Comments Off on Is EU Commission to overlook LEVs in Strategy for affordable, accessible, healthy and clean transport?
The European Commission is currently collecting feedback on their roadmap in preparation of a Strategy for Sustainable and Smart Mobility. One of the objectives of the Strategy will be a 90% reduction of GHG emissions by 2050.
Having analysed the roadmap, LEVA-EU concludes that the Commission may well once again focus unilaterally on alternative fuels and charging infrastructure to achieve that objective. In it’s feedback, the trade association for businesses in the LEV-sector, claims a prominent role for LEVs in the Strategy. They offer affordable, accessible, healthy and clean transport, which is exactly what the Commission is looking for. The full text of LEVA-EU’s feedback is below.
LEVA-EU Feedback on the Commission’s Roadmap for an EU Strategy for Sustainable and Smart Mobility
LEVA-EU is the only trade association in Europe that works exclusively for light electric vehicles. LEVA-EU currently represents around 50 companies, active in various parts of the LEV-business.
The term light, electric vehicle (LEVs) includes a range of vehicles with one, two, three or more wheels that offer affordable, accessible, healthy and clean transport. These vehicles are included in the L-category or excluded through Article 2.2 of Regulation 168/2013.
The objectives for the future Sustainable and Smart Mobility Strategy include:
Increasing the uptake of zero-emission vehicles
Making alternative solutions available to the people and businesses
Supporting digitalisation and automation
Improving connectivity and accessibility
To what extent are LEVs at the forefront of the Commission’s mind in achieving these objectives?
And yet, COVID-19 has clearly shown to what extent LEVs effectively offer a solution for sustainable transport. Thousands of cities throughout Europe, literally gave way, not only to pedestrians and cyclists but also to electric bicycles, electric cargo bikes, e-scooters, electric mopeds, light electric three and four-wheeled vehicles: affordable, accessible, healthy and clean transport.
And yet, the EU and its member states either ignore or marginalize LEVs, or both. With the UK and the Netherlands, we only quote 2 examples of countries that are still not allowing e-scooters on public roads. In other member states, millions of citizens use them for short trips … trips, a large percentage of which previously would have been done by car. Fifty percent of all car trips in the EU are less than 5 km and 30 percent even less than 3 km. And still, the Commission is focussing to a very large extent on alternative fuels and on charging infrastructure, in other words on cars. In the meantime, millions of people have taken up commuting by e-scooter, e-bike, speed pedelec, … whilst a growing number of businesses deliver their goods and services by electric cargo bikes.
The growing shortage of road space for pedestrians, bicycles and LEVs stirs up a public and political debate, not about pushing back big, polluting, noisy, dangerous, expensive vehicles and giving back space to affordable, accessible, healthy and clean travel. The debate is about how to continue to squeeze all that sustainable transport onto little strips on the side of the road.
LEVs do not need alternative fuels, nor charging infrastructure. They all work on small amounts of electricity, which they can get from just plugging them into any power point. LEVs first and foremost need the right regulatory framework. Their uptake is very seriously hampered by European and national regulatory bottlenecks, which the Commission refuses to solve.
The roadmap promises to set the right regulatory and non-regulatory framework for a leading European transport industry, both in clean and connected mobility. The plea for taking LEVs out of the legislative framework for ICE mopeds and motorcycles to give them their own accurate framework is now more than 20 years old. The LEV market still consists for 95% of electric bicycles with pedal assistance up to 25 km/h and 250W. These electric bicycles are the only LEVs to enjoy their own regulatory and non-regulatory framework. The market needs new solutions, a wider variety of vehicles but Regulation 168/2013 remains untouched, causing no type-approvals in L1e-A, huge constraints for electric cargo-bikes and speed pedelecs and many people with physical impairments being denied access to electric bicycles.
