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.

• Bafang continues to grow in Germany

  23/10/2020 11:11 Comments Off on Bafang continues to grow in Germany

  Following the official renaming of the German subsidiary as “Bafang Electric GmbH”, Bafang continues its ongoing success story in the German market. An extended range of tasks and planned activity, plus additional new staff, make the move to much larger company facilities in October 2020 now essential.

  Source Bafang Germany GmbH – Bafang, one of the world’s leading manufacturers of e-mobility components and complete drive systems, is moving its German branch to a new location in Hövelhof (near Paderborn), only a few kilometers south of the previous location, but with considerably more space.

  

  Until now, the sales department for the DACH region, the technical service department and warehouse had occupied premises with a total floorspace of 250m². At the new 650m²+ location, however, 260m² of office space are available, including a 100m² training room for up to 25 people. In addition, there is ample storage space (225m²) and a further 170m² for the service workshop and the new test laboratory.

  The installation of the testing facilities, in particular, demonstrates how critical the European pedelec market is for the Suzhou-based company, especially the German sector: Germany is by far the most significant and biggest e-bike market. Therefore, close proximity to existing and new customers – bicycle manufacturers – is just as important for Bafang as the opportunity to closely follow market developments and the emergence of new e-bike technologies, and to help shape them.

  “We are looking forward to be working out of a modern building in an optimally developed industrial park. It is the ideal base for being an active participant in the ever-growing pedelec market. In addition, it is conveniently located, only 4 kilometers from the motorway,” a Bafang spokesperson says, adding that “close to the customer ” will be more than just a slogan for Bafang in the future.

  Media Contact: Katherine MA. katherine.ma@bafang-e.com

• Briefing EP TRAN on Covid-19 & Urban Mobility

  21/10/2020 17:17 Comments Off on Briefing EP TRAN on Covid-19 & Urban Mobility

  At the request of the European Parliament’s Committee on Transport and Tourism (TRAN), a rapid-response briefing was recently published entitled “COVID-19 and urban mobility: impacts and perspectives”. This is a document well worth reading, especially for the light, electric vehicle business.

  The briefing provides an overview on the state of play and trends of urban transport since the outbreak of the COVID-19 pandemic. It outlines four scenarios, the prevalence of one or the other depending on the priorities established by policy makers and service providers. The briefing delivers general recommendations for a post-COVID-19 smart and sustainable urban transport and a set of desirable actions on how to integrate EU response into existing policy priorities.

  Some of these recommendations and desirable actions directly concern the LEV-business, a summary.

  Adapt infrastructure

  Among these (private means of transport), car use should be discouraged as it significantly contributes to congestion and pollution, given the still-limited (6.8%) market share of e-cars sales. Nevertheless, the purchase and use of private bicycles, both traditional and electric, e-scooters and e-mopeds can alleviate the demand for PT. In order to avoid conflicts between these soft modes, it is necessary to adapt the infrastructure and reorganise the management of the spaces, possibly in a flexible way. Technology improvements now allow these small vehicles to reach a 25-30 km/h speed.

  If the separation from the sidewalks for pedestrians seems obvious, the opportunity to design separate lanes and spaces between normal bicycles and electric soft vehicles should also be considered. Alternatively, an increasingly widespread network of secondary roads with speed limits between 20-30 km/h (see example of Brussels) makes it possible to make room for faster soft modes on the roads. This would prevent, at least in the short term, interventions on the infrastructure, which require extended times and a commitment of resources that are difficult to find in times of crisis.

  Radical behaviour changes possible

  A green restart is an opportunity for sustainable and smart transport strategies to regain momentum.

  The EU should strongly support the development of financing schemes for the purchase and procurement of zero-emission vehicles and other non-polluting technologies. EU funding instruments such as InvestEU and CEF could steer private and commercial investments into zeroemission vehicles and deployment of related charging infrastructure. Scrappage or purchase subsidy schemes should be extended to electric bicycles, possibly with reciprocal approaches at European level, as they have been successfully applied in Germany, France and Italy.

  The crisis has shown that radical behaviour changes are possible, even in the short term. However, these cannot be entirely delegated to the initiative of citizens or single companies. Behaviour changes should rather be induced (or guided) by bold public policies, in the interest of – and agreed with – the community. The challenges for the development of resilient, smart and sustainable urban transport systems have been made more evident by the outbreak of the pandemic, but have not changed. They need to be addressed through agile and inclusive governance mechanisms and integrated policies. These are outlined in the the forthcoming EP study on “Sustainable and smart urban transport”.

