EU Regulation on the Approval of L-Category

Adrian Burrows International Standards

December 2013 Background

REGULATION (EU) No 168/2013 on the approval and market surveillance of two- or three-wheel vehicles and quadricycles

Entered into force: February 2013 http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2013:060:0052:0128:EN:PDF 2 Wheels (L1e, L3e)

Powered Cycles (L1e-A) Mopeds (L1e-B) Pedals Power up to 4kW Power up to 1000w (Electric or Max speed 45 km/h combustion) Power assist cuts off at speeds above 25 km/h Can also have 3 or 4 wheels

Motorcycles (L3e) 3 sub categories

L3e-A1 L3e-A2 L3e-A3

Power ≤11kW ≤35kW >35kW

Power to ≤ 0,1 kW/kg ≤ 0,2 kW/kg - weight 3 Wheels (L2e, L5e)

Mopeds (L2e) Mass in running order ≤ 270kg 1-2 seats

Tricycles (L5e) Mass in running order ≤1000 kg Maximum 5 seats (2 for commercial trikes) 4 Wheels (L6e)

Light quads • maximum design speed ≤ 45 km/h • mass in running order ≤ 425 kg • engine capacity ≤ 50 cm3 if a PI engine or engine capacity ≤ 500 cm3 if a CI engine • maximum of two seating positions

Light Quad Light quadri-mobile (L6e-B) A Power ≤4 kW enclosed passenger compartment maximum power ≤ 6 kW BP- passenger BU- Goods 4 Wheels (L7e)

Heavy on road quad (L7e-A) Power ≤15kW A1- maximum 2 straddle seats and handlebar steering A2 – maximum 2 non-straddle seats

Heavy quadri-mobile (L7e-C) maximum power ≤ 15 kW and maximum design speed ≤ 90 km/h and enclosed passenger compartment CP - maximum four non-straddle seats

CU - maximum two non-straddle seats and loading area criteria. 4 Wheels (L7e)

Heavy all terrain quad (L7e-B) B1- maximum 2 straddle seats and handlebar steering maximum design speed ≤ 90 km/h and wheelbase to ground clearance ratio ≤ 6.

B2 - maximum 3 non-straddle seats, maximum power ≤ 15 kW and wheelbase to ground clearance ratio ≤ 8. Out of Scope

EAPC Electric assist, power ≤ Self balancing 250W (UK 200W) vehicles Pedals Power cuts of when speed exceeds 25 kph

No seating position Maximum speed not exceeding 6 km/h vehicles equipped with any seating position of the driver or rider having an R-point height ≤ 540 mm in case of categories L1e, L3e and L4e Vehicles intended exclusively or ≤ 400 mm in case of for physically handicapped categories L2e, L5e, L6e and L7e. Environmental Measures

Euro 4 January 2016 Test cycles: Mopeds and light quads: R47, Heavy quads and tricycles: R40 : WMTC (GTR 2)

Euro 5* January 2020 Test Cycle: Revised WMTC Limits Broadly aligned with M1 Euro 6

* Subject to Environmental Effect Study CO2 & Fuel Consumption

Obligation to report for first time:

• CO2 • Fuel Consumption and/or electric energy consumption • Electric range

Provide information at point of sale (but no Consumer info regs)

Safety and Construction

Vehicle functional safety requirements Front and Rear Protective structures Vehicle Structure Integrity Steer-ability AVAS permitted on electric vehicles

Additional requirements for L7e-A2 Commission Study (TRL) Front, Side impacts? Pedestrian protection? Advanced assistance systems? Driver Licensing

Vehicle Category Driving Licence Category Pre Driving Licence Category Min. Age 19/1/2013 post-19/1/2013 L7e Heavy Quadricycle B1 (3 or 4 wheel vehicles up to B1 (4 wheel vehicles up to 17 550 kg unladen) 550 kg unladen), or B (up to 3.5 tonnes Maximum Authorised Mass – MAM) L6e Light Quadricycyle B1 (3 or 4 wheel vehicles up to AM (up to 350 kg unladen), 16 for AM, 550 kg unladen) or 17 for B1 B1 (4 wheel vehicles up to 550 kg unladen) L5e (Powered Tricycle) B1 (3 or 4 wheel vehicles up to A1 or A 17 (B1 or 550 kg unladen), or B B (up to 3.5 tonnes Maximum now); Authorised Mass – MAM); 17, 21 or 24 (A1 or A post 2013) Driver Licensing

Vehicle category Driving Licence Category Driving Licence Category Min. Age Pre 19/1/2013 post-19/1/2013 L1e Moped P AM 16 Q ≤50cc, ≤25 km/h

L2e 3 Wheel Moped P AM 16 Q ≤50cc, ≤25 km/h

L3e Motorcycle A1, A A1 ≤125cc, ≤11kW, ≤ 0.1 kW/kg 17 A2 ≤35kW, ≤ 0.2 kW/kg 19 A ≥35kW, ≥ 0.2kW/kg 24 Timing - Regulation

Entry into Applies from New types Existing Last date of force obligatory2 types registration2 obligatory2 February 1 January 1 January 1 January 31 20131 2016 2016/17 & 203 2017/18 December 2020

1First approvals possible mid 2014 2These are the most common dates 3Euro 5 Obligatory from 2020 Thank You Addressing L-Category Barriers and Opportunities Liz Halsted

Policy Manager, Transport for London London’s Road Network

• There are around 28m transport trips in London every day.