Furthermore, LEVs need exchange of good practice, research and regulatory support for:
sufficient and safe on and off-road infrastructure for LEVs
the modernisation and update of national traffic codes, which today or still based on outdated vehicle concepts
the integration of LEVs in MaaS
the development of the most effective fiscal incentives
the integration of LEVs as full-fledged transport solution in public procurement
Under the title “Problem the initiative aims to tackle” the Commission writes: “Investments in sustainable alternative fuels and clean technologies as well as renewals of transport fleets by public authorities and companies are essential to achieve the transition that is needed.”
This clearly shows the lack of awareness among the Commission as to the potential of LEVs in “delivering a 90% reduction in transport-related greenhouse gas emissions by 2050 to support the EU’s aim to become the first climate neutral continent.”
LEVA-EU herewith calls upon the Commission to study light, electric vehicles, to research their potential for providing affordable, accessible, healthy and clean transport and to start a dialogue with LEV-businesses and users.
If the future Mobility Strategy aims at giving LEVs a primary role, the citizens in the European Union will enjoy, next to affordable, accessible, healthy and clean transport, a wealth of additional benefits: congestion reduction, improvement of public health, safer transport that remains available during pandemic crises, huge savings on external costs in exchange of huge external benefits, creation of green jobs whilst greening the economy. LEVA-EU calls upon the Commission to give LEVs a prominent role in the Strategy since they will play a key role in delivering the 90% less GHG emissions.
A Strategy that aims at establishing affordable, accessible, healthy and clean transport, cannot afford to ignore and overlook means of transport, which already are affordable, accessible, healthy and clean. LEVA-EU is at the Commission’s disposal for any further details on LEVs and for assisting in liaising with the LEV community.
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.
The writing team of the sixth assessment report of the Intergovernmental Panel on Climate Change (IPCC), Working Group III is launching a call for quantitative data on climate footprints and costs of mitigation options within the transport sector. The data provided will support the evidence base for Chapter 10 (transport sector) of working group three of the sixth assessment cycle.
This call is for the LCA and transport research communities, to make results on climate footprints and costs of different mitigation options for land-based passenger and freight transport, as well as maritime transport to be used for the Sixth Climate Assessment Report (AR6).
The submitted data will be collated into an online database hosted and managed by the Norwegian University of Science and Technology (NTNU) under an agreement with the IPCC. A prerequisite is that the submitting party holds rights to the data, for which they will maintain the full rights to use and share. In addition, data submitters give the authors of Chapter 10, Transport, the right to use the data for the sole purpose of the IPCC assessment. The data will remain strictly confidential until the 6th Assessment Report is published. At that point, the [full] database will be made public.
Those who submit data transfer a non-exclusive right to the IPCC (and NTNU on IPCC’s behalf) to publish their submitted data in the AR6 of IPCC Working Group III, once the report is approved. The publication of the database will allow free use of all data contained in the database, but not its reproduction in whole or in part by third parties without proper authorization from the data owners/authors. The remainder of this note describes the background to the call, the scope of the data requested, eligibility for submission, mechanisms for submission and terms of agreement.
Source: T&E – The Covid-19 pandemic and lockdown have had a profound impact on mobility and air pollution in Europe. Those living in polluted cities are more at risk from Covid-19, the European Public Health Alliance (EPHA) has warned. But with the lifting of its lockdown, air pollution and exceptional traffic have already returned to China. In this context, Transport and Environment (T&E) and the European Public Health Alliance (EPHA) decided to gauge public opinion on air pollution and mobility choices as lockdown measures ease and cities confront a commuter challenge.
International research data and analytics firm YouGov polled 7,545 adults of varied age, income and gender backgrounds living in 21 of the biggest cities across six countries between 14 and 21 May 2020. Unusually for private polling, cities were chosen because air pollution and mobility change has been most significant there. The survey shows that an overwhelming majority of European city dwellers want their mayors and local governments to take effective measures against air pollution from road traffic. The main findings are:
Roughly two in three people (64%) surveyed do not want to go back to pre-pandemic pollution levels as they experienced good clean air.