  The full briefing is here: https://bit.ly/3jkrRYe

  Photo by Chloe Evans on Unsplash

• Belgian, Dutch and German LEV Markets 2020

  10:20 Comments Off on Belgian, Dutch and German LEV Markets 2020

  The Netherlands

  As for electric bicycle sales in the Netherlands, by the 1 June 2020, a total of 149,000 e-bikes had been sold. This is a 12% increase compared to the first five months of 2019. In the month of  May alone, around 58,000 electric bicycles have been sold, which is an all-time month record and growth of 38.0% compared to May 2019 according a GfK study commissioned by BOVAG.

  In the first nine months of this year a total of 3,754 speed pedelecs (L1e-B) have been sold according to Raivereniging. This represent a growth of around 55.1% compared to 2019 (2,421). At the top of the sales’ charts remains Stromer, who sold most speed pedelecs in the Netherlands both in the first nine months of 2019 and 2020. Gazelle and Riese & Müller came respectively second and third in 2020, switching their 2019 positions.

  Belgium

  Accurate statistics about electric bicycles sales in Belgium are hardly available. However, there is up to date information on the registration of speed pedelecs (L1e-B) at the Dienst Inschrijving Voertuigen (DIV). A total of 9,636 speed pedelecs have been registered at the DIV in the first 9 months of 2020.  This is a decrease of 3.1% compared to the same period in 2019.

  In Belgium there are 2 types of electric mopeds that are allowed on the road: category A with a maximum design speed of 25 km/h and category B with a maximum design speed of 45 km/h.

  A total of 416 electric A-mopeds have been registered at the DIV in the first nine months in 2020. This is an increase of  28.0% compared to the same period last year. As for electric B-mopeds, a total of 1,553 were registered as opposed to  3,211 registrations for the same period in 2019, that is 51.6%. This bad result is due to the sudden and unexpected decision to stop subsidies for electric mopeds.

  For Belgium and the Netherlands, it is worth noting that the corona lockdown has delayed supplies and therefore also registrations of speed pedelecs and electric mopeds. It remains to be seen whether the backlog will be made up in the rest of the year.

  Germany

  According to data by the German bicycle industry organization ZIV, around 1.1 million e-bikes have been sold in the first six months of 2020. This represents a growth of just under 16% compared to the same period last year. It is unknown to what extend speed pedelecs are included within this data.

  In the case of electric motorcycle registrations, there were a total of 1,045 pieces registered in Germany this year. Compared to the same period in 2019, that is a slight increase of just over 3.5% according data by ACEM.

  Photo by Chris Liverani on Unsplash

• UK to end Anti-Dumping Conventional Bicycles

  19/10/2020 20:44 Comments Off on UK to end Anti-Dumping Conventional Bicycles

  Most questions as to how the Brexit transition will be on 1st January 2021 remain unanswered. Nevertheless, at least one question appears to have been sorted.

  There is still no certainty for instance as to the technical rules that will apply to LEVs in the UK. Another unresolved matter concerns the import and export rates for LEVs and their components between Britain and Europe. But what is certain now is that, on 1st January next year, the UK will no longer apply anti-dumping measures on bicycles from China.

  This decision has been taken despite the fact that UK businesses, which produce bikes had applied for a continuation of the measures. The termination has been based on the fact that the market share of these producers is insufficient to allow for continuation of the dumping duties. There is still a possibility for appeal until 30th October.

  This measure only concerns conventional bicycles. The issue of dumping duties on Chinese e-bikes has not been resolved yet. The termination of duties on conventional bicycles, will also remove the anti-circumvention measures against certain essential bicycle components. That will make life considerably easier for assemblers of electric bikes in the UK. If they want to import those components from China, they will no longer have to apply for end-use authorisation. The question as to what import duties will be applied for bikes and components from China still remains unanswered. Definitely to be continued …

  Photo by Frederick Tubiermont on Unsplash

• LEVA-EU informs Dozens of LEV-companies on Type-Approval Review

  20:02 Comments Off on LEVA-EU informs Dozens of LEV-companies on Type-Approval Review

  Last week, LEVA-EU has organised 5 very-well attended on-line meetings for the light, electric vehicle business on the review of the type-approval. The objective of these meetings was to provide the businesses with a better insight into the issue at stake, to allow them to provide TRL with relevant input for the ongoing research. The massive interest showed a great need for clarification.

  Around 230 participants registered for last week’s LEVA-EU information meetings. The largest audiences were for the meeting on e-bikes/speed pedelecs and the one on electric cargo-bikes. Next to these two, LEVA-EU also held meetings on PLEVs (e-scooters, self balancing vehicles, etc.) and on vehicles with 3 and 4 wheels. In these meetings, LEVA-EU unfolded its proposal for a structural improvement of the rules for the benefit of light, electric vehicles.

