Minister of Infrastructure, Jimmy Gasore, announced the ban which aims “to promote the use of cleaner, more efficient energy and reduce gas emissions“.
Rwanda has announced plans to discontinue the registration of petrol-powered motorbike taxis starting next year, as part of its efforts to transition to electric vehicles (EVs). According to Minister of Infrastructure Jimmy Gasore, the initiative aims to promote cleaner energy use and reduce greenhouse gas emissions.
This policy will apply specifically to motorbike taxis operating in Kigali, where they are a primary mode of public transportation. Rwanda has introduced various incentives to encourage electrification, such as reduced electricity costs for charging, and tax exemptions for battery manufacturers.
Government estimates indicate that the country has approximately 110,000 motorbikes, of which 70,000 are used as taxis, including 30,000 in Kigali.
Eve Kayiranga, manager of SAFI Universal Link, a Rwandan company specialising in electric bikes, described the move as a “significant step forward for a greener city.” She highlighted its role in reducing emissions and supporting the development of e-mobility infrastructure.
Drivers have also expressed support for the shift to electric motorbikes. Alfonse Mbarabuceye, 32, reported a 50% increase in his daily income since transitioning from a petrol-powered bike in 2022. “It has significantly reduced the cost of maintaining the bike, as all I have to do now is change its battery once or twice a day,” he noted.
According to the UN Environment Programme, transportation is the fastest-growing source of global greenhouse gas emissions and is projected to contribute over 30% of future emissions. It is also a major source of short-lived climate pollutants.
Rwanda has set ambitious goals for its electrification strategy, aiming to have 20% of buses, 30% of motorcycles, and 8% of cars powered by electricity by 2030. These efforts are part of the country’s broader objective to achieve carbon neutrality.
UK Transport Secretary Louise Haigh announced the Government’s intention to legalise private e-scooters on public roads, acknowledging the need for regulatory changes.
Currently, privately owned e-scooters are prohibited on roads and pavements under laws applicable to motorbikes and cars, with exemptions granted only to Government-backed e-scooter rental schemes.
Need for E-Scooter Legislation
Ms. Haigh emphasised the urgency of addressing the current regulatory gap, stating that introducing e-scooter legislation is “clearly required.” While confirming there is no parliamentary time or relevant Bill in the current session to address this, she assured that future legislation is planned. “It’s not good enough that it’s been left in this situation for too long,” she added.
E-scooters, she noted, could play a significant role in an integrated transport strategy, potentially benefiting individuals with reduced mobility. However, she highlighted challenges such as parking, street clutter, and understanding the behavioural impacts of e-scooter usage.
Previous Legislative Efforts
Although plans to legalise e-scooters were included in the Queen’s Speech in 2022, they did not progress due to political changes, including the resignation of then-Prime Minister Boris Johnson.
Safety and Usage Concerns
Shared-use e-scooters are currently restricted to speeds of 15.5 mph and are available for hire to individuals over 18. However, Department for Transport data from 2022 revealed 12 fatalities, 1,480 injuries, and significant safety concerns for riders, pedestrians, and cyclists.
Industry Challenges
Despite trials of rental e-scooter schemes in various UK towns and cities, the industry has faced setbacks. Companies like insurance provider Zego and operator Dott have exited the UK market, citing regulatory uncertainty and challenges posed by unregulated e-bikes. Additionally, some e-scooter providers have collapsed in recent years.
The Government’s forthcoming legislative efforts aim to address these issues and provide clarity for e-scooter use on public roads.
The House of Representatives of the Netherlands recently passed several motions aimed at addressing the issues posed by fat bikes and enhancing the safety of young e-bikers.
Key measures include setting a minimum age of 14 for riders and mandating helmet use for fat bikes. These decisions contradict the advice of Minister Barry Madlener, who had cautioned against such motions due to concerns over their legal viability.
Despite Madlener’s previous hesitations, the House is urging him to consider the proposed age limit and helmet requirement for fat bikes. A motion put forth by parties VVD and NSC to explore these regulations received majority support, and it is anticipated that the Senate will also back these initiatives. Madlener’s primary concern lies in the legal differentiation between fat bikes and other types of e-bikes. He worries that manufacturers might alter their designs to evade compliance with the new regulations, resulting in a “cat-and-mouse game” that complicates the establishment of specific rules for fat bikes.
