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.

• Uni-Kassel proposes standard for size-based categorization of vehicles

  09/10/2023 16:50 Comments Off on Uni-Kassel proposes standard for size-based categorization of vehicles

  At the German University of Kassel, a project on “human-scale mobility” has been running for some time. It focuses on promoting light mobility for environmental and climate protection, urban quality and quality of life and is funded by the German Federal Environment Foundation. Last year, the university organised a well-attended symposium on the topic of light mobility in which LEVA-EU also participated. That symposium and further professional discussions have now resulted in a technical standard that categorises vehicles according to their size. This categorization is meant to assist policies that are aimed at encouraging the use of smaller, lighter vehicles.

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  Over the past decades, passenger cars have become increasingly larger and heavier. In addition, many car users, when purchasing a new car, switch to larger vehicles (van, crossover, SUV, off-road vehicle) than their previous models. The proportion of new SUV registrations in Germany has been rising steadily for years and are now over 25%.  In addition, the number of cars and car density (cars per 1000 inhabitants) continue to increase: from 2010 to 2019 alone, car density increased by around 12%.

  As the number and size of the car fleet grows, there is an increase in problems:

  • Increasingly longer, wider and higher vehicles are taking up more public space. Wide cars exceed parking spaces adjacent to the road and thus use sidewalks or part of the road itself. Due to increasingly longer models, fewer cars fit in parking bays. High cars, in turn, block visual connections in the street and have an intimidating effect on people walking, cycling as well as people in smaller cars.
  • Car users are increasingly parking their vehicles on the street because their size means they cannot fit anymore into their garages.
  • The decision to purchase a large car is based, among other things, on the fear of car users for accident damage in collisions. They “armour” themselves instead of pushing for safe speed levels and effective behaviour monitoring all. Because of the massive cars they become, paradoxically, themselves a danger to others.

  In Germany, transport is a sector in which CO2 emissions must fall drastically in order to achieve the reduction targets. Larger cars not only use more energy and space, but also more raw materials and energy from production to disposal. In an era in which resources and energy conservation are a necessity, relative efficiency gains in production and operation are cancelled out by the increase of the size of cars and of the car fleet (rebound effect). The transition to battery electric vehicles leads to even more problems due to the weight of the batteries, which results in heavier vehicles, which is further reinforced by the desire for long ranges.

  Municipalities and other stakeholders are therefore beginning to provide incentives for a reversal of the trend from progressive giantomania to light mobility. This requires a tool for operationalizing the “vehicle size” factor, which is provided with this technical standard. Based on the technical standard, which includes several parameters, vehicles are subdivided in 3 categories, i.e. small to large, which cover sizes from XXS to XXL

  

  This categorization allows for a variety of applications. In technical discussions, the following possible applications are pointed out in particular:

  – Definition of several, size-dependent measuring vehicles instead of only one measuring vehicle for passenger cars in the technical regulations
  – Size-differentiated designation of parking spaces, parking strips and other parking areas in public road space, on private land and in (private) multi-storey and underground car parks
  – Size-differentiated pricing of parking space in public spaces (e.g. residents’ parking fees)
  – Size-differentiated ban on entering/passing through narrow streets and alleys in old towns as well as in other sensitive urban areas of the city and size-differentiated access regulations on private property.

  Further details on the standard and on how calculations are done to categorize vehicles from XXS to XXL are in the German document “Professional standard for the classification of means of transport according to size (G classes)” (Fachlicher Standard zur Klassifikation von Bewegungsmitteln nach Größe (G-Klassen): https://www.dropbox.com/scl/fi/bq7urtxcey3m9x8srfun8/Fachlicher-Standard-G-Klassifikation_Uni-Kassel_TUI_20230728.pdf?rlkey=haf6cgyfx6hrwmtscgn4j7era&dl=0

• Fluctuating trends for electric motorcycles and mopeds in the first half of 2023.

