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.

• TRIMIS and Urban Mobility

  29/03/2021 14:15 Comments Off on TRIMIS and Urban Mobility

  Source: ELTIS by Hannah Figg, 19 March 2021 – TRIMIS (the Transport Research and Innovation Monitoring and Information System portal) is an open-access knowledge management system that consists of a large database of EU-funded and nationally-funded transport research projects and programmes together with an inventory of transport technologies and innovations.

  It provides an assessment of technology trends and transport R&I capacities in the EU and aims at disseminating information and data to a wide range of stakeholders, as well as developing analytical tools relevant to the European transport system. It is an important resource which currently contains information on approximately 9,000 transport R&I projects and programmes, including many related to urban mobility, and acts as a central hub for transport researchers and policy makers all over Europe.

  In 2017, the European Commission (EC) adopted the Strategic Transport Research and Innovation Agenda (STRIA) to promote transport research and innovation (R&I) for clean, connected and competitive mobility in the EU. Seven STRIA roadmaps that outlined priority areas with specific actions for future R&I were identified:

  • Cooperative, connected and automated transport
  • Transport electrification
  • Vehicle design and manufacturing 
  • Low-emission alternative energy for transport
  • Network and traffic management systems
  • Smart mobility and services
  • Infrastructure

  TRIMIS monitors the implementation and effectiveness of the roadmaps developed and it also supports the EU’s Sustainable and Smart Mobility Strategy.

  Specifically, the EC’s Joint Research Centre and TRIMIS address many aspects related to urban mobility and produced several analyses and reports including:

  • The 2019 ‘Future of Cities’ report: This considers how cities can address future mobility challenges. It highlights the factors which are contributing to change in urban areas, bringing attention to future challenges, and sets out how cities can adopt solutions to develop cities of the future. For more information see here.
  • A 2019 TRIMIS Digest on urban freight logistics: It explores the challenges or urban freight transport policies, electric vehicles and electric-assisted cargo bicycles as the solution for urban freight and the benefits of crowdshipping for urban logistics. For more information see here.
  • A 2019 TRIMIS Digest on shared mobility: It discusses shared mobility models, the role of car-sharing in low-carbon mobility, willingness in car sharing and what users think about MaaS. For more information see here.
  • A 2020 TRIMIS Digest focussing on sustainable urban freight: It explores the opportunities and challenges for innovative technologies to change the urban freight system, costs for electric light commercial vehicle, the impact of relocating freight facilities to the city edge on CO2 emissions, and how stakeholders can have a significant influence on freight operators. For more information see here.
  • The 2020 ‘Research and innovation in smart mobility and services in Europe’ Report: This report provides a comprehensive analysis of R&I in smart mobility and services in Europe. It critically assesses research by thematic area and technologies, highlighting recent developments and future needs.
  • The 2020 ‘Research and innovation in network and traffic management systems’ Report: This report provides a comprehensive analysis of R&I initiatives in seamless testing, adoption and integration of network and traffic management systems across Europe.
  • The 2020 ‘Research and innovation in transport electrification‘ Report: This report provides a comprehensive analysis of R&I in transport electrification, having a major role to play in decarbonising transport (including urban) and in reducing its fossil fuel dependency.
  • The 2020 ‘Indicators for monitoring the Strategic Transport Research and Innovation Agenda’ Report: This report presents the methodological approach and a first list of indicators that TRIMIS proposes to measure progress in European Union transport research and innovation, including many relevant to the urban context.

  For more information on the projects and analyses related to urban mobility within TRIMIS, explore the website and search for ‘urban mobility’.

  Photo credits: TRIMIS printscreen

• Italian and Swiss Electric Cycle Markets: 2020 Boom

  12:49 Comments Off on Italian and Swiss Electric Cycle Markets: 2020 Boom

  New data on the electric cycle markets in taly and Switzerland are now available for 2020. Both markets followed the European trend of substantial growth.

  ---

  Italy

  Just like all other European markets, the Italian electric cycle market is booming.  In 2020, a record number of 280,000 vehicles have been sold. Compared to the year before, when 195,000 pieces went over the counter, this is a growth of almost 44%. For comparison, in 2015 sales were just over 55,000 electric cycles, so five years later sales are more than 5 times higher.

