Previous research shows that e-bike owners use private cars less than other transport user groups, and also report to have changed from motorised to non-motorised transport. A challenge with many studies is that they are either retrospective or cross-sectional, thus giving little control over confounding factors.

We followed up a short term trial where quite large mode change had been observed among participants. In the present study we conducted a before after-study with a customer group who bought an e-bike (N = 39) and a comparison group wanting to buy one (N = 142) using a survey with a travel diary to capture changes in travel behaviour. We also used a broader comparison group (N = 767) to test the robustness of the results from a policy perspective. The measurement period lasted up to six months.

We found that people who purchased an e-bike increased their bicycle use from 2.1 to 9.2 km per day on average, representing a change in bike as share of all transport from 17 to 49 percent. The comparison group had negligible changes in cycling during the same time period, and the choice of comparison group had a very marginal effect on the results. The results show that the large change in cycling we previously found of a trial scheme with e-bikes is replicated with actual customers. The change in cycling share is somewhat larger than it was for the short-term users, showing that mode change from e-bikes is not just a novelty effect.

先前的研究表明，电动自行车的所有者使用私家车的人数少于其他运输用户群体，并且报告称其已从机动化转变为非机动化。许多研究面临的挑战是，它们是回顾性的还是截面性的，因此很难控制混杂因素。

我们跟踪了一项短期试验，该试验在参与者中观察到相当大的模式变化。在本研究中，我们与购买电动自行车的客户组（N = 39）和想要购买一辆电动自行车的比较组（N = 142）进行了事前调查，该调查组使用了带有旅行日记的调查来捕获自行车的变化。旅行行为。我们还使用了更广泛的比较组（N = 767）从政策的角度测试结果的稳健性。测量期长达六个月。

我们发现，购买电动自行车的人平均每天将自行车使用量从2.1公里增加到9.2公里，这表明自行车在所有运输工具中的比例从17％上升到49％。对比组在同一时间段内自行车的变化微不足道，而对比组的选择对结果影响很小。结果表明，我们先前发现的带有电动自行车的试验方案在自行车骑行方面的巨大变化已被实际客户复制。自行车份额的变化比短期用户要大一些，这表明电动自行车的模式变化不仅是一种新颖的效果。