The Netherlands and Light Electric Vehicles (LEVs)
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The Netherlands and Light Electric Vehicles (LEVs)
02 The Netherlands and Light Electric Vehicles (LEVs)
The Netherlands would like to inform you about the develop
ments for a national outline for Light Electric Vehicles (LEVs). This
outline describes the rules for LEVs which are excluded from the
scope of EU Regulation 168/2013. This concerns vehicles without
seats (e.g. e-steps), self-balancing vehicles (e.g. the Segway) and
vehicles with pedal assistance (e.g. e-bikes and e-cargo bikes).
The outline is published in December 2020 and will be elaborated
in to a definitive policy framework by mid-2021.
Cities are getting busier and the use of LEVs is increasing. Professional transporters are
increasingly using lighter, smaller vehicles such as parcel deliverers on e-cargo bikes and
meal deliverers on e-bicycles. In addition to private ownership and use, LEVs are also
increasingly offered as shared mobility. The strong emergence and increased use of LEVs
require a review of the way in which these vehicles are currently allowed on the road in
order to guarantee road safety.
The Netherlands aims to develop a European framework for LEVs to prevent a patchwork
of different rules in the Member States of the EU. Achieving this will take time thus parallel
to this aim a new national framework for LEVs is being created. This creates clarity for users
and manufacturers and contributes to the safe use of these vehicles. As soon as there is a
European authorization framework for LEVs, it will replace the Dutch national authorization
framework.
The Dutch policy framework for admittance of LEVs has defined a category layout, technical
requirements, administrative requirements and, user and supervision requirements. The
choices made are cohesive to the place of the road of these vehicles.
Category-layout
The starting point of the vehicle category in the outline is that equal vehicles are placed in
the same category and will need to meet the same requirements. This covers a level playing
field. The LEV-framework is divided into four categories whereof two main categories
based on kerb mass (mass of the vehicle with batteries without load). The effect kerb mass
has on other road users in case of an accident (kinetic energy) is the main reason for these
categories. The limit between light, small (cat.1) and heavy, large (cat.2) LEVs is set at 55kg.
The first two categories are the relatively smaller and lighter LEVs like e-bikes and e-steps,
category 1a and 1b. For these categories the reference point is set to a maximum kerb mass of
55 kg. The limit of kg is derived from the German National LEV-framework. A defect vehicle
with a kerb mass up to 55 kg with blocked front wheels can still be manually towed or pushed
outside the danger zone. For the small and light LEVs (
03 The Netherlands and Light Electric Vehicles (LEVs)
The other 2 categories are the relative larger and heavier LEVs as from 55 kg like electric
cargo bikes and e-cargo bikes to carry passengers. These categories are divided based on
the function of the vehicle: category 2a for cargo transport and category 2b for passenger
transport. Each category has a set of functional characteristics and technical requirements
which applies to the LEVs. These characteristics and requirements are based on the current
framework: Regulation 168/2013 and the Dutch Policy rule “designating special mopeds”
(aanwijzing bijzondere bromfietsen).
Outline Admission Light Electric Vehicles
04 The Netherlands and Light Electric Vehicles (LEVs)
Method of admission and supervision
For each category, the Netherlands examined the method of road admission (self-
certification or approval) and the method of supervision (market or manufacture). The initial
concept is to align as closely as possible to existing admission frameworks.
For the category e-bikes and small electric cargo bikes up to 55 kg (cat.1a) the current
procedure of self-certification and market surveillance will be maintained. These vehicles
are covered by the requirements of the Machine Directive (2006/42/EC). Besides this the
European Commission has designated industry standard EN-15194, for bikes with pedal
assistance, applicable to all member states. The user of the standard may therefore assume
that he will act in accordance with the applicable regulations (in this case the Machine
Directive) if he complies with this EN standard. For category 1b, the Dutch Vehicle Authority
(RDW1) recommends approval in advance and supervision of production. The risk that the
self-certification will lead to unsafe vehicles on the road and/or deviations in production is
assessed too high for road safety by the RDW. Investigation was also done on how Germany
is handling admission and supervision and concluded that it is following the process as usual
in case of a type approval. The process is therefore similar in structure to the processes as
followed in Regulation (EU) No. 168/2013.
For category 2, the relative bigger and heavier LEVs the Netherlands intents to apply the
current type approval scheme used for special mopeds. This category is subject to approval
by independent inspection prior to and supervision of manufacture. The admission scheme
for relatively heavy, large e-cargo bikes, which are currently admitted in the same way as
e-bikes, will be aligned with the scheme that currently applies to special mopeds.
Technical requirements
For each category, a specific set of technical requirements is required in which the vehicle
will be tested before admission. The existing frameworks serves as the basis for these
requirements.