It remains uncertain whether the minister will heed the House’s requests. Previously, he stated that creating a legal distinction was impractical and suggested implementing uniform regulations for all electric bicycles. However, the House of Representatives rejected this approach.
Additionally, the House has approved a motion empowering the police to verify whether fat bikes are properly registered by accessing their electronic systems, which would aid in enforcing the new regulations.
Here’s how the House of Representatives cast their votes:
1. Motion NSC/CDA (Olger van Dijk/Vedder) proposed that the government explore the feasibility of implementing a type approval system for all electric bicycles equipped with pedal assistance, potentially establishing a quality mark. This motion was APPROVED by the House of Representatives.
2. Motion VVD/NSC (Veltman/Olger van Dijk) called for the government to set a minimum age of 14 years and mandate helmet use specifically for fat bikes, with a request to update the House of Representatives on this matter before the Christmas break. This motion was APPROVED by the House of Representatives.
3. Motion VVD/CDA (Veltman/Vedder) sought to empower the police to access the menu of fat bikes during inspections, enabling them to identify violations and impose penalties on the spot. This motion was APPROVED by the House of Representatives.
4. Motion GL/PvdA & D66 (de Hoop/Bamenga) urged the government to assess the possibility of extending a registration requirement to all motorized road traffic, including e-bikes, fat bikes, and other current or future vehicles on public roads. This motion was REJECTED by the House of Representatives.
5. Motion BBB (van der Plas) requested the government to explore the potential use of geofencing in the Netherlands to enhance road safety in public areas. This motion was APPROVED by the House of Representatives.
The new bill proposed registration and insurance for low-speed electric bikes
Representatives from over 40 organisations gathered to protest a bill (S-2292) that would impose strict regulation on e-bikes in New Jersey. The bill, sponsored by Senate President Nick Scutari (D-Union) and Sen. Vin Gopal (D-Monmouth), mandates that low-speed electric bikes and scooters be registered with the New Jersey Motor Vehicle Commission. It also bans the use of any unregistered e-bikes and scooters and requires owners to have insurance coverage.
“Adding an extra layer of cost to insure these level 1 e-bikes would be a burden and would exclude not just e-bike delivery workers but anyone who cannot afford a car,” said Karin Vernoppan of Bike JC.
The coalition, comprising bike and pedestrian advocates, clean-energy groups, and members of the insurance industry, sent a letter to Scutari and Gopal criticizing the proposed legislation for its ineffectiveness and its inconsistency with the state’s net-zero emissions goal. Gopal mentioned that he expects the bill to be amended, while Scutari offered no comment.
The coalition advocates for a Vision Zero policy enacted across the state instead. “Jersey City has a great Vision Zero policy. They eliminated fatal crashes on Jersey City streets recently. And neighbouring Hoboken has gone seven years without a fatal crash,” said Corey Hannigan, active transportation program manager at the Tri-State Transportation Campaign. “And because of that success, Secretary Pete Buttigieg called out Hoboken on a national level and said it’s an example. And every county in New Jersey is working on a Zero Vision policy right now, but they don’t have jurisdiction over state roads where a plurality of fatal crashes happen in New Jersey.”
Comments Off on Last Chance to Help Pushing for Inclusive E-Bike Regulations in the UK
In the UK, an online consultation organized by the governement, to gauge opinions on improving technical rules for electric bicycles, will be closing next Thursday 25 April at 23.59. Don’t miss this unique opportunity to significantly improve the rules and make the electric bicycle market accessible to millions of British people. The consultation is here: https://rb.gy/a8guw3.
LEVA-EU calls on all parties with a real interest in growing the light electric vehicle market, and electric bikes in particular, to respond in a positive way to the proposals. It will give millions of people access to electric bikes, it will boost electric cargobike use and it will make mobility in the UK more sustainable.
The two main proposals are:
1) increasing the maximum continuous rated power from 250 to 500W 2) allowing electric pedal assisted bikes to be equipped with a throttle without the vehicles having to be type approved (as is the case today).
In the EU, and until further notice also still in the UK, an electric bicycle with pedal assistance up to 25 km/h, a maximum continuous rated power of 500 W and a throttle, is categorised as an L1e-A powered cycle, and must be type-approved.