  Severe legal bottlenecks

  At the same time, some bicycle associations were calling for the main focus in this review to be on preserving the legal status of conventional electric bicycles. Unfortunately, that is not the question. There is in fact no issue with conventional e-bikes. The current legal framework proves to be solid since it has allowed for millions of e-bikes to come on the market without any major and/or structural problems. The question is what to do about all those vehicles, which suffer from severe legal bottlenecks resulting from Regulation 168/2013. To quote just two examples.

  Bicycles with an electric motor that can propel the vehicle without pedalling come under type-approval as L1e-A. If this e-bike weighs 25 kg and has a rider of 70 kg, at a speed of 25 km/h and 500 W power, it produces 2.29 KJ. That is exactly the same amount of kinetic energy as an e-bike 250W, 25 kg, with a 70 kg rider at 25 km/h with pedal assistance only. In other words, weight and speed are relevant, maximum continuous power and technology (i.e. pedal assistance or throttle) are irrelevant. And yet, the two vehicles are subject to completely different rules. The net result is that there are hardly any L1e-A vehicles on the market, whilst e-bikes excluded from type-approval have been a commercial success for many years.

  No rationale

  There is no well-founded argument for these two different legal frameworks; on the contrary. The “discrimination” of e-bikes in L1e-A denies certain user groups access to this sustainable mobility solution. For example, many people with physical problems are unable to use e-bikes with pedal assistance alone, because they don’t know for how long and how far they will be able to pedal. To them an electric bike that for instance combines pedal assistance with a throttle would be a solution. However, due to type-approval that e-bike will be more expensive than its conventional counterpart, if it were on the market at all. Furthermore, in most member states these e-bikes will be subject to completely different terms of use.

  Another example: it is perfectly possible to produce an electric cargo-bike with a maximum speed of 25 km/h and a maximum continuous rated power of, let’s say, 750W, which is not subject to type-approval. There is only one condition: the R-point of its seat must be 540 mm or less. The vehicle in that case must comply with Machinery, EMC and RoHS Directive. The only (major) problem however is that the producer will be completely in the dark as to the terms of use in the different member states. If that same cargo-bike has a seat with R-point above 540 mm, it comes under L1e-A and must be type-approved. If it has 250W and pedal assistance only, it is, again excluded from type-approval and given the same status as a conventional (e)bike. There is no logic to this, these 3 electric cargo-bikes produce the same kinetic energy and are yet subject to three different sets of rules. The origin of this anomaly is the fact that the R-point rules have not been written for electric cargo-bikes but for pocket bikes, to ensure that these were excluded from type-approval. Nobody at the time realised that the rule was going to have a major consequence for electric cargo bikes and for recumbent bikes.

  Ignored requests

  That is exactly the main issue of the current type-approval as laid down in Regulation 168/2013. The rules have not been written with light, electric vehicles in mind; they have been written for conventional mopeds and motorcycles. In view of the growing offer of light, electric vehicles, the rules need urgent updating to remove the legal bottlenecks.

  Only one exclusion in Regulation 168/2013 has been written specifically for electric bicycles, i.e. exclusion (h)  “pedal cycles with pedal assistance which are equipped with an auxiliary electric motor having a maximum continuous rated power of less than or equal to 250 W, where the output of the motor is cut off when the cyclist stops pedalling and is otherwise progressively reduced and finally cut off before the vehicle speed reaches 25 km/h;“

  This exclusion was copied from the Directive 2002/24 when Parliament and Council ignored for the first time a request from the then trade associations, COLIPED (now part of CONEBI) and ETRA (disbanded) to exclude electric bicycles without any technical specifications. The argument was that exclusion would allow CEN to develop a standard and the CEN experts were qualified to decide on necessary specifications. The specifications of pedal assistance up to 25 km/h and 250 W, as supported by Parliament and Council, were not based on any thorough research. They were simply derived from the most successful electric bike at the time, the Yamaha Pas. More than 20 years later, the light electric vehicle industry suffers ever more from this unfounded decision.

  LEVA-EU’s plan

  In the information meetings of last week, LEVA-EU provided the audience with the history of current regulations, as well as with clarifications on the consequences of being in or out of the type-approval. With that, LEVA-EU also presented its proposal for the removal of the current legal bottlenecks. LEVA-EU has already proposed this plan at the 365SNEL Symposium in February, which was attended by the Commission and by TRL.

