Two years ago, a trial was launched in the Netherlands province of Utrecht, allowing speed pedelec owners to apply for an exemption, which allows them to choose to ride at a maximum of 30 km/h on cycle paths, or at a maximum of 45 km/h on roads. The scheme has now been extended for another five years.
12 municipalities in the province are now participating, and 70% of speed pedelec owners have applied for the exemption. According the Utrecht municipality, the numbers of accidents and complaints have not increased since the exemption was introduced, despite numbers of speed pedelecs on the road having increased. The speed pedelec is seen in the province as a sustainable mobility solution, and the exemption was introduced to promote greater uptake.
After the five-year extension, the province and municipalities will decide on any further continuation.
Speed pedelec owners can apply for the exemption at the municipality of Utrecht, which also arranges this on behalf of the other participating municipalities: Amersfoort, Barneveld, Bunschoten, De Ronde Venen, Nijkerk, Soest, Veenendaal, Vijfheerenlanden, Wageningen, Wijk bij Duurstede and Zeist.
Comments Off on LEVA-EU Statement on ZIV Position on E-bikes
On behalf of its members active in the e-bike sector and across the broader European Light Electric Vehicles (LEV) industry, LEVA-EU expresses its strong opposition to the position put forward by the German Bicycle Industry Association (ZIV) on 7 April 2025, titled “E-bikes – Active Mobility as Success Factor.”
ZIV’s proposal is based on the incorrect assumption that EPACs (Electrically Power Assisted Cycles) owe their market success to an alleged legal equivalence with bicycles. On this flawed basis, ZIV seeks to impose additional technical restrictions on EPACs, including limits on motor power, assistance ratios, and vehicle weight. Specifically, ZIV proposes to divide EPACs into two categories governed by separate legal frameworks:
EPACs that would remain excluded from L-category type approval under Regulation 168/2013, provided they meet all of the following criteria: – Assistance limited to 25 km/h – Maximum continuous rated power < 250W – Peak power < 750W – Assistance factor < 4 – Weight < 250 kg for single-track carrier cycles – Weight < 300 kg for multi-track carrier cycles
All other EPACs exceeding any of the above thresholds would become subject to the L-category vehicle type approval under Regulation 168/2013. This includes: Electrically assisted (mountain) cycles with assistance factor > 4 and/or peak power > 750W Electrically assisted carrier cycles exceeding 250 kg (single-track) or 300 kg (multi-track)
LEVA-EU strongly opposes this proposal, as it would create a deeply unfair regulatory divide. EPACs that remain excluded from type approval would continue to enjoy a favourable legal and technical status under the Machinery Directive. In contrast, EPACs falling outside ZIV’s narrow definition would be forced into the L-category type-approval system, which is overly complex, prohibitively expensive, and technically unsuitable for these vehicles. This would effectively eliminate their development and market viability.
ZIV claims that the legal status of EPACs is under threat and must be safeguarded through stricter definitions. This claim is entirely unfounded. The current legal framework—based on Article 2.2(h) of Regulation 168/2013 and the Machinery Directive—has provided a clear, stable, and effective basis for the development and market placement of EPACs. Harmonised European standards such as EN 15194, EN 17404, and EN 17860 ensure technical compliance and safety. There is no indication from the European Commission that this framework is inadequate or that EPACs are at risk of reclassification. The assertion of legal uncertainty is therefore misleading and does not justify the proposed restrictions.
It is also important to consider the underlying motivations behind ZIV’s proposal. ZIV represents major manufacturers of traditional bicycles and pedelecs, many of whom rely on specific drivetrain technologies that dominate the current 25 km/h – 250W market. The proposal appears designed to protect these incumbents by preserving the legal status of their products while restricting the growth of more powerful or innovative LEVs. This approach risks stifling competition, innovation, and the development of new vehicle types that serve broader mobility needs, including logistics, accessibility, and sport.
LEVA-EU firmly states that EPACs are Light Electric Vehicles, not bicycles, as defined by the Vienna Convention on Road Traffic. Bicycles are vehicles with at least two wheels, propelled solely by muscular energy, typically via pedals or hand-cranks. EPACs, by contrast, are electrically assisted and fall outside this definition. Their development and legal status should not be dictated by the bicycle industry.
