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 [email protected] to support the initiative and help educate on the safe transport of batteries worldwide. Contact [email protected] for further information on LEVA-EU.
Comments Off on Commission Asks TRL to Revise Technical + Road Use Rules for ALL LEVs
On behalf of the European Commission, TRL has started an investigation into the appropriateness and accuracy of European rules governing light, electric vehicles. The Commission had announced this research at the LEVA-EU symposium in February but then seemed to indicate that the scope would be limited to “Personal Mobility Devices”, i.e. e-scooters, self-balancing vehicles, monowheels, etc. The scope now appears to include all LEVs, which creates a unique opportunity to prove the need for fundamental change.
Last February, LEVA-EU organised a symposium on the legal status and market position of the speed pedelec. This symposium, attended by the European Commission, clearly showed how European technical rules result in great difficulties for manufacturers and that the categorisation as L-vehicle create great safety risks for speed pedelec riders.
Speed pedelecs are not the only LEVs suffering from inadequate and outdated rules. As electric cargo-bikes take up an ever increasing role in city logistics, the 250W limit to keep them out of the L-category becomes an ever increasing obstacle. There are legal bottlenecks for LEVs excluded from the L-category just as well. Some Member States, such as the Netherlands and the UK, still forbid e-scooters on public roads. Other Member States develop their own technical rules, thus undermining the principle of European harmonisation and the single market. The national terms of use for electric tricycles and quadricycles, excluded from the L-category are totally unclear and uncertain.
E-scooters with saddles or very light mopeds, which are technically very similar if not identical to e-scooters without saddles are not excluded from the L-category. They are therefore subject to an extremely complicated, expensive though inaccurate type-approval, upon which they are subject to the terms of use for conventional mopeds including the wear of a motorcycle helmet.
The only LEV to enjoy a much better regulatory framework is the electric bicycle with pedal assistance up to 25 km/h and 250W. This vehicle has been excluded from the L-category, as a result of which it became subject to the Machinery Directive. This has allowed for the harmonised standard EN 15194, whilst all member states have given this e-bike the same legal status as conventional bicycles. As a result, this market has been growing very steadily for several decades now.
But to make mobility more sustainable and green, the EU needs a wider variety of LEVs. Markets, other than e-bikes 25 km/h-250W, such as speed pedelecs have only enjoyed a limited growth even though there is a clear potential. Or, the vehicles are under threat of very sudden and arbitrary changes in national rules that could suddenly destroy the market. The response of the Dutch government to the Stint accident is the best example of such threat. The insane penalties decreed by France for LEVs exceeding their speed limitation by construction is yet another sword of Damocles for the sector.
LEVA-EU has been pleading and working for a fundamental change of the rules ever since its foundation. Without such change, the EU will never be able to achieve its Green Deal’s objectives, which include a 90% GHG emission reduction by 2050.
At the February symposium, the EC representative announced the Commission’s intention to order a study on how LEVs, such as e-scooters and self-balancing vehicles (PMDs) could be included in the type-approval. This study has very recently been initiated by TRL and its scope appears to be broader than what the Commission announced in February.
TRL is calling on all LEV stakeholders for their input. TRL is interested “to hear about the effects of national and regional regulations on the safety of, and market for, PMDs. We are also interested to hear any ideas that stakeholders might have for the best ways in which new and existing PMDs could be regulated in order to safely and efficiently integrate them into road use. We understand that the scope of this project includes vehicles that might already be type approved in the L category, e.g. cycles designed to pedal and cargo bikes and we are therefore open to suggestions regarding any improvements that could be made to that system.”
LEVA-EU is extremely pleased with this widened scope that allows for research into the accuracy of the rules, not only for PMDs such as e-scooters and self-balancing vehicles but also speed pedelecs, electric cargo-bikes, electric bikes with more than 250W (L1e-A), etc. Further good news is the fact that TRL is not only going to consider technical regulations but also road circulation measures to ensure the safe deployment of these machines in the EU and the effect of regulation on the PMD market in the EU. Current problems are to a large part resulting from the fact that Regulation 168/2013 was designed without any consideration as to the effect of the technical categorisation on the terms of use for the vehicles.
LEVA-EU herewith calls upon ALL stakeholders concerned to state their views on current LEV-regulations as well as their proposals for improving the rules. TRL is currently collecting input and plans a webinar some time in September.
