September 24, 2021

  • LEVA-EU requests Dutch government to withdraw national LEV-requirements превод на български
    The (outgoing) Minister of Infrastructure and Water Management has submitted a proposal to the Dutch House of Representatives to introduce specific Dutch requirements for a number of Light Electric Vehicles (LEV). LEVA-EU has studied the proposal and concludes it is in breach with EU legislation.

    The proposal concerns electric cargo cycles, electric scooters and self-balancing vehicles with steering wheels, while self-balancing vehicles without steering wheels such as monowheels or electric skateboards would still be prohibited on public roads.

    In the proposal, the vehicles are split into 4 categories: e-(cargo)cycle <55 kg, all other LEVs < 55 kg, LEVs for cargo transport > 55 kg and LEVs for passenger transport > 55 kg. For each category, the proposal includes requirements for approval and surveillance, for road admission and for road use.

    For category 1a, nothing changes except the limitation of the maximum width for a cargo cycle to 1 metre. The vehicles in this category are allowed on the road without additional approvals.

    For categories 1b, 2a and 2b, an approval and surveillance procedure will be introduced, which will be fully assigned to RDW. RDW is allowed to make the rules, inspect the vehicles and then also supervise. This gives RDW a blank check as judge and party, a decision that does not seem to be consistent with a normal democratic process.

    RDW has now drafted technical requirements for 1b, 2a and 2b. These requirements will be presented to a group of stakeholders in a meeting on Thursday 30 September.

    In the meantime, LEVA-EU has developed a position on the heart of the matter. The trade association for businesses in the LEV-sector concludes from their analysis that the Dutch government’s proposal to subject certain vehicles, excluded from Regulation 168/2013, to national approval is in breach of European legislation.

    In the general explanation on the technical requirements that the Dutch Ministry of Infrastructure and Water Management will discuss with stakeholders next Thursday, it is stated that “These vehicles cannot be admitted to road traffic following other European regulations, which thus means that they are implicitly prohibited.”

    LEVA-EU is convinced that this conclusion is incorrect. Just as conventional e-bikes, electric cargo cycles, electric scooters and self-balancing vehicles are excluded from Regulation 168/2013 and are therefore subject to the Machinery-, EMC and RoHS-Directive. The Machinery Directive stipulates: “Member States shall not prohibit, restrict or impede the placing on the market and/or putting into service in their territory of machinery which complies with this Directive;

    The Dutch government has accepted for conventional e-bikes to be admitted on the road without additional requirements. It is therefore illogic, inconsistent and illegal to subject e-cargocycles, e-scooters and self-balancing vehichles, which comply with the Machinery-, EMC- and RoHS-Directive to additional national technical requirements. What’s more, there are no structural safety problems with these vehicles which would warrant additional measures and they are widely used in cities looking to substitute polluting freight and passenger transport.

    In addition to the above-mentioned legal objections to the Dutch LEV framework, LEVA-EU is also particularly concerned about the proposed categorization and the proposals regarding dimensions and weight. “These proposals significantly complicate the lives of electric cargo cycle manufacturers, while they are not based on sound safety considerations”, LEVA-EU Manager Annick Roetynck explains. “Certain LEV dimensions have been determined on the basis of the finding “that an insufficient width of the cycle path leads to an increased risk. This is the world upside down: manufacturers all over the world will be obliged to make a purely Dutch electric cargo cycle in function of the width of the Dutch cycle path.”

    According to LEVA-EU, this goes directly against all principles of European legislation, the single market and the free movement of goods. If every Member State were to introduce similar measures, manufacturers would again be obliged to build 27 different types to be able to be marketed throughout the EU.

    In addition, if the Netherlands were to implement these very specific requirements effectively, this would undoubtedly have a negative impact on the supply of these LEVs in the Netherlands. Manufacturers will rather choose markets where they can use European harmonized vehicles. A shrinking supply will in turn jeopardize the sustainability of mobility in the Netherlands with all the negative consequences in terms of emissions, the fight against climate change, road safety, public health, etc. That would be a particularly bad thing for the Netherlands and for its citizens.

    LEVA-EU also requests clarification from the Dutch government on how these regulations have an objective in the Dutch public interest of which they constitute the main guarantee for the general Dutch interest. These are the legal European conditions defined in Directive (EU) 2015/1535 for issuing national technical regulations. The Netherlands should also notify the European Commission and the member states of this national initiative. To date however, there is no trace of such notification in the European TRIS Database.

    For all the above reasons, LEVA-EU is requesting the Dutch government to waive the LEV Approval Framework and to no longer deny or obstruct access to public roads for all LEVs that meet the requirements of the Machine, EMC and RoHS Directives by means of impeding national technical requirements. This request also concerns self-balancing vechicles without a steering wheel.

    In expectation of the response from the Dutch ministry, LEVA-EU will also inform the European Commission of this request.