  The Italian Motorcycle and Cycle Manufacturer Association (ANCMA) also published data on production, import and export of electric cycles. Production made a leap of almost 30% from 213,000 to 275,000. Of these, 115,000 were exported, which was a 28% rise. Average value of exported e-cycles was surprisingly low at € 695, still almost 8% up from the year before. 120,000 electric cycles were imported in 2020 with an average value of € 983. So while the import volume grew with almost 67%, average value decreased by 12.6%

  Source: ANCMA.

  Switzerland

  Velosuisse published new data on the Swiss electric cycle market in 2020. A total of 171,132 electric cycles found a new owner, once again a record with a growth of 28.6% compared to 2019. The two biggest categories of electric cycles are the electric city cycles max 25 km/h with 77,903 pieces and electric MTB max. 25 km/h with 65,363 pieces.

  Nevertheless, speed pedelecs and electric cargo cycles also proved to be popular. Almost 20,000 speed pedelecs were sold in 2020, a year-on-year growth of nearly 20%. According to Velosuisse, that is a comparable to the number of BEVs sold in Switzerland and shows that the speed pedelec is becoming more and more an attractive solution for commuters.

  Furthermore, a total of 1,613 cargo cycles with a maximum speed of 25 km/h were sold in 2020, a growth of almost 26% compared to the year before. The 45 km/h cargo cycles increased to 326 pieces in 2020, a growth of just under 60%.

  Source: Velosuisse.

• LEVA-EU marks victory in fight for light electric vehicle sector as Commission accepts legislation is ‘unsuitable’

  11:33 Comments Off on LEVA-EU marks victory in fight for light electric vehicle sector as Commission accepts legislation is ‘unsuitable’

  LEVA-EU, the voice of the light electric vehicle sector, is celebrating a campaigning victory after the European Commission confirmed legislation governing light electric vehicles was unsuitable.

  ---

  The Commission has acknowledged that the Machinery Directive, in place to ensure a common safety level for machinery placed on the European market, is not suitable for vehicles.

  LEVA-EU, which has campaigned for the removal of light electric vehicles from the legislation, hailed the landmark ruling, which it said would allow businesses in the sector, previously hindered by the legislation they must navigate, to reach their full potential.  

  The victory comes at the same time as a study for the European Commission by the transport consultancy TRL found that type-approval legislation for light vehicles in Regulation 168/2013, is unfit for light electric vehicles such as electric bikes, e-scooters, hoverboards, etc. and that separate legislation should be drawn up.

  LEVA-EU manager Annick Roetynck said it was now essential that a new regulatory framework specifically dedicated to light electric vehicles (LEV) was created without delay.

  LEVA-EU had previously proposed that LEVs up to 50 km/h should be taken out of both Regulation 168/2013 and the Machinery Directive. Instead, it proposed, the EU should develop a new horizontal Vehicle Regulation, which could be complemented with harmonised standards and, if necessary, for certain vehicles even type-approval.

  She said: “From the day the association was established, LEVA-EU has argued that both the Machinery Directive and Regulation 168/2013 are ill-adapted and inaccurate for light, electric vehicles. TRL has clearly taken on board LEVA-EU’s arguments, which were submitted as proposals to the study.”

  “It seems to us that, given the urgency of the climate crisis, no further time should be wasted in removing legal bottlenecks to unlock the market potential of light electric vehicles.”

  TRL presented its study on what it termed Personal Mobility Devices (PMDs) and type-approval legislation, aimed at helping the Commission decide whether current technical legislation should be changed, during the Spring meeting of the Motorcycle Working Group.

  Some PMDs, such as speed pedelecs or cargocycles with more than 250W of power, currently come under type-approval. Other vehicles, such as electric bikes with pedal assistance up to 25 km/h and 250W, e-scooters or self-balancing vehicles, are excluded from type-approval and come under the Machinery Directive.

