Comments Off on SBS comments on the revision of Regulation 1025/2012 on European Standardisation
Small Business Standards (SBS), the association which acts as the voice of European SMEs in the standardisation process, has shared its comments on the European Commission’s Call for Evidence on the revision of Regulation 1025/2012 on European Standardisation.
SBS states that it welcomes the “focus on ensuring that standardisation is accessible to EU SMEs and startups” stated by the European Commission in the call, and emphasises that this should be a primary policy objective of the revision.
The European Commission has published a report on the evaluation of Regulation 1025/2012, and an accompanying study, which together give an in-depth analysis of the state of the European Standardisation System (ESS) since entering into the force of the Regulation, highlighting both its strengths and weaknesses. SBS states that it agrees there is a need to improve parts of the ESS, but comments that “the evaluation at times seems to underplay certain nuances and the tangible improvements achieved since the entry into force of the Regulation.”
LEVA-EU is a member of SBS; at present we have no further commentary available.
The European Commission has released preliminary 2024 data that reveals a modest decline in traffic-related deaths across the European Union which recorded approximately 19,800 fatalities, marking a 3% decrease from 2023—equivalent to 600 fewer lives lost. While this reduction signals progress, officials caution that the rate of improvement remains insufficient to meet the EU’s ambitious road safety targets.
The European Union had previously set a goal of halving road deaths and, for the first time, serious injuries by 2030 as part of its Strategic Action Plan on Road Safety and the EU Road Safety Policy Framework 2021–2030. The ultimate objective, known as ‘Vision Zero,’ aims to eliminate road fatalities by 2050. However, the latest figures indicate that most Member States are not currently on track to meet the 2030 target.
Disparities among member states
The overall 3% reduction in road deaths masks significant disparities among EU countries. Over the past five years, minimal progress has been observed in nations such as Greece, Spain, France, and Italy. Conversely, Ireland and Estonia have recorded an increase in road fatalities, though smaller countries tend to experience more marked annual fluctuations.
Meanwhile, Belgium, Bulgaria, Denmark, Lithuania, Poland, and Slovenia appear to be on course to meet the 50% reduction target by 2030. Notably, Romania has achieved a significant 21% decrease in road fatalities since 2019 but continues to have the highest fatality rate in the EU.
Country rankings and fatality rates
The ranking of road safety among EU nations remains largely unchanged. Sweden and Denmark continue to report the safest roads, with 20 and 24 deaths per million inhabitants, respectively. In contrast, Bulgaria and Romania recorded the highest fatality rates in 2024, with 74 and 77 deaths per million inhabitants. The EU average stood at 44 road deaths per million inhabitants.
Challenges in urban and rural areas
A significant proportion of road fatalities in urban areas involve vulnerable road users, including pedestrians, cyclists, and individuals using powered two-wheelers or personal mobility devices. These road users account for nearly 70% of all urban traffic deaths, typically in collisions involving cars and lorries. The data underscores the urgent need to enhance protection measures for vulnerable populations.
In rural settings, fatalities are frequently linked to single-vehicle accidents or crashes involving other cars and trucks, highlighting different risk factors in urban and non-urban environments.
While the latest statistics offer some encouragement, European officials stress that achieving substantial reductions in road fatalities requires accelerated efforts and comprehensive safety initiatives.
For more detailed insights, the full road safety statistics for 2024 can be accessed through the European Commission’s official website.
The European Commission has recently unveiled an action plan for the European automotive industry, however it excludes purchasing incentives and social leasing programs for bicycles.
While this initiative aims to accelerate the transition to electric mobility, concerns have been raised about the exclusion of e-bikes from such funding and promotional measures.
Advocacy for e-bike inclusion
Organizations such as Agora Verkehrswende and Zukunft Klimasozial have already published policy papers advocating for the expansion of electric car usage. However, stakeholders in the cycling industry argue that a comprehensive approach to electromobility should include e-bikes to ensure a socially equitable and sustainable transition.
Wasilis von Rauch, Managing Director of German association Zukunft Fahrrad (Future Bicycle), criticized the exclusive focus on electric cars, stating, “Demanding purchasing subsidies only for e-cars sends the wrong political signal. The e-bike in particular is an efficient and healthy form of electromobility – even in rural areas – and is essential for the federal government’s expansion target for cycling. We are calling for sensible electromobility subsidies that combine socially staggered purchase subsidies for small e-cars with a bonus for switching to e-bikes – when buying, subscribing or sharing.”
