On 19 May, the new Eurobike advisory board convened for its second meeting, where a presentation was given on the results of extensive industry interviews, and feedback from a customer survey on the date, duration and sequence of days of the trade show.
The advisory board is made up of 15 senior representatives of the bike and LEV associations, industry, workshops and retail. A round of industry interviews and workshops have been conducted since earlier this year, when the trade show’s shift in direction was first signalled. These discussions dealt with key topics such as target group positioning (B2B/B2C), pricing, participation formats, product groups and more.
The results presented at the board meeting showed that the majority of the industry favoured September for the show, so the 2027 edition will take place from September 1-3.
The feedback from the interviews, and internal advisory board discussions, have also prompted the trade fair organisers to focus on a clear B2B orientation, and the expansion of key focus topics including new mobility solutions, service, training and professional development and more.
Eurobike will move to the eastern section of the Frankfurt exhibition grounds, occupying Halls 3-5 around the Agora, offering a central outdoor area with numerous opportunities for test tracks and demo areas. The adjacent Forum and Frankfurt Festhalle offer further spaces for partner events and networking. The concept for Eurobike 2027 will be presented during Eurobike 2026.
In addition, Messe Frankfurt Exhibition GmbH and Messe Friedrichshafen are implementing an organizational change within their joint venture Fairnamic GmbH: With immediate effect, the shareholder Messe Frankfurt will take over decision-making authority over Eurobike.
Wim Ouboter, founder and CEO of LEVA-EU member Micro Mobility Systems Ltd, is viewed by many as a pioneer in modern micromobility, having innovated the Micro Scooter in the 90s. He was interviewed by the Micromobility podcast, where he outlined the journey from the Micro Scooter to the Microlino and discussed regulation, manufacturing, pod cars, and why LEVs are the future of urban mobility.
Micro Mobility Ltd’s scooters
In the latest episode of the Micromobility Podcast, Ouboter was interviewed by Prabin Joel Jones, where he spoke about the modern kick scooter he invented in 1997, from needing transportation to try and find a late night bratwurst, with him thinking the car or bicycle would not be suitable for his mission, but rather a more compact transportation mode that’s agile for getting around.
The Micro Scooter sold 80,000 units a day at its peak, and the Razor scooter sold 5 million units in 6 months in the USA. Then when the kick scooter boom collapsed, with more than 300 manufacturers also producing kick scooters, Ouboter started to produce more scooters, with the company diversifying across 7 categories in 80 countries, which gave him a revenue base for the innovation of another groundbreaking micromobility solution, the Microlino, which has since been a key reference point for serious conversations about microcars.
The Microlino
Inspired by the fun and compact bubble cars from the 1950s, Ouboter wanted to involve his sons Oliver and Merlin in his next micromobility venture.
From innovating the Microlino, Ouboter believes that 95% of urban trips can be completed with microcars instead of full-sized cars.
He deliberately choose to create a L7 quadricycle category vehicle instead of the L6 lighter version, as an L7 light electric vehicle can replace the conventional car for most trips, with its ability to travel up to 90 km per hour. However, the Microlino can be sold as an L6 that’s converted to L7 specification with a new number plate, and a software update, thanks to Ouboter carrying the logic of needing long-lasting upgradeable hardware for his products.
The reasons behind the cost of a Microlino
Ouboter explains that the light electric vehicle uses the same production method used for conventional cars, unibody stamped steel construction, which is in contrast to Microlino’s nearest competitors in the L6 category who adopt tubular frames with plastic bodywork which is normally manufactured in lower-cost locations. The base structure cost difference is approximately 2,500 euros before the addition of a battery or electric component.
Its battery options offered across three different sizes add more to the cost.
The company offers a full in-house painting line, which can produce any colour a customer requires, a service which carries higher operational costs than a one-coloured plastic shell design.
Ouboter states that its design concept is targeted at those wanting to make a good “bella figura” impression, and are willing to the pay the cost of the unique cutting-edge sustainable design that it represents.