  28/08/2023 15:59 Comments Off on Fluctuating trends for electric motorcycles and mopeds in the first half of 2023.

  ACEM has published figures on the moped and motorbike market in the first half of this year. In the first half of 2023, registrations of electric motorcycles across the five largest European markets, which together hold around 80% of the new registrations in Europe, noted a decrease of 8%. Breaking the trend, Germany has a 33% increase in registrations. Registrations surged from 4,142 in the same period last year to 5,527 in the first half of 2023.

  The other four major markets experienced a decline in registrations when compared to the first half of 2022. The UK faced the most significant setback with a drop of 38% in registrations, totaling 1,186 units. Italy and Spain followed, both noting a 20% decline (4884 units and 3309 units respectively), while France experienced a more modest decrease of 7%. (4469 units)

  Combined , the five markets count for a 3,2% share of total motorcycle registrations, with 19,375 electric motorcycles. This is slightly lower than the 3,9% share in the same period last year.

  Registrations of electric mopeds, including speed pedelecs, show a mix of growth and contraction. Belgium and Spain registered growth, 9% (9,959 units) and 13% (4,558 units) respectively. In the other three largest markets registrations decreased. The Netherlands faced a substantial 55% decline (6,874 units), followed by France with a 19% drop (9,954 units) and Italy with a 9% decrease (2,855 units).

  The combined registrations of electric mopeds in the five markets totaled 34,200 vehicles in the first half of 2023, marking a significant 22% decline compared to the same period in 2022. Total registrations of ICE (Internal Combustion Engine) and electric mopeds decreased even stronger, by 26% in the first half of 2023.

  The share of electric mopeds in total registrations increased to 34,3% compared to 32,7% in the first half of 2022. Both Belgium and Spain noticed a significant share of electric mopeds in total registrations, exceeding the 50%.

  In contrast, ICE motorcycle registrations saw a strong 12% increase across the region in the first half of 2023. However ICE-mopeds experienced a substantial decline of 29%.

• Warning: false LEVA-EU emails in circulation

  02/08/2023 17:34 Comments Off on Warning: false LEVA-EU emails in circulation

  We note that there are emails in circulation that are falsely sent as being from LEVA-EU. Therefore, this urgent call for great caution.

  If you receive an email on behalf of LEVA-EU, please first check that the sender’s email address is a genuine LEVA-EU address. We only send from leva-eu@telenet.be or from addresses composed of a first name followed by @leva-eu.com.

  We never send emails asking to link to a website from within the email. If there are any links in our emails at all, it can only be to a Dropbox folder.

  We can only urge you to exercise great caution and apologise for any inconvenience. If you receive a mail from us about which you have doubts, you may always contact us for verification.

  The LEVA-EU team

• Critical Raw Materials Act: LEVA-EU warns Commission for impact on LEV-sector

  03/07/2023 09:16 Comments Off on Critical Raw Materials Act: LEVA-EU warns Commission for impact on LEV-sector

  LEVA-EU has responded to a Commission request for feedback on their proposal for a Critical Raw Materials Act. In that feedback, LEVA-EU exposes some thorny issues that could become problematic for LEV-companies, especially relating to permanent magnets.

  The Critical Raw Materials Act is aimed at boosting EU supply and improving recycling of critical raw materials among which permanent magnets. These can be found in motors for Light Electric Vehicles (LEVs), which is why the future legislation is of concern to most LEVA-EU members. Some are producing electric motors for LEVs. Others produce or import LEVs containing electric motors with magnets.

  First, on a more general note, LEVA-EU requests the Commission to acknowledge that LEV-companies, especially SMEs and start-ups, are gradually reaching a point at which the legal framework in which they are expected to operate is no longer feasible. Sustainability and circular economy measures should not be such as to push companies, that are already largely contributing to sustainable mobility, out of the market.

