Tag Archive: LEV-Regulation

  1. LEVA-EU Managing Director speaks to Charging Stack

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    Annick Roetynck, Managing Director of LEVA-EU, recently had a wide-ranging podcast conversation with Marin Galić of Charging Stack, the source of valuable insights on the electric mobility sector’s continuing development.

    The conversation between Marin and Annick explored multiple topics in great depth, from EU legislation that impacts the Light Electric Vehicle (LEV) sector and LEVA-EU’s efforts to influence decision-making, and the fantastic potential of LEVs to enable achievement of EU climate goals, to the challenges faced by LEVA-EU members – and their possible solutions.

    The origins of LEVA-EU

    Annick began with a brief overview of how and why LEVA-EU was established in 2017. Annick had been working for the European Trade Association for bicycle and moped retailers, lobbying the EU Commission regarding electric bikes and advocating for the adoption of light electric vehicles beyond the narrow categories of two-wheeled, and full car. At that time, LEV-awareness among politicians was low – the launch of LEVA-EU was in part an effort to raise awareness in a systematic and effective manner, and to exert influence on decision-making, as well as supporting its members in navigating the legislative landscape.

    The problems with current legislation

    The conversation regularly circles back to the thorny issue of EU legislation that relates to LEVs – primarily,  EU Regulation 168/2013, the type-approval framework for L-category vehicles, and the Machinery Directive, which relates to EPACs and e-scooters among others.

    Annick outlines how these two items of legislation are poorly suited to the LEV sector, and describes the work which LEVA-EU is undertaking to advocate for a separate, stand-alone LEV Regulation. The LEV sector has already conducted multiple risk assessments, which would facilitate the determination of the essential safety requirements for these vehicles in a LEV-Regulation. This approach would also allow the LEV-sector to decide on which compliance procedures would apply within the categories. The decision on the current compliance procedures has been made without any consultation with the LEV-sector.

    LEVA-EU’s biggest achievements

    LEVA-EU has fought long and hard for series hybrid systems, which are transmission systems without a chain. Without LEVA-EU’s efforts, electric bikes or cargo bikes fitted with such systems would have struggled to make it to the market. LEVA-EU worked with its members in CEN/TC333/WG9 to ensure that the EN 17860-5 on electrical aspects of e-carrier-cycles also covers series hybrid systems.

    LEVA-EU is a member of the EU Expert Group on Urban Mobility (EGUM) and was able to add light electric mobility to the traditional topics of walking and cycling in a systematic way. Furthermore, LEVA-EU has convinced EGUM to issue recommendations that the Commission must develop harmonised technical legislation specifically for LEVs, mandate related standards for LEVs and set up structural consultation with the LEV-sector.

    Further topics explored

    The benefits to companies in the LEV sector of LEVA-EU membership were outlined; there was discussion of the evolving modal and demographic shifts towards the uptake of LEVs in the sustainable transport mix; and much more besides. The full conversation can be accessed on the Charging Stack YouTube channel here.

  2. Last Chance: Sign the Open Letter Before ZIV’s Proposal Destroys Your EPACs or EPAC Components

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    The German bicycle industry association, ZIV, has published a position paper, “E-bikes – Active Mobility as Success Factor”, that supposedly aims to protect the legal status of electrically power-assisted cycles (EPACs) by keeping them out of the type-approval system in Regulation 168/2013. If ZIV’s proposals were ever adopted, a large share of the EPACs that are currently excluded from Regulation 168/2013 would actually be pushed into that ill-suited and expensive legal framework. That would destroy a large part of the EPAC market. Will your EPACs or EPAC components survive the ZIV proposal?

    At the moment, all EPACs with a maximum continuous rated power of 250 W and motor assistance up to 25 km/h, provided the rider is pedaling, are excluded from Regulation 168/2013 under Article 2.2(h). As a result, they fall under the Machinery Directive. In the meantime, the sector has developed European standards to help manufacturers comply with that Machinery Directive framework: EN 15194, EN 17404, and the EN 17860 series. Under this system, which allows self-certification, millions of EPACs have been placed on the market. Under the type-approval system, in category L1e-A for EPACs with a maximum continuous rated power of 1 kW and motor assistance up to 25 km/h, not a single bicycle has been brought to market, because the legal framework of Regulation 168/2013—written for mopeds and motorcycles—is unsuitable and far too expensive for EPACs.