    The full position paper in English is here: The Dutch version is here:

    Please contact LEVA-EU Manager for any further details: +32 475 500 588 –

    The post LEVA-EU requests Dutch government to withdraw national LEV-requirements appeared first on LEVA-EU.

September 23, 2021

September 22, 2021

September 21, 2021

  • Micromobility, Equity and Sustainability – Summary and Conclusions превод на български

    Please see below the executive summary from International Transport Forum or click the link to view the full document.

    What we did

    This report examines how micromobility (e-scooters, electric bikes and pedal bikes, whether docked or
    dockless and other forms of light mobility) can address congestion, CO2 emissions and air quality in cities
    and benefit users. It reviews benefits and social costs to inform the development of governance and
    regulatory frameworks that can maximise the contribution of shared e-scooters, electric bikes and pedal
    bikes to accessibility and sustainable mobility and minimise negative effects, particularly for pedestrians.

    What we found

    Existing urban mobility solutions cannot keep up with the growth of cities and struggle to contain
    congestion, noise, pollution and inefficient use of limited space. Shared micromobility can reshape urban
    mobility by offering a sustainable transport option that improves accessibility. Shared micromobility
    predominantly replaces walking, cycling and public transport trips yet could also substitute short car trips.
    The broadest benefit of integrating shared micromobility services into urban transport could be increasing
    the catchment area of public transport. Their widespread availability, particularly for first/last-mile
    connections, could improve access while shortening commuting time and reducing reliance on cars.
    However, micromobility – especially e-scooters – raise concerns of nuisance on sidewalks, the safety of
    users and pedestrians, its substitution over walking reducing the health benefits of physical activity, and
    potential adverse environmental impacts from the production and disposal of vehicles and batteries and
    generation of electricity. Negative effects of micromobility need to be weighed against the significant
    consumer benefits they offer and their potential to replace less sustainable trips. Data on the negative
    impacts of micromobility suggests these are comparatively small. The whole transport system must be
    considered from this perspective to make informed policy decisions.
    Most city authorities agree that micromobility enriches urban mobility, has the potential to change user
    behaviour and thus help transition to low-carbon urban mobility. Operators and authorities concur that
    the extent to which such benefits will be reaped depends on getting the regulatory framework for
    micromobility right. Finding agreement on what interventions work best is challenging, however.

    What we recommend

    Base regulation on sustainable urban mobility policy objectives

    Micromobility regulation should support the objectives of sustainable and equitable urban mobility
    planning. This means facilitating service availability across the urban area and promoting accessibility. It
    should also foster innovation and competition between operators and manage their use of street space.
    Integration with other modes, particularly public transport, will create social welfare benefits and replace
    car travel offered by these new services and improve accessibility. For micromobility to contribute to
    reversing car-dependent mobility will depend primarily on broader regulatory and fiscal policies to contain
    car traffic.

    Consult micromobility companies on public policy issues early and often to avoid distorting regulations

    Proactive engagement and collaboration with micromobility companies should help reduce the need for
    distorting regulations. City authorities should consider constructive proposals from micromobility companies
    for meeting overall mobility objectives in the way they regulate and award concessions. On their end,
    micromobility companies should be proactive in addressing public concerns.

    Apply outcome-based regulations linked to specific performance criteria

    Cities should focus on the expected outcomes from a regulation instead of specific, mandatory processes or
    actions. Identifying clear performance indicators is helpful to understand how successful operators are and
    where they can improve. Criteria such as the number of trips per micro-vehicle per day should be used to
    regulate fleet size instead of static fleet caps. Targets for stationing vehicles in areas with poor transit access
    could ensure that micromobility serves sustainability and equity objectives. Cities should work with operators
    on performance criteria and base regulation on factors within micromobility providers’ control.

    Ensure limits on market access allow competition; avoid static caps on shared micromobility vehicle fleets

    Cities need to monitor markets to ensure that any limits imposed on the number of operators do not unduly
    limit availability or competition. Sharing a restricted number of permits equally between many operators may
    compromise the sustainability of operations. At the same time, markets with only three players raise concerns
    over potential oligopolistic behaviour. Instead of arbitrarily restricting the number of operators, cities should
    encourage competition among them and accept multiple operators as part of the city’s mix of mobility services.
    Where a city sees a need to manage the number of shared micromobility vehicles on its streets, it should use
    dynamic caps based on specific performance indicators, such as the utilisation rate of vehicles, rather than by
    a static limit. Lower utilisation rates might be appropriate in neighbourhoods of concern in respect to inclusivity.

    Limit data-reporting requirements to information used for mobility planning

    Data reporting is an essential aspect of designing outcome-based regulations. When mandating data reporting,
    cities need to consider how the data will be used. Thought should be given to the strategic goal and the most
    valuable data to reach it. Producing performance indicators for sustainability and accessibility requires data on
    deployment, repositioning, use and lifetime of vehicles. Mandates should limit the reporting burden on
    operators to data needed for agreed performance benchmarks. Generally, all transport modes should have fair
    and balanced reporting requirements. Such data would enable cities to identify priorities for improvement and
    understand their impact on the whole transport network.