  Among the recommendations of the study, TRL proposed the creation of a dedicated regulatory framework for PMDs separate from Regulation 168/2013 and the Machinery Directive.

  It also suggested aligning road circulation regulations for new types of PMD with existing national pedal cycle regulations and regulating maximum speed at an appropriate level for safety and infrastructure (25 or 30km/h).

  The study also said that, if it was necessary to regulate maximum motor power, then this should be done at a level that did not discourage the development of new vehicle configurations (1,000W). It said any fresh proposals should “ensure that regulations do not stifle the development of the cargo bike industry”.

  Ms Roetynck said the confirmation came exactly 15 years after previous organisations had lobbied the Commission in vain to exclude electric bicycles with pedal assistance up to 25 km/h and 250W from the Machinery Directive.

  She said questions remained over how the Commission would follow-up on its conclusion and said LEVA-EU’s proposal for a dedicated new category of Zero Tailpipe Emission Vehicles (ZEVs) was the only fundamental solution.

  She added: “The study is not completed yet and the Commission concluded that if they were to go ahead with a review, that work would not be initiated before the second half of next year. LEVA-EU will continue to ask the Commission about this timing, as we believe the current arrangements are damaging LEV businesses.”

• TRL Launches New Service for Micromobility Safety Testing

  22/03/2021 17:53 Comments Off on TRL Launches New Service for Micromobility Safety Testing

  Source: Autofutures – TRL has launched a new service for testing powered micromobility solutions, assuring both the safety performance and handling of the technology in real-world settings. Targeted at OEMs, operators and transport authorities, the fixed price service provides an independent report based on an assessment of the vehicle’s key performance and safety features.

  ---

  In the UK, micromobility vehicles such as e-scooters, hoverboards and e-skateboards are currently only legally permitted for use on private land. A key challenge in achieving their widespread rollout is ensuring that they can be safely integrated into the wider transport system. On-road trials of shared e-scooters are underway across the country as part of the Department for Transport’s Future of Transport Regulatory Review. In these trial conditions, e-scooters are permitted on public roads and allowed to mix with other traffic, meaning it is essential that they perform in a safe and reliable manner.

  “To assist with ongoing real-world trials, TRL has designed a set of standardised tests which can be applied to a variety of powered micromobility solutions. With years of experience in the design of safety tests and standards for a variety of European transport regulations under our belt, we can deliver an independent and technology-agnostic service to assess the safety of micromobility vehicles and provide assurance to transport authorities and end users,” said George Beard, Head of New Mobility at TRL.

  TRL’s standardised test methodology covers three key areas, though the approach can be tailored to meet specific client needs and vehicle specifications:

  1. Emergency brake testing to assess stopping distance and vehicle response under different conditions, ensuring the vehicle can be brought to a safe and controlled stop without endangering either the rider or other road users.
  2. Vehicle stability testing when traversing different surfaces and when user control may be compromised (e.g. making hand signals to turn), providing confidence that users are able to manoeuvre the vehicle effectively and safely.
  3. Geofencing testing is an optional extra used to assess operators’ ability to locate and control the e-scooters. For example, testing the responsiveness of automatic functions when entering ‘slow speed’ or ‘no ride’ zones.

  Photo by Martin Katler on Unsplash

• New Framework for PLEVs in Ireland

  17:51 Comments Off on New Framework for PLEVs in Ireland

  Ireland is proposing amendments to their Road Traffic Act 1961  in order to regulate the use of personal light electric vehicles (PLEVs), including electrically assisted pedal cycles and electric scooters. Currently, the general principles of the Bill are debated in the House. LEVA-EU was consulted for the preparation of the bill.

  ---

  Below is an overview of the proposed requirements for PLEVs which however, are not yet official law. The bill still need to pass several stages of the legislative process which you may find here.

  Under the new legislation for PLEVs, it is stated that an electric scooter is a PLEV and is defined as a bicycle if it complies with the following requirements. The maximum designed speed of PLEVs is proposed to be 25 km/h, limited by a speed limitation device. The maximum continuous rated power should not exceed 250W. Maximum weight and dimensions limitations have not been proposed.