    However, ZIV proposes to add several technical requirements to the current exclusion of EPACs from Regulation 168/2013. On top of the existing maximum continuous power and speed limit, ZIV proposes the following:

    • A limit on motor assistance to a maximum of four times the power the rider produces themselves. So if you cannot produce enough power to get the motor’s needed help to move the EPAC—for example because you are not physically strong enough or because the terrain is too hilly—your access to EPACs will be severely restricted. In other words, access to EPACs for physically weaker people is put at risk. The use of cargo EPACs in non-flat areas is also jeopardized.
    • A limit on peak power to 750 W. Peak power means the highest power the motor can deliver for a brief moment, for example to accelerate or, again, to get up a hill. Current law does not impose a limit on that power. This proposal would also restrict access to EPACs to those who are physically strong enough to pedal the EPAC forward on their own.
    • Finally, ZIV also wants to limit the weight of EPACs that are excluded from Regulation 168/2013: to 250 kg for single-track and to 300 kg for multi-track. As a result, almost all cargo EPACs for logistic purposes would fall under type approval.

    Conclusion: a large share of the EPACs that can currently be built according to European standards and self-certification would end up under Regulation 168/2013 and type approval. This legislation consists of 1,032 pages of technical requirements and associated tests. The vehicle type must be approved by an accredited test house—of which there are only a handful in Europe. When anything on the vehicle type is changed, there is a good chance that type approval will have to be performed again.

    That is exactly why no vehicles are approved in L1e-A. All EPACs that would be pushed into type approval by the ZIV proposal are therefore as good as doomed. On top of that, most Member States do not grant L1e-A the same conditions of use as EPACs under the Machinery Directive. They would no longer be allowed on the road under the same rules as conventional bicycles, and there is a real risk they would be subjected to helmet requirements, driver’s licenses, insurance, and more.

    ZIV is already trying to make this proposal a reality. In CEN/TC 333, the European committee where EPAC standards are developed, ZIV is continuously pushing for a new standard with so-called performance requirements for EPACs, with maximum assistance ratio and peak power as the main elements. Together with its members, LEVA-EU is systematically filing objections in TC 333 against such a standard. If that standard were ever formally put on the table, ZIV would then have a perfect argument to get those same parameters added to Article 2.2(h) of Regulation 168/2013. That would mean only EPACs would be excluded that have:

    • a maximum continuous rated power of 250 W, and
    • pedal assistance up to 25 km/h, and
    • a maximum assistance ratio of 4, and
    • a peak power of 750 W, and
    • a weight up to 250 kg for 2-wheel EPACs or 300 kg for EPACs with 3 or more wheels.

    This would immediately push a large part of EPACs and their components into type approval—and ultimately out of the market. So ZIV’s proposal, which supposedly is meant to protect the status of the EPAC, would in reality destroy a significant portion of EPACs, their components, and the businesses behind all of this.

    Last Chance to Act

    LEVA-EU will close this initiative this week and send the open letter to policymakers. This is your final opportunity to sign and make your voice heard.

    Read and sign the full open letter below. Then, go one step further: share it with your colleagues, partners, and networks.

    Do not let Europe become the desert of light electric mobility innovations.

    Read and sign the full open letter here. Then, go one step further: share it with your colleagues, partner, and networks.

    LEVA-EU Open Letter on ZIV PositionDownload

    Stand with LEVA-EU. Sign the open letter.
    Please note that when you sign, your name, company/organisation and your job title will be published

  3. Berlin Study on EPAC Regulation Shows Clear Bias Towards Status Quo

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    The recently released Kurz-Studie on Electrically Power Assisted cycles (EPACs), published by the Zentrum Nachhaltige Transformation (zNT Berlin), presents itself as an objective contribution to the mobility debate. A closer look, however, reveals that the study is biased towards preserving the current legal framework and fails to address some of the most urgent regulatory challenges facing Europe’s mobility transition.