What’s next for the Microlino design
Ouboter shared that there is a new hybrid version being developed in China, with costs for components such as motors, gearboxes and drivetrain elements being approximately half the equivalent in Europe.
In the Microlino factory in Turin, Italy, there are limited edition and co-branded versions being produced (including automotive partners), as well as more affordable Chinese-manufactured versions that will be sold alongside them. Assembly will be done in target markets, which may include the United States, allowing local assembly to manage tariff exposure.
Ouboter’s proposed solution to microcar regulatory hurdles
In terms of vehicle categories, the microcar sits inside the L vehicle category which also comprises of vastly different vehicles such as two-wheeled mopeds and heavy quadricycles. These implications are practical and commercially damaging.
For example, in Brussels, L6-category vehicles are banned from tunnels, because mopeds are banned.
Rewards frameworks are available for conventional low-emission passenger vehicles, but not the smaller, more sustainable microcar models
For example, the Swiss CO2 law gives emissions credits to passenger cars, but the microcar is not included.
Ouboter is challenging this legally with a renowned Swiss lawyer, emphasising that microcars like Microlino are passenger cars, so should be provided access to these credits.
Ouboter’s proposal to officials is to introduce regulatory changes on a trial of 5 years, and if any problems arise, the changes could be revised or withdrawn. He explains that waiting for the full cycle for accommodating new vehicle categories, results in the market moving without clarity that could accelerate it.
A global overview and what’s next on the horizon for Micro Mobility Systems Ltd
Its customer base is mainly European, but its scooter business is operating in 80 countries and has microcar markets emerging outside of Europe, with 10 vehicles operating in the Middle East, and the addition of a customer in Uruguay. The company is also currently evaluating the Indian market by testing components there.
The company is developing a new Microlino vehicle platform that carries SUV visual references, while remaining true to the microcar’s size and weight. The next micro pod car is being engineered to be used as a golf cart, delivery or short-range military-use vehicle.
The Microlino Turin factory of 80-90 employees is already working as a contract manufacturer for other companies requiring production runs of 500-1,000 vehicles.
It has also been announced that the Co-Founder of Tesla, Martin Eberhard, will join the Microlino team.
In regards to the scooter business, after self-funding the development of the Microlino, the company is looking for external investment for its next phase.
Ouboter ends the podcast episode by highlighting the need for the microcar to receive more government support as a sustainable mobility option, emphasising that they use approximately 60% less material in production than a standard vehicle and consume proportionally less energy per kilometre, when being used.
As well as tackling the regulatory hurdles from vehicle categorisation, Ouboter explains that government support for improving city infrastructure to make light electric vehicles more accessible to society is needed, with the inclusion of small parking spaces, simple and flexible charging, and park-and-ride spaces at train stations.
Eindhoven University of Technology’s survey of 1,000 employed adults has revealed that when new job or relocation opportunities arise, more potential opens up for evaluating and switching commuting travel modes to LEVs such as e-bikes and e-scooters, especially for short distances.
Researcher Valeria Caiati from Eindhoven University of Technology (TUE) said that reconsideration of commuting options can be influenced by lifestyle changes of relocation or a new job.
“People hold very tightly to their habits, as our research shows. Moving or starting a new job disrupts the routine. That makes it a good time to interest people in alternative travel habits.”
Surveyed Dutch adults were asked about how they would commute to work from two potential scenarios:
If they retained their current home and job
Or if they relocated and changed employment
The options listed for both scenarios are: car, public transportation, walking, bicycle, e-bike or e-scooter, or an electric micro-car.
Respondents were also asked if they would consider buying a light electric vehicle (LEV), such as an e-bike or a microcar, and how much they would be prepared to pay for it.
A new routine can encourage change in travel habits
The study emphasises that people stick to their travel habits unless there’s an opportunity to change, such as a relocation or a job offer, which impacts commuting routines, with travel time and distance being the most influential factors in evaluating transport mode preferences.