  As for terms of use, it is proposed to exempt PLEVs from motor tax and vehicle registration. Riders would have to be at least 16 years old and the use of mobile phones while driving will be prohibited.

  LEVA-EU is preparing a briefing on PLEV legislation in European member states, Switzerland and the United Kingdom. Our current overview has details on Austria, Belgium, Denmark, Finland, France, Germany, Italy, the Netherlands, Spain, Sweden, Switzerland and United Kingdom.

  Further information on how to obtain this and other LEVA-EU briefings is here: https://leva-eu.com/leva-eu-briefings/ or contact daan@leva-eu.com for more information.

  Bill 28 of 2021 can be found here, below is a summary:

  Definitions

  • PLEV means a personal light electric vehicle and could be:
    • An electric scooter
    • An electrically assisted pedal cycle or
    • Such other class of electrically propelled vehicle as may be prescribed under section 2(3)  (Page 4/5)
  • Electrically assisted pedal cycles means a bicycle or tricycle that:
    • Is fitted with pedals for manual propulsion
    • Is fitted with an auxiliary electric motor, capable of electrically assisting propulsion and
      • Otherwise complies with section 2(2)  (Page 4)
  • Electric scooter means a bicycle that:
    • Is propelled electrically by means of an electric motor
    • Is not fitted with pedals that are capable of manual propulsion
    • Has a means of directional control through the use of handlebars which are mechanically linked to the steered wheel,
    • Has a means of controlling the speed through hand controls,
    • Has a maximum design speed of no less than 6 kilometres per hour, and
    • Otherwise complies with section 2(1)

  Requirements in relation to PLEVs

  • Have 2 wheels, one front and one rear, aligned along the direction of travel
  • Be designed to carry no more than one person
  • Be fitted with no other means of mechanical or electrical propulsion other than an electric motor that has a maximum continuous rated power that does not exceed 250 watts
  • Be fitted with a speed limitation device that limits the speed of the scooter to not more than 25 kilometres per hour
  • Be fitted with a power control in respect of which the default output of the electric motor is nil
  • Conform to such restrictions as may be prescribed under section 3 (page 5, bill).

  Weight and size restrictions of PLEVs

  • Weight, length, weight and height are still under debate

  Minimum age

  • Riders must be at least 16 years old

  Prohibition of use of mobile phone while driving

  • A person commits an offence when he or she drives a PLEV in a public place while holding a mobile phone

  Speed limitation device

  • A person commits an offence if the person removes to the tamper, attempt to remove the tamper or causes another person to remove the tamper
  • A person who commits an offence under this section is liable on summary conviction—
    • In the case of a first offence, to a class D fine, or
    • In the case of a second or subsequent offence, to a class C fine.

  Photo by Christina Spinnen on Unsplash.

• European Commission: Machinery Directive unsuitable for vehicles

  17:42 Comments Off on European Commission: Machinery Directive unsuitable for vehicles

  The support for LEVA-EU’s proposals in favour of a review of light electric vehicle legislation appears to be growing. The Commission has now explicitly confirmed that the Machinery Directive is not suitable for vehicles. In their study for the Commission, TRL recommends the creation of a dedicated approval process for PMDs, separate from Regulation 168/2013 and the Machinery Directive.

  ---

  In the Motorcycle Working Group meeting of 17 March, TRL has presented its long-awaited study on so-called Personal Mobility Devices (PMD) and type-approval legislation. The study is aimed at helping the Commission to decide whether current technical legislation for PMDs needs changing. The term PMD covers a broad range of light, electric vehicles such as electric cycles for personal transport or to carry people or cargo, speed pedelecs, e-scooters, monowheels, self-balancing vehicles etc.

  Today, some of these vehicles, such as speed pedelecs or cargocycles with more than 250W come under type-approval. Other vehicles, such as electric bikes with pedal assistance up to 25 km/h and 250W, e-scooters or self-balancing vehicles are excluded from type-approval and come under the Machinery Directive.

