**4. Policy options**

In various countries, a limited number of policy initiatives are taken to promote electric mobility on two wheels. Yet in general, it can be stated there is a lack of policy attention, particularly in comparison to policy and research on other electric vehicles such as cars and buses.

There is a large potential in different regions to expand the use of electric two-wheelers, so what can be done do to harness this potential? Policymakers have a range of instruments that can be deployed [17]. In general, these can be organised by regulatory, economic and informative instruments [38], while for transport, often planning instruments are considered as well [39]. **Table 2** presents a brief overview, after which these options are discussed.

In the realm of regulatory instruments, the strongest policy measure is to ban motorcycles powered by fossil fuels, as implemented in Chinese cities. A phase out of conventional motorcycles and moped sales is considered in the Netherlands [40]. Similarly, a low-emission zone in a city can be designed such that conventional motorcycles will not be able to comply with the required emission standard to be allowed to circulate in the zone. Further, to improve safety for two-wheelers, speed limits for shared roads can be an effective tool, e.g. 30 km/h in urban areas where no dedicated lanes exist. At the same time, helmet use can be made compulsory for vehicles capable of travelling faster than a certain speed, for example, 25 km/h. Finally, electric two-wheelers need an appropriate legal framework in national vehicle legislation. Malaysia, for example, has adopted standards for electric mopeds with speeds in the range of 25–50 km/h, covering safety, performance and national compliance issues [41].

Planning instruments are key as well, for example, allocating dedicated road space for twowheelers, together with quality standards for existing and new road surface that improves safety [14]. E2W then co-exist with either conventional motorcycles or bicycles, depending on the desired speed range and design of the two-wheeler lanes. For example, in China, e-bikes are often allowed on bike lanes. In addition, two-wheeler mobility can be made


**Table 2.** Overview of policy options to promote E2W.

with the rising use of e-bikes among the elderly, as these are more difficult to handle than bicycles [37], with e-bikes taking 30% of total bike fatalities [24]. Unruly driving behaviour, for example, jumping red lights at intersections, is a key concern with e-bike riders as well as

**Figure 4.** Indicative qualitative assessment of sustainability impacts and accessibility benefits of urban transport modes for trips 2–10 km, on a person-km basis. Accessibility covers travel time including parking and reliability. Sustainability

and physical activity (see **Table 1**). Larger ovals indicate larger spread in accessibility/sustainability benefits depending

emissions and fuel consumption, noise

In **Figure 4**, the sustainability impacts as included in **Table 1** are added and compared with accessibility benefits for urban trips of 2–10 km length in a dense city that has a balanced approach to transport planning for the different modes. Accessibility, or the ease of reaching opportunities, covers travel time, flexibility, reliability and ease of parking. The width of the ovals indicates how strongly accessibility depends on local conditions such as congestion, parking options, public transport service quality and urban planning. For example, in some cases a car may be as fast as a motorcycle, whereas in heavy congestion and limited parking

A key observation from this figure is that E2Ws increase range and comfort of bicycles and improve sustainability performance of motorcycles while preserving accessibility benefits.

In various countries, a limited number of policy initiatives are taken to promote electric mobility on two wheels. Yet in general, it can be stated there is a lack of policy attention, particularly

in comparison to policy and research on other electric vehicles such as cars and buses.

bicyclists and motorcycles in various countries [13].

104 Sustainable Cities - Authenticity, Ambition and Dream

aspects here include equity, road and parking space efficiency, air pollution, CO<sup>2</sup>

on local conditions. All vehicles except E2W are powered by internal combustion engines.

availability, a car provides low accessibility.

**4. Policy options**

more attractive, for example, by advanced stop boxes for two-wheelers at intersections (see **Figure 1**, right-hand side), which can be shaded in tropical regions to protect drivers from heat and rain. Travel demand management, to make car travel less attractive, is required as well. Measures include traffic calming (e.g. speed bumps), reducing parking supply, fuel taxation and restricting access to roads while allowing two-wheelers, ensuring a lower 'detour' factor for the latter. Finally, electric bikes can be included in bike-sharing schemes.

**Acknowledgements**

**Author details**

Stefan Bakker

**References**

draft version of this chapter are greatly appreciated.

Address all correspondence to: sjabakker@gmail.com

2017 [Accessed: 9 September, 2018]

September, 2018]

London: Routledge; 2017

[Accessed: 9 September, 2018]

Independent Consultant, Amsterdam, The Netherlands

air-quality-and-health [Accessed: 9 September 2018]

Comments and feedback from the book editor, Kathleen Dematera and Todd Litman, on a

Electric Two-Wheelers, Sustainable Mobility and the City http://dx.doi.org/10.5772/intechopen.81460 107

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Financial incentives are another important instrument to promote E2W purchase and use. These can be designed, for example, as purchase subsidies, as done in some provinces in China [21], sales tax breaks [42] or an increase in petrol tax. In countries where motorcycle taxis are common, specific programmes to convert motorcycle fleets in a city to electric twowheelers can be designed. In the Netherlands, a tax-deduction scheme for employees to buy a bicycle or e-bike exists. For behaviour change policies, incentives are often used in tandem with information instruments. It is argued that key life-changing events, such as moving to a new city or the birth of a child, are often powerful catalysts for behaviour change. Policy instruments can mimic such disruptive change [43], e.g. by pilot programmes with free e-bikes in exchange for car keys, as done in a promotion programme in Switzerland [44] or other incentives and campaigns. At the same time, information and training on road safety are needed for drivers of two-wheelers and other road users, e.g. as part of driver training curricula [14].
