Comments Off on Fluctuating trends for electric motorcycles and mopeds in the first half of 2023.
ACEM has published figures on the moped and motorbike market in the first half of this year. In the first half of 2023, registrations of electric motorcycles across the five largest European markets, which together hold around 80% of the new registrations in Europe, noted a decrease of 8%. Breaking the trend, Germany has a 33% increase in registrations. Registrations surged from 4,142 in the same period last year to 5,527 in the first half of 2023.
The other four major markets experienced a decline in registrations when compared to the first half of 2022. The UK faced the most significant setback with a drop of 38% in registrations, totaling 1,186 units. Italy and Spain followed, both noting a 20% decline (4884 units and 3309 units respectively), while France experienced a more modest decrease of 7%. (4469 units)
Combined , the five markets count for a 3,2% share of total motorcycle registrations, with 19,375 electric motorcycles. This is slightly lower than the 3,9% share in the same period last year.
Registrations of electric mopeds, including speed pedelecs, show a mix of growth and contraction. Belgium and Spain registered growth, 9% (9,959 units) and 13% (4,558 units) respectively. In the other three largest markets registrations decreased. The Netherlands faced a substantial 55% decline (6,874 units), followed by France with a 19% drop (9,954 units) and Italy with a 9% decrease (2,855 units).
The combined registrations of electric mopeds in the five markets totaled 34,200 vehicles in the first half of 2023, marking a significant 22% decline compared to the same period in 2022. Total registrations of ICE (Internal Combustion Engine) and electric mopeds decreased even stronger, by 26% in the first half of 2023.
The share of electric mopeds in total registrations increased to 34,3% compared to 32,7% in the first half of 2022. Both Belgium and Spain noticed a significant share of electric mopeds in total registrations, exceeding the 50%.
In contrast, ICE motorcycle registrations saw a strong 12% increase across the region in the first half of 2023. However ICE-mopeds experienced a substantial decline of 29%.
Once considered the post-covid future of urban transport, pedestrians and other road users are now viewing the transport means unfavorably. Deemed a menace to city streets and a source of obstruction on sidewalks in cities including Rome and Milan, changes are ahead.
According to a draft of Italy’s transport code seen by Bloomberg, e-scooters will now need a registration plate and owners will need an insurance policy. In addition, of e-scooters sharing services, something that has seen rapid expansion, will also face authoritative restrictions.
Transport Minister, Matteo Salvini, has promised to address traffic violations from e-scooter users, who will furthermore be required to wear helmets. Manufacturers of e-scooters will also be required to fit turning indicators. The Italian media did initially report the introduction of license plates for bicycles, but this was not seen by Bloomberg.
It is not just Italy where e-scooter restraints are being aired. Many other European cities are airing complaints. This year, Paris residents voted to completely ban hiring services throughout the city.
According to data from Osservatorio Sharing Mobility, a state-backed sector association, over 45,000 rental scooters were present on Italian streets in 2021, reflective of their use as an alternative to public transport and the absence of cycling lanes in the larger cities.
Other proposed changes to the transport code include hardened measures for drunk driving, which includes a lifetime ban, and restrictions for those younger people who have only recently received their license.
Comments Off on Critical Raw Materials Act: LEVA-EU warns Commission for impact on LEV-sector
LEVA-EU has responded to a Commission request for feedback on their proposal for a Critical Raw Materials Act. In that feedback, LEVA-EU exposes some thorny issues that could become problematic for LEV-companies, especially relating to permanent magnets.
The Critical Raw Materials Act is aimed at boosting EU supply and improving recycling of critical raw materials among which permanent magnets. These can be found in motors for Light Electric Vehicles (LEVs), which is why the future legislation is of concern to most LEVA-EU members. Some are producing electric motors for LEVs. Others produce or import LEVs containing electric motors with magnets.
First, on a more general note, LEVA-EU requests the Commission to acknowledge that LEV-companies, especially SMEs and start-ups, are gradually reaching a point at which the legal framework in which they are expected to operate is no longer feasible. Sustainability and circular economy measures should not be such as to push companies, that are already largely contributing to sustainable mobility, out of the market.
Today in Europe there is a largely insufficient supply of components for LEV’s, especially motors and batteries. Many LEV- companies have no choice but to source outside the EU. According to the proposal the natural or legal person that places light means of transport on the market is responsible for all recyclability requirements. LEVA-EU believes that this may well create a discrimination between companies using EU produced motors and those using non-EU produced motors.