Three quarters (74%) demand protection from air pollution, even if it means reallocating public space.
Two in three (68%) demand protection from air pollution, even if it means preventing polluting cars entering city centres.
One in five (21%) plan to cycle more; one in three (35%) to walk more after lockdown.
Among people who used public transport before the lockdown, 54% will return to use this mode if sufficient hygiene measures are taken. 27% will return regardless of the risk of contagion.
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.
LEVA-EU member CityQ is in the process of developing a new 4 wheel e-bike with car-like features, such as a roof for weather protection as well as sophisticated technology for comfort. The company is one of the pioneers in the European light electric vehicle industry. Today, the innovative Norwegian start-up has attracted two senior transportation experts that will join the team and take the company to the next level.
Ketil Solvik Olsen, the former Norwegian Minister of Transportation joins the Board of Directors together with e-mobility expert and Chairman, Morten Wiese. They will both serve as advisors for the company.
“I have followed CityQ since I was Minister of Transportation, and I look forward to contributing and advocating this new green mobility concept. Cycling is healthy and sustainable for the environment and it is becoming increasingly important and efficient for inner-city commuting. CityQ is making cycling more convenient and attractive in all kinds of weather,” says Solvik Olsen.
Chairman of the Board, Morten Wiese has extensive experience within the automotive industry and was engaged in THINK, the pioneering Norwegian electric car manufacturer. He is also the Chairman of the Board at MoveAbout, the first car-sharing operator and e-mobility service in the world to go 100% electric.
“CityQ might look like a car but is an e-bike. It has a roof, doors and the capacity to transport both passengers and cargo. E-bikes are a more efficient and convenient mode of transport for inner-city travel and you will not get stuck in traffic. Moreover, there is no need to search for costly parking. I am looking forward to contributing to a cleaner and less congested traffic in European cities”, says Wiese.
The CityQ team includes senior resources with experience in developing and launching electric-cars, motor-bikes, bicycles and e-mobility sharing. CityQ is launching its latest version beginning of June 2020 and opening up for pre-ordering.
The European trade association LEVA-EU is calling for an urgent change in EU regulations, it says are seriously hindering manufacturers at a time when cities are encouraging use of light, electric vehicles (LEV) as an alternative form of transport during the coronavirus crisis.
LEVA-EU, the only trade association in Europe that works exclusively to represent light electric vehicle businesses, has presented proposals to the European Commission to revise rules it believes are inaccurate and can put users in danger. It says the Covid-19 crisis has brought its proposals into sharp focus and is urging the EC to schedule changing the ruling as a matter of urgency.
The advocacy group, whose work concerns a wide range of one, two, three and four wheel LEVs including E-bikes, speed pedelecs (E-bikes that can achieve speeds of up to 45km/h), E-cargo bikes and E-scooters, says the central issue is that the Regulation class light electric vehicles (LEVs) in the same category as mopeds and motorbikes and as a result isvery seriously hampering the industry at ‘absolutely the wrong time’.
Annick Roetynck, LEVA-EU manager, said the EC only has to look at all the cities across Europe opening up cycle lanes as the public scrambles to find safe alternative forms of transport. She called for ‘root and branch’ change to further unleash innovation and enterprise in the LEV sector much of which is made of up dynamic small to medium size firms.
“Our concern centres on Regulation 168/2013 which establishes the technical legislation for L-category vehicles, in other words mopeds and motorcycles. At the request of the Commission, the European Council and Parliament decided in 2013 to only exclude electric bicycles with pedal assistance up to 25 km/h and 250 W from this L-category. So, all other electric bicycles are included in technical legislation, which has originally been written for internal combustion engine mopeds and motorcycles.”
