2023 will see EUROBIKE expand to include new types of vehicles of all sizes and classes that demonstrate solutions for an alternative future mobility. Also on display will be urban infrastructure, another integral part of the overall mobility complex. This will feature feasible systems that can coexist and function safely as an alternative means of propulsion.
The broad selection of light electric vehicles will collaborate in the Future Mobility Hall 8, with a test track on the exhibition grounds to give all interested parties the opportunity for hands-on experience.
PRODUCTS & EXHIBITION
The Light Electric Mobility Area focuses on products from established global brands and small and medium-sized enterprises. Start-ups in micromobility and lightweight vehicles, mobility infrastructure and services will additionally feature at the exhibition in 2023, a year in which electric microvehicles, such as e-scooters, will have equal footing with the traditional four-wheeled vehicles.
The announcement from EUROBIKE stated: “We’re extending the range of EUROBIKE beyond the bicycle, e-bike and cargo bike and including the vehicle types so important for implementing the green mobility transformation, namely light electric and micromobility vehicles as well as infrastructure and services for mobility…Light electric vehicles in all their diversity will be on display in concentrated form in Future Mobility Hall 8 as well as on the open-air grounds with a test track, where all interested visitors will be able to gain a true experience of driving and using them. Services ranging from fleet management, leasing, insurance through to infrastructure providers are all part of the new EUROBIKE in Frankfurt as well.”
21 June 2023, Hall 8
Created in 2022, the EUROBIKE CONVENTION provides a perfect platform for the LIGHT ELECTRIC MOBILITY exhibition. On offer at the world’s largest bicycle and future mobility program, is an opportunity to stage discussions on current issues of the green mobility transformation. “Smarter Tomorrow” is the motto of the 2023 Future Mobility Conference, reflective of how the mobility sector can be of influence in the debate surrounding smart cities and industry, and responsibilities in climate protection, the mobility transformation and industrial policy.
EUROBIKE and BEM: together for more electric mobility
Joining EUROBIKE for the first time as a partner in the LIGHT ELECTRIC MOBILITY Area is the German Federal Association for eMobility (BEM) whose members will also be planning their own formats on the subject.
The 36th Electric Vehicle Symposium & Exposition has opened abstract submissions for its 2023 conference.
The annual gathering of global EV experts will take place between 11-14 June, 2023 in the City of Sacramento, California. EVS36 features cutting-edge research and showcases innovative technologies and market developments.
The call for abstracts relates to papers covering research, market and government activities across all fields related to hybrid, battery, and fuel cell technologies, associated infrastructure and services.
All final papers will be published in EVS36 Proceedings and select papers will be published in the World Electric Vehicle Association (WEVA) Journal.
All accepted presenters must register as delegates and attend the meeting to present.
Abstract Submission Deadline: Friday, October 28, 2022 at 23:59 ET (UTC-5).
Dull details can be accessed on the AVERE website, here.
Comments Off on Greenway Technology and LG Energy form long-term cell supply cooperation
In the final quarter of 2021, Guangdong Greenway Technology Co., Ltd (Greenway Technology), a leading manufacturer of lithium-ion batteries for micro-mobility and energy storage applications, signed a contract with LG Energy Solution, Ltd. (LG Energy) to invest in a new production line for battery cells from LG Energy in Nanjing.
LG Energy, one of the world market leaders in battery products and energy solutions, guarantees Greenway Technology deliveries of lithium-ion cells of automotive quality with price advantages from 2023 to 2028. With this agreement, Greenway Technology continues to expand into the growing market of light electromobility.
This strategic supply agreement will help Greenway Technology achieve its margin and cost targets to provide attractive battery systems to the electric bike, motorcycle, and energy storage markets. Greenway Technology focuses on products of high quality, making LG Energy the ideal partner due to its many years of experience as a cell manufacturer.
The subject of this long-term partnership is 21700 cylindrical NMC cells with 5000mAh of the latest generation, an excellent fit for application in light electric vehicles (LEVs) such as pedelecs, e-bikes, and e-scooters.
“Greenway Technology is proud to enter into a new stage of collaboration with LG Energy,” said John Zeng, General Manager of Greenway Technology. “We build on our strong relationship with LG Energy to supply the market with the best quality products to provide sustainable and safe energy solutions for the world’s big challenges in mobility and emission.”