Technical legislation such as Regulation 168/2013 and the Machinery Directive is intended to ensure that vehicles placed on the market are technically safe. These frameworks are not meant to prescribe vehicle characteristics, regulate user effort, or define mobility behaviour. The suggestion that EPACs risk being classified as motor vehicles unless assistance ratios and weight limits are imposed is legally baseless.
The ZIV proposal would: – Severely hinder the development of EPACs for logistics, accessibility, and sport – Discriminate against elderly, disabled, and physically weaker users – Undermine the EU’s climate and mobility goals by reducing modal shift potential and innovation – Misrepresent the purpose of technical legislation, which is not to define active mobility or enforce physical effort
The real legislative priority should be the creation of a dedicated LEV regulatory framework, developed in close consultation with the LEV industry. Such a framework should ensure fair, inclusive, and technically justified rules for all types of Light Electric Vehicles. In its current form, the ZIV position promotes a narrow industrial agenda that conflicts with broader EU goals for competitiveness, sustainability, and inclusive mobility.
Alligt, a pioneer in plastic wheel technology for light electric vehicles and LEVA-EU member, has issued a new policy on the use of its full plastic (PA) wheels with pneumatic tyres. This initiative aims to promote safer use, raise awareness of material limits, and guide both manufacturers and end-users in maintaining optimal wheel performance.
Plastic wheels are known for being lightweight, visually appealing, and cost-effective—but they do have limitations. They are more sensitive to overloading, underinflation, and long-term material creep compared to metal wheels. In response, Alligt has introduced the following measures: • Pressure stickers: All plastic rims will now be labeled with minimum and maximum tyre pressures, suited to specific tyre widths. • Use labels: Wheels and packaging will clearly indicate the intended application. • Online resources: An updated website will soon provide detailed technical guidance. • Improved traceability: New mould markings in CBW1 model, will enhance product tracking and lifecycle management. The mark on CBW1 in 2016 was unreadable and has now been replaced with a standard date marking. • Direct support: Customers can contact Alligt in Dutch, English, or German for personalised support. • No resale without context: Alligt discourages third-party resale of wheels unless accurate usage and configuration info is shared with the end customer.
Alligt recommends the following air pressure guidelines: • CBW1 (27 mm rim): 3.5–5 bar; tyre width 32–47 mm • CBW2 & CBW3 (35 mm rim): 2.5–4.5 bar; tyre width 47–70 mm • CBW5 (50 mm rim): 2.5–4 bar; tyre width 65–100 mm (Up to 5 bar possible with 55 mm cargo tyres on CBW5)
For commercial use or high-stress environments, Alligt advises using its hybrid wheels, which are over five times more durable than full plastic versions. Over 100 hybrid wheels are now in use and delivering strong performance.
Fellow LEVA-EU member Flevobike’s Golo bikes are equipped with Alligt technology.
Product News
In addition to policy updates, Alligt is excited to announce several new products in development or production: • Injection-moulded mudguard: now in production for 20″ (406 mm) wheels, suitable for tyres up to 55 mm wide. A milled variant may work as a disc brakes (mud)guard. • Vacuum-formed velomobile rooftop: lightweight and aerodynamic, now in production to offer weather protection for enclosed bikes. • Alleweder A10: a new rotation-moulded velocar body is under development and may be ready by 2026. This project continues Alligt’s tradition of innovation in practical, sustainable mobility solutions.
About Alligt
Alligt is a Dutch manufacturer of innovative components for human-powered and light electric vehicles, known for its all-plastic wheels, hybrid wheels, and now a growing range of structural parts including velomobile roofs and bodywork. Committed to safety, longevity, and clear communication, Alligt continuously evolves its products through user feedback and real-world testing. For further details, visit https://www.alligt.nl/ or contact leovisscherkorver@gmail.com.
Transport Malta has launched a substantial grant scheme for the purchasing of new electric vehicles, including pedelecs, motorcycles and quadricycles, as well as cars and vans.
As part of a broader programme to incentivise uptake of electric vehicles, funds are being allocated by the Maltese goverment’s transport authority for the purchase of new electric vehicles, and for the scrappage of old vehicles.