• Over 80% of all passenger journeys, including: • around 10m trips; • 6.3m journeys; • 5m walking trips; • 0.5m cycling trips; • 0.3m taxi journeys; • 0.2m L-category movements?

• nearly all freight movements; use the road network in London.

TfL Planning Meeting London’s Challenges

Mayor’s Climate Change Mayor’s Transport Mitigation and Energy Mayor’s Air Quality Strategy Strategy Strategy

TfL Planning 3 Environmental policy objectives and purpose

Reduce air Reduce pollutants CO2 from road emissions transport from road transport environmental objectives

Stimulate Promote low sustainabl emission e travel vehicle market

TfL Planning 4 Associated policies

• Any London policy should be consistent with others in development: – Roads Task Force – Cycling Vision, including cycle safety – Walking – West End – Mayor’s 2020 Vision – Freight – Taxis – Tourist Bus Action Plan

• Wider Air Quality issues will continue to be addressed through: – The Mayor’s Air Quality Strategy – Transport Emissions Action Plan; and – The Mayor’s Low Emission Vehicle Road Map

• Other policy developers – Government – EU – Boroughs

TfL Planning 5 TfL Policies to Reduce Emissions

• Planning

• Congestion Charging Zone

• The Low Emission Zone

• Reducing emissions from London’s bus fleet

• Cleaning up London’s taxi and private hire vehicle fleet

• Encouraging uptake of Electric Vehicles

• Measures to smooth traffic flows

• Promoting carbon efficient mode choice

TfL Planning L-Category vehicles – definitions

• United Nations Economic Commission for Europe (UNECE) – “ with less than 4 wheels”

• EU: “Mopeds, , Motor Tricycles and Quadricycles”

TfL Planning 7 TfL’s remit on L-category vehicles

• Mayor’s Transport Strategy – Proposal 30 commits to allowing motorcycles to use bus lanes – Proposals 64 to 67 refer to road safety for all road users – Proposal 93, encourage the uptake of low emission vehicles

• Managing TLRN and traffic congestion – smoothing traffic flow. Recent policy change to allow P2W in bus lanes has improved this, with added benefit of reducing emissions.

• Support for low emission vehicles and associated infrastructure.

• Support for improvement to P2W safety

TfL Planning 8 Current Challenges and Barriers?

• Safety

• Lack of consistent knowledge, definition and standards at local, regional, national, and international levels

• Lack of information, promotion and infrastructure to support L- category vehicles

• How can we adequately count the number of L-category vehicles coming into and out of London?

• Planning provision at local and regional levels is often silent for L-category vehicles

• How much basic infrastructure is required, e.g. reliable parking and refuelling facilities

TfL Planning 9 Difference in Emission Standards

TfL Planning 10 Opportunities for Research

• Regular surveys/counts

• Further safety research

• Gap analysis – what are the key issues and barriers to low emission L-category vehicles. – Incompatible technology for charging? – Not enough promotion?

• Benchmarking exercise with national/ overseas experience?

• Research into whether some freight journeys can be safely transferred onto L-category vehicles

• Better information

TfL Planning 11 Questions?

www.tfl.gov.uk

TfL Planning 12 Questions?

[email protected]

www.tfl.gov.uk

TfL Planning 13 European Quadricycles League (EQUAL) United- Kingdom PRESENTATION OF EQUAL

EQUAL is the European association of manufacturers of quadricycles.

We Represent key quadricycle manufacturers who’s facilities are primarily based in France and Italy.

The most well known are : AIXAM, MICROCAR, LIGIER, JDM Automobiles, CHATENET, CASALINI and BELLIER.

The EQUAL’s aim is:

•To promote and support ownership of quadricycles throughout Europe.

•To represent the promotion and concerns of our industry partners and their independent quadricycle importers.

EQUAL supports a network of consultants who’s main aim is to promote a mode of transportation which is unique but perfectly integrated in national as well as European legislation; vehicle licensing and safety requirements.