  From the day the association was established, LEVA-EU has argued that both regulatory frameworks are ill-adapted and inaccurate for light, electric vehicles (LEVs). In anticipation of the TRL-study, LEVA-EU had developed an exhaustive position paper. The main point for LEVA-EU is to take LEVs up to 50 km/h out of both Regulation 168/2013 and the Machinery Directive. Instead, the EU should develop a new horizontal Vehicle Regulation, which could be complemented with harmonized standards and, if necessary, for certain vehicles even type-approval.

  TRL has clearly taken LEVA-EU’s arguments on board. One of the objectives of the study was to formulate recommendations for the Commission. Among the 8 recommendations is the following: “Create a dedicated approval process for PMDs separate from Regulation (EU) No 168/2013 and the Machinery Directive.” It even looks like LEVA-EU has won at least one big battle. Shortly before the Motorcycle Working Group meeting, the Commission confirmed in an email to LEVA-EU: “(…) as far as the Machinery Directive is concerned, we would like to inform you that the directive was never meant to cover vehicles for the transport of people on the road. PMD are intended for the transport of people on the road, and as such, the Machinery Directive is not the right safety legal framework for them. In the revision of the Directive we intend to clarify this point.”

  This confirmation comes exactly 15 years after ETRA and COLIBI/COLIPED asked the Commission in vain to exclude electric bicycles with pedal assistance up to 25 km/h and 250W from the Machinery Directive.

  This confirmation also comes at a time when it is becoming painfully clear how difficult, if not impossible, it is to harmonize standards for PMDs under the Machinery Directive. The attempts failed for the EN 17128:2020 and recently also for the PrEN 17404, the draft standard for electric mountain bikes. Furthermore, the harmonization of EN 15194:2017 is under threat following two formal objections. All this makes it increasingly clear that the Machinery Directive is not suitable for vehicles. What’s more, it damages the LEV-businesses who have to comply with this unsuitable Directive whilst being deprived from suitable tools, i.e. harmonized standards, for that compliance.

  The question remains how the Commission is going to follow up on their conclusion that the Machinery Directive is unsuitable. There are only two options available. The first one would be to move the vehicles from the Machinery Directive into Regulation 168/2013. However, this goes against TRL’s recommendation to “ensure that EPACs remain outside the scope of Regulation (EU) No 168/2013”. If EPACs stay out of the Regulation, where would they go instead? Also, how could one justify bringing other light vehicles with the same maximum speed, such as e-scooters, under the Regulation after all? All this points even more towards a separate regulation dedicated to Zero Tailpipe Emmission Vehicles as the only fundamental solution.

  Unfortunately, TRL seems to be supportive of this idea only for vehicles up to 25 or 30 km/h. For vehicles with a higher speed, they only refer to speed pedelecs and thereby make a particularly unfortunate recommendation. They suggest to move speed pedelecs to L1e-A, whilst adding a 1,000W power limit. This is unfortunate because the recommendation does not clarify that type-approval requirements would still need to be adapted to the vehicles. Furthermore, the recommendation does not take into account that L1e-A is currently a technology neutral category. That means it is open to all types of cycles, not only with pedal assistance. Finally, it is unfortunate because this recommendation does not take into account that there are light, electric vehicles with a speed limit of 45 km/h other than speed pedelecs.

  The only positive element in the recommendation for speed pedelecs is the removal of the maximum assistance factor four. In an earlier study on factor four, TRL had concluded that there is no evidence showing that factor four has either a positive or negative impact on safety. However, this conclusion did not lead TRL to recommend the removal of the maximum assistance factor. Apparently, TRL has found something in this new study that has made them change their mind.

  Another disappointing recommendation relates to power limitations. TRL states: “If it is necessary to regulate maximum motor power do so at a level that does not discourage the development of new vehicle configurations (1,000W).” This wording only implies doubt about the necessity of power limits. What’s worse, it doesn’t mention the absolute necessity of requirements to ensure safe control of acceleration, as proposed by LEVA-EU. Hopefully, the full argumentation behind this recommendation will be in the study itself.