  First, LEVA-EU proposes to introduce the concept of Zero Emission Vehicles (ZEV). That would allow for a distinction between Internal Combustion Engine (ICE) vehicles and vehicles that produce no emissions. This is necessary because the current type-approval for L-category vehicles consists of 1,036 pages, many of which are dedicated to emissions and noise, two elements which are irrelevant for ZEVs. As a result, it is exceedingly difficult for ZEV-producers to figure out which of those 1,036 pages are relevant for their vehicles.

  Secondly, LEVA-EU proposes to exclude all low speed ZEVs from Regulation 168/2013. What that speed limit for exclusion should be, must be discussed with the industry. Exclusions are currently at 25 km/h, but one could, for instance, consider a 30 km/h speed limit in line with what is now generally introduced in urban areas. That would allow slow speed ZEVs to go with the flow of urban mobility. Following their exclusion, they would automatically come under the Machinery, RoHS and EMC Directive. Furthermore, this would allow CEN to develop new standards or to adapt existing standards. There are currently already standards available for electric bicycles, electric mountain bikes and PLEVs. CEN has created a working group for cargo-bikes, while for other vehicles such as for instance vehicles with 3 and 4-wheels with an auxiliary motor, new work items can be launched.

  As for ZEVs with a speed above the limit set for low speed ZEVs, there could be two options that need to be discussed with the industry. Either they too are excluded from the type-approval to come under Machinery Directive, etc. Or a specific type-approval for this ZEVs should be developed, which is independent of Regulation 168/2013.

  Hopeful future

  In the next few weeks and months, in cooperation with its members, LEVA-EU is going to intensify its campaign for the proposed changes. In the run-up to Regulation 168/2013 it was pointed out that inclusion of electric bikes in the type-approval would result in their categorisation in national traffic codes as mopeds, with motorcycle helmets, number plates, driving licenses, etc. The Commission then replied that their department was only responsible for technical regulations not for terms of use. The future now looks more hopeful since the Commissions’ review is not only an issue for the Automotive and Mobility Industries Unit in DG Grow. The issue is also followed up by DG Move with respect to the terms of use, which remain a national competence. The DG Grow Unit responsible for the Machinery Directive is also involved. This offers the prospect of a more integrated approach then when Regulation 168/2013 was drafted.

  If you want to receive the presentation/recording of one or more of these meetings, please send a mail to daan@leva-eu.com, with your personal and company details and the meetings you are interested.

  Photo by Damir Kopezhanov on Unsplash

• Eurobike 2020 is Cancelled

  12:16 Comments Off on Eurobike 2020 is Cancelled

  Source EUROBIKE – EUROBIKE Special 2020 planned for November, 24 to 26 cannot take place. Due to the current infection situation and the resulting restrictions and the reassessment of the corona crisis, the organisers had to make this decision.

  Right until now, the organisers were convinced that they would be able to carry out EUROBIKE Special. The positive number of registrations for EUROBIKE Special, their comprehensive hygiene and safety concept, already well-proven at the Interboot trade show, and the need for a trade show for exhibitors and trade visitors have given them grounds for optimism.

  However, the developments of the last few days required them to rethink and to reassess the situation. Rising infection rates, corona-related travel restrictions and uncertainties regarding accommodation bans have recently prompted many participants to withdraw their participation in the trade show. The organisers very much regret this step and thank you for your support. For the coming year they are not letting their optimism get away from them and are already working on a presence format that takes the future needs of the bike industry into account in the best possible way. Dates and details will be announced in due course.

  Ticket reimbursement
  Messe Friedrichshafen will, of course, reimburse visitors for the fees paid for already purchased tickets by the same payment method used to purchase the ticket. There is no further action required from your side. The tickets lose their validity. The refund will be made as soon as possible in the coming weeks.

  Further information on the cancellation of EUROBIKE Special can be found here.

  Photo Credits: Eurobike

• SBS-expert Eddie Eccleston and others on the importance of standards

  15/10/2020 12:02 Comments Off on SBS-expert Eddie Eccleston and others on the importance of standards

  Source CEN and Cenelec 14 October 2020 – Standards should be written with #SMEs in mind, because they represent 90% of the world’s companies!
  

  Here are some testimonials of Small Business Standards (SBS) experts working on standards suitable for SMEs.

  

  

  

• LEVA-EU info-meetings on revision type approval

  05/10/2020 18:24 Comments Off on LEVA-EU info-meetings on revision type approval

  LEVA-EU has argued long and hard for a revision of Directive 168/2013, which regulates type-approval for vehicles with two or more wheels. The European Commission has now finally initiated such a review. It is particularly important that as many LEV companies as possible participate in this review. To help them in this, LEVA-EU organizes info-meetings.