CONTENTS

1.The quadricycle market:

Key figures

Drivers

Needs of the urban population

2. Legislation:

The Third Driving Licence Directive (n°2006/126/EC)

Regulation n°168/2013 the approval of two- or three-wheel vehicles and quadricycles

3. Growth area for electric quadricycles:

In the UK and Europe

Research areas

4. Issues:

European Euro Normes (Euro 5) THE QUADRICYCLE MARKET (1/2)

 Key figures:

Automotive fleet (2012): 340 000 drivers

Registration (2012):

• In Europe: 17 262

• In the UK : 143 (until October 2013: 158)

• In Italy: 2 351

• In France: 10 614

 Drivers:

Who are the 340 000 European quadricycle drivers (estimated figures 2012)?

Market studies and practical observations show that there are two different kinds of quadricycle users:

- An elderly population living in the countryside, with limited resources. This demographic counts for the majority of users. (over 90%);

- A well-off, young and urban population.

THE QUADRICYCLE MARKET (2/2)

 The needs of an urban population : Safe and Modern.

Light quadricycles have many advantages that make them the urban vehicle of choice:

• Small dimensions makes parking easier (narrow access) this can also prove useful when making light, multi drop deliveries;

• Fuel efficient (approx 95mpg);

• Low Co2 emissions reducing the environmental impact;

• A reduced speed of 45 kph or 28 mph which is better adapted to urban driving;

• Easy to operate CVT transmission;

• A form of safe, entry level graduated driving which encourages better driver awareness.

LEGISLATION

An european specific regulatory framework, regarding:

Driving Licence :

The Third European Driving Licence Directive (2006/126/EC) was introduced into the UK on the 19th January 2013. The minimum requirements to drive:

•a light quadricycle (L6e) on the public highway is currently a full AM category licence.

•a heavy quadricycle (L7e) is a full B category licence.

 Approval and market surveillance:

- The Directive 92/61/EC and 2002/24/EC concerning the reception of two- or three-wheel vehicles: legal basis to the manufacturing and licensing of quadricycles.

- The new Regulation n°168/2013 of 15 January 2013 on the approval and market surveillance of two- or three-wheel vehicles and quadricycles (1 January 2016) : general requirements for functional safety and environmental protection of these vehicles and repeal the above Directives.

GROWTH AERA FOR ELECTRIC QUADRICYCLES (1/2)

 In the UK:

EQUAL would like to promote electric quadricycles in the Government’s new ultra low emission vehicle strategy, especially concerning: consumer and tax incentives for the purchase of ULEVs (ultra low emission vehicles).

EQUAL wants electric quadricycles to be integrated in:

• Plug-in Car and Van grants (of up to £5,000 and £8,000);

• ULEVs exemption from Vehicle Excise Duty;

• ULEVs being zero rated for company car tax;

EQUAL supports the network of charging points and other infrastructure making ULEVs an attractive proposition (for example, Source London).

 Examples in others countries in Europe: France and Germany. GROWTH AERA FOR ELECTRIC QUADRICYCLES (2/2)

 Research areas:

Technological Research and Development: EQUAL’s research which is conducted in the automotive sector supports new development programmes.

For example:

• Aixam in joint partnership with Michelin created a consortium of innovative technology: development of a wheel-motor.

• Drive Planet has developed a vehicle entitled VIPA, a vehicle without a driver transporting people over short distances, currently being tested in a hospital in France.

 Manufacturers develop innovative technologies depending on their human and financial resources.

ISSUES

 European Euro Normes for quadricycles:

• transition to Euro 3: 1 July 2014 ;

• transition to Euro 4: 1 January 2017 for L6 and 1 January 2016 for L7 ;

• transition to Euro 5: 1 January 2020 for L6 and L7 .

Vehicle and Engine manufacturers ensure they are ready for the transition to Euro 3 and Euro 4 standards. Taking into account financial and technical resources, quadricycle manufacturers are concerned with the process of transition to Euro 5 standard (1st January 2020 ).

Insofar as it is difficult from a technical point of view for manufacturers to comply with the requirements induced by Euro 5 standard for quadricycles, EQUAL proposes an additional step between the passage of Euro 4 and Euro 5.

Thank you for your attention !

General discussion

Cecilia MALDONADO http://www.equal-mobility.com/ [email protected] +33 4 91 90 14 52 e-MCI: Voice of e-Powered Two Wheelers

eMCI - “a credible, powerful single voice for the www.emcia.co.uk alternative power – powered two wheeler sector” Dave Luscombe, (Rowan Public Affairs) eMCI Project Manager

www.emcia.co.uk UK Motorcycle Market overview

• Since 2008, the UK new motorcycle market has reduced by 22% due to the economic crisis • 93,667 Powered Two Wheelers of all kinds were sold in 2012 • 13,416 mopeds sold – 14.3% of the market (moped average Co2 of 75g/km – near ULE status) • Approx. 4 million UK licence holders – many millions more moped licences ‘dormant’ within car licences • UK industry 2010: £7billion, 62,000 employed, over 6,000 businesses, £1billion to the exchequer

