EU Regulation on the Approval of L

EU Regulation on the Approval of
L-Category Vehicles
Adrian Burrows
International Vehicle Standards
December 2013
Background
REGULATION (EU) No 168/2013
on the approval and market surveillance of twoor 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)
Pedals
Power up to 1000w (Electric or
combustion)
Power assist cuts off at speeds
above 25 km/h
Can also have 3 or 4 wheels
Mopeds (L1e-B)
Power up to 4kW
Max speed 45 km/h
Motorcycles (L3e)
3 sub categories
L3e-A1
L3e-A2
L3e-A3
Power
≤11kW
≤35kW
>35kW
Power to
weight
≤ 0,1 kW/kg
≤ 0,2 kW/kg
-
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 Quad
A Power ≤4 kW
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 quadri-mobile (L6e-B)
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 ≤
250W (UK 200W)
Pedals
Power cuts of when speed
exceeds 25 kph
Self balancing
vehicles
No seating position
Maximum speed not
exceeding 6 km/h
Vehicles intended exclusively
for physically handicapped
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
or ≤ 400 mm in case of
categories L2e, L5e, L6e and
L7e.
Environmental Measures
Euro 4 January 2016
Test cycles:
Mopeds and light quads: R47,
Heavy quads and tricycles: R40
Motorcycle: 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
19/1/2013
Driving Licence Category
post-19/1/2013
Min. Age
L7e Heavy Quadricycle
B1 (3 or 4 wheel vehicles up to
550 kg unladen)
B1 (4 wheel vehicles up to
550 kg unladen), or
17
B (up to 3.5 tonnes Maximum
Authorised Mass – MAM)
L6e Light Quadricycyle
L5e (Powered Tricycle)
B1 (3 or 4 wheel vehicles up to
550 kg unladen)
AM (up to 350 kg unladen),
or
B1 (4 wheel vehicles up to
550 kg unladen)
16 for AM,
B1 (3 or 4 wheel vehicles up to
550 kg unladen), or
A1 or A
17 (B1 or
B
now);
17, 21 or
24 (A1
or A
post
2013)
B (up to 3.5 tonnes Maximum
Authorised Mass – MAM);
17 for B1
Driver Licensing
Vehicle category
Driving Licence Category
Pre 19/1/2013
Driving Licence Category
post-19/1/2013
Min. Age
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
force
Applies from
New types
obligatory2
Existing
types
obligatory2
Last date of
registration2
February
20131
1 January
2016
1 January
2016/17 & 203
1 January
2017/18
31
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 car trips;
• 6.3m bus 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 Transport
Strategy
TfL Planning
Mayor’s Climate Change
Mitigation and Energy
Strategy
3
Mayor’s Air Quality
Strategy
Environmental policy objectives and purpose
Reduce
CO2
emissions
from road
transport
environmental objectives
Reduce air
pollutants
from road
transport
Promote
sustainabl
e travel
TfL Planning
Stimulate
low
emission
vehicle
market
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) –
“motor vehicle with less than 4 wheels”
• EU: “Mopeds, Motorcycles, 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 Lcategory 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?
lizhalsted@tfl.gov.uk
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/
cmaldonado@arcturus-group.com
+33 4 91 90 14 52
e-MCI: Voice of e-Powered Two Wheelers
eMCI - “a credible, powerful single voice for the
alternative power – powered two wheeler sector”
www.emcia.co.uk
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
Electric L-Cat
• Europe
25,000
Mopeds
A more
positive
picture …
Registrations
20,000
Motorcycle
15,000
Others
10,000
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