“The legislation has 1,036 pages of text, to a large extent dedicated to emissions, noise and other technical aspects which are totally irrelevant for electric bicycles. Manufacturers have to figure out which of these 1,036 pages are applicable to, for instance, their speed pedelecs or their E-cargo bikes with more than 250W. And if they manage that all, they have to go through a totally inaccurate type-approval procedure, which costs at least four times more than what the Commission predicted in their impact assessment before drafting Regulation 168/2013.”
“This regulation is a significant barrier to SMEs and choking growth at a key time when the popularity and profile of LEVs as a sustainable form of transport, especially in these testing COVID-19 times, is set to soar. We must not hold back innovation and growth in this sector.”
Annick Roetynck says that classing LEVs in the same category as mopeds also presents considerable safety issues for riders. Most light electric vehicles in the L-category are able to achieve a maximum cruising speed of 30-35kmh, yet classing them as mopeds forces them off cycle lanes and onto roads among traffic achieving speeds of at least 50kmh. That difference in speed results in very dangerous and unpleasant riding conditions.
In its proposals to the EC, LEVA-EU cites the Belgian project 365SNEL, carried out in the past 18 months where 106 people tested a speed pedelec for commuting for three weeks. After the test, 20 per cent of participants effectively swapped their car for a speed pedelec LEV.
The research showed that price was putting off some consumers from investing in a speed pedelec, but LEVA-EU says inflated prices are the result of the complicated regulations facing manufacturers.
Annick Roetynck said the organisation is campaigning to protect the industry as more people move to LEVs in the future. LEVA-EU acts on behalf of around 50 members across Europe and estimates about three million E-bikes alone were sold in the European Union during 2019. About 98 per cent of these were E-bikes with pedal assistance up to 25 km/h and 250W, which shows the extent the technical legislation for L-category obstructs the development of new types of E-bikes.
She said: “It has become very clear to LEVA-EU that the European technical rules for LEVs are hampering their market development. Research has shown that the biggest obstacle to getting more people to consider LEVs is still high prices, yet this price is a direct result of extremely complicated, inaccurate European technical rules. As a result of these rules, riders are often forced to ride in dangerous conditions because the speed difference between them and other means of transport is often life-threatening.
In an open letter to the Presidents of the European Commission, Parliament and Council, LEVA-EU also calls for an amendment to the EU Green Deal. Even though the European Environment Agency has argued that shifting to walking, cycling and public transport is crucial for Europe to meet long-term sustainability goals and policy objective under the EU Green Deal, the Commission’s Communication has no reference to such a shift. LEVA-EU therefore calls upon the Commission to include the shift to walking, cycling, public transport and using light, electric vehicles (LEVs) as a key element in the Green Deal and consequently put that shift at the centre of the forthcoming strategy for sustainable and smart mobility.
In the letter, LEVA-U has rephrased the EEA Statement: “Shifting to walking, cycling, light, electric vehicles and public transport is a duty for Europe to meet long-term sustainability goals and policy objectives under the EU Green Deal, in honour of all COVID-19 and air pollution victims.”
“The LEV market represents an exciting future for cities and towns across Europe, but this potential will be lost if we do not make urgent alterations to current legislation. We will continue to act as a voice for our members to ensure we remove any barriers to trade and get more people to do their bit for the environment by choosing an LEV.”
LEVA-EU Member Rad Power Bikes testifies:
LEVA – EU member Arno Saladin, European business manager of Rad Power Bikes in the Netherlands, says the combination of technical legislation and traffic codes is stifling an industry that has great potential. The business has focused on manufacturing e-bikes with a speed of up to 25kmh and maximum power above 250W (L1e-A), but he says that while a business has the time to navigate legislation in different countries, it is often confusing for the consumer.
He said: “We haven’t expanded our line-up because our customers are facing so much uncertainty when they purchase a product in some countries, so we decided it would be much easier and clearer to produce 250W e-bikes.”