Greenway Technology is one of the market leaders developing and manufacturing innovative lithium-ion battery systems for the micro-mobility industry, drive system suppliers, and vehicle manufacturers in Europe and Asia.
LG Energy was established in 2020, as a subsidiary of LG Chem. According to SNE Research, LG Energy is the world’s second-largest supplier of EV batteries, with a market share of 23.7% in 2021. LG Energy sets a strong focus on industry-leading performance cells for electric mobility vehicle producers, and is currently a cell supplier for Tesla.
Comments Off on LEVA-EU offers free Battery Transport Info through Cross-Industry Platform BatteriesTransport.org
Brussels/Washington D.C., 1 September 2020 –The industry associations for batteries and battery-powered products RECHARGE, EPBA, EUROBAT, PRBA, EBRA, ACEA, MDBTC as well as LEVA-EU announced today the launch of a new information platform for the safe transportation, testing and packaging of battery cells, batteries, and vehicles and equipment containing batteries. With the aim of facilitating access to battery-specific transport information and raising awareness, the eight associations make available free and easy-to-understand content on the requirements as set out by the United Nations, the European Agreement concerning the International Carriage of Dangerous Goods by Road (ADR) and other transport regulations.
The professional transport of battery-related articles – via air, sea or road – is subject to international, national and regional regulatory frameworks, which include comprehensive administrative and operational measures to ensure the safe transport at all times. The requirements apply to lead-, lithium-, nickel- and sodium-based batteries likewise.
“Transporting an electro-chemical article, as a prototype, final product or waste, means that specific safety measures must be applied. Failing to comply with the obligations is not just a violation of these regulations but a safety risk that our industry is not willing to accept”, said the associations. “Representing a responsible industry, we want to ensure that everyone involved in the transport of our batteries and battery-containing products has access to the applicable requirements”.
Free of charge, BatteriesTransport.org offers general information for shippers, transport operators and end-users. It also includes frequently asked questions and two dedicated eBooks with all relevant testing, packaging, labeling and reporting instructions per transport mode.
LEVA-EU Manager Annick Roetynck explains that is quite natural for LEVA-EU to participate in this initiative: “As a professional organization for LEV companies, we are fully focused on assisting our members in the application of all the rules that apply to Light Electric Vehicles. The rules regarding the transport of Li-Ion batteries cover an important chapter in this. A better understanding of the rules gives LEV companies easier access to the market, thereby promoting that market. That in turn contributes to making mobility more sustainable.”
All visitors of BatteriesTransport.org have access to a free on-line version of the eBook on lithium batteries as well as to the FAQ page. LEVA-EU Members have access to the full version of the eBook and can submit specific questions on the transport of Li-Ion batteries to the experts of BatteriesTransport.org.
BatteriesTransport.org works with some of the most respected experts in the industry to provide information that is clear, comprehensive and updated. The content is revised on a (bi-)annual basis to reflect the regular changes to the regulatory frameworks. Contact firstname.lastname@example.org to support the initiative and help educate on the safe transport of batteries worldwide. Contact email@example.com for further information on LEVA-EU.
In those member states that allow electric scooters on the road, they are clearly on the rise. With that, the offer of e-scooters with saddle is also growing. However, those vehicles are ticking time bombs since they are completely illegal if non type-approved. LEVA-EU, the trade association for businesses in the light, electric vehiclesector, explains why a saddle makes such a difference.
The growing popularity of the electric scooter is gradually becoming visible in traffic. It is a green means of transport that can contribute to making mobility more sustainable. A number of manufacturers have now added a saddle to that scooter, possibly in an attempt to improve comfort and to promote the vehicle to a wider audience.
In Belgium, which has introduced very favourable rules for e-scooter in its traffic code, the offer of electric scooters with saddle is growing noticeably. Bol.com has an electric scooter “for children” from € 117.99. Via Fruugo, Zipper scooters with saddle are advertised from € 269. MediaMarkt offers the Mpman as an electric balance bike for € 349. In the web shop of the weekly magazine Knack the Ecoscooter is at € 499 and Fnac promotes the Inmotion P1F at € 699.35.
All these vehicles have one thing in common: they are illegal. All distributors should cease sales immediately and recall all vehicles sold. Should one of these vehicles be involved in a serious accident, the consequences for the involved distributors and manufacturers of the scooters will be incalculable.