EPACs 250W without throttle and EPACs 500 W with a throttle, of the same weight, have exactly the same kinetic energy. Consequently, the result of an impact will be identical for both vehicles. So you would expect these identical vehicles to be subject to identical technical requirements. And yet they are subject to two completely different legal frameworks: the Machinery Directive for the 250W as opposed to Regulation 168/2013 for the 500 W. The result of the latter damming legislation, originally designed for mopeds and motorcycles, thus totally inadequate and inaccurate for any type of electric bike, is that not one powered cycle has been approved. No manufacturer wants/is able to risk type-approval. Moreover, most Member States wouldn’t even know how to deal with such a vehicle in their traffic code. Belgium, one of the few member states to acknowledge the difference between mopeds and electric bicycles in the traffic code, has given L1e-A vehicles the same status as conventional bikes. However, this is to no avail since there are no such vehicles on the market.
LEVA-EU has been advocating for years for the abolition of the maximum continuous rated power requirement, which plays no role in the safety of electric bicycles. Instead, technical regulations must be developed to ensure that vehicles accelerate safely. The proposed increase from 250 to 500W is not ideal but would provide some breathing space for cargo bicycles in particular.
The proposal to give electric bicycles with pedal assistance and a throttle the same legal status as bicycles with pedal assistance only sounds like music to LEVA-EU’s ears.
The UK has 16 million people with a physical disability. For several millions of them this means that they are unable to pedal consistently. The combination of pedal assistance and throttle is therefore a solution that can get millions of people in the saddle. Moreover, it will also make the lives of, for example, cargo bike riders and bicycle couriers considerably easier.
But guess what? The entire British cycling community is loudly calling for the proposals to be turned down!!!!
The Bicycle Association (BA), the professional organization of (electric) bicycle manufacturers and importers and the dealer organization ACT call the proposed measures “unnecessary” and “risky”. They even claim: “There’s no evidence these changes would significantly boost demand.” That’s really making a fool of the truth. Until 2016, electric bicycles with a throttle were allowed as regular EPACS in the UK. They know all too well that the so-called twist and go bicycles were more popular than bicycles with pedal assistance only. It took the UK until 2016 to align its legislation with European legislation as a result of which e-bikes with a throttle were banished to the L1e-A category.
The BA and ACT warn that 500W could pose a fire risk! Such absolute nonsense, provided without any proof, undermines the credibility of their argumentation completely. They further argue that e-bikes, on which you no longer have to pedal, could lead to “moped-style regulation on the whole e-bike category“. They have clearly erased from their collective memory the long episode in British law during which e-bikes with throttles enjoyed the same status as conventional electric bicycles, without that resulting in moped-style regulation on the whole e-bike category. The British government now voluntarily offers once again equalization for equal vehicles. Why would they suddenly turn around and change the law into moped-style regulations after all?
The sheer nonsense that electric bicycles with throttle could jeopardize the bicycle status of the current EPACs is a song that has been sung by CONEBI for 25 years. The only reason for that position is protectionism. The major companies behind CONEBI do everything they can to protect their cash cow, the EPAC with pedal assistance only, against any competition and at any price. And as a member of CONEBI, the BA naturally sings from the same hymn sheet. It is not clear why the ACT also finds it necessary to deny their members, the (electric) bicycle dealers, a much better future.
Cyclists’ organisation, Cycling UK, is also firmly against the proposals. In a comment, the director of external affairs showed a complete lack of knowledge of the matter as she stated: “These proposals present a huge safety risk to pedestrians and others who cycle. The dramatically increased power would mean faster acceleration and much heavier bikes, which we’re really concerned about.” The Cycling UK director is clearly not familiar with the concept of maximum continuous rated power, ignorance which does not prevent her from taking a firm stance.
The British government is voluntarily offering a unique opportunity to remove legal barriers to electric bicycles, making them accessible to millions more people. The BA and ACT challenge that proposal with nothing but intellectual dishonesty, Cycling UK even with stupidity. How dare they deny millions of people access to sustainable mobility, whilst claiming they are defending the interests of their industry?
The consultation is here, https://rb.gy/a8guw3, and will remain online until 25 April, midnight.
We welcome the challenging of the LEVA-EU position on this issue, but we will only engage in evidence-based discussions.
On March 28, 2024, the New York City Department of Transportation (DOT) announced finalized regulations for cargo bikes marking a significant milestone in promoting sustainable delivery practices.
According to Streetsblog NYC, these new regulations permit extended bike-trailer combinations and introduce the use of four-wheeled cargo bikes resembling vans, heralding a potential revolution in cargo transportation towards eco-friendly alternatives.