“Light electric vehicles are a very new sector of the market but we find that the legislation is not created at a basic level for the consumer to use the products with confidence. That’s why we see a lot of manufacturers not introducing new models even though there is a clear demand for these types of vehicles. It’s a chicken and egg situation where, if the regulations and traffic codes were clearer then more businesses would be interested and the sector would grow. However, the decision makers say that it’s too small a sector to give it attention, but I believe that as soon as the legislators understand what they need to do, this market will rocket.”
LEVA-EU collects all available statistics on LEVs to provide its members with an overview and thus a better insight into the EU market. The preliminary results for 2019, albeit not complete yet, are very promising.
The electric bicycle market in Europe continues to grow. Not all national results are known yet. Therefore, total EU sales cannot be definitively calculated yet, but it looks very likely for total sales of electric bikes to surpass the mark of 3 million. The lion share of these bicycles were sold in Germany, where for the first time the magical limit of 1 million was exceeded. There is little doubt that the one and a half million mark will be exceeded this year.
Sales of electric mountain bikes have increased with almost 47% in Germany, to just under 360,000, and with more than 24% in Switzerland to a good 50,000. The results for other “E-MTB countries” such as Austria or France are not known yet.
As we already reported, there is only 1 steadily growing speed pedelec market, i.e. Belgium. This is due to the fact that Belgium has amended its traffic code to accommodate speed pedelecs. As a result, the traffic rules for speed pedelecs are fairly clear. Moreover, speed pedelec commuters can enjoy a compensation of up to € 0.24 per km, tax-free. In the past year, 106 test riders commuted on a speed pedelec for 3 weeks in a row in the framework of the 365SNEL project. They covered an average of 21.6 km a day. So, this can result in more than € 1,300 extra per year, tax-free.
A total of 13,154 were sold in Belgium, that is 54.4% more than in 2018. Germany and the Netherlands, respectively second and third market are a lot smaller and unstable.
For the third year in a row, European electric moped sales have made a big leap, in 2019 of almost 50% to just under 60,000 vehicles. It should be noted that these figures include speed pedelecs, which are registered as mopeds. EU sales of speed pedelecs are estimated at around 25,000 in 2019. That is getting close to half of all e-moped sales.
Finally, in 2019 electric motorcycle sales more than doubled to 14,111. However, it is still very much a niche market with only 1.3% share in total motorcycle registrations.
If you are looking for any further details on EU LEV-statistics or any other aspect of the European LEV-market, you should consider joining LEVA-EU. All further details are here or contact Annick Roetynck at +32 9 233 60 05, email annick@leva-eu.com.
LEVA-EU member CAKE becomes a two-time winner of this esteemed award, receiving honors for the performance-oriented Kalk in 2019 and the utility-focused model, Ösa, in 2020.
CAKE, the Swedish manufacturer of lightweight electric motorcycles, announced that its utility-focused motorbike and scooter, Ösa, has been named as a recipient of the 2020 Red Dot Design Award. This is the second time CAKE has received this renowned award in the Car and Motorcycle category. The performance-oriented model Kalk won at its debut in 2019. For the 2020 award, CAKE is pleased to see their utility motorbike and scooter platform Ösa winning as well!
The distinction of the Red Dot has become established internationally as one of the most prestigious seals of quality for design. The Red Dot Jury comprises some 40 international experts who test, discuss, and evaluate each entry individually, live and on-site. The jury only awards products that feature an outstanding design.
“Given all that is taking place in the world right now with the rise of this horrible pandemic, now is not the time for asinine celebration. But we must say that we are incredibly honored to be recognized by the Red Dot Jury,” says Stefan Ytterborn, CEO & Founder of CAKE. “Like everyone on the Red Dot team, we are a bunch of colleagues and associated vendors, manufacturers, and partners, looking beyond now, crossing our fingers that the light will come sooner than later to our current hardships. And this award gives each of us every bit of extra energy to do just that. To borrow from the Hamiltons, ‘Through!’”
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