For short distances, Walking, cycling, e-bikes, and e-scooters are favoured more.
For medium distances, the car is the preferred commuting option.
For longer distances, commuters prefer to take the train.
Two- vs four-wheelers
Transport modes with two wheels, such as electric bikes and scooters, are viewed as relatively popular. From the survey responses, the researchers concluded that they are often viewed as an improved version of the standard non-electric bicycle in the Netherlands, with respondents willing to pay approximately €1,000-2,000.
Meanwhile, there was found to be more hesitance to four-wheeled vehicles such as the microcar, with respondents being more reluctant to buy one, with them viewing it more as a small car, than as a comfortable e-bike. For those purchasing a microcar, they accept its highly perceived price, which typically costs €10,000.
Policy timing
The survey reveals this as a key factor, implying that municipalities could inform new residents about various transportation options to increase awareness about available commuting options in the area.
Caiaiti explains: “Municipalities could send new residents a welcome package containing information on available local travel options and which option is most suitable for each commute. Employers could also play a role in this.”
Parking and commuting
The study implies that the impact of paid parking can present opportunities for residents if municipalities and politicians communicate the benefits of giving up their parking spaces, such as initiatives that would help them live an easier and healthier lifestyle, for example.
Caiati emphasises: ‘If you connect parking with, for example, more greenery, healthy living, and safe bike paths, more understanding and support will be generated. In co-creation with residents, it can then be examined which alternative modes of transport are attractive. Small pilots could be part of this. This makes it easier to investigate, together with residents, whether electric vehicles can be used for commuting.’
The Portuguese government has launched a new national incentive programme to promote active and low-emission transportation, with a strong focus on two-wheelers, including electric bicycles, cargo bikes and motorcycles, and supporting infrastructure.
Backed by a €17.6 million budget and administered through the Portuguese Environmental Fund (Fundo Ambiental), the scheme applies retroactively from 1 January 2025 and covers both new and previously purchased vehicles.
Applications opened on 29 December and will remain available until 12 February 2026, or until the allocated budget is exhausted. The programme forms part of Portugal’s broader Green Mobility package, designed to encourage a shift toward cleaner, more sustainable modes of transport.
Strong support for bicycles and cargo bikes
A key part of the programme is financial support for bicycles, including cargo bikes, offering grants covering 50% of the purchase price, including VAT, with a maximum grant of €1,500 for electric cargo bikes and €1,000 for non-electric cargo bikes. Conventional pedelecs are eligible for grants of up to €750, while non-electric bicycles can receive up to €500.
Private individuals may apply for funding for one bicycle, while commercial entities are eligible to apply for subsidies for up to four vehicles. The government sees these incentives as a significant tool for reducing car dependency, particularly in urban areas, and to promote cycling as a viable alternative for everyday transport.
Incentives for other light electric vehicles
In addition to bicycles, the programme also supports electric motorcycles, mopeds, e-scooters, tricycles, and quadricycles. For these vehicles, the government provides grants covering 50% of the purchase price, including VAT, up to a maximum of €1,500 per unit. As with bicycles, private individuals may receive support for one vehicle, while commercial applicants can apply for funding for up to four units.
Investment in charging infrastructure
The incentive scheme also includes funding for the installation of charging infrastructure in multi-family residential buildings. Charging stations are subsidised at 80% of the retail price, up to a maximum of €800 per unit. Electrical installation works are also supported at 80% of the cost, capped at €1,000 per parking space. Funding is limited to one charging station per property owner, with a maximum of ten charging stations per residential building.
Supporting decarbonisation and green transition goals in Portugal
According to the Portuguese government, the measures are designed to support the decarbonisation of the transport sector, “which is responsible for the majority of carbon emissions in Portugal.” The overarching objective is to improve environmental quality, reduce emissions, and encourage the widespread adoption of sustainable mobility solutions.