In a statement, DOT acknowledged adjustments made to the initial draft rules following feedback gathered during the public comment period, indicating a receptive approach to industry input. The updated regulations now permit the use of pedal-assist electric-cargo bicycles measuring up to four feet wide, with four wheels, and extending up to 192 inches in length (inclusive of trailers). This is a considerable expansion from the previous limit of 120 inches, which would have restricted the operations of established delivery fleets from Whole Foods and Amazon.
Ben Morris of Coaster Cycles praised DOT’s efforts, noting their successful balancing of public and private interests. This development signifies a step forward in accommodating the evolving needs of the transportation sector while advancing environmental sustainability objectives.
Firms and activists have criticized the UK government for its delay in implementing new laws concerning e-scooters, arguing that it missed an opportunity to tighten safety regulations. Currently, e-scooters are only legally permissible on private land or through trial hire programs.
The absence of any reference to new legislation in the recent King’s Speech suggests a postponement in legislation. Instead, the government has pledged to extend ongoing trials until May 2026, telling the BBC this was “to gather further evidence as the technology develops to ensure any future legislation balances safety, user accountability and market growth.”
Moreover, the government plans to initiate consultations later this year regarding potential regulations, including minimum rider age and maximum speed limits. Despite the announcement of new e-scooter laws in the Queen’s Speech of May 2022, their absence from the recent King’s Speech has raised concerns among campaigners and companies.
Critics fear that the UK’s delay in implementing policies regarding e-scooters could result in missed advantages associated with their use. Collaborative Mobility UK (CoMoUK), a national shared transport charity supporting e-scooter use, warned that the UK is falling behind the rest of the world with its “lack of action”, stating that new laws are crucial to ensuring high safety standards for both privately owned and rental e-scooters.
Estimates suggest that around 750,000 unregulated, privately owned e-scooters are currently in use across the UK. Dott, an e-scooter rental company in London, have expressed concern that the policy delay discourages long-term investments in the UK.
Safer Scooters
The safety aspect of e-scooters remains a contentious issue, with advocates for vulnerable pedestrians seeing new laws as an opportunity to address concerns. Guide Dogs, a charity representing the visually impaired, expressed disappointment over the delay in laws aimed at tackling issues caused by anti-social e-scooter use, urging the government to introduce laws as soon as possible. Previously, the charity had emphasized the risks posed by e-scooters to individuals with sight loss due to factors such as weight, speed, silence, and their frequent use on pavements.
E-scooter rental trials in towns and cities in England have presented challenges, with rental e-scooters abandoned on pavements. Guide Dogs advocates for specific measures such as mandatory docked parking for rental e-scooters, stringent controls on their weight, power, and speed, and enforcement mechanisms to address misuse.
Comments Off on UK motorcycle industry and riders launch ‘A Licence to Net Zero’ to improve access to mopeds, motorcycles and other L-Category vehicles
Motorcycle industry and riders launch ‘A Licence to Net Zero’ to improve access to mopeds, motorcycles and other L-Category vehicles. Proposals include calls for earlier access to L-Category vehicles, including creating two new vehicle categories – the electric light moped and the e-step scooter.
The UK body, the Motorcycle Industry Association (MCIA) has launched ‘A Licence to Net Zero – Unleashing our Potential, Licence Reform Essential’, MCIA’s latest campaign to make the process for attaining a moped, motorcycle or other L-Category vehicle licence less complex, less costly, and more accessible for a broader section of society in the United Kingdom.
Supported by rider representative group, the National Motorcyclists Council (NMC), and Zemo Partnership, the launch represents a significant step forward in the delivery of the joint industry and Government Action Plan for L-Category vehicles, launched in February 2022.
You can watch MCIA’s animation introducing the campaign here.
You can read MCIA’s proposals underpinning the campaign here.
L-Category vehicles, or powered light vehicles (PLVs), include mopeds, motorcycles, tricycles and quadricycles, which include micro cars. They offer affordable and versatile solutions to contemporary transportation challenges, including reducing emissions and congestion and provide affordable and accessible modes of transport – moving people and goods to and from work and/or college in urban, sub-urban and rural areas – for private individuals and businesses alike.
The moped and motorcycle industry’s role in reducing emissions, lowering congestion and using road space more efficiently was recognised for the first time in the UK Government’s 2021 Transport Decarbonisation Plan, which tasked MCIA and Zemo Partnership to produce a joint industry and Government Action Plan for the sector.
