In Norway, as in many countries, there is a political goal to increase bicycle use. The electric bicycle (e-bike) is a promising tool for achieving this goal, given the hilliness of the country. However, little is yet known about the deterrents of cycling in Norway in general, and in particular how the purchase of an e-bike could be stimulated. In the current study, 5500 respondents from a convenience sample among car owners were asked about their perceptions of bicycling in general, and of e-bikes in particular as well as their willingness to pay (WTP) for an e-bike. Randomly selected participants (N D 66) were given access to an e-bike for a limited time (2 or 4 weeks). A second questionnaire captured the same perceptions and WTP postintervention. The results were compared with a control group (N D 214). The results showed that those who cycle the least were most interested in buying an e-bike and that prior knowledge of the e-bike corresponded with a higher desire to buy one. Pro-environmental values did not predict interest in e-bikes, neither did norms and attitudes toward cycling. The WTP for an e-bike increased after having experienced the benefits for those who used an e-bike compared to those who did not. Price reduction of the e-bike (e.g. VAT exemption), spread of knowledge among the wider population, and actions to offer an e-bike experience may therefore be effective strategies for further expansion of the e-bike in the transport system and thereby to increase bicycle use in Norway.

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In many European countries, it is a political goal that future growth in local travel should be absorbed by sustainable transport modes. Concerns that increased walking and cycling produce more accidents have been countered by the "safety in numbers" (SiN) argument. According to SiN, the more walkers/cyclists there are in a population, the lower their risk. SiN has been demonstrated in cross sectional and longitudinal studies, but the mechanisms behind the effect have yet to be proven. Previous studies have mostly relied on register data. The current study, carried out in 2013 and 2014 tests the existence of this effect in a more controlled manner. This is achieved through the use of three data sets: (1) roadside survey data with cyclists, pedestrians and car drivers from Oslo carried out at three time points in the cycling season (2) a panel study covering the same time period, and (3) video observations at four different locations in Oslo. By exploiting the natural seasonal variation in cycling frequency, and by using a repeated measures design we can further control for other factors suggested to lie behind the SiN mechanism, such as differences in infrastructure and traffic culture. The results suggest that bicyclists experience a short term Safety in Numbers effect through the season. Each individual cyclist experiences fewer occasions of being overlooked by cars and fewer safety critical situations (near-misses). Video observation data confirm this pattern. However, the SiN effect seems to be countered by another mechanism taking place at the same time: the influx of inexperienced and risk-taking cyclists through the season. Thus car drivers and pedestrians also report to find themselves being surprised by cyclists in traffic late in the season.

BackgroundCycling is considered to have a positive effect on public health through increased physical activity. In Norway, the e-bike is seen as a way of getting more people to cycle. However, the motorized assistance of an e-bike potentially eliminates any physical activity associated with its use. It is possible that the assumed health effect of increased cycling is “erased” through a reduction in other physical activities (a substitution effect). In this paper we study the public health effects of e-bikes using a combined cross-sectional and quasi-experimental design. First, we explore the existence of potentially hedonistic values in relation to interest in acquiring an e-bike and, second, we conduct an intervention study of physical activity pre- and post-purchase.MethodsA sample of 340 people responded to a questionnaire before buying an e-bike and follow-up 4 weeks later, when 45 had bought one. A further 28 (mainly physically inactive) were recruited through a Norwegian NGO. For a comparison group, 1995 people were recruited through the Falck National Register of Bicycle Owners. All respondents were asked about the intensity of their cycling, (kilometres cycled in the previous week), walking and physical activity in addition to cycling as means of transport (days and hours).ResultsA structural equation model showed that hedonistic life values, and general physical activity, were predictive of interest in buying an e-bike. However people who already cycled a lot showed less interest. The trial showed that increased cycling – whether as a mean of transport or exercise –was related to higher levels of total physical activity in both groups compared to a comparison group (one-way ANOVA).ConclusionsOur findings indicate that in the Norwegian cycle population there is no substantial substitution effect of physical activity with the introduction of an e-bike. The appeal of the e-bike is strongest among those with little existing interest in, or levels of, physical activity. The net effect of the e-bike therefore seems positive from a public health perspective.Electronic supplementary materialThe online version of this article (10.1186/s12889-017-4817-3) contains supplementary material, which is available to authorized users.

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