For all further details, please contact LEVA-EU Manager Annick Roetynck, tel. + 32 9 233 60 05, email [email protected]
Comments Off on UK allows E-Scooters and E-Mopeds without Type-Approval
Since 4 July, the UK allows for trials with e-scooters on public roads. However, their change in national legislation is such that not only e-scooters but also light electric mopeds without type-approval are allowed. This is in breach of current EU legislation but fully in line with LEVA-EU’s proposals to the European Commission. LEVA-EU works for an exclusion of all electric vehicles up to a certain speed and weight limit from type-approval.
Despite the fact that e-scooters were booming in Europe, the Netherlands and the UK continued to deny these vehicles access to public roads. Due to the accident with the Stint, the Dutch government ended up in a permanent cramp with regard to regulations for e-scooters and other light electric vehicles (LEVs). The ban in the UK seemed primarily inspired by fear of the risks that e-scooters would pose to pedestrians.
U-turn
Ultimately, it was COVID-19 that convinced the British government. During the lockdown, numerous British cities took single-handed measures to facilitate and even encourage so-called active travel. Although the lockdown is over, COVID-19 continues to cause serious problems for public transport. E-scooters are a sustainable solution for shorter trips in the city, whilst observing social distancing.
The British government made a U-turn by allowing trials with e-scooters since July 4. These large-scale projects must allow for a final decision on the legalization of the vehicles. Tests may be launched until August 20, 2020 and will run for 12 months. Meanwhile, the British Department for Transport (DfT) has published a guide with all the technical requirements and terms of use for e-scooters. It contains some remarkable elements.
According to DfT, e-scooters have a road presence that is largely comparable to bicycles and electric bicycles up to 25 km/h (EPACs). They have similar dimensions and visibility for other road users. Although, for the time being, the e-scooters should be categorized as motor vehicles, the trial period will be used to investigate whether they should have the same legal status as EPACs. So, for now, users must have a motor vehicle insurance and at least an AM driving license. However, that could ultimately lapse, as is already the case in Belgium, for instance.
With or without saddle
And then there are the technical requirements for which the UK has decided to put aside European legislation and set its own course. The e-scooters may have a motor with a maximum continuous rated power of 500W. They must not weigh more than 55 kg, battery included, and not exceed 15.5 mph (+ 25 km / h). The biggest surprise, however, is the provision that the e-scooters may have a saddle.
In the EU, e-scooters with saddle are in the scope of the L category and must therefore be type-approved as L1e-B “moped”. As a result of the British decision, not only e-scooters with a saddle without type approval are allowed on the road, but also all other two-wheeled vehicles that need to be type-approved in the EU, insofar as their speed, power and weight are limited and they don’t have pedals. It is striking that the power limit is set at 500 W, while for the time being EPACs are limited to 250 W in both the UK and Europe.
Legal bottlenecks
The UK has done exactly what LEVA-EU has been advocating vis-à-vis the European Commission. All LEVs up to a certain speed and weight, regardless of their technology, must be removed from the L-category. This will automatically bring the LEVs in the scope of the Machinery Directive and further technical requirements can be developed through harmonized standards, as is already the case for EPACs. The fact that this constitutes an efficient and safe legal framework is proven by the millions of EPACs now already on European roads without exceptional risks.
On the other hand, LEVs that fall under the L-category hardly get off the ground. In L1e-A “powered cycles”, for example, the number of homologations is virtually non-existent. And the fact that everything above 250W belongs to the L-category also weighs heavily on the development of electric cargo bikes. Still, COVID-19 has also proved that these vehicles urgently need further development, all the more since they are a godsend to help decarbonise the logistics sector.
On the other hand, there are currently a lot of e-scooters with saddles in the EU that are not type-approved and therefore illegal (see https://bit.ly/3gHVSQU) LEVA-EU is eagerly awaiting the results of the British trials, but continues in the meantime to urge the European Commission to quickly resolve the legal bottlenecks in European legislation.
Below are the main requirements for e-scooters as listed in the DfT guide. The full version of the guide is here.
Vehicle design: current position (art. 3.1.)
An e-scooter will continue to fall within the statutory definition of a motor vehicle. DfT define the sub-category of an e-scooter as being a motor vehicle that:
Is fitted with no motor other than an electric motor with a maximum continuous power rating of 500W and is not fitted with pedals that are capable of propelling the vehicle.
Is designed to carry no more than one person.
Has a maximum speed not exceeding 15.5 mph.