  The study is not completed yet. At the Motorcycle Working Group meeting, TRL only showed the following presentation: https://bit.ly/3f4DofZ. LEVA-EU also had the opportunity to respond in the meeting with a short presentation, which is here: https://bit.ly/3vQuFDV

  The Commission concluded that if they were to go ahead with a review, that work would not be initiated before the second half of next year. Such a review would first require a road map and an impact assessment. LEVA-EU will ask the Commission about this timing. It seems to us that, given the urgency of the climate crisis, no further time should be wasted in removing legal bottlenecks to unlock the market potential of light electric vehicles.

  For further details, contact Annick Roetynck, annick@leva-eu.com

  Photo by Aaron Burden on Unsplash

• VanMoof announces global service expansion across 50 cities

  17/03/2021 14:25 Comments Off on VanMoof announces global service expansion across 50 cities

  LEVA-EU member and Dutch e-bike brand VanMoof sets a new standard for customer service and will expand its physical presence from 8 to 50 cities.

  Amsterdam, March 17, 2021 – Yesterday evening, Founder and CEO of VanMoof, Taco Carlier announced the expansion of the brand’s service footprint at SXSW 2021. VanMoof shared plans to expand its physical presence from 8 to 50 cities as part of its core global strategy. Following its recent hypergrowth set in motion by the global bike boom, best-in-class service is the next step in VanMoof’s mission to get the next billion on bikes and reinvent the way people move.

  Redefining Service

  The global rollout will see VanMoof open a network of state-of-the-art Service Hubs and certified partner workshops over the next six months. This, combined with more intuitive app support and remote diagnostic solutions, is VanMoof’s response to what its riders want and need. VanMoof is making service its number one priority with a revamped ecosystem built entirely around its riders.

  It comes at a crucial time for VanMoof, with e-bike sales more than tripling in the last 12 months. To date, VanMoof has over 150,000 riders globally. That’s a fivefold increase in riders since 2019, a growth that calls for smarter measures – both online and offline – to achieve truly next-level service. VanMoof’s goal is to offer on-demand and on-the-spot service at all times to all riders, no matter where they are.

  From 8 to 50 cities

  VanMoof will expand its physical presence from 8 to 50 cities over the course of the next six months. To provide the convenient and best-in-class service outside of Brand Store cities, the global service expansion involves opening 14 state-of-the-art Service Hubs across Europe, the US, and Japan. Each will offer test rides, check-ups, and repairs of all kinds. VanMoof will also be partnering with over 60 certified partner workshops, each hand-picked and trained to provide the highest standard of service for the S3 & X3 bikes. “The goal is to provide the best possible experience to our riders, no matter where they’re located,” explains co-founder Taco Carlier

  

  Ride the future together

  With a powerful motor, automatic electronic gear shifting, and integrated anti-theft technology, the VanMoof S3 & X3 are custom-tuned for the ultimate riding experience. Its range of e-bikes is the most innovative and powerful VanMoof has ever made.

• Complete the Survey: Research on Bicycle as a Service

  16/03/2021 11:24 Comments Off on Complete the Survey: Research on Bicycle as a Service

  Call for participants!

  Three students who study business administration at KU Leuven are searching participants. For their bachelor thesis, they are conducting a research regarding a subscription-based e-bike service by LEVA-EU member Bizbike. Bizbike offers value through the service they provide for their customers, the company is more focused on maintenance, service, etc. rather than selling a product.

  This survey aim is to investigate consumer behavior and attitudes towards e-bike services. Their target group is primarily people who are employed (full-time or part-time), actively looking for employment or temporarily unemployed due to the Covid-19 pandemic. Please note that participants can participate in the survey, whether or not they currently posses an e-bike.

  Participation is entirely voluntary and people have no obligation to participate. Personal information will be handled strictly confidential and in accordance with the national and European regulations about privacy. The data from this survey will be registered electronically and will be processed anonymously. The students guarantee that the data will only be used for research and education purposes and that unauthorized third parties will not have access to personal data.