Maria da Graça Carvalho, Portugal’s Minister for Environment and Energy, said: “We are committed to reducing emissions in the transport sector and everyone has a responsibility to make the best choices. The government is responsible for encouraging decarbonisation, helping people anticipate the green transition.”
Beaufort e-bikes, a brand of LEVA-EU member Bizbike, have recently been awarded “Best Buy” and “Best in Test” accolades from Belgium’s largest independent consumer organisation.
The Belgian brand’s Beaufort BAY received the “Best Buy” label and its BAY Infinite received the “Best in Test” label from Test-Aankoop. Both models share the features of a belt drive and a 720Wh battery, while the Infinite is also equipped with Enviolo gearing.
Beaufort Product Manager Louis Vanassche said the following about the brand’s achievement in receiving the prestigious Test-Aankoop awards:
“I knew we had a good chance of winning one of the two labels, considering the price-quality ratio and the sense of (affordable) luxury we strive for at Beaufort. Winning both labels at once was beyond my wildest dreams. Talk about an excellent start to the new year!”
In February 2024, Beaufort appointed a new brand and product manager, resulting in a new look and feel. This concept emphasises affordable luxury, with a growing focus on colour schemes and product development. According to Vanasche, this latest achievement at the Test-Aankoop awards shows that the new approach is clearly paying off.
“This is actually the second time in a short period that Beaufort has had cause for celebration. In the fall of 2025, Bike Republic, the largest bicycle retail chain, decided to add the brand to its range.”
Brand manager Pieter Vander Linden also commented that its award winning bikes would be exhibited at Velolfollies from January 16-18:
“Last year, our stand with the colorful tree attracted attention, and this year we expect the Test-Aankoop labels to be a big hit. These labels underscore what we stand for: quality. We hope this will attract new customers and introduce them to Beaufort,” says Pieter Vander Linden, Brand Manager.
Comments Off on LEVA-EU: Driving the Future of Light Electric Mobility in Europe
Over the past year—and indeed over many years—LEVA-EU and its members have worked together to fundamentally strengthen the position of light electric vehicles (LEVs) in Europe. Through focused advocacy, deep technical expertise, and sustained engagement with EU institutions and standardisation bodies, LEVA-EU has ensured that the voice of the LEV industry is heard where it matters most.
As the only European association fully dedicated to light electric vehicles in all their diversity, LEVA-EU plays a critical role in protecting the sector’s interests, shaping regulatory frameworks, and creating the conditions for innovation and fair competition. Our achievements to date, and our ambitious plans for the years ahead, demonstrate both the impact of our work and the value of being part of a strong, united industry platform.
Our Strategic Priorities for 2026
Looking ahead to 2026, LEVA-EU is further strengthening its capacity to support members and defend the future of the LEV sector.
From 1 January 2026, we will welcome two new colleagues, Laurent Guérisse and Luca Destro, who will focus specifically on member recruitment and enhanced membership services. This expansion marks the next step in the continued growth of the LEVA-EU team, allowing us to deliver even more targeted support while intensifying our advocacy at both EU and national level.
A central priority for 2026 will be the firm opposition to regulatory initiatives that threaten the viability of light electric vehicles. Proposals such as peak power limits, restrictive support ratios, or arbitrary methods for measuring maximum continuous rated power risk stifling innovation, distorting markets, and undermining the competitiveness of European LEV manufacturers—particularly in segments such as electric cargo cycles and advanced electric bicycles. LEVA-EU will continue to challenge these approaches with clear technical arguments and evidence-based policy input.
In parallel, we are advocating for the inclusion of L5, L6 and L7 light electric vehicles in policy measures currently aimed exclusively at electric cars. These vehicles are a vital part of the sustainable mobility ecosystem and must be recognised as such in incentive schemes and deployment strategies.