  Today in Europe there is a largely insufficient supply of components for LEV’s, especially motors and batteries. Many LEV- companies have no choice but to source outside the EU. According to the proposal the natural or legal person that places light means of transport on the market is responsible for all recyclability requirements. LEVA-EU believes that this may well create a discrimination between companies using EU produced motors and those using non-EU produced motors.

  Furthermore, LEVA-EU believes that reducing the demand for the critical materials should be the first choice, not optimising the extraction of these materials. In this framework, the trade association deeply regrets that the Critical Raw Materials Act does not pay any attention to reducing the carbon footprint of vehicles and their components, through reducing the demand for the materials concerned.

  LEVA-EU manager Annick Roetynck explains: “We want the Commission to request for a study on the potential savings on critical raw materials by downsizing and reducing the weight of road vehicles. The average hybrid or electric vehicles use between 2 and 5 kg of rare earth magnets. Therefore, the substitution of ICE-cars by electric cars will unleash an unparalleled demand. The aggregate weight of magnets in LEVs will no doubt be many times less. Therefore, the substitution of cars by LEVs will make an unparalleled contribution to a sustainable demand and supply of these magnets.”

  LEVA-EU also points to several articles in the proposed Regulation that will create very specific problems for the LEV-sector.

  The definition of “light means of transport” does not adequately describe all categories of vehicles and will result in unclear legislation. Other articles allow for 5 years’ time before conformity assessment procedures take effect for one group of LEVs and only 3 years for another. LEVA-EU warns that if the different timings are upheld, this is likely to create a competitive advantage for some LEVs and a disadvantage for others. The Commission also proposes to exempt vehicles with less than 0.2 kg of permanent magnets from the future act. This too may create a discrimination, for instance between conventional electric cycles with one motor remaining just under 0.2kg, whilst Series Hybrid electric cycles may just be above that limit. This may well infringe the principle of technology neutrality. LEVA-EU has proposed amendments to eliminate potentially discriminatory rules. However, LEVA-EU also asks for further research to determine the relevance of this minimum weight in view of the objective to produce at least 15% of the Union’s annual consumption through recycling.

  In the meantime, LEVA-EU continues to consult with its members on the forthcoming legislation.

  The proposed Critical Raw Materials Act is here: https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A52023PC0160
  LEVA-EU’s feedback is here: https://www.dropbox.com/s/prldpkk3say2wxj/LEVA-EU%20Position%20Critical%20Raw%20Materials%20Act.pdf?dl=0

• Eurobike 2023: stormy show for LEVA-EU

  26/06/2023 17:45 Comments Off on Eurobike 2023: stormy show for LEVA-EU

  

  This year, we left for Frankfurt with a wait-and-see attitude. For the very first time, LEVA-EU had a “real” stand on the show floor. In Friedrichshafen, we rather had a meeting place in a quiet corner, which turned out to be an excellent solution for us. The stand this year was set up as a meeting place, also available to our members. It proved a success as we welcomed a lot of visitors. Quite a few appointments had been planned in advance. On top of that, lots of people dropped by unannounced to find out about LEVA-EU, with a specific question or just to say hello. Many visitors came to see us following LEVA-EU’s call for evidence of damage to EU e-bike companies by dumping measures. Visits to the stand were such that there was no time left for us to visit the show ourselves.

  

  The information meeting on Thursday was also a success with more than 50 attendees. The meeting room was in a hall that was not in use for Eurobike. Consequently, finding the place was quite a feat. Annick Roetynck and Bram Rotthier gave a very comprehensive update on all the major issues currently on the European aganda: standardisation, the new Machinery Regulation and ditto Battery Regulation, the Critical Raw Materials Act and dumping. Interested parties can still purchase the presentation.

  Despite Eurobike’s success, Frankfurt remains far less pleasant than Friedrichshafen. The show has lost a bit of its soul by moving. In the gigantic complex, you walk kilometres from one hall to another. And in the process, you meet far fewer acquaintances than in Friedrichshafen’s compact complex. Frankfurt indeed offers room to grow, but how big should it get? It is already immense.