Furthermore, LEVA-EU believes that reducing the demand for the critical materials should be the first choice, not optimising the extraction of these materials. In this framework, the trade association deeply regrets that the Critical Raw Materials Act does not pay any attention to reducing the carbon footprint of vehicles and their components, through reducing the demand for the materials concerned.
LEVA-EU manager Annick Roetynck explains: “We want the Commission to request for a study on the potential savings on critical raw materials by downsizing and reducing the weight of road vehicles. The average hybrid or electric vehicles use between 2 and 5 kg of rare earth magnets. Therefore, the substitution of ICE-cars by electric cars will unleash an unparalleled demand. The aggregate weight of magnets in LEVs will no doubt be many times less. Therefore, the substitution of cars by LEVs will make an unparalleled contribution to a sustainable demand and supply of these magnets.”
LEVA-EU also points to several articles in the proposed Regulation that will create very specific problems for the LEV-sector.
The definition of “light means of transport” does not adequately describe all categories of vehicles and will result in unclear legislation. Other articles allow for 5 years’ time before conformity assessment procedures take effect for one group of LEVs and only 3 years for another. LEVA-EU warns that if the different timings are upheld, this is likely to create a competitive advantage for some LEVs and a disadvantage for others. The Commission also proposes to exempt vehicles with less than 0.2 kg of permanent magnets from the future act. This too may create a discrimination, for instance between conventional electric cycles with one motor remaining just under 0.2kg, whilst Series Hybrid electric cycles may just be above that limit. This may well infringe the principle of technology neutrality. LEVA-EU has proposed amendments to eliminate potentially discriminatory rules. However, LEVA-EU also asks for further research to determine the relevance of this minimum weight in view of the objective to produce at least 15% of the Union’s annual consumption through recycling.
In the meantime, LEVA-EU continues to consult with its members on the forthcoming legislation.
Comments Off on Bafang promotes evolution for electric motorcycles, with new brand T&D
As certified innovators in the electric bicycle sector, Bafang has taken another step forward in sustainability with the launch of its electric motorcycle powertrain brand, T&D.
Recognising the diversity of the motorcycle sector, T&D has developed complete drive systems for off-road, sports and touring motorcycles, mopeds, and indoor entertainment vehicles. Extensive R&D and confidence in the parent brand, means the new powertrains are already generating some excitement. Part of the T&D strategy is to develop meaningful and mutually beneficial associations with other like-minded organizations and brands, in a market that is accelerating at a phenomenal pace, and with a complete service solution, integrated supply chain, and impressive, targeted products, T&D is set to become a top name in the industry. Under the tagline Electric Evolution, the brand is dedicated to leading harmonious technology for a greener future.
To stay up to date with the latest news and tech from T&D, sign up to the newsletter here.
LEVA-EU member FRIKAR has announced that it is shifting to small-batch production of its limited-edition Signature model, allowing them to enhance their construction model.
Only 180 units of the model will be produced, and entirely hand-built to ensure tight quality control. Previously, each was stick-built piece by piece, but now FRIKAR has hired another assembler, allowing the shift to more efficient small-batch production. Instead of working on one bike from beginning to end, each will now be built in batches, with the team working on the same stage on every bike in each batch, saving preparation time for each stage.
This shift is seen by FRIKAR as a way to modestly boost output and increase efficiency, without sacrificing quality.
FRIKAR Awards
FRIKAR sees their Podbike concept as the next step in the evolution of green mobility, and last year received a handful of awards: Innovators Award at the Eurobike trade fair in Frankfurt, and Most Innovative Urban Mobility Company and E-Bike of the Year at the Scandinavia Business Awards. They have teased that another prestigious award is coming their way, with details to be revealed in due course.
LEVA-EU member THOR AVAS presented its solution for the audible accompaniment to electric vehicles of the future, at the 2023 edition of Microbility Europe, held in Amsterdam on 8-9 June.
THOR presented its AVAS (Acoustic Vehicle Alerting System) project for micro transport, using electric scooters as an example. At the stand near the main entrance to the exhibition, guests and participants of the show could not only chat with representatives of the company, Alex Nord and Alena Toropchina, but also listen to the sound of the system on an e-scooter, and ride it on a test track.
THOR AVAS is a solution for sound branding and improving the safety of electric vehicles based on the patented principle of sound transmission – both recorded from real engines of cool supercars, and artificially created by THOR AVAS’s team of acoustics and sound engineers. Silent scooters often lead to accidents, and a harmonious sound will help all road users to notice the approach of a high-speed electric scooter, moped or car in advance.
What is the THOR AVAS system?