The warning comes from LEVA-EU, the European trade association for light, electric vehicle businesses. LEVA-EU negotiates directly with the European institutions on the technical legislation for these vehicles. As a result, the organization has first-hand correct and in-depth knowledge of the legislation.
Most vendors do not disclose the legal status of these e-scooters with saddle or suggest that they belong to the special category that Belgium has created in the traffic code for e-scooters without saddle. There is a chance that the distributors themselves are in the dark about the illegality of their merchandise. The legal status of the electric scooter with saddle is the result of 1,036 pages of European legislation that has not evolved with the market and has grown into a gigantic legal bottleneck.
In 2009, the European Commission had to rewrite the technical requirements for mopeds and motorcycles. It was already clear then that the internal combustion engine would have to make way for its electric counterpart and that classic mopeds and motorcycles would be supplemented or replaced by a series of light, electric vehicles with the electric bicycle in the lead. The Commission then, with the approval of the European Parliament and the Council, stubbornly refused to write future-proof legal texts. In 1,036 pages, Regulation 168/2013 and the 4 associated implementing regulations mainly describe the limitation of emissions and safety features, which are not relevant for light, electric vehicles.
Saddle = moped
The Commission was prepared to exclude the classic electric bicycle (25 km / h-250W) from Regulation 168/2013, along with a number of other vehicles, which they did not know how to handle in type-approval. This was the case for vehicles that “are not equipped with at least one seating position” (Article 2.2.j of Regulation 168/2013). Electric scooters that are not equipped with a seat are therefore excluded from the type-approval for mopeds and motorcycles. As a result, as far as the traffic codes are concerned, these scooters end up in a legal vacuum, which Member States can fill at their discretion.
To fill this vacuum, Belgium has devised the category “locomotive machines” (voortbewegingstoestel (NL) – engin de déplacement (F)). Belgium stipulated in the traffic code that these vehicles are allowed to drive up to 25 km / h. In addition, they get a similar position on the road as bicycles, they do not require a license plate and no insurance. The user must not wear a helmet and does not require a driver’s license.
Put a saddle on that scooter and the story is completely different. Then it is vehicle equipped with at least one seat. So, it is subject to type approval in the category L1e-B “moped” and in the Belgian traffic code it comes under “moped class A”. As a result, you must register it, apply for a license plate and pay insurance. You are also obliged to wear a motorcycle helmet and at least have an AM driving license. You must also be at least 16 years old to drive such a scooter. Bol.com’s scooter for children is therefore doubly illegal in a manner of speaking.
There is no (scientific) research that supports the decision to submit e-scooters with a saddle to type approval and without a saddle not. At the time, decision-makers just put a wet finger in the air, as they did when deciding on the 25 km/h and 250W limits for the electric bicycle.
However, it is impossible to have the Zipper scooters, Mpmen and Ecoscooters of this world comply with the European type-approval for mopeds and motorcycles. The technical requirements are totally inaccurate for these vehicles. Even if you manage to get a type of electric scooter with saddle approved, it still does not guarantee a safe vehicle. The same problem also occurs for example for speed pedelecs or electric cargo bikes with more than 250W. However, if you keep the saddle of all those vehicles under 54cm, you don’t have to meet type approval after all (exclusion from Article 2.2.k); legal nonsense pushed to an extreme.
Another, much bigger problem is that most Member States do not have a “moped class A”, like Belgium has, or the Netherlands with “snorfiets” or Germany with “Leichtmofa”. All mopeds in L1e-B mopeds are treated as one and the same vehicle in the traffic codes of those Member States. In most of these cases, mopeds are not allowed to use cycle paths. This is how the feather weight Zipper, Mpman or Ecoscooter, which often doesn’t even reach 25 km / h, ends up between cars and freight traffic that drive much faster. This creates life-threatening situations. This problem also occurs with speed pedelecs, the majority of which cannot reach 45 km / h but rather have a cruising speed of 30 to 35 km / h. This appeared from recent research commissioned by the Flemish Environment Department (see https://bit.ly/3cTQtnI)
4.2 million deaths a year
LEVA-EU has recently made an urgent request to the Presidents of the Commission, Council and Parliament for a rapid and fundamental revision of Regulation 168/2013. In addition, LEVA-EU has developed a concrete and practical proposal as to how to replace the legal bottlenecks with rules for light, electric vehicles that will enable the market to grow safely.