www.emcia.co.uk Environmental profile – ICE PTW

• Fleet average Co2 (sales weighted) is 100g/km – approx. 20% lower than car average (ACEM) – Recognition of commuting by small CC bikes can help reduce transport orientated Co2 • Lower raw materials and energy use (some work needed to fully quantify) • Lower recycling costs • Significantly improved road safety profile

www.emcia.co.uk Environmental Profile - ICE PTW

• Euro 4 introduction from 2016, a number of technical stages. Co2 measurement among other items • But: Euro3 PTW greenhouse gas emissions are below those of most consumer market vehicles (an average of 87 g/km for 125cc bikes) (ADEME) • Therefore smaller ICE PTWs should be included in LowCVP policy (a ‘stepping stone’)

www.emcia.co.uk Electric PTWs (ePTW)

• Types – Electric – majority of product – Hybrid – a few examples – Hydrogen – one prototype, type approved, has proven the technology

www.emcia.co.uk UK ePTW Market

Plug in Grant / Scrappage

www.emcia.co.uk ePTW market

• Strong growth on ePTW until after 2009 – Factors behind sharp decline include economic – But significant factor was total lack of inclusion of ePTW in policy incentives – the effect was immediate and dramatic. – ePTW industry warned Gvmt in 2009 that ignoring ePTWs would damage ePTW potential • eMCI advocacy of tougher technical standards (Plus ACEM) • Product quality has improved • But failure of Gvmt to recognise this in subsequent reviews of Plug In Grant has compounded market damage • One major player has quit the UK market (Zero) • Damaging to UK environmental credentials

www.emcia.co.uk EU ePTW

• Europe Electric L-Cat 25,000

Mopeds 20,000

Motorcycle 15,000 A more Others positive 10,000

picture … Registrations Unknown 5,000 L-Category vehicles - 2009 2010 2011 2012

www.emcia.co.uk So should we just give up?

• The potential for the ePTW sector to provide a genuinely viable and accessible form of Ultra Low Carbon, congestion proof personal urban transport remains enormous • The argument FOR the ePTW as the natural and most relevant form of EV is compelling, particularly as the current mileage range of most ePTWs can fit with average urban commuting journey distances • Congestion reduction benefits are clear (same for ICE PTW) • Most manufacturers considering ePTWs now • More affordable than other types of e-vehicle (aside from pedelecs) • Two wheel revolution possible if market is nurtured (pedelec as an example)

www.emcia.co.uk

Challenges & Opportunities

• Acceptance by Gvmt/OLEV/LowCVP of both legitimacy and opportunity of ePTW – OLEV command policy now does this, but no specific policies are planned to support the sector • Automatic inclusion of ePTW in all future automotive support from Gvmt (plus existing ones). Proportionate share of OLEV £500million. • Lower infrastructure demands from ePTWs should be recognised as an opportunity to reduce costs of ‘greening’ transport • On street infrastructure, where provided, must cater for ePTW (type 3a) • Level playing fields in all EV policies • Attitudes towards motorcycling in general by public authorities needs to evolve – ePTW, ULEV PTW, LowCC PTW – all have a role to play in reducing Co2 and ‘cleaning’ transport. • A need for pragmatism – encouragement of car-commuter shift towards lower Co2 modes such as smaller ICE PTWs opens minds to ULEV and Zero emission at an affordable cost. Rome wasn’t built in a day!

www.emcia.co.uk

Opportunities

Price point • Ultimate personal urban transport for City Dwellers? – 65% ‘typical’ urban commuters have no off street parking • Congestion busting • Parking • Charging options – On street • More bikes per charge point – At home (cartridge battery?)

www.emcia.co.uk Home Charging issues for ePTW’s: • Compatibility with current domestic electrical hardware: BEAMA EV Infrastructure Guide • Low power draw over long periods • Removable batteries

www.emcia.co.uk Work items

• eMCI pleased to assist Low CVP to help develop policy • A need to engage charge point manufacturers to encourage development of ePTW specific charging points. • Work to create a professional training standard for technicians as part of an Electric ATA module. • Work with Government to realise potential within policy and sector support now that OLEV recognises ePTWs • Contribute to OLEV ‘Call for Evidence’.

www.emcia.co.uk Summary

• The ePTW sector has potential to offer a realistic transport solution for the 21st Century – in turn achieving a number of policy and social objectives • Very small current market should not be viewed as a deterrent to support • ePTWs are a realistic and more affordable option right now • The eMCI is bringing cohesion and coherence to the industry • Technical standards are being developed • Government is engaged, but needs to provide policy ‘levers’ to realise ePTW potential

www.emcia.co.uk