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%.
The Urban Mobility Observatory, ELTIS, presents the Sustainable Urban Mobility Plan case study of Sofia, Bulgaria.
Sofia, Bulgaria’s capital, is experiencing rapid growth which is contributing towards a strained transport system, and unappealing livability. Despite being a desirable place to live and work, increased congestion and air pollution challenges this. To combat these issues, Sofia is taking action to transition towards a more sustainable mobility system, a complex task given the population’s persistent perception of cars as essential and/or prestigious. The city employs a collaborative approach, focusing on information sharing and cooperation to gradually foster sustainable transport solutions and behaviors.
Sofia, the country’s economic hub, produces around 43% of Bulgaria’s GDP. Officially, it has about 1.3 million inhabitants, but estimates put the actual number between 1.6 and 1.8 million due to unregistered residents and commuters from nearby cities. Many commuters travel by car to the city center, where much of the economic activity is centered. High traffic has led to daily congestion and increased levels of air pollution. Car ownership has surged over the past three decades, with 663 cars per 1,000 inhabitants. The number of vehicles registered per capita in Sofia is one of the highest in Europe. A large proportion of the vehicles in use are older and therefore more polluting, the area has significant air pollution issues. It is estimated according to recent studies, that the health and economic costs of air pollution are equivalent to more than 10% of the city’s GDP.
Objectives
To address these challenges, Sofia adopted a Sustainable Urban Mobility Plan (SUMP) in 2019. The SUMP aims to achieve 5 main objectives by 2035:
To reduce the negative consequences of transport development for the population and the environment.
To enhance the attractiveness of the urban environment and increase the living standards of the population.
To implement transport innovations to strengthen local mobility and economic development.
To foster the safety of the population in the city’s transport system.
To build an integrated and accessible-to-all transport network.
Residents can also contribute to the development of the SUMP through an interactive platform designed to allow people to submit their suggestions for projects or activities, in addition to providing feedback for planned actions.
To achieve these objectives, the plan recognizes that there need to be attractive alternatives in place to persuade people to make more sustainable mobility choices, including the development of existing walking and cycling networks.
The Plan In Action
Several initiatives were launched including, expanding cycling infrastructure from a 55.5km bicycle network in 2019 to 160km by 2025, introducing on-demand green public transport, and constructing a ‘Green Ring’ cycling path encircling the city center, thus improving mobility to over 30 neighborhoods. Currently, 5 major cycle lanes are under construction.
Sofia has also adopted a programme for pavement renovations, as well as stricter parking enforcement throughout the city. The parking policy in the city’s new SUMP employs the idea that parking is a service that uses public resources and should therefore not be free, in 2021 controlled parking zones were significantly extended, and it is planned that the increased revenues from this will be used to fund pavement renewal, and public transport investments.
Improving public transport is a key requirement to increase its usage. Sofia plans to gradually invest in transport services including buses, trams, and a metro. Over the past decade, Sofia’s metro network has extended significantly, with the latest extension opening in 2020. The network currently consists of 4 lines and 47 stations.
Additionally, the Bulgarian capital is pioneering toward a green public transport fleet, in addition to the development of an integrated ticketing system. Special tickets have been introduced giving the public free access to the city by public transport when air pollution is either high or extremely high in an attempt to further discourage car usage. A unique initiative is the ‘Sofia Coin’ mobile app, which encourages active transport by rewarding users for choosing eco-friendly modes including, cycling, walking, and scooters. The data collected from the app is fed into mainstream mobility infrastructure planning.
To further curb increasing car ownership, shared mobility services are also encouraged. Sofia is part of European projects like SUSMO to promote shared mobility deployment and public-private sector cooperation. The city’s Digital Transformation Strategy supports mobility management, including the development of platforms for car-pooling, flexible pricing models, and real-time data-driven transport planning.
Looking to the Future
While the long-term impact of the SUMP is still unfolding, Sofia’s approach to data-driven cooperation, and sustainable infrastructure development, provides valuable insights for other cities grappling with similar mobility challenges. Achieving sustainable mobility is a work in progress and there is no doubt more can be done. Previous actions may help with future actions including the introduction of a Low Emission Zone (LEZ). Previous attempts to implement this have failed in the past, but in 2023 a decision to try again and create a LEZ zone was approved.