For the category of e-bikes up to 55 kg (cat.1a) the choice has been made to maintain the
current requirements which are laid down in the machine directive. For the other categories
the technical requirements are still being developed. In order to come up with a proposal
for the set of requirements for the small and light LEVs without pedal assistance up to 55 kg
(cat.1b) the RDW is currently comparing four different standards ((EU) no. 168/2013, EN-17128,
German standard , Policy rule designation special mopeds). For the large and heavy LEVs,
Regulation (EU) no. 168/2013 and the Policy Rule designation special mopeds are used as
point of reference. Ultimately, these sets will be further elaborated by the RDW together with
other experts.
Position on the road in relation to width, mass and speed
There have been various discussions in the Netherlands to indicate the implications of a
maximum width, mass and a maximum construction speed. Stakeholders concluded that
in places where there is a high density of traffic, or where the cycling infrastructure does
not (or cannot) meet the CROW2 guidelines, LEVs that are too wide and too fast may lead to05 The Netherlands and Light Electric Vehicles (LEVs)
accidents of high severity and subjective safety. These discussions about width, maximum
speed, mass and position on the road can’t be solved separately but need to be addressed in
coherence.
The conclusion is that for the small LEVs, such as the e-bikes with pedal assistance and the
small e-(cargo)bike (cat.1), the cycle path is the most logical place. The categories heavy and
wide LEVs (cat.2) are still a point of attention regarding safe mixing with other traffic on the
cycle path or on the carriageway.
In the context of road safety, restricting the width of vehicles is beneficial for road safety
as there are fewer tight encounters and overtake moments on the cycle path. Various
independent qualitative and quantitative studies have shown that insufficient width of the
cycle path leads to an increased risk for the current group of users with their widths. It is
therefore to be expected that extra vehicle width with the current width of the infrastructure
will also lead to extra risk. Therefore the outline of the admission scheme for LEVs sets the
maximum width of all LEVs on more than two wheels at 1.0 meter. For LEVs on two wheels,
the maximum width is 0.75 meters, which is in line with current regulations for the (e-)
bicycle in The Netherlands. The maximum construction speed for all LEVs is set at 25 km per
hour. At the same time, there is a realization that the LEV framework will not stop the use
of wide vehicles on the cycle path. For example, an e-cargo bike on three wheels can be up
to two meters in width according Regulation (EU) No 168/2103. At a maximum construction
speed of 25 km/h, this vehicle is registered as a light moped and drives on the cycle path in
most cases. In addition, road authorities of larger municipalities in particular have various
relevant discussions such as densification tasks, the increasing congestion on bicycle paths
and discussions switching to 30 km/h as the standard instead of 50 km/h within its city
borders. The Netherlands concludes that these developments require a robust distribution
of public space that cannot be realized in the short term and for which the LEV framework
cannot be the solution.
The discussion about the position on the road in relation to width, mass and speed will be
continued this year. The discussion remains to strive for uniformity in the regulations on
the one hand and to take into account large differences in traffic density and the degree of
urbanization on the other. In addition to the elaboration of the scenarios, the intention is
to carry out an impact analysis to maximum width, so that the extent of the consequences
of the proposed changes can be identified, and solutions can be sought for vehicles that are
broader in current practice.
Requirements for road usage
Requirements for road usage can be divided into user requirements and usage requirements.
User requirements include helmet requirement, minimum age and driver’s license.
For special mopeds a minimum age of 16 years currently applies as a user requirement.
There is no helmet requirement and no driving license requirement. The question is whether
this line can be extended to the new authorization framework for LEVs, or whether
additional or different requirements must be defined.
Usage requirements include registration and insurance. In the policy response to the
recommendations of the Dutch Safety Board, it was announced that special mopeds will
be given a registration number, in order to clarify, among other things, which vehicles may06 The Netherlands and Light Electric Vehicles (LEVs)
and may not be on the road. The LEV framework will be in line with this with the exception
of e- (cargo) bicycles with pedal support up to 55 kg (cat. 1a). In consultation with the RDW
it will be determined in which form the registration will be carried out. Under existing
laws and regulations, all motor vehicles, including LEVs, are compulsorily insured under
the Motor Insurance Liability Act (WAM). Only the e-bike with pedal assistance up to 55 kg
(cat.1a) remains exempt from this obligation.
Follow-up process
This outline will be further elaborated into a new admission framework in the first half of
2021. In the beginning of 2021 the process for changing regulations will start in the areas
possible.
In the first half of the year the sets of technical requirements per category such as
requirements for brakes and tires are determined by the RDW together with other experts.
These will be the basis for a proposal to amend the national vehicle regulation.
In the same period further work will be carried out together with the stakeholders to
determine the parameters with regard to the location on the road and the user requirements.
All parameters are expected to be ready and the outline has been converted into a complete
policy framework before the summer of 2021.
In addition to the further elaboration of the framework and its implementation in regulations
the Netherlands will also explore how users and non-users of LEVs can best be involved and
informed about the further elaboration of the LEV framework in the beginning of 2021.
To conclude the Netherlands would like to emphasize on its aim for an
European LEV framework.
Endnotes
1 https://www.rdw.nl/over-rdw/information-in-english
2 https://www.crow.nl/english-summary
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