Grants for light electric vehicles
Under the scheme, a grant of €500 is available against the purchase of pedelecs, and €2,000 against cargo pedelecs, mopeds and motorcycles (but not more than 80% of the retail price). Tricycles, quadricycles and heavy quadricycles are eligible for 25% of CIF (Cost, Insurance, Freight value), with the grants for this category starting at a minimum of €2,000 and capped at €6,000. The grants apply to new vehicles only.
Scrappage grants
People can also take advantage of the government’s vehicle scrappage grant, which pays up to €500 for mopeds or motorcycles. There are certain conditions which apply: the scrapped vehicle must be at least 10 years old on the date of scrappage; it must be licensed with Transport Malta before scrappage, or the purchase of a new vehicle; it must be destroyed at an authorised demolition facility, and a valid destruction certificate dated between 2024 and 2025 must be obtained.
A statement from Transport Malta said, “The scheme aims at reducing the number of older conventional motor vehicles from the road […] The grant will remain available until the 31st of December 2025 or until the budgeted funds are exhausted.”
The necessity of urgently addressing the optimisation of LEV charging solutions was addressed at the 9th edition of ETAuto Conclave in New Delhi.
The urgent need to optimise charging solutions for light electric vehicles (LEVs) was a key topic at the 9th edition of the ETAuto Conclave, held in New Delhi on December 11-12, 2024. As LEVs continue to gain global traction due to their sustainability and efficiency, the industry faces significant challenges in developing effective charging infrastructure that accommodates diverse regional requirements and fosters global standardisation.
At the event, Kevin Ng, Chief Strategy Officer and Group Vice President of Chogori Technology, underscored the importance of adapting to the evolving LEV landscape. He highlighted that charging infrastructure varies widely across regions, reflecting differences in LEV adoption rates, vehicle types, and local policies.
Importance of meeting regional needs
One key consideration is addressing regional charging needs. For example, battery swapping has emerged as a popular solution in India and China, offering quick turnaround times for users and catering to the demands of motorcycle taxi drivers in Africa. Local infrastructure plays a critical role as well. In Southeast Asia and Africa, extreme weather conditions necessitate the use of waterproof connectors designed for durability and resilience. Meanwhile, Europe and Japan are seeing the development of fast-charging infrastructure, often equipped with connectors that support higher amperage to meet growing demand.
Standardisation challenges
However, the absence of global standardisation remains a notable hurdle. While some regions have adopted Type 6 and Type 7 connectors, a universally accepted standard has yet to be established. This fragmentation requires charging providers to supply solutions tailored to each market while simultaneously contributing to efforts aimed at creating global standards.
Ng acknowledged this dynamic, stating, “We don’t set any of these standards. We just work on supporting the market and the customers based on what they need us to do”
His comments reflect the industry’s balancing act between meeting immediate market demands and promoting long-term standardisation.
As the global LEV market continues to expand, the evolution of charging infrastructure will be critical to supporting increased adoption. Standardisation, in particular, is seen as essential to creating a more streamlined and efficient path to global mobility. By addressing both regional needs and universal requirements, the LEV industry is poised to drive sustainable growth and innovation.
Comments Off on LEVA-EU: The Competitiveness Compass must unlock the competitiveness and economic potential of the European LEV industry
LEVA-EU welcomes the European Commission’s publication of its Competitiveness Compass, which provides a clear strategic framework to guide its work in the coming five years.
As the only trade association in Europe that works exclusively for light electric vehicles (LEV), LEVA-EU identifies with the Commission’s goal to “nurture Europe’s innate strengths, harness its resources and remove the barriers at European and national level.”
We fully agree that “Europe must be the place where tomorrow’s technologies, services, and clean products are invented, manufactured and marketed, as we stay the course to climate neutrality.”
We strongly believe that light electric vehicles are the cornerstone of sustainable urban mobility, vital in achieving the EU’s climate and competitiveness goals. Yet our 65 member companies are facing too much regulatory uncertainty and undue administrative burden to be able to invest and innovate.