Economic significance of e-bikes
E-bikes have emerged as a significant economic driver, with Germany positioning itself as a leader in e-bike innovation and market development. To date, approximately 13 million e-bikes have been sold in Germany. However, after experiencing a boom during the COVID-19 pandemic, e-bike sales have now stagnated. Industry experts warn that this downturn threatens not only the growth of cycling infrastructure but also jobs and revenues within the German bicycle industry. Restricting electromobility incentives solely to electric cars could have adverse effects on both business and industrial policy.
Germany’s cycling targets and challenges
The German Federal Government has committed to ambitious cycling targets under the National Cycling Plan (NRVP 3.0). Initially introduced by former Transport Minister Andreas Scheuer (CDU), the plan aims to double cycling performance in Germany between 2017 and 2030, increasing from 112 to 224 million kilometers per day. The current traffic light coalition has affirmed its intention to implement NRVP 3.0. In February 2023, the CDU/CSU proposed a binding implementation law for the plan in the Bundestag.
However, recent findings from the Fraunhofer Institute for Systems and Innovation Research (Fraunhofer ISI) indicate that, without additional measures, cycling performance is projected to grow by only 20% between 2017 and 2035. This falls significantly short of the doubling target set for 2030, highlighting the urgent need for further policy support to enhance cycling infrastructure and e-bike adoption.
Future of e-mobility policy
As the European Commission introduces its e-mobility action plan, cycling advocates continue to push for a more inclusive approach that recognizes e-bikes as a crucial component of sustainable transportation. The coming months will determine whether European policymakers integrate these perspectives into their broader electromobility strategy.
Comments Off on fka and TRL announce Webinar for new Personal Mobility Devices Study on behalf of European Commission
Regulation 168/2013 on the approval and market surveillance of 2- or 3-wheel vehicles and quadricycles is the core of technical legislation and categorization of light electric vehicles (LEVs). These are either included in the scope of the legislation. That is for instance the case for electric cargocycles with more than 250W or for speed pedelecs. Or, they come under one of the exclusions listed in Article 2.2 of the Regulation. That is for instance the case for EPACs, i.e. electric bikes with pedal assistance up to 250W and 25 km/h, but also for e-scooters, self-balancing vehicles, etc.
If they are excluded from Regulation 168/2013, the vehicles come under the Machinery Directive. This opens the possibility of developing harmonized standards, which offer presumption of conformity. If your vehicle complies with the standard, it is presumed to be in conformity with the Machinery Directive. However, so far, there is only one harmonized standard for LEVs, i.e. EN 15194:2017. The EN 17128:2020 for vehicles without a seat and self-balancing vehicles has not been harmonized, nor will the future standards for e-cargocycles be.
Two major legal problems
Current legislation for LEVs poses two major problems. First, the legislation has not been specifically written for LEVs and is therefore not adequate. This results in very serious legal bottlenecks, which obstruct market development. One of the worst affected vehicle categories is L1e-A “Powered Cycles”, i.e. electric cycles with a maximum speed of 25 km/h and maximum 1 kW. As a result, virtually no vehicles have been type-approved in L1e-A
Second major problem is that inclusion in Regulation 168/2013 results in national rules that are particularly restrictive and hindering, since they have been developed for vehicle concepts, which are quite different from LEVs. The worst example is the categorization of speed pedelecs as mopeds. Consequently, in most member states they are subject to moped terms of use that seriously hinder the use of speed pedelecs, thus the market development.
Commission acknowledges problems
Vehicles excluded from Regulation 168/2013 are for their use completely dependant on national rules. Some member states for instance do not allow the use of e-scooters on public roads. On the other hand, all member states have granted EPACs the same status as conventional bicycles, which allowed the market to prosper.
The European Commission is cognizant of the fact that current European technical legislation causes serious problems for LEVs but so far, failed to do anything to solve those problems. In 2021, the Commission asked TRL to conduct a study into so-called “Personal Mobility Devices” (PMDs). This term covers standing and seated e-scooters, EPACs, L1e-A Powered Cycles, cycles designed to pedal in L1e-B (speed pedelecs), electric cargocycles, self-balancing vehicles, e-hoverboards, e-monowheels and e-skateboards. The study concluded that LEVs would benefit most from their own, separate technical framework, a solution which LEVA-EU has been advocating since its establishment.
The file remained shelved for two years, but now the Commission has ordered yet another study. fka and TRL announced the launch of a study: “on behalf of the European Commission to investigate the methods by which the technical characteristics of micromobility devices could be regulated in the European Union.“
On the 8th of December at 2pm (Central European Time), fka and TRL will hold a webinar which is intended to provide a briefing to the micromobility industry, government representatives, safety charities and other NGOs, and other interested stakeholders on the project and the support that will be required by fka and TRL. LEVA-EU was informed that the term “micromobility” should be interpreted in a broad sense and covers all vehicles, which were subject of the previous study, i.e. e-scooters, self-balancing vehicles, electric cycles and speed pedelecs.