There has been improved awareness amongst the public and stakeholders due to the actions of the STUMP regarding the importance of taking action to reduce traffic and the air pollution it causes. Simaltanously, a start has been made in developing transport alternatives. Providing drivers with high quality sustainable mobility options will help reduce how dependent the public are on cars.
Sofias STUMP has created a vision of alternatives for its residents, with each implemented action the alternatives improve, and people have more sustainable options.
Challenges, Opportunities, and Transferability
While every city is unique, attempts to replicate strategies do not necessarily guarantee success, Sofia offers valuable insights that could benefit other locations. Sofia’s method of collecting and sharing data has not only furnished vital information for planning and decision-making, but has also fostered better collaboration among stakeholders from diverse policy domains, and the private sector. Engaging with the private sector can stimulate the creation of novel mobility innovations, which should be evaluated based on their alignment with public policy objectives.
Digital tools for mobility services also play a crucial role in driving behavioral change. These innovative applications have garnered substantial media attention and heightened awareness about viable mobility solutions. Nonetheless, in the absence of basic mobility infrastructure, and effective policies to deter excessive car use, it is unlikely that a large shift in transport modes will occur. The SUMP does however, set the course for an integrated approach. Starting with its development, each progressive step outlined within the SUMP moves the city closer to implementing measures for enhanced sustainable mobility.
The suburbs surrounding the Belgian capital have recently made the decision to abolish access for e-scooters – in contrast to Paris’s policies, where they have been banned from the city centre’s streets.
In April, Paris residents voted to ban the e-scooter sharing services within the city, sparking discussions about the potential emergence of this action in other major European cities. Interestingly, in neighbouring Belgium, it’s not the capital region but the tranquil suburbs adjacent to Brussels that are embracing this idea.
These new changes mean that attempting to complete a journey on an e-scooter across the municipal limits to neighbouring suburbs just isn’t possible.
E-scooter companies have since urged Flemish local authorities to allow shared micro-mobility services, however these efforts have been met with strong opposition. E-scooter operators like Bolt and Tier are keen to expand into the Flemish satellite municipalities surrounding Brussels due to their proximity to the city centre, unlike the municipalities situated to the south of Brussels, which are more distant from the centre.
Given that shared e-scooter schemes would improve the mobility integration with downtown Brussels, where many residents work and spend leisure time, this begs the question of why the governments of the municipalities in question refuse to allow this.
According to The Brussels Times, the smaller local governments are unimpressed by the numerous complaints about reckless speeding and chaotic parking that often accompany the use of shared micro-mobility services.
Ingrid Holemans, the mayor of Zaventem, a town whose territory includes the international airport of the Belgian capital, simply stated, “We don’t want them.”
The VIAS road safety institute reveals that accidents involving electric scooters in Belgium have quadrupled over the past two years. Such statistics raise concerns among local officials, who have concluded that e-scooters could disrupt the peaceful nature of suburban life.
Even in Brussels proper, the future appears bleak for electric two-wheelers. Starting from 2024, only two operators will be allowed to operate within the Belgian capital, each with a cap of 4,000 scooters. Whether this restriction will influence the municipalities to open their doors to these services remains uncertain.
How can we ensure that the growth of urban populations in European cities doesn’t lead to increased traffic, congestion, and pollution? The solution lies within mobility management, which offers adaptable strategies to promote sustainable transportation in diverse local contexts.
Both Sustainable Urban Mobility Plans (SUMPs) and mobility management share the common goal of encouraging the use of eco-friendly transportation methods. Mobility management measures are integral components of any comprehensive SUMP.
To support urban planners and transportation practitioners in this process, the third Policy Support Group of the CIVITAS ELEVATE Coordination and Support Action has produced a Topic Guide on the Integration of Mobility Management for both Public and Private Organizations into SUMPs. This group includes experts from five organizations: European Platform on Mobility Management, Klimaaktiv mobil, Tisséo Collectivités, Alba Iulia Municipality, and Gdansk Municipality. It also involves the CIVITAS Policy Advisory Committee, TRT (Trasporti e Territorio), and stakeholders from the mobility management sector.
Within the SUMP Topic Guide, a set of key recommendations is presented, accompanied by diverse examples of successful practices from across Europe. These examples underscore the advantages of effectively incorporating mobility management for both public and private entities into SUMPs across five critical domains: urban development, governmental bodies, businesses, education institutions, as well as the tourism and recreation sectors.