  LEVA-EU’s stand was in Hall 8 which was dedicated to light electric vehicles (LEVs). The LEVs, however, deserved some more bells and whistles. There were two immense silent conference rooms in the hall where communication was entirely by headphones. The LEV sessions were tucked away in the middle of the hall and speakers had to shout to be heard by the mere few attendees. It is to be hoped that the LEV-sessions will also have a large and silent stage next year.

  Sustainability is a word that has featured in Eurobike communications for a few years now. In fact, this year’s conference programme on Friday was entirely devoted to sustainability. It was therefore a painful sight during the build-up to see that a lot of “disposable” stands were still being erected. Perhaps it is time to also introduce and apply the term sustainability in the exhibitors’ regulations.

  All in all, it was a stormy show for LEVA-EU. We were inundated with visitors over the three days. When we drove from the show to our hotel on Thursday, we were also almost literally engulfed by a storm that unleashed a heavy deluge on us.

  The 32nd edition of Eurobike promises to be special for LEVA-EU. We will set up a special programme around Small and Medium Sized Enterprises (SMEs) and standardisation. More on that later, of course.

• Last call: register now for LEVA-EU Info-Meeting at Eurobike

  17/06/2023 10:49 Comments Off on Last call: register now for LEVA-EU Info-Meeting at Eurobike

  Join LEVA-EU for a lunch meeting from 12 till 2 , on Thursday 22 June at Eurobike, Hall 10.2, Conference Room Inspiration 2.

  There is an awful lot going on at the moment in terms of standardisation and legislation around electric (cargo) bikes, e-scooters and self-balancing vehicles. The meeting agenda has now been set as follows:

  1. Short introduction of LEVA-EU
  2. New Machinery Regulation
  3. EN 15194 issues
     • New battery requirements
     • Vibration requirements
  4. European standards for electric cargocycles: state of play
  5. International standards for e-Transporters: state of play
  6. New Battery Regulation
  7. Miscellaneous:
     • Expiry or review of anti-dumping/countervailing duties ebikes China
     • Critical raw materials act
  8. Q&A

  Tickets for the Information Meeting at Eurobike must be booked in advance on the following website: https://www.eventbrite.be/e/leva-eu-information-meeting-at-eurobike-lev-topics-on-eu-agenda-tickets-370306906927

  The meeting, which includes lunch, is free for LEVA-EU Members. Non-Members pay an entrance fee of € 120 per person. Should you join LEVA-EU within 3 months following the meeting, we will deduct that amount from the membership fee.

  The meeting takes place in Conference Room Inspiration 2 in Hall 10.2 from 12.00 till 2.00.

  LEVA-EU also has a booth in Hall 8, N02. You can book a meeting with LEVA-EU Manager, Annick Roetynck, and technical director, Bram Rotthier, in advance here: https://calendly.com/annick_leva-eu/eurobike-meeting

  

• LEVA-EU calls for evidence of damage to EU e-bike companies by dumping measures

  05/06/2023 21:41 Comments Off on LEVA-EU calls for evidence of damage to EU e-bike companies by dumping measures

  The Commission has announced the expiry of the measures against electric bicycles from China in the Official Journal. LEVA-EU is anticipating a review and potential renewal of the measures. In the meantime, the Kafkaesque legislation and the multiple actions by national customs services and OLAF, cause unacceptable disruption and damage to many European companies. Ahead of the review, LEVA-EU calls on all companies affected by the measures for evidence.

  In the EU Official Journal of 2 May, the European Commission has published a notice of the impending expiry of the anti-dumping and countervailing measures against electric bicycles from China. This notice only results from normal procedural rules. The deadline for the current measures is 19 January 2024. Article 11.2 of the basic Dumping Regulation stipulates: “A definitive anti-dumping measure shall expire five years from its imposition (…), unless it is determined in a review that the expiry would be likely to lead to a continuation or recurrence of dumping and injury. Such an expiry review shall be initiated on the initiative of the Commission, or upon a request made by or on behalf of Union producers, and the measure shall remain in force pending the outcome of that review.”