LEVA-EU sincerely hopes that this exercise will go beyond the study and that the research will finally inspire the Commission to work on adequate and urgently needed technical regulations for LEVs.
430 European cities to receive support to develop their Sustainable Urban Mobility Plans (SUMPs)
A recommendation was adopted on 8 March by the European Commission, designed to help member states to support their cities and towns in improving urban mobility and cutting transport emissions. The 430 major cities along the trans-European transport network will receive support to develop their SUMPs.
National programmes are recommended to support the planning and implementation of urban mobility, managed by a dedicated office. Cities should expect support in the form of guidance materials, traningin programmes and capacity building, alongside technical expertise and financial support.
Cities and towns will be encouraged to participate in peer learning and networking, and the sharing of good practices. Coordinated awareness-raising campaigns are also envisaged. Representatives from national programme management offices will be invited to work with the new Expert Group on Urban Mobility. Member States are expected to inform the Commission annually of actions taken in the light of the Recommendation.
Under the recommendation, the concept of SUMPs has been updated to integrate latest policy developments and strategies to make use of new mobility services, address climate change, and reduce road fatalities in cities. These policy developments prioritise such affordable and sustainable transport modes as shared mobility services, walking, cycling, public transport and zero-emission urban logistics. The update to the SUMPs concept is a result of the commitment to the European Commission’s 2021 Urban Mobility Framework.
Brussels – The European Transport Safety Council is calling for the European Union and European national governments to make Anti-lock Braking Systems (ABS) mandatory on all new motorcycles in a new report on the state of motorcycling safety in Europe. The report also calls for practical test, and a minimum age of 16 for mopeds.
The report found that 3,891 people died while riding a motorcycle or moped in the EU in 2021, around 90% of whom were men. That figure is 25% lower than a decade earlier but, over the same period, other road deaths fell by a third.
According to the authors, changes to EU licensing requirements in 2013 may have contributed to the lower number of deaths by creating a series of stages to acquire a full licence for the largest and most powerful motorcycles.
The minimum recommended age to ride a moped in the EU is now 16 but, in several countries, it is still possible to ride at the age of 14, without passing a practical test. ETSC says a practical test should be mandatory and all countries should apply the recommended minimum age of 16 or higher.
Among the report’s other recommendations:
Mandatory technical inspections should be required for all motorcycles and mopeds, as well as a focus on checking that vehicles haven’t been modified for higher speeds. The European Commission is currently reviewing rules on vehicle inspections, with a proposal expected this year.
National governments should develop better enforcement of speed limits applying to motorcyclists in order to allow for the fact that motorcyclists cover their face with helmets so cannot be identified in countries that require identification of the driver/rider when issuing penalties.
Enforcement of helmet-wearing should be improved, especially in countries with very low levels of helmet-wearing such as Greece and Cyprus. The EU and national governments could also promote a consumer information scheme on the safety performance of helmets and other protective equipment such as airbag jackets.
Manufacturers of cars, vans and lorries should also improve their detection of motorcyclists by safety technologies such as Automated Emergency Braking.
Much more attention should be placed on delivery riders who now face a ‘perfect storm’ of risk factors, including distraction from mobile phone-based apps, pressure to make deliveries quickly and while unwell, a lack of protective equipment and little oversight of vehicle condition.
Jenny Carson, the manager of ETSC’s Road Safety Performance Index programme commented:
“In recent years motorcyclists have been less of a focus in road safety. But there are several smart and straightforward measures that can be taken to reduce the unacceptable number of deaths every year. Some are obvious such as not allowing children aged 14 to ride motorcycles. Others require a bit of innovation such as ensuring that motorcyclists can be sanctioned for exceeding the speed limit like any other road user.“
“We also need to pay close attention to growing trends such as the number of young people, mostly men, now delivering hot food in our cities on motorcycles, working under time pressure on poorly maintained vehicles, while being distracted by app-based tools.”
The full report, “Reducing Road Deaths among Powered Two Wheeler Users”, published as part of the ETSC Road Safety Performance Index programme, can be downloaded from the ETSC website at www.etsc.eu/pinflash44
Close to half of all waste electrical and electronic equipment (WEEE) across Europe is not properly processed.
New figures include data for WEEE that is difficult to gather information for, and therefore may not have been previously reported to the European Commission under WEEE Directive obligations. These regulations aim to address environmental concerns by promoting sustainable production and consumption, particularly in light of the growing number of discarded electronic items.