The Topic Guide is an integral part of a compendium of EU guidance materials, complementing the revised second edition of the SUMP Guidelines.
Understanding consumer needs is the key to long-term success for those operating in the shared mobility sector
Shared mobility can resolve many challenges of the urban mobility ecosystem and is an exciting opportunity for companies in the three main shared mobility sectors – hailed mobility, shared micromobility (to include e-kickscooters, traditional or e-bicycles, and traditional or electric mopeds), and car sharing . Shared mobility is on the rise, with an estimated current market value of $10 billion to $15 billion, compared to market values of $110 billion to $130 billion for hailed mobility and $4 billion to $5 billion for car sharing. Understanding the consumers’ preferences will only further increase the market revenues.
Consumer Survey
The McKinsey Mobility Consumer Pulse Survey asked worldwide mobility users’ views on the future of mobility, with a focus on shared mobility. A move away from a car-centric means of transportation was a repeated wish among all demographics, with shared and more sustainable mobility and a reduction in private vehicle usage high on the agenda.
Over a quarter of urban dwellers who responded to the survey mentioned replacing their private vehicles with other transport means in the future, although fewer than 15% of rural respondents suggested the same. The survey concluded that sustainability, travel efficiency, and improved inner-city livelihoods were central to perspective change in mobility choice, more than incurred costs.
Mobility modes with the largest influence
McKinsey suggests that three main transport modes will alter the current trend; shared autonomous shuttles; micromobility solutions, such as e-kickscooters, (e)mopeds, and (e)bicycles; and minimobility alternatives. Minimobility references L6 and L7 electric vehicles with three or four wheels, an unladen mass of over 100 kg, and capacity for one to two passengers.
The mobility survey also found that over 60% would consider a shared, autonomous shuttle service in the future, while 42% suggested that it could replace their private car trips. This could dramatically reduce the number of vehicles on the road, aiding in pollution directives, parking, and road safety. City center–airport connections (26%), supermarket runs (26%), and commutes (24%) were the most common responses from respondents regarding shuttle services.
Micromobility endeavours are seen as convenient and a genuinely sustainable alternative. The McKinsey survey reported that a third of respondents aimed to use micromobility more often. 37 percent of urban respondents mentioned that an improved micromobility infrastructure would help them make their first step, with 33% agreeing it could replace up to 50% of their car trips. In addition, 60% of respondents showed an interest in owning their own kickscooter, only requiring the need for shared mobility on occasion in the future.
Minimobility also generated considerable interest in the survey. 27% of the urban respondents suggested the introduction of microcars to their collection within the next 10 years, 50% of whom could see one replacing their private cars in the long term. The usage for microcars bore similarities to micromobility results; grocery shopping (48%), leisure activities (47%), and commuting (35%). Although 20% of those surveyed would consider sharing a minimobility vehicle, most had a preference for acquiring their own.
Public transport will continue to play a key role in urban mobility, although three reoccurring themes need addressing; people want integrated user experiences, safe and accessible infrastructure, and continued electrification. Understanding these dynamics is key to future success.
An important new step in the legal recognition of e-scooters in Ireland has been welcomed by shared-micromobility companies. Signed by Irish President Michael Higgins, The Road Traffic and Roads Bill 2021 includes “powered personal transporters”, a category representative of e-scooters. More details on the requirements for private and shared e-scooters on Irish roads will follow.
CEO and Founder of shared-mobility data solutions provider Anadue, Mike Manchip, commented to Zag Daily, “It has been a long time coming, and it’s a very positive move for Ireland”, further mentioning, “There is a need for local authorities and shared e-scooter companies to coordinate how to deploy shared e-scooter services that are sustainable.”
Operators
Head of Public Policy for Bolt Ireland, Aisling Dunne, welcomed the news of the legislation being signed into law. “We are now waiting for the publication of the regulations, which will contain greater details on the vehicle standards and user behaviour,” said Dunne. “We will continue to work with local councils and look forward to shared schemes launching before the end of the year.”
Lime, a relative newcomer to the Irish market with a Castlebar-based scheme, also recognised the legislation. Senior Public Affairs Manager, Hal Stevenson, commented, “We look forward to working with Irish cities and transport partners to build on our existing successful operations here.”