    Set regulatory fees in light of the potential value of micromobility for sustainable mobility and the uncertain
    viability of business models

    High regulatory fees imposed on micromobility companies are likely to limit the supply, reduce socio-economic
    welfare and make operations unviable. Cities should ensure that any fees are consistent with the negative
    impacts they are intended to address. Governments could consider bearing (the majority of) regulation
    administrative costs when justified by the benefits of more widespread use of micromobility.

    Support equitable and affordable micromobility services

    Shared micromobility should be promoted in areas of cities that are not currently well served by public transport
    networks. To ensure that it is financially viable for micromobility companies to provide service in all areas of the
    city, cities should minimise the burdens on providers from fees and caps on fleets. Cities might consider
    subsidies to service providers to achieve desired connectivity improvements.

    Follow the principle of mode-neutrality when developing an urban transport system

    City authorities should consider all transport modes when planning, regulating and funding transport services.
    They should assess their respective contribution to positive social, economic, and environmental outcomes.
    Governments should treat all transport modes fairly when imposing limits on access, speed or parking. They
    should evaluate the rules and fees applied to different transport modes – particularly to private cars – before
    putting in place restrictive regulations for micromobility. Comparing the full costs and charges for different
    types of transport will improve decisions on policy interventions.

    Reallocate road and parking space to micromobility users, cyclists and pedestrians

    Roads and parking spaces are disproportionally allocated to cars. Shared micromobility has increased the
    demand for redistributing urban space. Expanding dedicated cycling lanes to accommodate micromobility will
    also improve conditions for cyclists and enhance safety and safety perceptions. This will make it more attractive
    to cycle and use electric micromobility. Getting parking right is crucial. Sharing schemes as well as personal
    micromobility will benefit from repurposing private car parking spaces. This can maximise the take-up of these
    modes and thus help realise their wider benefits for urban policy. At the same time, it would reduce nuisance
    and minimise conflicts between modes.

    Address motor vehicle speeds when regulating micromobility speed

    Speed limits for micro-vehicles should recognise the value of speed for establishing micromobility as an
    alternative to car trips. A speed limit of 25 km/h on appropriate infrastructure makes micromobility more
    competitive with cars than limiting speed to 20 km/h. Lower speeds may be appropriate in areas with heavy
    pedestrian traffic. More broadly, 30 km/h is the maximum limit recommended for cars in city streets to reduce
    the risk of death or serious injury from a collision of cars with pedestrians and other vulnerable road users.
    Limiting cars, motorised two-wheelers and micromobility to the same low speeds on streets with mixed
    motorised and non-motorised traffic is a logical approach.

    Apply coherent regulation that treats micromobility operators equally

    Agreeing on a single set of rules applied uniformly across all operators in a city will facilitate the use of
    micromobility and reduce the regulatory burden on companies. Micromobility should be regulated as a class,
    not device by device, given similar operational characteristics in terms of speed and size. Neighbouring cities
    should also co-ordinate to harmonise approaches. Direction from national-level governments can help to
    standardise regulation but should avoid suppressing innovation by operators and regulators. Safety
    characteristics of vehicles also require coherent regulation.

    Adopt a permissive and adaptive regulatory approach to micromobility

    Governments should ensure that regulatory interventions do not impede innovation. Regulation should allow
    service providers to adopt new business models and technologies and respond to demand. Regulatory barriers
    should be minimised to enable operators to gain footholds in urban mobility markets. Micromobility is at an
    early stage of innovation and requires flexible regulation for market access that is updated as the market
    evolves. Trialling regulatory approaches has proven valuable in many cities. Pilot projects produce data for
    evaluation and allow insights into how behaviours and outcomes change. They allow experimentation, bedding in and solving problems through experience and negotiation before regulatory intervention. Evaluations and
    amendments should be planned and clear timelines provided to micromobility companies to reduce
    uncertainty and risks to their business models.”

    The post Micromobility, Equity and Sustainability – Summary and Conclusions appeared first on LEVA-EU.

September 20, 2021

  • Climate Change PIX winners selected превод на български

    Winning captures of the European Environment Agency’s (EEA) ‘Climate Change PIX’ photo competition show how climate change is already affecting Europe but also how well-known solutions can make a difference.

    Winner – Societal solutions for climate change

    ‘Sustainable city’, by Antonio Farto, reminds of the importance of making cities more sustainable with green areas and possibilities for cycling and walking.

    Photo © Antonio Farto, Climate Change PIX /EEA.

    Winner – Individual action on climate change

    ‘Break the rules – go green’, by Fernando Fortes, encourages cycling as a concrete, individual action that both cuts emissions and improves health.

    Photo © Fernando Fortes, Climate Change PIX /EEA.

    See all winning pictures here.

    The post Climate Change PIX winners selected appeared first on LEVA-EU.