    From the outset, the study narrows its scope by equating EPACs almost exclusively with conventional two-wheeled bicycles (2wheels) limited to 25 km/h and 250 watts. Other important EPAC categories, such as cargo bikes or inclusive vehicles for people with disabilities, are barely mentioned. This narrow perspective sidelines precisely those vehicle types that could make the greatest contribution to sustainable urban logistics and inclusive mobility solutions.

    Equally striking is the absence of any discussion of technical neutrality. Regulation 168/2013 has created a distorted situation in which vehicles with similar performance as EPACs are regulated differently depending on technical details such as throttle control or maximum continuous rated power. This breach of neutrality is one of the key barriers to fair regulation in the light electric vehicle sector, yet the study ignores it completely. As a result, the analysis paints a misleadingly positive picture of the existing framework, without acknowledging how many vehicles are effectively locked out of the market.

    This lack of perspective is particularly apparent when considering innovation. While the study celebrates the success of the EPAC market under current rules, it does not mention the many vehicle types that have been stifled by the system. Heavy-duty cargo bikes, EPACs designed for (very) hilly terrain or adaptive solutions for mobility-impaired users are all subject to regulatory burdens that obstruct their market entry and uptake. A true assessment of the framework should weigh both the successes it has enabled and the opportunities it has prevented. Instead, the study only tells half the story.

    The bias becomes even clearer in its treatment of industry positions. LEVA-EU’s proposals for reform, such as abolishing the arbitrary and senseless 250W limit or creating a new, fairer legislation for light electric vehicles, are described as risky, theoretical or destabilising. With that, the study ignores the fact that LEVA-EU’s proposals have been recommended by the Expert Group on Urban Mobility to the European Commission. By contrast, the proposals of the Zweirad-Industrie-Verband (ZIV) are framed as pragmatic and stabilising. This rhetorical imbalance conceals the fact that the ZIV’s suggestions—such as additional limits on weight, power and support ratios—would in practice push many EPACs into Regulation 168/2013.

    This would result in type approval requirements, with the accompanying terms of use that are not adapted to the vehicles such as no access to bicycle traffic rules, helmet obligations, motor vehicle insurance obligations, etc. Such a shift would devastate large parts of the market. None of this is acknowledged in the study.

    Finally, the study leans heavily on the results of a Civey user survey, which finds that most current EPAC owners are satisfied with their Electrically Power Assisted Bicycles and see little need for change. While this finding is unsurprising, it is also limited. Surveys of today’s users naturally reflect the bulk of the existing market, but they say nothing about the untapped demand for vehicle categories that are currently limited or excluded by Regulation 168/2013. Presenting these results as evidence for regulatory stagnation misses the wider picture.

    Europe’s mobility transition cannot be achieved by freezing outdated definitions in law. A regulatory framework that is truly fair and future-proof must be based on technical neutrality, must enable innovation, and must ensure that the full diversity of EPACs and light electric vehicles can reach the market. This conclusion is also supported by the conclusions of the LEV4Climate study conducted by the German Aerospace Center (DLR) and commissioned by LEVA-EU. The study demonstrated that light electric vehicles have significant potential to reduce greenhouse gas emissions and replace car trips—potential that can only be realised if legislation allows a broad spectrum of LEVs onto the market rather than restricting them to narrow, outdated categories. Protecting the status quo may serve the interests of incumbent industry players, but it undermines the broader goals of sustainability, innovation and inclusivity.

    Annick Roetynck, LEVA-EU Managing Director, concludes: “Europe’s mobility transition cannot succeed by freezing yesterday’s definitions in law. We need a regulatory framework that is fair, technically neutral, and future-proof—one that enables the full diversity of EPACs and LEVs to reach the market.”

  4. Help Stop ZIV’s Attack on Light Electric Mobility: Sign and Share LEVA-EU’s Open Letter

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    LEVA-EU has issued an open letter, addressed to ZIV, CONEBI, and the European Commission, warning that the ZIV proposal for more requirements on Electrically Power Assisted Cycles (EPACs) would cripple innovation, accessibility, and sustainability in Europe’s light electric mobility sector.