Also in support was Jessica Hall, Tier’s Head of Public Policy for the UK and Ireland. Tier initially launched its first full scale e-bike scheme in 2022 in Fingal, Ireland, while an e-scooter trial has been in operation on private land at DCU for the past two years. Commenting to Zag Daily, Hall had confidence that the legislation offered a sustainable alternative to the car, “With proper legislation the public can feel secure in the knowledge that the vehicles they ride are legal and law enforcement can focus on anti-social behaviour and illegal vehicles.”
Hall went on to say, “We are well placed to ensure these new vehicles are introduced safely. We are excited to be able to offer e-scooters alongside our existing docked push bikes and e-bikes and dockless e-bikes and e-cargo bikes, to cater to the unique transport needs each town or city presents.”
Also commenting to Zag was Irish firm Zeus’s CEO, Damien Young: “As Ireland’s largest and only homegrown scooter company, we have worked closely with local councils for several years. This legislation represents a significant step towards embracing sustainable mobility solutions, and Zeus is committed to playing a role in this positive transition.”
Regulation
Ireland’s Road Traffic and Roads Bill currently allows “powered personal transporters” on roads, which must adhere to limits of 25 km/h and 0.5 kilowatts of maximum continuous rated power. A second piece of legislation will deliver more details.
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.
Funded by the Welsh Government, the E-Move project has been in operation since 2021 and has provided many in Wales with a free electric cycle loan. Sustrans’ Research and Monitoring Unit (RMU) team have collaborated with Jack Kinder, an MSc research student from Cardiff University, to analyse interview data from those who have taken part in the project.
Sustrans have been interviewing those who have taken the government loan, to see how it has treated them and indeed, what their experiences of e-bikes and e-cargo bikes are like. This data was cleared by participants and shared with Jack, who was already interested in researching e-cycles, how e-cycles might affect rural Welsh communities, and wider carbon emissions.
Jack used practise theory in his E-Move analysis, based upon behaviour change. This theory considers the impact that our society has on us in addition to individual behaviours and evaluates decision making as social practises that are influenced by wider environmental and social conditions and our individual life experiences.
The interview data identified many common barriers to cycling that significantly pushed people towards motorised transport in rural Wales. These included: • terrain and landscape • lack of dedicated cycling infrastructure • not feeling welcome on roads • negative views about cycling • perceived danger • stigma from other road users and people cycling.
One respondent commented that although the route into town was flat for them, they ‘prefer not to go down the main roads because I don’t feel particularly safe on a bike with the traffic.’
The wide range of demographics in the data also concluded on alternative barriers to choosing pedal power over motors, in the older generation over the younger, for example, ‘You see a few people cycling, but it’s so hilly that it’s impractical unless you are 21 and super-fit.’
The e-cycle solution
One significant advantage of electric-powered cycles is their ability to overcome many of the barriers that were highlighted. Those aforementioned hills can be defeated, for example. E-Move has also enabled capabilities for those taking up the task to cycle further and more often, wonderful for the health of the nation and a certified boost for confidence and independence. The agility of the electric bicycles and cargo bikes has also installed confidence in sharing the road with traffic, with one participant commenting,
‘A couple of times I’d just go into Newtown to do some shopping, which I wouldn’t have done on a standard bike… by the time you’ve put 5kg of shopping on, you’re not going to do that on a standard bike 8 miles out of town, so yeah very positive!’
Participants using those e-bikes fitted with child seats also commented that it made their child-caring responsibilities easier to fulfil than using a car or taxi, another positive endorsement.
E-Move Continues
The success of the E-Move project has meant expansion into a third year. Sustrans’ RMU does relay that there are still barriers that need to be defeated, particularly the cost of an electric bicycle, but also personal safety and uncertainty of where e-bike users belong on the road. Training with an accredited provider is advised. In addition, there are challenges from the UK Government’s funding cuts to active travel.
Data collaboration
The project between Sustrans and Cardiff University was an opportunity to explore the E-Move project in more depth and study the highs and lows of those taking part. In addition, the project brought real benefit to Jack’s studies thanks to working with real-world data.
The conclusion was that E-Move should be expanded so that it can reach as many people as possible. This is obviously a positive deduction, one that goes some way in increasing the health of the nation and bringing back cycling enjoyment to those who may have been missing out. There are so many positive aspects to cycling over motor vehicles, and the Welsh Government’s 2024 extension of the E-Move project is very welcomed.