  From its start, LEVA-EU has argued long and hard for a review of Directive 168/2013. The professional organisation has extensively argued how the market potential of light electric vehicles (LEVs) covered by that type approval is being thwarted.

  To date, electric bicycles with pedal assistance up to 250W and 25 km / h, vehicles without a saddle, self-balancing vehicles and vehicles with a seat below a certain minimum height are excluded from Regulation 168/2013. In addition, electric bicycles 250W – 25 km / h have been given the status of a conventional bicycle in the traffic code of all member states. As a result, this category has been growing and thriving for years.

  LEVs that have remained in the Regulation, on the other hand, have a particularly difficult time. Speed ​​pedelecs, for example, have great difficulties to really develop because in most cases they are categorized as classic mopeds. However, the terms of use for mopeds are unsuitable for speed pedelecs. And so, massive uptake of speed pedelecs is not forthcoming. In L1e-A, powered cycles, the situation is even worse. In this category for electric bicycles 25 km / h with more than 250W, virtually no type approvals have been carried out since 2013.

  After all this time, LEVA-EU’s complaints have finally been heard. The European Commission has asked TRL, a research centre specialized in mobility, to investigate the position of LEVs in the type approval and their position in national traffic codes. All LEVs are scrutinized, i.e. electric scooters, self-balancing vehicles, electric bicycles in and outside the type approval, electric cargo bicycles, etc.

  TRL has started a broad survey of the sector through an online questionnaire that can be completed until October 30th. However, the current legal framework is extremely complex and confusing. It is important that LEV companies have a good understanding of that framework, in order to provide an informed and relevant response to the survey.

  LEVA-EU wants to help companies with this by means of a number of information meetings. These meetings are intended to provide a clear picture of the current legal framework. In addition, LEVA-EU will explain the opportunities and risks of the ongoing review.

  The online information meetings will start on October 13 with a first session reserved for LEVA-EU members. Then follow open meetings according to vehicle type:

  – Electric bicycles and speed pedelecs
  – Electric cargo bikes
  – PLEVs such as electric scooters and self-balancing vehicles
  – Three and four-wheel electric vehicles with pedaling function for passenger transport

  Each meeting will last 1 hour with information provided in the first half hour and questions answered in the second half hour. To participate in the meeting, interested parties should send an email to daan@leva-eu.com stating which meeting (s) they wish to attend. They will receive a personal invitation to the meeting.

  LEVA-EU Information Meetings Revision LEV Type Approval

  – Tuesday October 13, 10.30 GMT + 2: only for LEVA-EU members
  – Tuesday October 13, 14:00 GMT + 2: electric bikes and speed pedelecs
  – Wednesday October 14, 10.30 GMT + 2: PLeVS (e-scooters, self-balancing vehicles, …)
  – Wednesday October 14, 14:00 GMT + 2: electric cargo bikes
  – Thursday October 15, 10.30 GMT + 2: 3 & 4-wheel electric vehicles with pedalling function for passenger transport

  Photo by André Ravazzi on Unsplash

• Legalise e-scooters, says UK Transport Committee

  02/10/2020 16:35 Comments Off on Legalise e-scooters, says UK Transport Committee

  In a report published today, E-scooters: pavement nuisance or transport innovation, the Parliamentary Committee says that e-scooters have the potential to offer a low cost, accessible and environmentally friendly alternative to the private car. 

  • Read the report summary
  • Read the conclusions and recommendations
  • Read the full report

  Whilst supporting the introduction and use of e-scooters, the Committee advises that current rental trials and any plans for legalisation should not be to the detriment of pedestrians, particularly disabled people.  

  The Committee calls for robust enforcement measures to eliminate pavement use of e-scooters, which the report says is dangerous and anti-social. If the Government supports the Committee’s recommendation and decides to legalise privately owned e-scooters, the law should clearly prohibit their use on pavements and ensure that such enforcement measures are effective in eliminating this behaviour.

  The Transport Committee further caveats its report by calling for a sensible and proportionate regulatory framework for the legal use of electric scooters, based firmly on evidence gained from current rental trials and from other countries. The current rental trials should allow important evidence and data to determine the best way to legally incorporate both rental and privately owned e-scooters within the UK’s transport mix.

  The Department for Transport must also encourage the use of e-scooters to replace short car journeys rather than walking and cycling. The Committee warns that it would be counter-productive if an uptake in e-scooters, whether rental or private, primarily replaced more active and healthy forms of travel and calls for the Department to continue promoting active travel as a key policy.

  All further details are here