  It seems a foregone conclusion that EBMA will request a review. However, the main question is what arguments the organisation will use to extend the measures for another five years.

  In the past 4.5 years, EBMA has developed a surging discours on bringing industry back to Europe and especially on the large number of jobs that will come with it. The whole campaign culminated in a European Parliament Motion for a resolution on developing an EU cycling strategy which, very triumphantly announced that “the EU cycling ecosystem can scale up to 2 million jobs by 2030”.

  Much, of course, depends on the definition of the ‘EU cycling ecosystem”, but the fact is that we are still very far from those targeted two million jobs. In a report on employment in the (e)bike business, CONEBI concluded that there were 155,00 jobs in 2021. Incidentally, it appears that the violins in the (e)bike business are not quite tuned in unison. In their 2022 market report, the German (e)bike industry association stated: “The ZIV anticipate no large-scale relocation of production (reshoring) to Europe at the current time. However, it does expect production in The EU to grow in importance.”

  And, contrary to what EBMA might claim, the anti-dumping measures are all but helpful to achieve the objective of 2 million jobs, since they are a major obstacle in starting up new companies, whilst causing extensive damage to existing companies in the European Union.

  EBMA shouts so loudly that the measures are absolutely necessary for “reshoring for better sustainability, more EU green jobs and EU investments/innovation”, that everyone, including the EU authorities seem to forget what dumping is really about. It is of course not about reshoring, green jobs nor about investments or innovation. The WTO defines dumping as “in general, a situation of international price discrimination, where the price of a product when sold in the importing country is less than the price of that product in the market of the exporting country.” Another important element of dumping is the injury it causes to the EU-industry. And here lies the crux of the matter: what is the European ebike industry? In the end, everyone does the same thing: buying parts and assembling them into electric bikes. The net result of the measures against China however is that one part of the European ebike “industry” proffers from the measures, while another part is getting severely injured.

  The anti-dumping measures on electric bicycles from China have nothing to do with “a situation of international price discrimination“. They prove to be a huge barrier for those European companies that have had to find an alternative to assembly in China and equally for all those trying to start a new e-bike business in Europe since the introduction of the measures.

  As for assembly in Europe, anti-dumping measures have become completely intertwined with the extension of anti-dumping measures on bicycle parts from China. Furthermore, the Commission has created a highly discriminatory legal distinction between companies that assemble both conventional and electric bicycles and those that assemble electric bikes only. Furthermore, the Commission has recently made it quite a bit more difficult to obtain an exemption for assembly of conventional and electric bicycles. The entire legislation is so complex that no manufacturer can be assumed to understand the rules on their own. Start-ups are forced to pay anti-dumping duties on electric bike components for quite a while, before obtaining the necessary authorization to be released from duties on components. Who can afford this?

  However, after having paid duties on e-bike components, which according to Sabine Weyand, Director General of DG Trade are not subject to anti-dumping duties, they are then subject to extensive financial guarantees.  In addition, shortly after introducing dumping duties on e-bikes from China, the European Commission also changed the rules of origin for imports of electric bikes from non-preferential origin countries overnight.

  In the meantime, both national customs authorities and OLAF are constantly investigating companies, electric bike imports and assembling facilities in and outside Europe. The companies involved usually have no idea what they are suspected/accused of, nor are they given any information about the progress of the case. Some, meanwhile, have been waiting for news for three years and live with the threat of fines that may push them into bankruptcy, sometimes even imprisonment!

  LEVA-EU has been working relentlessly to explain all legislation pertaining to this e-bike case. In meetings with the European Commission, we have explained the many aberrations an discrimination in the rules, the net result of which being that it’s virtually impossible to start-up a new e-bike business in Europe, while many existing businesses are under threat due to unfair rules. Ahead of the review, we will continue to do so. To this end, we want to draw up an inventory of as many cases as possible of European companies that are being investigated by customs and/or OLAF.