MCIA and Zemo’s landmark Action Plan: Realising the Full Potential of Zero Emission Powered Light Vehicles, underscored a commitment to a greener future. The Action Plan identifies the barriers the sector must overcome and the opportunities it must harness, together with the Government, if its full potential is to be realised and, in turn, accessed by the broadest possible section of society.
Improving access to the sector is therefore essential to this transformation. ‘A Licence to Net Zero’ has been deliberately conceived to align with action six in the joint Action Plan, which calls on the Government to conduct a full-scale review of the existing L-Category licensing regime.
Now the UK has left the EU, MCIA believes it’s time to revamp moped and motorcycle licensing. They state that the current process is burdensome, intimidating and expensive, hindering entry. There needs to be simplification in order to reduce barriers while enhancing safety.
The organisation writes that the EU’s 3rd Driving Licence Directive unintentionally favours direct access over gradual progression, discouraging safer routes. As a result, they believe that it hasn’t improved user safety as intended, it’s kept casualties stable over the last decade. The UK needs a modern, forward thinking licensing regime, one that will address existing user safety and cater for the needs of new entrants into this sector with both safety and convenience in mind. L-Category vehicles represent just 1% of the overall traffic mix, yet they account for 20% of all road fatalities. Despite this, positively, the Government has recognised their immense potential in accelerating the journey towards net zero and enhancing the quality of our urban and suburban areas, but it must double down on these ambitions if they are to become a reality.
Instead of basing policy decisions solely on past safety concerns, MCIA believes that the Government needs to adopt a forward-thinking approach, anticipating the future traffic mix. Rather than being a reason to disregard them, their safety track record should serve as motivation to liberate and optimise their viability as a sustainable mode of mobility for the future.
Tony Campbell, CEO of MCIA, said:
“We’re pleased to be launching A Licence to Net Zero today – the time has come for a full-scale review of L-Category licensing requirements. The Government’s recognition of our sector’s role in decarbonising transportation is commendable, but we need the tools to make it happen.
MCIA fully supports the Government’s goals, but we must shed outdated regulations in order to thrive. Licensing is one of the biggest hurdles facing our sector, hindering growth and road safety over the last decade.
Our mission is a simple one: simplify sector access, promote accessibility and cost effectiveness, road safety, and accelerate the UK’s transition to net zero by 2050.”
Craig Carey-Clinch, Executive Director of NMC, said:
“The NMC’s members share MCIA’s belief in the need for significant licensing reform via a comprehensive review of the current regime, particularly as intended benefits for road safety from the current regime have not materialised. Although there are some differences of detail in the NMC’s published proposals, both our positions on the fundamentals of licensing reform align and we are pleased to support ‘A Licence to Net Zero’ in recognition of our shared aspirations.”
Andy Eastlake, Chief Executive of Zemo Partnership, said:
“Access to zero emission PLV’s is one of the fastest ways to decarbonise mobility for many journeys across the UK. With the advent of new types of vehicles and new users, getting the ‘right licensing for the right vehicles and users’ is a critical enabling step. Zemo is pleased to see this action progress, from our joint and collaborative plan and in particular to look in detail at the L0 initiative and how we get ‘road and rider sense’ embedded as early as possible to help create a cleaner and safer future mobility system for all.”
In Italy, significant road safety reforms have passed in Italian Parliament following approval by the Council of Ministers. These reforms encompass several key changes, including the following:
Drink and Drug Driving: The blood alcohol concentration (BAC) limit for individuals previously convicted of drink-driving will be set at zero. Mandatory alcohol interlocks will be imposed on repeat offenders. A positive drug test will result in automatic license withdrawal, with no need to prove psychological impairment.
New Drivers: Italy currently applies a 70kW power limit for internal combustion engine cars for new drivers during their first year after they pass their test. An upcoming study will demonstrate the effectiveness of this measure in reducing accidents, injuries, and fatalities. The proposed reform will extend this restriction to three years.
E-Scooters: Helmets will become mandatory for riders of both private and shared scooters equipped with license plates. Additionally, insurance coverage will be obligatory. E-scooter circulation will be prohibited in extra-urban areas, and shared scooter operators will need to implement geo-blocking measures to prevent this. Furthermore, indicator lights and front and rear brakes will be compulsory.
Campaign success
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Member profile
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