  • LEVA-EU orders research into potential of light electric vehicles to fight climate change превод на български

    In the framework of COP26, trade association LEVA-EU has commissioned research from the German Aerospace Centre (DLR) to examine the potential of light electric vehicles in the fight against climate change.

    LEVA-EU, headquartered in Belgium, says mass uptake of Light Electric Vehicles (LEVs) such as e-scooters, electric (cargo)cycles, e-mopeds, e-motorcycles and small three- and four-wheeled e-vehicles is crucial to reducing transport emissions, as they are much more efficient than larger electric vehicles, due to their favourable vehicle weight to payload ratio.

    However, many decision-makers mistakenly believe that replacement of the current fleet of internal combustion engine vehicles by similarly sized electric cars will be sufficient to achieve overall transport emission reductions as required by the Paris Agreement on climate change. LEVA-EU believes this is a flawed policy since transport demand continues to grow and sustaining the current fleet of passenger cars, even if electric, will place an unbearable burden on the world’s resources.

    “As with electrically powered passenger cars, LEVs allow for emissions from a combustion process, as seen in petrol- and diesel-powered vehicles, to be eliminated,” LEVA-EU manager Annick Roetynck said. “In contrast to the large and heavy passenger cars, however, the batteries and vehicles themselves are considerably smaller and lighter, so that the consumption of critical raw materials is also reduced, thus considerably lowering production-related greenhouse gas emissions.”

    There is widespread agreement to reduce CO2 emissions from transport by a minimum of 50% at the latest by 2050, according to the United Nations Economic Commission for Europe.

    Whereas the emissions case for the mass adoption of electric passenger vehicles has been evaluated in many studies, the emission reduction potential via the adoption of LEVs has hardly been examined. In the framework of the 2021 United Nations Climate Change Conference (COP26) in Glasgow this November, LEVA-EU has now commissioned such research from DLR  in alliance with the International Cargo Bike Festival, Zedify and micromobility consultancy Mved. The DLR-project was initiated last August. LEVA-EU intends to use the research results to raise awareness among decision-makers and the public of the potential LEVs have to offer in the fight against climate change.

    The research will use Germany as an example, where Greenhouse Gas (GHG) emissions from transport currently represent around 20% of total national GHG emissions. The research will model GHG emission reduction potential, based on a scenario in which LEVs replace passenger vehicle trips wherever feasible. The research team will thus determine the theoretical potential of LEVs for a scenario in 2030 when the Paris Agreement emissions commitments for the sector are to be met. LEVA-EU, the International Cargo Bike Festival, Zedify and Mved believe meeting the Paris Agreement will require dramatic increases in the numbers and use of LEVs.

    “Evaluation of passenger car use in Germany shows that 60% of vehicle mileage results from trips under 50km and 75% from trips under 100km,” Annick Roetynck explained. “This means that around 46% of GHG emissions from the transport sector are caused by trips under 100km, which could partly be driven with LEVs instead of passenger cars – a considerable basic potential for emission reduction.

    “Not all trips with passenger cars may be replaced with LEVs, nor will they reduce emissions per vehicle kilometer to zero. The study will therefore estimate a theoretical emission reduction potential considering vehicle performance parameters for passenger car trip substitution as well as production- and operation-related emissions,” Annick Roetynck concludes.

    For further details, please contact Annick Roetynck, tel. +32 9 233 60 05, email

    The post LEVA-EU orders research into potential of light electric vehicles to fight climate change appeared first on LEVA-EU.

  • Flemish Radio Interviews LEVA-EU Manager on E-Scooters with Saddle превод на български

    The start of the European Mobility Week on 16 September is a unique opportunity to get acquainted with other more sustainable means of transport than the car. In that framework, the Flemish Radio 2 program “De Inspecteur” (The Inspector) interviewed LEVA-EU Manager, Annick Roetynck and Stef Willems (VIAS) about electric scooters with a saddle.

    “It’s complicated,” says Stef Willems of VIAS. “But the bottom line is that an e-scooter with a saddle is considered a moped in our country according to European and Belgian legislation. So, the only way to legally go on the road is with a number plate and helmet. You can in no way consider that vehicle as a regular e-scooter according to the law.”

    The police can fine you if you drive around with such a scooter without a number plate, or even confiscate your scooter, Willems warns. “The problem is that the people who buy e-scooters with saddles assume these are regular e-scooters, which allow them to go anywhere with them on the road. I have noticed that the sellers often do not clearly indicate that they are actually buying a moped.”

    Illegal e-scooters for sale

    We have seen that non-type-approved e-scooters are for sale on, says Willems. “Because they are not type-approved, you are under no circumstances allowed on public roads in Belgium. There is no certificate of conformity, so you can’t apply for a number plate. You can only drive around with it in your garden for instance. But the sellers don’t mention that.”