LEVA-EU will also maintain pressure on the European Commission to move towards a dedicated LEV Regulation—one that reflects the technical realities and market diversity of the sector—and to establish a dedicated consultation platform for LEV stakeholders. This is essential to ensure that future legislation is developed with, rather than about, the industry.
Additional priorities for 2026 include:
Further development of our internal Battery Working Group to support members on battery safety, compliance, and waste management.
Continued opposition to anti-dumping duties on components imported from China for the assembly of electric bicycles in Europe.
Ongoing monitoring and advocacy to keep EU and national policies aligned with the interests of the LEV sector.
Comprehensive legislative intelligence and hands-on guidance for our 65+ members to ensure regulatory compliance across Europe.
Delivering Tangible Results for the LEV Industry
LEVA-EU’s credibility is built on results. In recent years, our work has delivered concrete outcomes that benefit the entire sector.
Embedding Light Electric Mobility in EU Urban Policy
Within the European Commission’s Expert Group on Urban Mobility, LEVA-EU successfully secured the formal recognition of “light electric mobility” alongside walking and cycling in the Group’s Recommendations for Urban Mobility Policy. Crucially, these recommendations now explicitly call on the European Commission for harmonised technical legislation and dedicated standards for LEVs, developed in close consultation with the sector itself.
Progress Towards a Dedicated LEV Regulatory Framework
LEVA-EU has consistently pushed back against inappropriate legislative frameworks, working to exclude light electric vehicles from both the Machinery Directive/Regulation and Regulation (EU) 168/2013. At the same time, we continue to press the Commission to propose a dedicated LEV Regulation tailored to the specific characteristics of these vehicles.
Shaping Standards That Reflect Market Reality
Our association has played a decisive role in standardisation:
Contributing extensively to the EN 17860 standards for electric cargo cycles and trailers, now fully published.
Ensuring that Series Hybrid (SH) systems are properly addressed through close collaboration with members.
Actively participating in the systematic review of EN 15194 for EPACs, with continued advocacy for the inclusion of SH systems.
Representing LEV interests within CENELEC TC21X and successfully advocating within IEC TC125 for the creation of a joint Working Group.
Supporting the international revision of EN 50604-1+A1 to better align battery safety requirements with LEV applications.
Participating in CEN TC354-WG4 for the review of EN 17826.
Building Awareness and Capacity on Standardisation
Through close cooperation with Small Business Standards (SBS), LEVA-EU continuously informs members—particularly SMEs—about standardisation developments and their implications. Our regularly updated Briefing on Standardisation for Light Electric Vehicles has become a key reference point for the industry.
Influencing Battery and Waste Legislation
LEVA-EU is actively involved in the European Commission’s Waste Expert Group, contributing directly to the Implementing Acts under the new Battery Regulation. To translate these complex requirements into practical guidance, we have also established a dedicated internal working group focused on battery compliance and EN 50604-related challenges.
Defending Fair Trade Conditions
LEVA-EU has been at the forefront of engagement in EU anti-dumping and anti-circumvention cases affecting bicycle components from China and therefore also assembly of electric cycles in the EU. We have supported companies unfairly targeted by measures that fail to reflect the realities of the LEV supply chain, clearly communicating to EU institutions the structural lack of alternative component sourcing and the impracticality of certain origin and assembly requirements. Our ongoing advocacy seeks trade defence measures that protect European industry without causing unjustified disruption to the market.
Standing Firm Against Restrictive National Frameworks
At national level, LEVA-EU has actively opposed initiatives such as the proposed Dutch LEV framework, continuing to petition for its withdrawal due to its disproportionate and damaging impact on the sector.
Why Membership Matters
LEVA-EU’s work is made possible by its members. By joining and supporting the association, companies ensure that the LEV industry speaks with one strong, informed, and credible voice in Brussels and beyond. Membership means direct access to regulatory intelligence, technical expertise, and representation at the highest policy and standardisation levels—resources that no individual company could realistically replicate alone.