Has 2 wheels, 1 front and 1 rear, aligned along the direction of travel.
Has a mass including the battery, but excluding the rider, not exceeding 55kg.
Has means of directional control via the use of handlebars that are mechanically linked to the steered wheel.
Has means of controlling the speed via hand controls and a power control that defaults to the ‘off’ position.
Terms of use (art. 3.2.)
E-scooters in trials need to be covered by a motor vehicle insurance policy. Rental operators must ensure a policy is in place that covers users of the vehicles.
E-scooter users need to have at least a valid AM driving license.
Wearing a helmet is not mandatory but recommended.
Use on the Road (art. 3.3.)
E-scooters are allowed to use the same road space as cycles and EAPCs.
According to provisional data, published today by the European Environment Agency (EEA), average carbon dioxide (CO2) emissions from new passenger cars registered in the European Union (EU), Iceland, Norway and the United Kingdom (UK), increased in 2019, for the third consecutive year. The average CO2 emissions from new vans also increased slightly. Zero- and low-emission vehicles must be deployed much faster across Europe to achieve the stricter targets that apply from 2020.
The EEA has published the provisional data for the average CO2 emissions from new passenger cars and vans registered in the EU, Iceland, Norway and the UK in 2019. The provisional 2019 data on new registrations can be explored through a new EEA data dashboard.
After a steady decline from 2010 to 2016, by almost 22 grams of CO2 per kilometre (g CO2/km), average emissions from new passenger cars increased in 2017 and in 2018 (by 2.8 g CO2/km in total). According to provisional data, the upward trend continued with an additional increase of 1.6 g CO2/km in 2019, reaching 122.4 grams of CO2 per kilometre. This remains below the target of 130 g CO2/km that applied until 2019 but well above the EU target of 95 g CO2/km that phases-in this year.
The reasons for the increase in car emissions include the growing share of the sport utility vehicle (SUV) segment. The market penetration of electric cars remained slow in 2019.
Vans registered in the EU, Iceland, Norway and the UK in 2019 emitted on average 158.4 g CO2/km, which is 0.5 g/km more than in 2018. This remains well below the target of 175 g CO2/km that applied until 2019 but is still 11 g CO2/km higher than the EU target of 147 g CO2/km that applies from this year on. Several factors affected this emission increase, including an increase in the average mass and only a limited increase of the share of electric vans (BEV sand PHEV) from 0.8 % in 2018 to 1.3% in 2019.
The French Ministry of Transport has published new requirements for personal transporters (EDPM). These requirements hold changes for brakes, audible warning devices, lighting/reflector and requirements for dimensions. The requirements enter into force on 1 July 2020. Below, we summarise the regulatory changes:
All personal transporters need to be equipped with a braking system as defined below
Single-track self-balancing vehicles must have 1 brake.
Single-track vehicles, which are not self-balancing must have at least 1 brake or any other system to reduce the speed of the motor.
Multi-track vehicles that are neither self-balancing nor skateboards must be equipped with a parking brake system.
Multi-track vehicles that are not self-balancing must also be fitted with the following:
if two rear wheels, a brake on each wheel or an independent front brake and linked brakes on the rear wheels. The brakes must be applied by one single control
if one rear wheel, a braking system integrating all wheels or independent brakes for front and rear wheels
Multi track self-balancing vehicles must have a controlled acceleration braking system, which slows down the vehicle by means of a combination of acceleration and deceleration of the wheels. This system must comply with category 1 or 2, as specified in point 9.2.2 of ISO 60204-1
Multi-track personal transporters that are not self-balancing vehicles must also be fitted with one of the following devices:
If it has two rear wheels, the personal transporter must be equipped with a braking device on both of the rear wheels or an independent front brake and linked brakes on the rear wheels. The brake must be applied by means of a single control.
If it has one rear wheel, the personal transporter must be equipped with a braking system integrating all of the wheels or with independent brakes for the front and rear wheels.
Single track self-balancing vehicles need to be equipped with a brake.
Drivers need to be able to control the braking system by hand or foot whilst in a normal driving position.
If the vehicle has no handlebar, the braking device must be actuated in accordance with the instructions included by the manufacturer in the manual.
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.
Incalcuable consequences
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.
1,036 pages
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.
Highly dangerous
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.