    There are also saddles for sale which you can mount on your e-scooter yourself, but that is not allowed either. “If you mount that saddle on your scooter, you are also not allowed on public roads, because here too you are in breach of European regulations.” takes illegal steps offline

    At, they did not know that e-scooters with saddle are illegal, despite the fact that LEVA-EU had sent them a reasoned warning more than a year ago. The enquiry by the Flemish radio programme  “De Inspecteur”, convinces them to take immediate action. Tamara Vlootman tells “De Inspecteur”: “Our quality team will investigate this. Until then, we have taken the articles offline as a precaution. We will now look further into how we are going to approach that, maybe we will add a clear warning label.”

    Sellers be warned

    “We inform the companies about the correct legislation. It is all very complex but we call for the law to be respected,” says Annick Roetynck, from LEVA-EU, the professional association for light electric vehicles in Europe.

    “Some sellers actually don’t know the law; others choose not to know the law. They sometimes have the customers sign a paper to acknowledge that the e-scooters they are buying are not allowed on public roads. If an accident were to happen, they will not be able to avoid their liability.”

    Outdated law

    Annick Roetynck does not agree with the law at all. “The laws were made long ago, when there were only cars, motorcycles and mopeds with fossil fuels, but not with new vehicles in mind. That’s why you get strange situations for no reason, because an e-scooter with a saddle is largely the same as an e-scooter without a saddle. There is no justification for submitting them to two completely different legal frameworks.”

    That is why she hopes that the legislation will be changed: “Personally, I have been working for more than 20 years for accurate legislation for LEVS such as e-scooters with or without saddle but also electric bicycles-without pedals for instance. They all have a role to play in making mobility more sustainable. They have great potential in decarbonizing mobility in the fight against climate change. There is some good news: the European Commission has recognized that the legislation needs to be improved and we hope it to be amended within 2 or 3 years.”

    The radio-interview with Annick Roetynck is here:

    The post Flemish Radio Interviews LEVA-EU Manager on E-Scooters with Saddle appeared first on LEVA-EU.

September 19, 2021

  • UK’s first electric cargo bike sharing scheme launches in Hackney превод на български

    Residents or visitors in Stoke Newington, London Fields and Shoreditch will this September be able to take advantage of a small fleet of rental electric cargo bikes, in the first scheme of its kind in the UK

    With local councils in the country setting and chasing ambitious emissions targets, and the general public’s growing appetite for greener lifestyle options, it may come as a surprise that no such setup exists already. Under the name Cargo Bike Share, eight electrically assisted ecargo bikes will be available for hire via 4 docking stations. The bikes can carry up to 80kg and will allow people a more environmentally friendly option when it comes to moving heavy loads, such as bulky shopping, personal belongings, equipment and more.

    This much-anticipated arrangement is funded by the Mayor of London and the tri-borough Zero Emissions Network, and is being delivered by urban bike share provider, Beryl, with hire arranged through their app.

    Of the scheme, Cllr Mete Coban MBE, Cabinet Member for Energy, Waste, Transport and Public Realm said: “Our residents and businesses are passionate about doing all they can to help improve air quality – and we’re launching this scheme to provide easy-to-access e-cargo bikes for shopping and carrying goods.

    Cargo Bike Share is a nationwide first, and is one of the many ways we’re working to rebuild a greener Hackney in the aftermath of the pandemic – with cleaner air, healthier lives and better neighbourhoods for all of our residents and businesses.”

    Cllr Rowena Champion, Islington Council’s Executive Member for Environment and Transport, commented: “We know that by taking steps to help residents and businesses lower their emissions, we can create a greener Islington and achieve net zero carbon status by 2030, to help tackle the climate emergency.

    Cargo bikes provide a greener, healthier way for residents and businesses to travel around the borough, helping to reduce congestion on our roads and improving air quality for everyone and the ZEN project is a key part of how we want to encourage their use.

    Through our people-friendly streets programme, we have been able to create safer, greener, healthier streets that are better suited to walking, cycling and using buggies and wheelchairs. We look forward to seeing Islington’s residents and businesses use these environmentally-friendly cargo bikes on the borough’s streets.”

    Beryl chief executive Philip Ellis said: “For last mile deliveries or short journeys, e-cargo bikes are by far the best and often the most time efficient way to move large or heavy items. By replacing vans, a network of e-cargo bikes has the potential to transform local areas making them safer and more pleasant to live and work in, due to the reduction in CO2 emissions, noise pollution and stationary motor vehicles that take up valuable space on our streets.

    We are really excited to be partnering with Hackney Council to launch this UK-first trial, which we believe will have a lasting positive impact on the community, and widen access to e-cargo bikes.

    ‘Beryl has always strived to be a micro-mobility pioneer that offers the broadest options in an affordable and accessible way. We believe this e-cargo bike trial has the potential to show what is possible in many urban areas across the UK, as businesses and residents explore more sustainable transport options.’’


    The post UK’s first electric cargo bike sharing scheme launches in Hackney appeared first on LEVA-EU.

