer ST2 Belt Drive