What will mobility look like in 2030? As of yet no one can answer this interesting question. Still, a number of clear evolutions are already starting to emerge that will fundamentally change our mobility as well as society in general. To sketch this vision of the future, Bebat asked experts from all areas of the mobility industry to gaze into their crystal ball.
One of the interviewed experts is LEVA-EU Manager, Annick Roetynck. She predicts that by 2030, most cities will have banned cars alltogether. She believes cars will be replaced to a major extent in favour of light electric vehicles such as e-bikes, e-cargo bikes, e-steps and other new light electric concepts.
Bebat is the Belgain governing body for end-of-life batteries. In tandem with sorting centre Sortbat, Bebat has been an indispensable link in the economic value chain of batteries for more than a decade. In the past 6 years Bebat has collected, transported, stored and – if the customer so wishes – examined and dismantled well over 10,000 EV batteries.
It is, of course, hard to predict what the mobility industry will look like in 2030. However, there is no doubt that a number of evolutions and trends will challenge the status quo. One thing is for certain: all these new and predominantly electric forms of mobility will generate an exponential growth of the number of batteries.
This conclusion inspired Bebat to peruse a number of recent studies and consult with a broad range of experts from the energy industry, the automotive industry, the lease sector, the academic world and the logistics industry to get their take on the next 10 years. Their their visions have been gathered in the third edition of Bebat’s Ebook on E-Mobility.
The E-book is available for free in English, French and Dutch online or as a downloadable version: https://ebooks.bebat.be/en
Currently there are big changes taking place within the transport sector. Overall trends such as digitalization and servitization of the transport system influence the conditions for development of regulations in different transport authorities. In light of this Sweden in general and Stockholm in particular, has seen an emergence of a new form of electric moped vehicles.
The Swedish Transport Agency has identified the need to determine if the taxi law’s current definition is sufficient. Is there a need to regulate the new types of taxi vehicles to reach the transport policy objectives?
At the request of the Swedish Transport Agency, Trivector has carried out a study regarding the conditions for moped taxis. The study consists of:
A compilation of international examples and knowledge in the field
An analysis of the effects that the new types of taxis have on the transport policy objectives
Suggestions of measures to handle new types of taxi vehicles.
Coordinate legislation to steer development in the right direction
The study underlines the need to work with different scenarios regarding future moped taxis and a better way of using legislation to steer towards the transport policy goals. Important research efforts in this field will be needed concerning the coordination of legislation and regulation of micro-mobility as well as small mobility vehicles. This is partly done through a related study about electrical scooters. Moreover, there is a need for a holistic approach to new forms of mobility and different mobility services.
“An important conclusion of the study is that in the future, new methods are needed to develop the legal framework in cooperation with the different relevant players in the industry,” says Christian Dymén, researcher at Trivector Traffic and project manager of the study.
The development of new mobility services is fast-paced and places new requirements on innovative rulemaking and a closer dialogue with new types of stakeholders. It is becoming increasingly important for the legislators to have a close dialogue with the new players in the industry as well as with the actors who work with urban planning, to understand how legislation should be designed to steer towards the right benefits.
In the adaptation of the transport system, legislation is essential in helping to steer the development in the direction of the transport policy objectives.
When LEVA-EU MemberPivot set out to design a sophisticated, Pivot exclusive on-the-bike tool system, they weren’t thinking “cleverly hidden”, they were thinking “NASCAR pit crew”. With Phoenix Dock on a bike, mid-ride adjustments and repairs happen in mere seconds, and tools are always strategically located when necessary. Carrying high quality, full-feature tools is necessary on every ride, but weighing down the hydration pack, or wasting time extracting hidden tools, is not.
“We love the idea of on-bike tool storage. However, many hidden tools take longer to access then actually completing the repair. We wanted to design a system that makes accessing the tools faster than reaching into your pack,” says Pivot Cycles President and CEO, Chris Cocalis. “Now you can also have the cleanest setup and be the quickest to get back to riding or offer assistance to other riders in need.”
Phoenix Dock tool kits can be installed on any bike with water bottle bosses, typically under or on top of the downtube. Bikes like the Switchblade have a third set of bosses under the top tube specifically designed for Phoenix Dock integration. Developed in collaboration with the industry-leading tool innovators at Topeak.
Topeak shares Pivot’s vision of innovation making them the ideal partner in creating super easy to access, high-quality tools worthy of being mounted on a Pivot. The Phoenix Dock system offers three unique configurations to tailor on-the-bike tool storage.
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