LEVA-EU Manager Annick Roetynck adds: “In the Green Deal and other European policyy instruments, several billion euros are earmarked for making mobility green and sustainable. Improving legislation for electric scooters and other light electric vehicles is a measure that is virtually cost-free, much needed and guaranteed to generate millions, if not billions, of euros. And yet Europe continues to systematically put that measureoff. This is unacceptable.”
Meanwhile, the Commission has replied to the LEVA-EU request. They announce yet another study, the results of which will be published in the first quarter of 2021. Only then could a debate on a possible revision of Regulation 168/2013 be started. Should a proposal for review be made, it will need to be approved by the Council and Parliament.
Annick Roetynck: “This means that it could take at least another five years before our sector can have any hope of removing the legal bottlenecks. That is downright unacceptable. More than 400,000 people have died of Covid-19 so far. But meanwhile, 4.2 million people die from air pollution every year. Mobility is clearly a growing part of that problem. Why is Europe blocking the opening of the market for light electric vehicles? Why does Europe continue to ignore the potential of light electric vehicles to make mobility more sustainable? ” LEVA-EU does intend to keep knocking on the European door.
The Italian government is considering financial support for more sustainable forms of mobility, now that ‘’phase 2’’ in combatting Corona is underway. Although the decree is still not formalized, new infrastructure for (electric) cycling, e-scooters etc. is being considered as well.
The ministry of transport is discussing ideas to change mobility, especially in urban areas. Since using public transportation in times of Corona is problematic, several ideas are on the table. The focus is on purchase subsidies of €200 for (electric) bicycles, e-scooters, e-hoverboards as well as on new infrastructure and the official inclusion of cycle paths in Italy’s traffic code, ‘’Codice Della Strada’’.
Another objective is to get more people ready for zero-emission mobility vehicles, which also may help to combat air pollution, a problem that many Italian and European cities in general were already facing before Covid-19.
Interested what is happening else in Italy? See for example the plans of Milan’s counselor of mobility Marco Granelli, which resulted in 35 km of new cycle paths around the city. Bologna is speeding up the expansion of its bicycle infrastructure network. Capital city Rome considers the implementation of what they call ‘’soft mobility’’ forms like cycling. Torino wants to promote more active and sustainable forms of mobility.
LEVA-EU member Ellio took a headstart, even though Belgium is basically in lockdown. Within one month, a substantial amount of customers bought the recently released Ellio speed pedelec. It seems to be that projected targets will be achieved earlier then expected.
Now changing mobility patterns become visible as an effect of all Corona measures, the Belgium based start-up appears to benefit from this shift in modes of mobility.
LEVA-EU member Bafang has recently opened office in Taichung City, Taiwan. To represent Bafang in Taiwan, they have appointed Denise Huang as their contact agent.
The fact that Taiwan plays a key role in the transformation from traditional bicycle production to modern e-bike production has led Bafang to install its own sales office in Taichung City. Although Corona/Covid-19 is still a pandemic and causing severe disruption worldwide, Taiwan’s economy is gradually returning to normal.
“Our Taiwan representative needed to be experienced with OEM manufacturers, supply chains and the current global market trends. That’s why we are glad to join forces with Denise who has developed keen insider knowledge after more than 10 years in the bicycle industry for several OEM and aftermarket businesses”, said Sunny He, Bafang’s co-founder and deputy general manager.
Denise Huang added: “It’s my honour to become Bafang’s Taiwan agent and I already enjoy the many different challenges I expected from my new occupation. To create and keep good relationships with all Taiwan customers is the service that has top priority to me – and to Bafang – in our common goal: to be a trust-worthy business partner for our customers and to further be part of the sustainable success story of e-mobility.”
Bafang’s Taichung office services OEM customers in Taiwan for sales, after sales, product presentations and all other aspects of OEM needs and requests.
Denise Huang, Bafang’s Taiwan Contact Agent in Taichung City (TW). Photo: Bafang
The Flemish foundation for traffic expertise (VSV) has launched training for compagnies and their employees on how to have safely ride a speed pedelec.
Main goal of the training is to raise awareness on the use of a speed pedelec. The course consists of a theoretical part which educates attendees on the national traffic code, position on the road and relevant traffic signs. Part two is practical and trains attendees on how to use their speed pedelec in a functional and safe manner. Additionally, there is a group discussion among the attendees about risk perception.
VSV hopes to improve the safety for speed pedelec users and with that the overall traffic safety in Belgium.