  • News: Range Milestones Hit by Lucid and Rivian превод на български

    Lucid Air Tops Out with 520-mile range; Rivian Bests 300 with Pickup & SUV

    Story by Michael Coates; photos from the manufacturers

    The numbers tell the story—we’ve entered a new stage of long-range electric vehicles. This week the Lucid Air Dream edition had a model officially accredited by the U.S. EPA with a 520-mile range. That’s in a dual motor all-wheel drive sedan that promises 933 horsepower and will be beginning production later this year.

    There’s plenty of EV pickup talk, but the Rivian R1T has official numbers & official production

    Earlier in the month the Rivian R1T pickup’s Launch Edition was rated by the EPA at 314 miles of range, while its sister SUV, the R1S clocked in a 316 miles. Production of customer models began this past week and deliveries are expected imminently. The Rivian, too, packs a punch with more than 400 horsepower from its four motors.

    Lucid Hits a High Mark

    While the average range of an EV has been moving higher during the past few years, Lucid’s announcement has set a new high bar. Significantly, the start-up did without simply relying on a larger battery pack. At 113 kilowatt-hours (kWh), the Lucid Dream Edition’s battery is large (Tesla’s biggest is 100 kWh), but that’s not the most important feature. EPA also published the Lucid motors’ efficiency, which was calculated to be 27 kWh/100 miles, besting Tesla’s Model S. One of Lucid’s upcoming models, the Air Grand Touring, was even more efficient at 26 kWh/100 miles, almost as good as the smaller Tesla Model 3.

    Lucid Air Dream Edition
    Your wheels may dictate your range

    Due to different motor ratings and different size tires, Lucid’s Air models have a variety of range estimates. Here is the lineup as found on EPA’s website:

    • Lucid Air Dream Edition Range – 19-inch wheels – 933 hp – 520 miles
    • Lucid Air Dream Edition Range – 21-inch wheels – 933 hp – 481 miles
    • Lucid Air Dream Edition Performance – 19-inch wheels – 1,111 hp – 471 miles
    • Lucid Air Dream Edition Performance – 21-inch wheels – 1,111 hp – 451 miles
    • Lucid Air Grand Touring – 19-inch wheels – 800 hp – 516 miles
    • Lucid Air Grand Touring – 21-inch wheels – 800 hp – 469 miles

    The ratings underscore the variables of an electric car. The impact of the larger wheel size, which affects aerodynamics, rolling resistance and adds weight, is substantially more than would be seen on a less efficient internal combustion engine vehicle. This should also serve as an important reminder that whatever size tire you have, keeping the inflation at the manufacturer’s suggested rating is also critical to maximizing fuel economy.

    On its road to its record range, Lucid developed a 900-volt battery system with a proprietary battery management system and miniaturized drive units. Lucid also ran a real-world test of pre-production cars with Motor Trend magazine driving from Los Angeles to San Francisco that demonstrated the 500+ mile range of the car.    

    The Dream Edition, which Lucid says is sold out (although it does have a waitlist as if anticipating that some reservation holders may bail) retails for $169.000. As noted, it tops out at 1,111 horsepower and 520 miles of range, though those two features aren’t offered together. First deliveries to customers are expected next year.

    The Grand Touring model will be up next. At $139,000, it will top out at 516 miles or range and 800 horsepower. The Touring model will retail for $95,000, offering 406 miles of range and 620 horsepower. Finally, the Pure model will cost $77,400 with 406 mile of range and 480 horsepower. The non-Dream Editions are listed as “Future Models.”

    Rivian Tops 300-mile Range

    While much of Rivian’s recent news was about closing a $2.5 billion financing round and also filing for to go public with a traditional IPO (as opposed to the SPAC merger path used by several other EV startups), it’s also finalized the range of its launch vehicles.

    Rivian R1T EV interior
    Built for electric adventure

    The EPA tested the Rivian R1T pickup and certified it at 314 miles of range with a 48 kWh/100 mile efficiency for its four motors. The R1S SUV was certified at 316 miles of range and 49 kWh/100. Both models feature a pair of 162 kilowatt AC three-phase motors on one axle and a pair of 163 kilowatt motors on the other in what is described as a part-time four-wheel drive system.

    Rivian also announced that the company has received approval from the federal government to begin construction of vehicles for consumer delivery and celebrated the first consumer vehicle coming off of the Normal, Illinois, assembly line. That action took place several months later than the company’s original timeline, but will still mean the R1T will be the first all-electric pickup on the market.

    The R1T is aimed at “adventure” truck market. Its materials and PR activities trade of the vehicle’s off-road capabilities and adaptability for camping, for instance, offering an optional cooking stove that stores in the Gear Tunnel. Rivian claims its battery system is designed to function from 130°F to -25°F. The truck’s independent air suspension can deliver 14 inches of ground clearance. The company also claims it can ford through three feet of water and will go from 0-60 mph in about three seconds. The R1T can tow up to 11.000 pounds, but of course towing that kind of load will drastically reduce range.

