Contrary to popular belief, research has shown that e-bike riders ride more and take longer journeys than other cyclists. Initial data from a 2013 Norwegian study showed an increase in usage and length of journeys but was mainly confined to either snap shots or short-term usage of hire or borrowed e-bikes.
2020 study
A repeat study in 2020 was more thorough. It studied people who bought an e-bike rather than borrowing or hiring one and measured over a six-month period. The study found that e-bike owners increased their cycling from 2.1 to 9.2 kilometres per day on average over the six months. They also increased the number of journeys taken by bike rather than other modes of transport from 17% to 49% of all journeys.
The 2020 study used two control groups to ensure findings were not distorted by other factors: a group of cyclists considering buying an e-bike who were still using a push bike and a group of cyclists taken from the Falck National Register of Bicycle Owners.
To ensure accuracy of cycle trip figures and distances, all participants were asked to complete a contemporaneous travel diary. Whilst the e-bike owners increased their cycling, they also decreased their use of walking, public transport, and car driving. Their total amount of travel increased from 10.8km to 16.6km. They were therefore not only cycling more but travelling more in total. The control group, who contemplated buying an e-bike but had not yet done so, did increase their cycling from 10.8km to 16.6km and decreased their car use. But there was no substantial change in total time travelled. The control group of cyclists had a marginal increase in total travel distance and an increase in cycling from 3 to 4km.
The authors compared this study to an earlier one they had conducted in 2013 where participants were given an e-bike for two weeks. Here the share of cycling rose to 20% whereas in the more recent study it had risen to 28%.
The longer-term study of e-bike owners, therefore, confirmed that owning an e-bike increased cycle usage and that the increase in cycle usage was even larger in the long term. The authors indicate that they believe future studies should examine whether similar results are obtained when e-bike purchase is subsidised.
What subsidies exist to buy e-bikes?
E-bikes are more expensive than push bikes, which can be a barrier, especially for those on lower incomes. Many European countries have subsidies for e-bikes. For example, France had a national ecological bonus scheme with up to €2,000 towards the purchase of an e-bike. Unfortunately, that scheme ended on 14 February 2025.
Sometimes there is no national scheme but there can be many regional or city-wide schemes. However, these are primarily aimed at commuting to work. Spain has no national scheme but several regional ones. For example, Madrid Plan Meuve 2025 offers up to €600 (50% of the cost) and Galicia €500 – €700. These schemes are universal, in the sense that anyone who lives there can apply.
A summary of all subsidies available looked at 14 European countries. Four had no national subsidy schemes, five since the French ecological bonus system came to an end in February 2025. All of those countries still have regional or local schemes. Most of the schemes are work or commuting related. These all seem to require employer participation and generally require repayment through salary deductions. Rather than assistance with the purchase price, some schemes provide tax advantages for those cycling to work.
UK e-bike subsidies
In England, only a cycle to work scheme exists with up to 42% of the purchase price repayable by salary sacrifice. The UK is committed to achieving net zero by 2050. It is hard to see how that will be achieved unless the Government takes subsidising e-bikes more seriously. The Department for Transport does assist councils who wish to trial e-bike hire or loan schemes. Although this is helpful, our previously cited Norwegian study shows that this alone is insufficient to promote sustained increased use of e-bikes. People need to own their e-bike so that they can get used to using it and discover all the various trips where an e-bike can be helpful.
Both Scotland and Wales offer more generous support to e-bikes than England. The Energy Savings Trust in Scotland provides interest free loans of up to £6,000 for e-bikes and supports free e-bike trials and delivery schemes for rural areas. Transport for Wales has trialled e-bike schemes in several towns where e-bikes can be borrowed for a few weeks. The Welsh Government is also building better bike infrastructure especially in rural areas.
E-bike and EV subsidies compared
It is clear that there is no UK-wide e-bike grant to match the old electric car scheme. In November 2025, the government renewed the Electric Car Grant for a further three years. The discount of £1,500 – £ 3,750 is available for drivers who wish to purchase and those who wish to lease and Electric Vehicle (EV). At the same time, the government announced more investment for EV charging points. This contrasts with the e-bike subsidies which are limited to employer schemes with salary sacrifice only, are restricted to those using the e-bike for commuting, and are lower in value.
Other barriers to owning and using an e-bike.
Many people do not realise that e-bikes are perfectly legal in the UK as long as they comply with the regulations, i.e. motor power up to 250W and pedal assist only and speed limited up to 15.5mph. There is also uncertainty around whether they need a license to be used – they do not.
Safety issues can be a deterrent. The higher speed of e-bikes which can make them safer by enabling escape from difficult situations but can also be off-putting for some as the higher speed may require sharper braking.
Because of their high value there is a concern that e-bikes are more likely to be stolen. The author’s e-bike was once stolen by detaching the front wheel and leaving it in situ with the D-lock still attached: clearly it was a good quality D-lock.
Ebikes as mobility aids
Often, people do not realise that e-bikes are helpful for many who are disabled. A Transport for London study found that 76% of those with disabilities could ride an e-bike. Many do not realise the variation in e-bikes available i.e. tricycles, tandem bikes, recumbent bikes, and hand cycles. Whilst e-bikes can help the disabled with mobility, there are barriers of perception. For example, powered wheelchairs and mobility scooters are often used in pedestrianised zones and on pavements. However, should a disabled person attempt to ride an e-bike in these areas, they would most likely meet with disapproval as bicycles cannot be ridden there.
Why should more people ride e-bikes?
We have already established that people who own e-bikes cycle more often and take longer journeys. I have personal experience of this – having an e-bike makes longer cycle journeys out of town feasible. Where previously forced to get off and push up longer hills, I can now cycle to the top with an ebike opening up rural out of town journeys.
This has obvious health benefits. More cycling, i.e. being more active and healthy, means fewer doctor visits and a healthier lifestyle overall. Cycling rather than using a car also reduces carbon emissions and eases congestion in crowded urban areas. Cycling is cheaper than running a motor vehicle, a more important consideration as the cost of living rises. E-bikes can enable higher speeds and longer trip distances and require less physical exertion. This can be particularly helpful to the disabled and to older cyclists as well as those with health conditions or physical limitations who do not qualify as disabled.
Conclusions and proposed solutions
E-bikes as mobility aids need more general acceptance that some people will need to ride them where bicycles would not normally be allowed such as on the pavement. Perhaps we need a new type of blue badge sticker for e-bikes to make them more generally acceptable. The fear that e-bikes are more likely to be stolen can be countered by using high quality D-locks and always locking the back wheel, which is much harder to detach from the bike than the front wheel.
The lack of familiarity with an e-bike can be countered by loan hire and share schemes but may require a public information scheme. However, price will remain a barrier until government grants are expanded beyond salary sacrifice schemes, which require a considerate employer willing to participate, to everyone who wants to buy an e-bike.
Comments? We want to hear them. Please write to editor@westenglandbylines.co.uk
Friends of Bylines Network
There has never been a greater need for grassroots journalism that investigates the stories that really matter, holds power to account and champions the voices of everyday citizens. We are proudly powered by volunteers but what we do isn’t free.
STAND WITH US for independent, citizen-led journalism that makes democracy stronger, and you will even get some exclusive benefits.