Like what the European Commission will soon embark on with the automotive industry, LEVA-EU seeks a dialogue with the Commission to address similar challenges around “innovation and leadership in future technologies, clean transition and decarbonisation, access to globally competitive inputs and security of supply, labour and skills, global fair trade and competition, regulatory streamlining and implementation and boosting of demand.”
Notably absent in the Compass, we request the Commission to fulfil its 2024 recommendation to propose an LEV regulatory framework that brings all LEV segments under a harmonised regulation, in consultation with the LEV industry.
LEVA-EU shares the opinion that trade is a key driver for Europe’s prosperity. But its pursuit to reduce dependency should not turn into protectionism that cuts off the necessary supplies that our companies currently need to grow and innovate. We feel that priority should be placed on Member States to strengthen their market surveillance capacity to prevent illegal products from entering the EU.
We laud the Commission’s plan to remove barriers to the Single Market and make standard-setting processes faster and more accessible, in particular for SMEs and startups. We add that many of our members are SMEs, and current regulatory requirements and standardisation processes do not cater to their rapid innovation cycles. This has resulted in innovative LEV solutions not being able to be brought into the market.
As mentioned in the Compass, “the window of opportunity is narrow.” We look forward to working closely in the coming months with the Commission, the Parliament and Member States to unlock the inherent competitiveness and economic potential of the European LEV industry.
On 26-27 April 2025, the Spezialradmesse Spezi event will be held for the third time in Lauchringen, Germany.
Its organizers, led by Gabriel Wolf, have announced some new improvements and have opened ticket sales with a discount promotion.
New improvements that build on the success of its previous event
Since its move from the German town of Germersheim, the Spezi has been a successful event in Lauchringen, which welcomed approximately 6,000 visitors and 90 exhibitors last year.
The Spezialradmesse Spezi’s press release states that its 2025 event promises to be a great meeting for enthusiasts of innovative mobility solutions, where attendees can discover and test great products.
“The feedback from both exhibitors and visitors was very positive,” said Gabriel Wolf, describing the previous show. Although the organizers conclude that it was a great success, they did see room for improvement to make Spezi 2025 even better.
One of these improvements will be on the test trail, which more than 3,000 people rode on at Spezi 2024. To make it smoother for the forthcoming show, two pedestrian crossings will have been removed to help ensure a steadier flow of visitors.
Additionally, the fair will be more international, with French association Aveli showcasing innovative Light Electric Vehicles (LEVs), that bridge the gap between bicycles and cars.
Ticket sales with discount promotion
The first batch of tickets are currently on sale, with the promotional offer of half price weekend tickets, taking the prices down from €20 to €10.
More information and tickets can be accessed here.
Cross-border talks for Scotland to join the next round of e-scooter trials.
Scotland is preparing for its first-ever electric scooter rental trial within the next nine months, according to Voi, England’s largest e-scooter operator. Discussions are underway between the Scottish Government and the UK government to join an expanded initiative. Voi, which manages two-thirds of the 20+ trials currently operating in England, highlighted that this new phase would allow Scottish councils to finally explore e-scooter use—four years after the initial trials were introduced by the former Conservative government.
Current legal status of e-scooters in Scotland
At present, only e-scooters involved in English rental trials are allowed on public roads. In Scotland, e-scooters remain illegal on roads and pavements but are permitted on private property with the owner’s consent. Despite this, they are legally available for purchase and have become increasingly common in many areas north of the Border.
UK Transport Secretary Louise Haigh recently suggested that private e-scooter legalisation could happen in the future, though not before next year. In a similar vein, Scotland’s Transport Secretary Fiona Hyslop remarked in May that such changes are inevitable.
Legislative challenges and council interest
For Scottish councils to participate in upcoming trials, legislative amendments are required. Glasgow and Midlothian councils have expressed interest in hosting rental schemes, but progress has been delayed due to the absence of enabling legislation. Glasgow City Council noted that it had agreed to a trial back in 2020 but is still awaiting legislative approval from Transport Scotland. Similarly, Midlothian Council reiterated its readiness for a trial, pending funding and regulatory changes.