    The Rivian R1T’s Launch Edition starts at $73,000. As with Lucid, the range estimate is with 20-inch wheels. If you bump up to the optional 22-inch wheels, the range drops 5-10 percent.  

    Make sure to opt-in to the Clean Fleet Report newsletter (top right of page) to be notified of all news stories and vehicle reviews.

    More News on Lucid & Rivian:

    Feature: Lucid Motors Studios

    News: Lucid Reveals Full Lucid Air Package

    Feature: Tailgating with an EV

    LA Auto Show: Rivian Electric Pickup/SUV Revealed



    The post News: Range Milestones Hit by Lucid and Rivian first appeared on Clean Fleet Report.

September 18, 2021

September 17, 2021

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September 13, 2021

  • Santos rider Dirk Huyghe completes The Sun Trip 11.400km solar rally превод на български

    Santos Rider Dirk Huyghe and his Travelmaster 3+ did it again! They successfully completed this year’s edition of The Sun Trip, an international rally for solar bikes. An impressive 11.400 km, through more than 20 countries, with an average speed of almost 160 km a day.

    The organizers crowned Dirk the undisputed king as he is the only one who not only competed but also completed all four editions. In 2013, 2015, 2018 and 2021. This time he came in 6th, in 72 days and 1 hour.
    There were 37 participants at the start in Brussels. However, only 10 made it to the finish. The others succumbed to physical and technical problems. Dirk called in at all 5 checkpoints: Riga in Latvia, Constanta in Romania, the Stelvio Pass (2757 m.) in Italy, the Pico Veleta (3398 m) in Spain and Porto in Portugal before arriving at the finish in Lyon.

    Dirk didn’t just put himself to the test but also his Santos. Many thanks for doing it so successfully, Dirk. Let’s go for the 5th edition?

    Want to know more about Dirk?


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  • Supply shortages in German industry worsening превод на български

    The shortage of supplies in German industry has worsened. In August, 69.2 % of industrial companies in Germany complained about bottlenecks and problems with product components and raw materials. Following a 63.8 % in July, a new high has been reached. This is the conclusion from a survey by the German Ifo Institute for economic research. “This is not without consequences for production in industry. The supply crisis poses a real threat to the economic recovery,” says the head of Ifo surveys, Klaus Wohlrabe. As a consequence, more and more companies want to raise prices.

    “The sharp rise in purchase prices for components continues to cause problems for the companies,” adds Wohlrabe. The shortage of semiconductors and chips for instance is particularly noticeable among car manufacturers and their suppliers (91.5% compared to 83.4 %) and among manufacturers of electrical equipment (constant at 84.4 %).

    As a result of this supply crisis, more and more companies want to raise prices. Ifo price expectations have risen to a new record. “The companies pass the increased purchase prices on to their customers,” says Wohlrabe. In the electrical and metal industries in particular, price increases are planned. But the chemical industry and mechanical engineering also want to make their services more expensive. The automotive industry, on the other hand, sees comparatively little leeway.

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  • Second United Nations Global Sustainable Transport Conference превод на български
    The second United Nations Global Sustainable Transport Conference will take place from 14 to 16 October 2021 in Beijing, China. It underscores the importance of sustainable transport for the achievement of the 2030 Agenda for Sustainable Development and the Paris Agreement on climate change. It will build on the first Global Sustainable Transport Conference, held on 26 and 27 November 2016 in Ashgabat, Turkmenistan, which resulted in the “Ashgabat Statement on Commitments and Policy Recommendations”.

    Transport enables the mobility of people and goods, enhancing economic growth and livelihoods while improving access to quality services, such as health, education and finance. It strengthens connectivity at all levels, helping integrate economies, improving social equity, enhancing rural-urban linkages and building resilience. At the same time, there is also recognition of negative environmental, social and health impacts. Close to a quarter of global greenhouse gas emissions come from transport and these emissions are projected to grow substantially in the years to come, further exacerbating climate change. Other pollutants, most evidently in many urban centres, directly impact health; casualties and deaths from accidents are also on the rise. Increasing connectivity can be accompanied with increasing illicit flows of contraband. Without proactive measures, existing inequalities such as those due to disabilities, gender or remoteness can become even more entrenched, According to the report of the former Secretary-General’s High-level Advisory Group, sustainable transport seeks to alleviate these negative impacts while “advancing economic and social development to benefit today’s and future generations—in a manner that is safe, affordable, accessible, efficient, and resilient”. Click here for more information on sustainable transport.

    The second Global Sustainable Transport Conference will draw upon discussions and action on sustainable transport in intergovernmental and other fora. Advances in sustainable transport will contribute to the attainment of many, if not all, of the Sustainable Development Goals (SDGs), outlined in the 2030 Agenda. Some SDGs are directly connected to sustainable transport through targets and indicators, such as SDG 3 on health, which includes a target addressing deaths and injuries from road traffic accidents (3.6), and SDG 11 on sustainable cities which includes a target on providing access to safe, affordable, accessible and sustainable transport systems for all and on expanding public transport (11.2). Many others are also connected through the enabling role of sustainable transport across the 2030 Agenda.