The main thing is, of course, software. This software allows sounds created by the THOR AVAS sound designers to be played on almost any speaker, reading data from the CAN / UART data bus of the vehicle, and dynamically playing the sound of tracks consisting of several complex layers of audio tracks. Sounds can be recorded (left on the server) or selected through the application.
The patented technology enables not only the reading and expression into sound all the cycles of movement of an electric (initially silent) vehicle, but also makes it possible to notice (hear) it within 5 seconds, regardless of how fast it moves. This is an important aspect that THOR AVAS has achieved through numerous tests in real conditions and in simulated conditions in an anechoic chamber. The system allows you to make the sound quiet and stay within existing noise legislation, while remaining noticeable, and therefore audible to pedestrians and other road users.
As sustainable living and e-motorcycle enthusiasm continue to increase, LEVA-EU member CAKE has opened an additional flagship store in the USA, this time New York. With the success of their first North American showroom that opened in LA in October 2022, the lightweight CAKE range is in demand.
As more motorcycle riders are considering electric variants, CAKE’s US showrooms also offer test riding facilities and full servicing. Situated in the historic Seaport district in Manhattan, the new showroom has waterfront bike paths to test the electric motorcycle range. It additionally offers a cultural hub where current and prospective consumers can discuss the sector and the motorcycles with each other and CAKE’s team of experts.
Founder and CEO of CAKE, Stefan Ytterborn commented, “As the cultural and economic capital of the world, New York City is one of CAKE’s most crucial markets. The city is constantly reinventing itself to make life more sustainable and accessible to its residents. As New York paves the road to a more eco-friendly future, we’re excited to grow our presence in the city and demonstrate our unique vision for a zero-emission society.”
With plans to reduce 80% of greenhouse gases by 2050 and the expansion of North America’s largest bicycle network, New York City’s sustainability outlook reflects that of CAKE’s zero-emission objectives. CAKE go far beyond clean output strategies by additionally sourcing materials responsibly and designing long-lasting and modular products to reduce e-waste.
North America Managing Director, Eric Asmussen, remarked, “New York is already one of the most bike-friendly cities in the world, and the city continues to move towards decarbonization. CAKE’s arrival is an opportunity to envision the radical possibilities of green infrastructure in the city. We can show the world that a carbon-neutral society doesn’t have to be boring. Just like what we do with CAKE’s products, we can combine responsibility and sustainability with innovations and excitement.”
LEVA-EU member and automotive innovator CityQ becomes one of the latest eSync Alliance members, allowing it to provide OTA updates and diagnostics for the first time
On May 10, 2023, the eSync Alliance, a global automotive initiative for the standardization of over-the-air (OTA) updates and diagnostics, welcomed LEVA-EU member CityQ and Luxoft as new association members. The pair join a rapidly growing network of automakers, Tier-1 suppliers and digital software companies already enjoying the benefit of the eSync bi-directional data pipeline.
CityQ’s range of four-wheeled e-bikes aim to maximize comfort, capacity, efficiency, and safety by providing users with an attractive alternative to a car for urban personal transport. Manufactured in Germany, the bikes can travel at speeds of up to 25km/h and can be fitted with a modular storage compartment for last-mile logistics and deliveries.
An example of CityQ’s four-wheeled electric bike
Mike Gardner, Executive Director of the eSync Alliance, said: “The eSync Alliance is growing rapidly and the addition of CityQ and Luxoft – two companies working in diverse and important areas of the automotive sector – demonstrate how important a standardized OTA specification is to the industry’s future. We’re confident that both businesses will prove to be valuable partners and we look forward to their unique perspectives contributing to a stronger standard in the months to come.”
Morten Rynning, CEO at CityQ, said, “Working with the eSync Alliance will enable CityQ to add connectivity for OTA, and to remotely diagnose and upgrade the vehicles. As well as improving the service we can offer to CityQ owners, this will be particularly useful for fleet management, one of our major markets.”
Proven in millions of vehicles globally, eSync is a robust, repeatable solution for OTA deployment. The only universal bi-directional pipeline, eSync is currently used by more than 30 OEMs and Tier-1s, helping to simplify the development process and speed up the transition to SDVs.
