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 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)

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 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

A Power ≤4 kW

Light quadri-mobile (L6e-B)

enclosed passenger

compartment maximum

power ≤ 6 kW

BP- passenger

BU- Goods

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)

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

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.

Maximum speed not

exceeding 6 km/h

Vehicles intended exclusively

for physically handicapped

No seating position

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

B (up to 3.5 tonnes Maximum

Authorised Mass – MAM)

17

L6e Light Quadricycyle 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,

17 for B1

L5e (Powered Tricycle) B1 (3 or 4 wheel vehicles up to

550 kg unladen), or

B (up to 3.5 tonnes Maximum

Authorised Mass – MAM);

A1 or A 17 (B1 or

B

now);

17, 21 or

24 (A1

or A

post

2013)

Vehicle category Driving Licence Category

Pre 19/1/2013

Driving Licence Category

post-19/1/2013

Min. Age

L1e Moped P AM

Q ≤50cc, ≤25 km/h

16

L2e 3 Wheel Moped P AM

Q ≤50cc, ≤25 km/h

16

L3e Motorcycle A1, A A1 ≤125cc, ≤11kW, ≤ 0.1 kW/kg

A2 ≤35kW, ≤ 0.2 kW/kg

A ≥35kW, ≥ 0.2kW/kg

17

19

24

Driver Licensing

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

TfL Planning

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

3

Mayor’s Transport

Strategy

Mayor’s Climate Change

Mitigation and Energy

Strategy

Mayor’s Air Quality

Strategy

TfL Planning

Environmental policy objectives and purpose

4

Stimulate

low

emission

vehicle

market

Reduce

CO2

emissions

from road

transport

Promote

sustainabl

e travel

Reduce air

pollutants

from road

transport

environmental objectives

TfL Planning

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

5

TfL Planning

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”

7

TfL Planning

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

8

TfL Planning

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

9

TfL Planning

Difference in Emission Standards

10

TfL Planning

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

11

TfL Planning

Questions?

www.tfl.gov.uk

12

TfL Planning

Questions?

www.tfl.gov.uk

lizhalsted@tfl.gov.uk

13

European Quadricycles League

(EQUAL)

United- Kingdom

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.

PRESENTATION OF EQUAL

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)

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

(1/2)

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.

THE QUADRICYCLE MARKET

(2/2)

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.

LEGISLATION

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 (1/2)

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.

GROWTH AERA FOR ELECTRIC

QUADRICYCLES (2/2)

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.

ISSUES

Thank you for your attention !

Cecilia MALDONADO http://www.equal-mobility.com/

cmaldonado@arcturus-group.com

+33 4 91 90 14 52

General

discussion

www.emcia.co.uk eMCI - “a credible, powerful single voice for the

alternative power – powered two wheeler sector”

e-MCI: Voice of e-Powered Two Wheelers

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

• Europe

-

5,000

10,000

15,000

20,000

25,000

2009 2010 2011 2012

Re

gist

rati

on

s

Electric L-Cat

Mopeds

Motorcycle

Others

Unknown

L-Categoryvehicles

A more positive

picture …

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