As the LEV sector continues to grow in strategic importance for Europe’s mobility transition, the need for effective, professional representation has never been greater. LEVA-EU stands ready to meet that challenge—together with its members.
Join us in shaping the future of light electric mobility in Europe.
For more details on LEVA-EU membership, contact Laurent Guérisse, laurent@leva-eu.com, or if your company is in Italy, contact Luca Destra, luca@leva-eu.com.
Municipalities across the Netherlands are increasingly exploring light electric vehicles (LEVs) as a component of shared mobility strategies. However, ensuring a stable, reliable, and long-term shared mobility offering remains a significant challenge.
According to Klaas-Jan Gräfe, Program Manager for Smart and Clean Travel at the Green Metropolitan Region Arnhem–Nijmegen, the issue lies not in ambition, but in market maturity and coordination. He spoke to Leverage, a practice-oriented research project focused on LEVs, about the issues faced.
The Green Metropolitan Region Arnhem–Nijmegen is a collaboration of 17 municipalities, including the cities of Arnhem and Nijmegen and fifteen surrounding municipalities. The organisation supports local governments by developing and sharing knowledge, facilitating cooperation, and strengthening the region’s positioning in policy areas such as mobility, the economy, circularity, and recreation.
Interest in shared LEVs (such as electric scooters and cargo bikes) is growing among municipalities in the region. Several pilots and permit schemes have already been launched, yet many have struggled to achieve sufficient uptake or long-term continuity. Shared mobility, Gräfe explains, is still a young and fast-evolving sector. Some providers are reluctant to enter smaller or short-term contracts, preferring larger-scale and longer-duration agreements. As a result, municipalities face difficulties attracting and retaining operators.
Exploring the integration of shared mobility with public transportation
To address this, the Green Metropolitan Region is currently assessing the added value of shared mobility within the regional transport system. An external research agency is examining how shared mobility can complement existing public transport. One scenario under consideration involves deploying buses more frequently on main routes, while transforming local bus stops into mobility hubs. From these hubs, travellers could use shared scooters to complete the first or last mile, potentially making public transport faster and more attractive. Similar concepts are being explored for park-and-ride locations on the outskirts of cities.
Could municipalities jointly issue a single tender for shared mobility?
It is also being investigated whether municipalities could jointly issue a single tender for shared mobility services. This approach could be viewed as better aligning public-sector needs with market expectations and fostering longer-term public-private partnerships. A dedicated meeting between municipalities and shared mobility providers is scheduled for January 30, 2026, to explore this option further.
Developing carefully designed mobility hubs
Another key focus is the development of well-designed mobility hubs. Shared scooters and bikes often suffer from a negative public image due to improper parking and street clutter. By designating safe and logical parking locations, municipalities aim to improve safety, usability, and public acceptance. Leverage participants are expected to play a role in helping identify suitable hub locations where shared LEVs can genuinely add value to existing transport networks.
National coordination
Gräfe also stresses the importance of coordination at the national level. Reflecting on the relationship between shared mobility initiatives and LEVs, he states:
“Yes, I think so. Because many municipalities are using LVEs for shared mobility, it’s important that Leverage aligns its own initiatives with those of the national program ‘Natural Shared Mobility’. Research is also being conducted there. To avoid duplicating efforts, it’s good to establish contact there and coordinate.”
As municipalities continue to experiment with shared mobility, collaboration at both regional and national levels appears to be essential in creating reliable, scalable solutions that meet public needs and market realities alike.
Comments Off on The Commission’s “Not So Small Cars Initiative”
Last week, the European Commission presented its so-called Automotive Package, which it claims is designed to support the automotive sector in its transition to clean mobility. According to the Commission, the package establishes an ambitious yet pragmatic policy framework to ensure climate neutrality by 2050 and to strengthen Europe’s strategic autonomy, while at the same time offering manufacturers greater flexibility. It is also presented as a response to long-standing calls from EU industry to simplify regulatory requirements.