    The open letter, see below – now open for signatures from companies, researchers, users, and associations across the LEV community – calls on the two trade associations and on the European institution to reject ZIV’s proposal and instead work with stakeholders on a dedicated, technology-neutral LEV Regulation.

    What’s in ZIV’s Proposal?

    On 7 April 2025, ZIV published its position paper “E-bikes – Active Mobility as Success Factor”. Behind the polished language lies a restrictive agenda: arbitrary technical limits on EPACs, including:

    • maximum assistance ratios
    • peak power caps
    • vehicle weight limits

    If enacted, these rules would force countless Electrically Power Assisted Cycles (EPACs) into the L-category type-approval system under Regulation 168/2013 — a costly, outdated, and unsuitable regime.

    Why We Wrote the Open Letter

    In the letter, LEVA-EU and co-signatories warn that this proposal would:

    • Eliminate entire categories of LEVs crucial for logistics, inclusivity, and sustainable transport.
    • Discriminate against elderly, disabled, and physically weaker users, restricting their access to essential mobility.
    • Protect incumbent interests while penalising innovators and start-ups.
    • Undermine the EU’s Green Deal and climate goals, limiting the modal shift potential of LEVs.

    The open letter stresses: “Do not let Europe become the desert of light electric mobility innovations.”

    A Structural Problem Needs a Structural Fix

    The letter also highlights the legal flaw in EU rules: the split between Regulation 168/2013 and the Machinery Directive, both inadequate for Light Electric Vehicles (LEVs).

    Today, nearly identical vehicles face radically different rules, one example:

    • a 250W EPAC escapes type-approval,
    • while that same EPAC with 300W must undergo expensive and unsuitable testing.

    This violates the principle of technology neutrality enshrined in EU law. Instead of correcting this, ZIV’s proposal would make the situation worse.

    The Call: A Dedicated LEV Regulation

    The open letter urges all addressees the European Commission to brush asise ZIV’s restrictions and instead work with the LEV community to establish a dedicated LEV Regulation — a fair, proportionate, and future-proof framework that supports innovation, accessibility, and Europe’s climate goals. This is more than a policy debate. It is a defining moment: will Europe lead the world in clean, inclusive mobility, or will it allow protectionism and outdated rules to hold us back?

    Join the Movement – and Mobilise Others

    Read and sign the full open letter below.

    Then, go one step further: share it with your colleagues, partners, and networks. Every signature strengthens our message to policymakers that Europe’s future in light electric mobility cannot be sacrificed to outdated rules and protectionist agendas.

    Together, we can stop ZIV’s attack on light electric mobility.

    Read and sign the full open letter here.

    LEVA-EU Open Letter on ZIV PositionDownload

    Stand with LEVA-EU. Sign the open letter.
    Please note that when you sign, your name, company/organisation and your job title will be published

  5. LEVA-EU Open Letter to European Commissioners Wopke Hoekstra and Jessika Roswall on the Automotive Industrial Action Plan: Europe must embrace the LEV industry to reach its climate and competitiveness goals

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    Dear Commissioners,

    On behalf of Europe’s Light Electric Vehicles (LEV) industry, LEVA-EU expresses its gratitude for the opportunity to take part in the dialogue on the Automotive Industrial Action Plan.

    Upon the release of the Plan on 5 March, LEVA-EU expresses its disappointment at the lack of vision on what Europe can achieve in zero-emission mobility innovations and the low level of commitment to our set climate goals, despite the fruitful discussions that had taken place.

    Concretely, LEVA-EU would like to state its position on the Plan in the following points:

    1. Establish a Dedicated LEV Regulation
      As stated in our position paper, LEVA-EU urges the European Commission to urgently follow up on the Expert Group on Urban Mobility (EGUM) recommendations adopted by the Commission to develop a dedicated technical LEV Regulation and set up a Commission LEV Expert Group.
      Currently, LEVs are constrained by regulatory frameworks designed for conventional mopeds and motorcycles, namely Regulation (EU) 168/2013 and for machines, through the Machinery Regulation. This misalignment hinders market growth, stifles innovation, and prevents certain vital LEV solutions, such certain types of electric (carrier) cycles and seated e-scooters from entering the market, while obstructing other solutions such as speed pedelecs and micro-cars from full market potential. A dedicated LEV regulation would remove these barriers and ensure that related legislation, such as the Battery Regulation, the Critical Raw Materials Act (CRMA), and the CO₂ Emission Performance Regulation, is optimally aligned with LEVs.
    2. Revise the Zero- and Low-Emission Vehicle (ZLEV) Credit System to Include LEVs
      It is socially irresponsible to exclude LEVs from the ZLEV credit system under Regulation (EU) 2019/631 while continuing to incentivize the transition to electric M-category vehicles. This exclusion paradoxically encourages citizens to purchase heavy electric SUVs instead of adopting lightweight, sustainable LEVs. We call on the European Commission to revise this credit system to reflect the full range of zero-emission mobility options.
    3. Strengthen Support for LEVs in Urban Mobility and Logistics
      The Commission’s aim to boost demand for European-made zero-emission vehicles should not dismantle progress made on Sustainable Urban Mobility Plans (SUMP). Urban mobility must serve citizens and businesses by keeping cars, trucks, and coaches out of cities, actively promoting LEVs and public transport instead. Incentive schemes aimed at increasing car demand must not undermine efforts to reduce congestion.
      We strongly urge the European Commission to integrate LEVs into its strategy to decarbonize corporate fleets. E-cargo bikes, for instance, are already integral to transport and logistics supply chains and should receive further support. LEVs must also be included in the incentive mechanism for zero- and low-emission vehicles (ZLEV) and in both the Plan’s proposed Member States’ incentive schemes for consumers and the social leasing scheme. This inclusion will allow the LEV sector to demonstrate how it’s an integral part of the solution toward Europe’s green and competitiveness ambitions.
    4. Remove Trade Barriers Hindering the LEV Industry
      The European Commission must address trade barriers obstructing LEV market growth, particularly anti-dumping duties on bicycle components from China. These duties, in place since 1993 and extended to components in 1997, impose excessive administrative burdens and hinder EU industry growth. Given the ongoing shortage of essential bicycle components within the EU, these duties must be abolished immediately to foster a competitive LEV industry in Europe.
    5. Strengthen Our Manufacturing Supply Chain
      LEVA-EU supports the Commission’s goal of reducing foreign dependencies. However, policymakers must not inadvertently harm the industry by restricting access to vital materials and components currently unavailable in Europe in sufficient supply and/or at competitive prices. With several of our members innovating in battery and other technologies, we urge the Commission to collaborate with industry leaders to secure essential supply chains.
    6. Maintain Strict Emission Targets for the Automotive Sector
      The proposed amendment of CO₂ standards for cars and vans over 2025-2027 sends the wrong signal that previous inaction by part of the automotive industry is acceptable. This move undermines other industries’ efforts to comply with regulations and weakens the impact of future climate deadlines. The EU must maintain strict emission reduction targets to support the transition toward sustainable mobility.

    Conclusion

    The Automotive Industrial Action Plan, as published, falls short of its potential to unlock European industrial competitiveness and meet climate targets for transport. LEVA-EU firmly believes that implementing the six measures outlined above will enable the LEV sector to thrive while advancing the EU’s environmental and economic objectives.

    Europe cannot afford to remain trapped in outdated transport paradigms. The EU must embrace LEVs as an integral part of its mobility future. We stand ready to engage further with you on how our industry can help achieve these goals, as outlined in our position paper.

    Yours sincerely,

    Annick Roetynck
    Managing Director, LEVA-EU

  6. Transforming Urban Deliveries: The Impact of Cargo Bikes in Belgium

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    The logistics sector is undergoing a significant transformation as cities seek more sustainable and efficient solutions for urban deliveries. A study commissioned by the Belgian Cycle Logistics Federation and conducted by Kale AI provides compelling data on the advantages of cargo bikes over traditional vans in dense urban environments. Analyzing over 32,500 deliveries across multiple Belgian cities, the study demonstrates the operational efficiency, economic benefits, and environmental impact of transitioning to cycle logistics.

