E-bikes are making emissions-free transportation more accessible for more Canadians. In Saanich, B.C., an income-based loan program is helping ensure more people can get them in the first place.city of Saanich
It was just after her 40th birthday when Nelson, B.C., resident Carrie Clark realized her continuing knee and wrist pain was making traditional biking impossible. Buying an electric bike (e-bike) was out of the question financially. That is, until the city launched its e-bike incentive program.
The program, offering up to $8,000 in low-interest financing for e-bikes and commuter gear, is one of many popping up across the country. Similar programs have been launched in Banff, Alta., Nova Scotia and Prince Edward Island, offering rebates to reduce car dependency, cut planet-warming emissions and make cycling more accessible to more people.
For Ms. Clark and her husband, the incentive was life-changing. They used the program to purchase two e-bikes – which typically run around $2,000 each – a switch that soon led them to sell one of their cars. “It’s faster than driving because you don’t have to deal with parking. You can stop anywhere,” Ms. Clark said. Without the program, she admitted, the transition wouldn’t have been possible. “We wouldn’t have been able to afford it. Especially not two bikes at once.”
Nelson, B.C., resident Carrie Clark applied for a loan from her city to purchase an e-bike after injuries made traditional biking impossible.CARRIE CLARK
As these programs grow, questions remain about who they truly serve. Nelson’s loan initiative, funded through Nelson Hydro, the city-owned utility, is available only to homeowners. Loans are tied to hydro bills, allowing the city to recover unpaid amounts through property taxes, city manager Kevin Cormack explained. While this approach ensures the program’s financial stability, it excludes renters, who account for approximately 37 per cent of Nelson households, according to the latest census data.
Critics argue that gaps like these reflect broader issues in cycling policy, which often favour white, able-bodied and higher-income residents. Without addressing barriers, including affordability, accessible infrastructure and the needs of lower-income groups, such programs risk excluding those who could benefit most.
Another e-bike incentive program in Saanich, B.C., sought to address these challenges with a more targeted approach. Funded through the Climate Action and Awareness Fund – a federal fund aimed at reducing Canada’s greenhouse gases – the program offered income-based rebates between 2021 and 2022. Unlike Nelson’s homeowner-focused loans, Saanich’s program was available to all residents, with rebates starting at $350 for higher-income households and going up to $1,600 for the lowest-income households.
Dr. Alex Bigazzi, an associate professor of transportation engineering at the University of British Columbia, studied the program and found that the incentives were particularly effective for lower-income households. “Lower-income households are more price sensitive,” he explained. “When you make these incentives available, it’s more likely to shift behaviour.”
According to Dr. Bigazzi, lower-income participants also moved more trips from cars to e-bikes than higher-income participants. “These were people who wanted to drive less but faced financial barriers to purchasing an e-bike,” he said. “Once that barrier was removed, they began using e-bikes … in a way they hadn’t been able to before.”
While e-bikes are less expensive than cars over time, their upfront cost can still be a barrier for households on tighter budgets. “These weren’t households going car-free – they were shifting some of their trips to e-bikes, creating a mix,” Dr. Bigazzi explained.
An e-bike rebate program in Saanich cost the city between $190 and $720 per tonne of greenhouse gas emissions it reduced.City of Saanich
Dr. Bigazzi’s study of Saanich’s e-bike program highlighted environmental benefits, too. Participants reduced greenhouse gas emissions by an average of 16 kilograms of CO2 per week, at a cost of $190 to $720 per tonne of CO2 reduced. But, Dr. Bigazzi said, “the biggest benefits aren’t just in cutting emissions – they’re in better health, increased physical activity and reduced local air pollution,” all of which can have economic ripple effects over time.
In Nelson, where most bikes were bought locally, the program has provided a noticeable boost to small businesses. “It’s been a really positive economic development for our bike shops,” Mr. Cormack said. To date, 186 residents have used the program, borrowing more than $900,000 to purchase e-bikes.
Still, owning an e-bike is only part of the solution. Without safe and accessible infrastructure, many riders face barriers to using them regularly. Kay Teschke, professor emeritus at the UBC School of Population and Public Health, emphasized that the type of infrastructure matters as much as the bikes themselves. “Physically separated bike lanes attract almost everyone – they’re safer and more inclusive,” she explained. She also noted that painted bike lanes that share the road with cars often discourage risk-averse groups, such as women, parents and people using mobility devices.
For Ms. Clark, Nelson’s infrastructure is functional but far from ideal. “I have my routes, but I definitely avoid certain places,” she said. “I go out of my way to stay off busy streets.” Still, she’s seeing more e-bikes on the road than ever before. “Pretty much now, unless you see people out hard-core mountain biking, [they’re riding] an e-bike.”
Infrastructure challenges aren’t unique to Nelson. Across Canada, cycling infrastructure often falls short for those who need it most. A recent McGill University study found that while larger cities provide better access for “equity-deserving” groups such as low-income residents and seniors, significant gaps remain. According to the study, nearly one-third of children and older adults in Canada live in areas with minimal cycling infrastructure, with mid-sized and smaller cities performing worse.
For cities considering cycling incentive programs, a well-rounded approach is key. Both Dr. Bigazzi and Dr. Teschke emphasized that financial incentives should go hand-in-hand with safe, accessible infrastructure and efforts to make biking affordable and inclusive. “You can’t just give everyone a bike and hope for change,” Dr. Bigazzi says. “You do need safe and comfortable places to ride.”