  In case participants have any questions or remarks, please do not hesitate to contact one of the students:

  lore.simons@student.kuleuven.be
  manou.smith@student.kuleuven.be
  chiafu.chen@student.kuleuven.be

  Photo by Dan Dimmock on Unsplash

• EU Standards for E-Cargocycles and for E-MTBs: an Update

  15/03/2021 17:08 Comments Off on EU Standards for E-Cargocycles and for E-MTBs: an Update

  CEN, the European standardization institute is currently preparing a standard for (e)cargocycles and for E-MTBs. Furthermore, there are a few issues with the published standard for electric bicycles, the EN 15194:2017. After last week’s meetings, it is time for an update.

  ---

  With Manager, Annick Roetynck, and Technical Director, Bram Rotthier, LEVA-EU has two experts who are actively working on standardization in CEN TC333 – Cycles. LEVA-EU working member, Eddie Eccleston, has been appointed as an SBS-expert in that TC. He has to ensure that in the standardization work, the interests of small and medium-sized enterprises (SMEs) are taken into account. Eddie Eccleston has established mirror groups for the TC333 – AGM as well as for WG5 – EPACs and for WG9 E-cargocycles. These mirror groups are open to any company that wishes to follow ongoing standardization, whilst not having the resources to become fully active as experts in TC333. On top of all this, LEVA-EU has been able to convince several members to take up the role of active experts in the CEN TC333.

  E-cargocycles

  The WG9 for (e)cargocycles was launched in January 2020. The past year was mostly spent on preparatory work with a view to determining the scope and categorization of (e)cargocycles. Another main issue was the preparation for the harmonization of the future standards under the Machinery, EMC and RoHS Directive. If the standards are eventually harmonized, then they provide presumption of conformity with the said Directives. As a result, they become a powerful tool to comply with the law.

  The work has now been divided in 7 parts:
  Part 1 – Terms and definitions
  Part 2 – Lightweight single track carrier cycles – mechanical aspects
  Part 3 – Lightweight multi track carrier cycles – mechanical aspects
  Part 4 – Heavyweight multi track carrier cycles – mechanical aspects
  Part 5 – Electrical aspects carrier cycles
  Part 6 – Passenger transport carrier cycles
  Part 7 – Carrier cycles – Trailers
  
  For the first 3 parts, an official vote will be launched soon to turn these parts into effective work items. When that happens, the clock will start ticking since deadlines will come into place for the different procedural stages. Initially, there will be 8 months, possibly extended to 12 months to develop a first draft for the 3 parts. This draft will then be translated and submitted to all national standardization institutes for comments. The last 4 parts have been accepted as preliminary work items. This means that the development of those parts can begin without the clock starting to tick.
  There still is a need for specific expertise and experience on the different aspects, as well as on testing methods in all these parts, especially in part 5, electrical aspects.

  E-MTBs & EPACs

  The draft standard for electric mountain bikes has been finalized for quite some time, but has not yet made it to publication. The current text is not fully in line with the essential health and safety requirements of the Machinery Directive yet. As a result, further amendments are required to achieve so-called harmonization under the Machinery Directive. A harmonized standard allows for presumption of conformity. This means that if your E-MTB complies with the standard, it will be presumed to comply with the Machinery Directive, which is a legal requirement.

  As for the EN 15194:2017, here too the Machinery Directive is at the root of a number of problems. Two formal objections have been filed against the harmonization of the standard under the Machinery Directive. One objection concerns the battery requirements, which are allegedly insufficient to guarantee a safe battery on EPACs. The second objection concerns the lack of a vibration test, required by the Machinery Directive for EPACs for professional use. WG5 is starting up the necessary amendments to accommodate the objections and safeguard the harmonization of EN 15194:2017 under the Machinery Directive.

  LEVA-EU believes that all these harmonization issues are further proof of the fact that the Machinery Directive was never meant to cover vehicles. LEVA-EU has developed a detailed proposal to solve these issues by creating a specific technical regulatory framework for light, electric vehicles including electric bicycles. See https://leva-eu.com/leva-eu-calls-on-commission-to-give-zero-tailpipe-emission-vehicle-sector-its-own-voice-and-own-legislation/

  For further information on standardization or on how to become involved in standardization, please contact LEVA-EU manager, Annick Roetynck, annick@leva-eu.com, tel. +32 9 233 60 05