    Cargo Bikes vs. Vans: A Performance Breakthrough

    The study focused on KGS Group, a logistics operator that successfully integrated cargo bikes into its delivery fleet. The findings reveal that cargo bikes outperform vans in dense urban areas, achieving 28% higher delivery rates per hour. In high-density zones, cargo bikes consistently complete 22-25 deliveries per hour, while vans struggle with efficiency due to congestion and parking challenges.

    One of the most striking results is the impact of cargo bikes in Brussels’ city center, where deliveries by bike are completed 30% faster than by van. In the most challenging areas, cargo bikes reduce service times by up to 75%, saving logistics companies up to three hours per 100 deliveries. This efficiency translates into significant cost savings and improved reliability for logistics operators.

    Beyond Speed: Environmental and Urban Benefits

    The shift to cargo bikes also presents major environmental and social advantages. The study shows that replacing diesel vans with cargo bikes can reduce CO2 emissions by 98%, with an equally significant reduction in noise pollution. Given that 75% of Brussels’ population lives in areas where cargo bikes operate efficiently, the potential for a widespread positive impact is enormous.

    Furthermore, cargo bikes require far less space than traditional delivery vans, helping to alleviate urban congestion and parking issues. Their ability to access pedestrian zones and restricted areas makes them an ideal solution for last-mile delivery, particularly as cities implement stricter low-emission and traffic reduction policies.

    Key Applications: E-Commerce, B2B, and Shuttle Services

    Cargo bikes are already proving highly effective in various logistics applications, including:

    • B2C parcel deliveries: High-density e-commerce deliveries benefit from the speed and agility of cargo bikes.
    • B2B parcel logistics: Office supplies, food products, and technical equipment can be efficiently transported across business districts.
    • Urban shuttle services: Cargo bikes excel in fixed-route operations, such as medical sample transfers or inter-office deliveries.

    Strategic Recommendations for Logistics Operators

    The study highlights the need for logistics operators to adopt a mixed-fleet approach, strategically deploying cargo bikes in high-density zones while using vans for suburban and long-distance deliveries. Key recommendations include:

    • Investment in micro-hubs: Locating distribution points closer to urban centers can further enhance the efficiency of cargo bike operations.
    • Smart route planning: Data-driven optimization of delivery routes ensures maximum efficiency and cost savings.
    • Infrastructure improvements: Expanding bike-friendly urban infrastructure will support the growth of cycle logistics.

    Conclusion: A Call for a LEV-Regulation

    With urban freight expected to increase in the coming years, the adoption of cargo bikes represents a scalable and sustainable solution for the future of city logistics. The study’s findings provide a strong case for businesses, policymakers, and city planners to accelerate the transition to cycle logistics, improving urban mobility, reducing emissions, and enhancing delivery efficiency.

    LEVA-EU strongly encourages logistics operators to explore not only cargo bike integration but also other available light electric vehicles such as cargo e-scooters, three- and four-wheeled cargo mopeds, and even microcars. LEVA-EU also calls on EU policymakers to support this shift through regulatory changes. A dedicated LEV Regulation, as recommended by the Commission’s Expert Group on Urban Mobility and endorsed by the European Commission, will open the market for new types of cargo vehicles. Many of these are currently obstructed from entering the market due to outdated and inadequate legislation.

    As Belgium’s success story demonstrates, the time for change is now—cargo bikes and other light electric cargo vehicles are not just an alternative; they are the future of sustainable urban logistics.

  7. LEVA-EU Urges European Commission to Speed Up an EU Regulation for Light Electric Vehicles

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    LEVA-EU, the European association for light electric vehicles (LEVs), is calling on the European Commission to break through the legal bottlenecks holding back the growth of the LEV sector. The call follows the publication of the TRL and fka study on harmonized rules for personal mobility devices (PMDs), carried out at the request of the European Commission.

    LEVA-EU welcomes the study’s recognition of the need for a universal approval system for PMDs, with the fourth regulatory option proposed as the most viable solution. This aligns with LEVA-EU’s long-standing pursuit of a dedicated LEV regulation. However, the association also raises concerns regarding the study’s numerous errors and omissions, particularly its oversight of key issues such as the negative impact of the current legislative framework on the sector, as well as the exclusion of the Expert Group on Urban Mobility (EGUM) recommendations for LEVs.