Electronic waste contains a complex mixture of materials, some of which are hazardous. These can cause major environmental and health problems if the discarded devices are not managed properly. In addition, modern electronics contain rare and expensive resources, which can be recycled and reused if the waste is effectively managed. This is of course a priority when considering the finite resources available for manufacturing.
The staff of the European Commission’s Directorate-General for Mobility & Transport (DG MOVE) are organising a bike collection to support the #BikesForUkraine campaign.
Initiated by 6 Ukrainian NGOs, #BikesforUkraine is collecting bikes to help Ukrainian volunteers & community services.
The bicycle has become the main way of getting around in the Ukrainian cities that have suffered most from the Russian military aggression: Kharkiv, Chernihiv, Sumy and others. These cities are struggling with interrupted or non-operational public transport and a lack of fuel.
The bicycle is often the only option for delivering humanitarian aid and moving personnel working on critical services.
How to donate:
Donate your bike(s) that you no longer use, but which are still in good working condition. Both bikes for children and adults are welcome. Electric bikes with working batteries are also welcome.
Donate spare parts, bike trailers and saddle bags for carrying medical supplies, food, etc., child trailer bikes with one wheel, helmets, bike locks, lights for driving safely on damaged roads, pumps, etc.
Spread the word! Use European Commission visuals and activate your networks so that the scheme reaches a maximum number of bike owners.
Volunteer and help to repair donated bikes, ensuring they are fit for use. Get in touch by email.
Drop off bikes, spare parts, and locks at the entrance of DG MOVE, Rue de Mot/De Motstraat 28, 1040 Etterbeek, Brussels during the following hours:
Monday (31 October) – Friday (4 November) by personal appointment (please send an email)
Comments Off on Personal Mobility Devices Workshop – Commission: quo vadis?
The very well-attended European Commission workshop on Personal Mobility Devices (PMD) left us with mixed feelings. It is far from clear which direction the Commission wants to take further.
Attendance was high for the Commission’s workshop on Personal Mobility Devices (PMDs). There were more than 70 people in the Brussels’ meeting room and about 150 attendants online. Unfortunately, the meeting could not really pass as a workshop. The Netherlands, France, Germany and Spain were given extensive time to present their national rules, mainly for e-scooters. After that, there was hardly any time left for discussion.
Also, it is not clear what the purpose of presenting those national rules was. The workshop was organised by the Commission unit, which is responsible for Regulation 168/2013. E-scooters, along with electric bicycles and self-balancing vehicles, do not fall under Regulation 168/2013 but under the Machinery Directive. Consequently, one would expect that the Commission unit competent for the Machinery Directive would have at least attended the meeting. Quod non.
Mark Nicklas, who became Head of the unit responsible for Regulation 168/2013 not that long ago, stated that he himself was not so sure where the current legislation came from. He argued that Regulation 168/2013 had been introduced at a time when PMDs did not really exist yet. However, electric bicycles, e-scooters and self-balancing vehicles were already on the market in 2013. The Commission deliberately excluded them from Regulation 168/2013 because they simply did not know what to do with them. Moreover, they did not realise that by excluding them, they were referring the vehicles to the Machinery Directive. Even almost 10 years later, Mark Nicklas admitted that he was very surprised, when he took on his new position, to find that the vehicles were covered by the Machinery Directive.
Nevertheless, the Netherlands, Germany and Spain explained at length the specific national technical rules they had developed, because they believe there is no European framework. So, they simply ignore the Machinery Directive as the current European harmonized framework for PMDs excluded from Regulation 168/2013. At the same time, through the Council, these very same member states have overruled the Commission’s proposal to exclude PMDs from the new Machinery Regulation to create an opportunity for a specific harmonized technical framework for PMDs.
It is particularly unfortunate and incomprehensible that with this workshop, the Commission did not address the member states on their illogical and possibly illegal national rules. It is particularly unfortunate and incomprehensible that the Commission did not seize the opportunity of this workshop to start a real discussion on a European harmonized PMD framework. Nevertheless, the few companies that managed to get the floor, clearly expressed their despair at having to make a different vehicle for almost every member state. One of them was Nathan Debaets, from Taito a young Belgian company and member of LEVA-EU, which is enthusiastically developing a high-quality e-scooter. He stated: “It is nearly impossible for a start-up like ours to follow up on all those different requirements.”
The Light Electric Vehicle (LEV) sector has been plagued and hampered by legal obstructions for over a decade now. In these times of climate, energy and cost-of-living crises, it is no longer morally justifiable for the European Union to continue to shelve a European LEV-framework.