  So, are you or have you been investigated by customs and/or OLAF and are you or have you been accused of for instance:

  • Buying from a European supplier who is suspected of circumventing anti-dumping duties on electric bicycles from China
  • Not paying anti-dumping duties on bike components for e-bike assembly
  • Using incorrect HS codes to avoid anti-circumvention duties on bicycle components
  • Assembling in the EU or buying from an assembler without an exemption or end-use authorization
  • Illegal application of rules of origin for e-bikes that are produced outside the EU and China

  We kindly request you to report your problems to LEVA-EU. We guarantee absolute confidentiality. Cases may be reported to LEVA-EU Manager Annick Roetynck by phone, +32 475 500 588 or by mail, annick@leva-eu.com. Alternatively, you can also book an appointment at the forthcoming Eurobike, here: https://calendly.com/annick_leva-eu/eurobike-meeting

  Photo by John Simmons on Unsplash

• LEVA-EU welcomes new Staff Member

  14:09 Comments Off on LEVA-EU welcomes new Staff Member

  

  Early June 2023, Ineke Meireleire has started as LEVEU Policy Officer.  In this role, she will support the members of LEVA-EU. For questions concerning membership, LEV-rules and regulations, don’t hesitate to contact Ineke (ineke@leva-eu.com). Also, she will assist LEVA-EU Manager Annick Roetynck with policy activities.

  Ineke has many years of experience in sales, marketing and customer service roles in different industries on a European level. In the past two years, she has been closely working with small and medium-sized enterprises on compliance.

  Ineke is fluent in Dutch, French, English and has notions of German.

  The LEVA-EU team now consists of:

  • Annick Roetynck, Manager
  • Bram Rotthier, Technical Director
  • Eddie Eccleston, SBS Expert
  • Willow Hu, Digital Marketing Support
  • Dennis Hu, Director Chinese Relations
  • Ineke Meireleire, Policy Officer

  All further details on the LEVA-EU team are here: https://leva-eu.com/people/

• New Alligt Hybrid Wheel at Eurobike

  11:08 Comments Off on New Alligt Hybrid Wheel at Eurobike

  LEVA-EU Member Alligt has developed a new heavy load wheel for two different user groups. Both a full plastic wheel (CBW5) and a wheel with plastic heart and aluminium rim (CBW5 hybrid) are tested and ready for production.

  The idea behind the hybrid wheel is to join a flexible nice-looking and easy to produce plastic inside together with an old-fashioned robust rim. This combination yields a light-weight wheel solution with a far better resistance against high impact than Alligt’s full plastic wheels. The latter are most suitable for vehicles with suspension and for private use.

  Alligt tested two versions following the drum with 10 mm rail test from the cargocycle standard. Both passed the test for 150 kg. And Alligt is very pleased to share the news that a major step forward has been made with the weight of hybrid wheels.  The CBW5 hybrid (plastic inside with 35 mm aluminium rim) weighs exactly the same as the CBW5 (full plastic with 50 mm rim): 1.85 kg

  Alligt is in the process of developing wheels with 3 aluminium rims of 25, 35 and 50mm wide respectively, which is automotive-like. Since Alligt’s objection is to make a hybrid version for all other wheels too, the way to other diameters for wheels is now open.

  The standard version of both wheels has 4 holes on a pitch circle of 100 mm, and a 60 mm hole in the centre.

  Obviously, both wheels are lighter than solid steel or aluminium wheels. Furthermore, the nice looking flexible inside absorbs some of the high impacts and thus, gives some protection to other components.

  Both wheels and some other products, such as an idler for a 10 mm chain, will be on show at Eurobike in Hall 8, at the Noca-mobility Booth D42.

  You can find more information on cargobike-wheels.com or by contacting Alligt by email: leovisscherkorver@gmail.com