    The shortcomings in the current legislation prevent LEVs from realising their full potential in sustainability and economic growth. LEVA-EU calls for the adoption of a new LEV-Regulation that would:

    • Address current legislative barriers and inaccuracies that limit market entry for various LEV types.
    • Ensure technology neutrality and the inclusion of essential safety standards, developed in close consultation with the LEV sector
    • Offer a much more appropriate legislative framework to harmonise standards for LEVs, eliminating inadequate technical rules, as well as legal bottlenecks and improving legal certainty.

    “LEVs are a cornerstone of Europe’s sustainable urban mobility goals, helping the EU move towards carbon neutrality by 2050,” said Annick Roetynck, Managing Director at LEVA-EU. “A dedicated LEV-Regulation would unlock immense economic potential for the sector and foster innovation, creating a thriving and sustainable industry that benefits both businesses and consumers.“

    The association emphasises that the proposed regulation should:

    • Cover all LEVs currently under Regulation (EU) 168/2013 and the Machinery Directive/Regulation, including electric cycles not necessarily with pedal assistance, speed pedelecs, e-scooters with seats, and more.
    • Promote inclusivity by ensuring access to a wider variety of LEVs for people with disabilities and workers in sectors such as logistics and distribution.
    • Facilitate the harmonisation of standards and provide legal certainty for companies, helping to drive innovation.

    LEVA-EU further advocates for the establishment of a dedicated Commission Expert Group on LEVs to ensure systematic and meaningful consultation with the sector during the development of the LEV-Regulation.

    In addition to its call for a new regulation, LEVA-EU announces that on 14 March, a key meeting will take place between LEVA-EU and the relevant European Commission department to discuss the future of LEV legislation. The association is committed to working closely with the Commission to ensure that the sector’s expertise and needs are fully reflected in the regulation’s development.

  8. LEVA-EU Secures Major Recognition for Light Electric Mobility in EGUM Recommendations

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    LEVA-EU’s active participation in the European Commission’s Expert Group on Urban Mobility (EGUM) has led to a significant milestone: the official recognition of light electric mobility as a key component of sustainable urban mobility. This recognition, alongside walking and cycling, was successfully integrated into the EU Road Safety Policy Framework 2021-2030. It highlights LEVA-EU’s influential role in shaping policies that acknowledge the importance of light electric mobility, ensuring that it is considered within the context of road safety and urban logistics.

    On 17 February 2025, the EGUM published its final set of reports, including a range of recommendations and feedback on urban mobility topics, concluding its 2023-2024 Work Programme. Among the key areas covered in the reports were Sustainable Urban Logistics Plans (SULPs), the use of data for zero-emission urban logistics, parking policies, and urban mobility transformation driven by technological and societal trends. These recommendations aim to improve urban mobility systems, reduce environmental impacts, and enhance safety for all users, including those of light electric mobility devices.

    LEVA-EU actively participated in several subgroups of EGUM, contributing to a major achievement: the official acknowledgment of light electric mobility alongside walking and cycling. In the Recommendations for the Commission’s mid-term review of the EU Road Safety Policy Framework 2021-2030, LEVA-EU successfully ensured that every statement, previously limited to walking and cycling, was supplemented by light electric mobility. Furthermore, EGUM officially recognised that a better definition of ‘vulnerable road users’ should include light electric mobility and micromobility devices.

    Further recommendations from EGUM within this framework include:

    • The Commission should incentivise local authorities to better count pedestrians, cyclists, and users of light electric mobility and micromobility, while also recording their behavior in traffic and their self-reported experiences on the roads, including their perceptions of safety.
    • Minimum requirements for improving existing road infrastructure and creating new infrastructure are essential for reducing road deaths and serious injuries among people who walk, cycle, use light electric vehicles, micromobility devices, and powered two-wheelers. Such requirements should eventually be incorporated into EU law to complement (and not overrule) existing high-quality infrastructure guidelines.
    • The Commission should, together with Member States, develop a new EU Key Performance Indicator (KPI) on pedestrian, cyclist, light electric mobility, and powered two-wheeler infrastructure safety as part of the KPIs in the EU Road Safety Strategy.