    The second Global Sustainable Transport Conference will bring together key stakeholders from Governments, UN system and other international organizations, the private sector, and civil society to discuss the integrated and cross-cutting nature of sustainable transport and its multiple roles in supporting the achievement of the 2030 Agenda. All modes of transport—road, rail, aviation and waterborne—will be addressed, and recent scientific and technological advances deliberated. The concerns of vulnerable groups, such as women, the youth, the elderly, persons with disabilities, and the poor, and of many developing countries, including least developed countries, landlocked developing countries and small island developing States, will receive particular focus. Key transport objectives, such as access for all while leaving no one behind, green mobility, efficiency and safety will be discussed.

    The programme of the Conference will reflect the diversity and complexity of the transport sector and will provide an opportunity for policy dialogue as well as forging partnerships and initiatives to advance sustainable transport.

    The Conference website is here:

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  • Improve efficiency of raw material sourcing to reduce emissions, study finds превод на български
    A European Environment Agency (EEA) report dated August 30 2021 has illuminated the impact of raw material extraction and processing on emissions.

    Following climate-friendly practices has significant potential to cut greenhouse gas emissions in Europe and globally, with the extraction and processing of raw materials alone accounting for an estimated 18 % of the EU’s total consumption-based greenhouse gas emissions. The study concerns the extraction and processing of key raw materials for consumption in Europe, of the following types: copper, iron, gold, limestone and gypsum, bauxite and aluminium, timber, chemical and fertiliser minerals, and salt.

    It is suggested that raw material consumers can levy their purchasing power to influence suppliers to become more climate-friendly. This may take the form of including sourcing requirements in public procurement, or provisions in trade agreements for example. The EEA also lists opportunities for improvement, including “adopting a life cycle approach to allow better accounting and monitoring of climate-related impacts associated with raw material supply chains, promoting resource- and energy-efficient practices, promoting use of renewable energy sources during extraction and processing of raw materials, strengthening market demand for secondary raw materials and using international frameworks for increasing transparency and cooperation along the raw material supply chains.”

    In the quest to reduce emissions, this very first stage in manufacturing must not be ignored, and the report finds that better sourcing practices could potentially cut associated, consumption-based emissions by at least 10 %, or in many cases even more. Market demand and accessibility of information for end-users also come into play in working towards the goal of reducing harmful emissions.

    Read the article from EEA here.

    View the report here.

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  • Introducing the New SCOTT Axis eRIDE Evo превод на български

    LEVA-EU member SCOTT introduces the ALL-NEW SCOTT Axis eRIDE Evo, the perfect solution for all those looking for a single bike that can take the steep cobbled streets of European cities just as easily as a path through the forest. It is a bike designed and built to roam any surface, wherever the next bend in the road takes you.

    The top of the line model, the Axis eRIDE Evo Tour FS, is the only All-Terrain e-bike on the market to feature an integrated shock, engineered to give all the stability and security a full suspension system can offer. The reinforced downtube also hides a huge 750Wh battery that powers the latest Bosch Performance CX BES3, for over 100 km of pure fun.

    The patented integrated rear shock is a unique feature that improves both frame rigidity and power transfer. It’s also much better protected against all weather conditions, dirt ingress and even accidental damage, keeping maintenance at the lowest levels possible. SCOTT’s TwinLoc Suspension System was developed as a system with the goal of taming any trail, any time. Connecting fork, the patented integrated shock platform and frame via TwinLoc gives the Axis suspension characteristics that allow you to adapt to multiple trail settings.

    The battery is fully integrated in the frame, easily removable without the need for any tool, making the process of recharging super convenient. Front and rear fenders are also equipped by default and offer great protection against mud or rain splashes. The Racktime SnapIt 2.0 ensures you can load the Axis with up to 15 kg of gear, and the Supernova 600 lumen light will brighten the darkest night while making you visible from over 900 m on the road.

    The Axis eRIDE Evo Tour FS is powered by Bosch’s top-of-the-line drive unit: the Performance Line CX BES3. With a very sporty start-up behaviour and a weight of just 2.9kg, delivering a maximum power output of 85Nm and a support of 340% when in Turbo mode. The new Bosch Kiox 300 display is removable but integrated in the handlebar, offering Bluetooth connectivity with both Android and iOS, turn-by-turn navigation, and tracking of everything: average and top speed, power, cadence, charge status of the battery and much more. The new Kiox display offers access to the digital world via the eBike Connect smartphone app.

    The new Axis eRIDE Evo comes in 4 different versions, available in shops by October 2021 with further models available in 2022. Pricing might vary according to currency, please reach out to your local SCOTT contact for further information.

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September 12, 2021