The Commission further argues that the package preserves a strong market signal in favour of zero-emission vehicles (ZEVs), while granting manufacturers additional leeway in meeting CO₂ reduction targets. It is explicitly framed as supporting vehicles and batteries manufactured within the European Union. In this context, the proposed corporate vehicles initiative is intended to accelerate the uptake of zero- and low-emission vehicles in company fleets.
One specific element of the package is the introduction, prior to 2035, of so-called “super-credits” for small, affordable electric cars produced in the European Union. These super-credits are meant to incentivise manufacturers to place a larger number of smaller electric car models on the market.
What the Commission has not communicated in its otherwise optimistic presentation of the Automotive Package is that, in its attempt to shore up the traditional car industry, it has effectively sidelined light electric vehicles (LEVs) in an unacceptable manner. At the beginning of 2025, LEVA-EU was invited by Commissioners Wopke Hoekstra and Jessika Roswall to contribute to the Strategic Dialogue on the Future of the European Automotive Industry, launched under the authority of Ursula von der Leyen. In that context, LEVA-EU tabled a number of key policy demands aimed at unlocking the full potential of the light electric vehicle sector.
In the final Automotive Package, there is not the slightest trace of attention for light electric vehicles, which makes the Strategic Dialogue earlier this year look uncomfortably close to a greenwashing exercise. On the contrary, the unilateral focus on conventional passenger cars is such that it actively harms the LEV sector. The most striking illustration of this is the creation of a dedicated category for “small affordable electric cars made in the European Union”.
The issue becomes obvious when comparing the two following vehicles in this context. On the one hand, there is for instance the Jeep Avenger Electric, which is approximately 4.08 metres long and weighs between 1.52 and 1.57 tonnes. On the other hand, there is the Microlino, which measures just 2.52 metres in length and weighs between 0.49 and 0.53 tonnes.
Under the Commission’s proposal, the Jeep Avenger and similar vehicles are included in the new “small cars” category within the type-approval framework, primarily for the purpose of granting access to financial and fiscal incentives. At the same time, the Commission entirely ignores vehicles such as the Microlino or the Silence S04. Although these vehicles are demonstrably smaller, lighter, and more resource-efficient, they remain subject to largely unadapted technical legislation under the L-category. Furthermore, just because they are in the L-category, they are excluded from virtually all financial and fiscal incentives, precisely because public authorities do not recognise L-category vehicles as “small cars”.
In that light, one might reasonably suggest renaming the Small Cars Initiative as a “Less Bigger Cars Initiative”.
More importantly, the Commission should finally include the really small cars — microcars and other light electric vehicles — in its policy framework, in order to support solutions that already exist and are demonstrably sustainable. In the coming year, LEVA-EU will work closely with its members to examine how the Commission’s proposal can be amended so that genuinely small vehicles are properly taken into account.
Finally, the Commission praises the Automotive Package for its alleged respect for technological neutrality. In our view, the complete neglect of light electric vehicles runs directly counter to that principle. A genuinely credible Small Cars Initiative — one that also encompasses L-category vehicles — would go a long way towards correcting this fundamental inconsistency.
The co-founders of LEVA-EU member Microlino, Wim and Merlin Ouboter, recently spoke to students at the EU Business School in a Learning From Leaders event, in a session that allowed the attendees to learn directly about the innovative shaping of the world of sustainable mobility.
The father-and-son duo shared what it means to build a family-led company that is challenging the preconceptions and habits of an entire industry. They spoke of Microlino’s journey from initial sketches, to the compact electric light electric vehicle becoming a familiar sight on the streets of Europe. The journey involved “bold ideas, sleepless nights, resilience, and the belief that sustainable mobility should be accessible, compact, and fun.”
In a LinkedIn post, Microlino thanked EU Business School for inviting Wim and Merlin to the stage, and speaking of the student attendees, it said, “We’re excited to see where these young minds drive mobility next.”