    Furthermore, EGUM explicitly pointed out that many new light electric vehicles are on the road without being properly recognised in EU technical legislation and national traffic codes. This lack of recognition and the ensuing inadequate legislation create risks for the users of these vehicles. Without this recognition, users cannot be properly protected on the road. Harmonised technical rules, road traffic rules, and road safety statistics must be adapted to include these vehicles. The Commission must develop harmonized technical legislation and mandate related standards, specifically for these vehicles, in close consultation with the light electric vehicle sector. The Commission must also collaborate with Member States on streamlining traffic codes for light electric vehicles and on fully acknowledging them in road infrastructure.

    The same recognition was reinforced in the recommendations on Urban Logistics: see EGUM Recommendations on Data Sharing for Sustainable Urban Logistics.

    The full set of EGUM reports and recommendations is available here: Expert Group on Urban Mobility.

  9. LEVA-EU Calls for Legislative Action to Unlock the Full Potential of Light Electric Vehicles in Europe

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    Last week, LEVA-EU represented the Light Electric Vehicle (LEV) sector at the Thematic Working Group ‘Clean Transition and Decarbonisation’ under the Strategic Dialogue on the Future of the European Automotive Industry. The meeting was hosted by Commissioners Hoekstra and Roswall. Following this meeting, LEVA-EU has published a position paper titled “Unlocking the Potential of Light Electric Vehicles to Address Challenges in the EU Automotive Sector”. The position paper outlines the significant environmental and economic benefits of Light Electric Vehicles (LEVs) and highlights the urgent need for regulatory reforms to allow the sector to thrive.

    The Growth of the LEV Market

    The LEV market has seen rapid expansion, surpassing 10 million vehicles in 2023. A study commissioned by LEVA-EU from the German Aerospace Center (DLR) found that 76% of all car trips could be replaced by an LEV, potentially leading to a 44% reduction in CO₂-equivalent emissions. Despite this potential, the sector is still constrained by outdated legislation designed for either traditional mopeds and motorcycles or for machines.

    Five Key Policy Demands from LEVA-EU

    To address these challenges, LEVA-EU has put forward five concrete legislative changes:

    1. Follow-up on the EGUM recommendations adopted by the Commission by developing a dedicated technical LEV-Regulation and setting up a Commission LEV Expert Group;
    2. Review of the ZLEV credit system in Regulation (EU) 2019/6316 to include LEVs;
    3. Launch of a dialogue between Commission and Member States to raise awareness of LEV-inclusion in
      initiatives promoting electrification;
    4. Immediate abolishment of anti-dumping duties on bicycle components from China;
    5. Maintain strict emission targets for automotive sector.

    Regulatory Barriers Holding Back the LEV Sector

    The position paper highlights that LEVs remain trapped in legal frameworks that fail to recognize their distinct nature. Regulation (EU) 168/2013 and the Machinery Directive impose unnecessary restrictions, preventing certain LEVs—such as seated e-scooters and non-pedal-assist e-bikes—from entering the market. Additionally, speed pedelecs continue to face excessive regulatory hurdles, including emissions testing—despite being zero-emission vehicles.

    LEVA-EU urges the European Commission to take immediate action by drafting legislative amendments that align LEVs with modern mobility needs. Without these changes, European businesses and consumers will continue to face unnecessary restrictions on sustainable transport options.

    The paper also highlights how outdated trade policies, particularly anti-dumping duties on bicycle components from China, are stifling the LEV industry. These duties, in place since 1997, create significant administrative burdens, especially for start-ups. LEVA-EU calls for their immediate removal to support European LEV-manufacturers and encourage market expansion.

    A Call to Action

    As the EU prepares its next industrial strategy for the automotive sector, LEVA-EU stresses that zero-emission mobility solutions must extend beyond electric cars to include the full spectrum of LEVs. By implementing the proposed reforms, the EU can unlock the full potential of LEVs, contributing to a cleaner, more efficient, and more sustainable transport ecosystem.

    For more details, read the full position paper here https://tinyurl.com/ycyu4fs2.