About CityQ
CityQ is the first vehicle platform for city pods and 4-wheel e-bikes, with doors and full weather protection, as well as a cargo bed for luggage and rear seats for 2 children. The e-bikes feature connectivity and pedal by wire instead of mechanical chain or gears. CityQ is the new e-bike with car capabilities, making the shift from car to bicycling easier. See CityQ
About the eSync™ Alliance The eSync™ Alliance is a non-profit trade association driving a multi-company solution for Over-the-Air (OTA) updates and diagnostics data in the automotive electronics space, potentially saving billions of dollars per year for automakers. By working together in the Alliance, companies benefit from a simplified development environment made possible by a standardized yet customizable platform. The Alliance is based around the eSync platform of cloud and embedded components, providing a secure data pipeline to devices within a vehicle. Further information is at https://www.esyncalliance.org/
Micromobility operators including LEVA-EU member Dott, alongside Voi, Lime, Superpedestrian and TIER, have collaborated on publishing industry recommendations to European cities on the best practices for safe and well-managed micromobility services
To support the increasing uptake of micromobility services in numerous cities, a report outlining best practices has been prepared by five operators, designed to assist cities move from pilot programmes to permanent regulations.
The report was signed by Henri Moissinac, CEO of LEVA-EU member Dott; Wayne Ting, CEO of Lime; Assaf Biderman, CEO of Superpedestrian; Lawrence Leuschner, CEO of TIER Mobility; and Fredrik Hjelm, CEO of Voi.
It highlights several common features of well-managed micromobility programmes, with regard to both administration and operations.
Number of Operators
A balance should be sought between avoiding oversaturation, while maintaining customer choice and healthy competition. The suggested guideline is that markets deploying over 1,000 e-scooters have a minimum of two and maximum of three operators.
Fleet Size
Manageability of fleet size and maintaining tidiness is key; an initial fleet should comprise 80-120 vehicles per square kilometre.
Programme Length
A programme should run for sufficient time to allow users to rely on vehicle availability, and for the set-up and evaluation of the services. The report recommends a minimum of two years for pilot schemes, and three-four years for permanent programmes.
Contracts of this length could encourage operators to make longer-term investments in the cities.
Operator Fees
The fees to cover the costs of programme administration and public space occupancy should be consistent with those paid by similar modes, such as bike shares.
If required, this should be a fixed annual fee per e-vehicle which is set prior to vendor selection and applies consistently across all operators.
The operators claim that this would avoid negative outcomes such as overpromising on financial commitments or winning bids and then withdrawing due to unsustainable fees.
They also ask that the fees recognise that e-scooter schemes are typically not subsidised.
Data Sharing
The five operators emphasise the value of uniform and automated data sharing through GBFS (General Bikeshare Feed Specification) and MDS (Mobility Data Specification) protocols.
This allows for the consistent submission of data while protecting rider privacy.
The use of these protocols enables operators to spend more time working with cities to provide useful data rather than having to build bespoke data provision.
Selection Process
The operators state that tenders are generally the best approach for identifying suitable micromobility operators in each city.
License structures and free markets are less desirable, as they encourage oversaturation and poorly managed fleets.
The report emphasises that operators should also never be selected based on financial contribution, as this can lead to an inability to deliver quality services when the business is not economically sustainable.
Instead, tenders should prioritise reliability, safety, sustainability and fleet management.
In addition, the operators ask that cities avoid issuing tenders that specify technology or operational practices, especially those that are just emerging, as this can limit innovation.
In comparison, outcome-based and technology-neutral requirements encourage operators to use their experience and creativity to mitigate behaviours such as sidewalk riding, tandem riding and irresponsible parking. This approach encourages innovation based on local conditions and will allow new practices to develop.
Operating Area
The designated operating area for micromobility vehicles should optimise access to key destinations throughout the city.
Generally, operating within the entire city boundary is preferable to connect residents with all destinations. Where this is not feasible, the report suggests a focus on important centres such as cultural hubs, businesses and recreational facilities.
Parking
The report highlights the importance of providing sufficient parking close to where riders start and end their trips.
In dense urban areas, this could include mandatory parking in dedicated, physical parking spots. A minimum of 40 parking bays should be provided per square kilometre and each scooter should have a minimum of three parking spots.
Alternatively, cities can use stationless parking in less dense areas, or where infrastructure is not available. This provision should be accompanied by clear rules about safe parking and the inclusion of no parking zones.
The report suggests that a hybrid system combining the two approaches is a practical way for cities to experiment with these options.
Speed
The report recommends a maximum speed limit of between 20–25 kilometres per hour to ensure rider safety, and consistency with other vehicles such as e-bikes, allowing for safe riding that aligns with the pace of urban traffic.
The report argues that a cap below 20 kilometres per hour increases risks by restricting riders to a speed that is significantly lower than other road users, and possibly encourage riders to ride on sidewalks if restricted to a low speed.
Helmets
The report suggests that helmets should be encouraged but not be required, as this would discourage the uptake of micromobility, increase social inequalities and create disproportionate enforcement costs.
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