Transport Scotland, the government’s transport agency, confirmed it is in talks with the UK Department for Transport (DfT) to evaluate potential participation. The City of Edinburgh Council also expressed interest in learning from trials elsewhere but emphasized that meaningful progress is dependent on legislative clarity.
Voi’s vision for e-scooter expansion in Scotland
James Bolton, Voi UK’s general manager, stated that Scotland is a key focus for the company in the coming year. He expressed enthusiasm about collaborating with Scottish cities, noting significant interest from local authorities. Bolton highlighted that e-scooter trials in England over the past four years have demonstrated substantial benefits, such as reducing car trips and shifting travel patterns—a goal aligned with Transport Scotland’s target of cutting car travel by 20% by 2030.
Bolton also addressed safety concerns, emphasizing that serious accident rates have fallen by over 70% since the trials began. According to him, e-scooters are now as safe as bicycles, bolstered by data from Voi’s operations in 17 English cities, including London, Liverpool, and Oxford, where 1.8 million riders have completed 40 million trips.
A missed opportunity and renewed optimism
Although Scotland missed the opportunity to participate in the initial e-scooter trials, there is renewed optimism that a rental scheme could become operational on Scottish streets within the next nine months. This development could mark a significant step forward in sustainable transportation for the region, helping reduce car dependency and providing a new, eco-friendly travel option for Scottish commuters.
Comments Off on LEVA-EU Assesses PMD-Report for Commission: Valuable Recommendations and Serious Flaws
LEVA-EU welcomes the report published by TRL and fka, at the request of the European Commission, regarding the need for harmonised rules for so-called Personal Mobility Devices (PMDs). The report formulates four regulatory options, with the fourth option being the development of a universal approval system for all PMDs. LEVA-EU also welcomes that this fourth option is recommended as “the solution which would provide the greatest benefit with the least disruption.“
A separate technical regulatory framework for all so-called PMDs is a solution that LEVA-EU has pursued since its inception. Unfortunately, the researchers elsewhere in the report, undermine this solution by adding other illogical and inconsistent proposals to the fourth option.
Contradictory proposals
For example, they believe that Electrically Pedal Assisted Cycles (EPACs) should remain within their current legal framework and only later be included in the proposed new PMD framework. The only reason they provide for this is that the current rules for EPACs are working. They do not mention that this specific EPAC-legislation prevents any other solutions for electric bicycles beyond pedal assistance limited by speed (25 km/h) and maximum continuous power (250 W).
These other solutions are now completely impossible because they fall under Regulation 168/2013. The reality clearly shows that type approval for these vehicles is unsuitable, as to date, no vehicles in this category, particularly L1e-A, are on the market. The call in the report to keep EPACs in their current legal framework is also directly contradicted by the researcher’s finding that “If both speed and acceleration are regulated, motor power is not relevant to the performance of the machine in any meaningful way.” Why they think that speed and acceleration should be regulated for some PMDs, while others should still have a motor power limit, is not explained in the study.
Vital threat to heavy carrier cycles
Another potentially very threatening proposal is to bring carrier cycles with a maximum permitted mass of more than 250kg under the L-category. By the way, there is no manufacturer of these vehicles listed among the stakeholders who provided feedback! If this plan is implemented, it would immediately spell the death of these types of vehicles, as they would be unable to comply with the technical rules of the L-category!
It is also particularly painful that this study was released to the press just as we, together with many other experts, were working in TC 333 – WG9 on the final European standards for carrier cycles. This has required a great deal of effort and hard work from a large group of people over five years. The fact that the study dismisses all that work with one stroke of the pen, and without further argumentation, is, to say the least, painful.
While fka and TRL were conducting their research into so-called PMDs for DG Grow, another department of the Commission, DG Move, was working on recommendations for future urban transport. Two historic recommendations were officially adopted, recognising Light Electric Vehicles (LEVs) as a separate vehicle category that warrants distinct technical requirements. These recommendations appear to have been overlooked by the researchers. LEVA-EU will urge the Commission to ensure that all decisions regarding technical legislation for LEVs (referred to as PMDs in the report) are made with due regard to these recommendations.
On December 9, the report will be officially presented to the Motorcycle Working Group. LEVA-EU will listen attentively and, after the presentation, will formulate an extensive position on this research.
