Latest Eurostat data indicates a significant shift towards China as a major exporter of e-bikes to the European Union, accounting for 47% of all imports in the sector from the first quarter of 2026. Former market leader, Taiwan, has seen its EU export market share drop substantially.
A total of 186,000 e-bikes were imported into the EU between January and March 2026, which represents an increase of 42% compared with the same period in 2025. The unit import volume is the highest first-quarter figure since 2023, and the highest of any quarter since Q3 2024. In contrast, just 23% of e-bikes imported to the EU in Q1 originated from Taiwan; back in 2020, Taiwan dominated the market with a market share of 53%.
The quantity of Chinese imports amounted to 88,000 in Q1 2026, compared to 41,000 units (31%) in Q1 2025. Information on the type of e-bikes being imported is not recorded in the Eurostat data, however the import value data suggests that items imported from China are in the lower-end segment, with an average import value of €329 per unit. This is in striking contrast to the import value of units from Taiwan, averaging €1,709 per unit in Q1.
This lower import value has affected the overall import value of e-bikes imported, with value growing just 6% to €144 million, despite the increased import volume. Bike Europe states that this shift is being driven by growing demand for affordable e-bikes in markets such as Poland.
UK industry bodies the Bicycle Association (BA) and the Motorcycle Industry Association (MCIA) have together published a national guide to support police forces in urgently tackling the rapidly growing use of illegal, non-compliant, high-powered vehicles marketed as e-bikes.
BA and MCIA highlight that such vehicles are capable of moped and motorcycle-level performance, and are increasingly being used on public roads with no registration, licensing, insurance or safety checks. This rising trend is creating a parallel unregulated mobility market, presenting significant implications for public safety, policing, and for legitimate mobility businesses.
Steve Garidis, Executive Director of BA, said, “Reputable suppliers of road legal e-bikes go to considerable effort and expense to ensure that their e-bikes are compliant with UK legislation, and tested thoroughly to international standards. So it’s dismaying to see the strong safety record and public reputation of road legal e-bikes undermined by these illegal and unsafe vehicles.
“Government action is essential to address both the supply of and demand for these vehicles, primarily through reform of the responsibilities of online marketplaces and gig economy delivery platforms. Meanwhile, if we can provide any additional technical advice or support to police and other enforcement agencies, we stand ready to do so.”
Practical guidance
In the absence of a national and enforceable framework, BA and MCIA have produced the practical guidance to help enable police officers consistently identify illegal, non-compliant, high-powered devices. It also gives guidance on assessing electrically assisted pedal cycles (EAPCs), with a focus on borderline cases where there is uncertainty due to modifications, design or real-world use. Guidance includes:
How to identify whether the vehicle meets the legal definition of an EAPC
Whether the vehicle requires type approval (including Motorcycle Single Vehicle Approval (MSVA) or Whole Vehicle Type Approval (WVTA)
How to identify whether the vehicle is being used within EAPC limits
Impact of illegal, non-compliant devices
Registrations of new L1 mopeds have fallen by more than 40% since 2022, coinciding with the rapid rise of illegal devices which are outside of regulatory frameworks
Police forces consistently report that illegal devices are a growing and complex enforcement challenge, with the absence of clear national guidance a significant and critical obstacle
Police forces have indicated that when illegal devices are targeted, operations have uncovered wider criminal activity including illegal working, exploitation, weapons and drug offences
Calls to action
BA and MCIA state that guidance is necessary, but not sufficient. They call on the Home Office and Department for Transport (DfT) to:
Publish clear national guidance as part of coordinated national action, and an enforceable cross-government framework for identifying, seizing and prosecuting non-compliant e-bikes this year.
Strengthen oversight of the supply chain and delivery platforms, including mandatory compliance checks for fleet operators and penalties for platforms that rely on riders using illegal vehicles. This could include a review of the legal framework governing the use of self-employed riders.
Commit to a ministerial meeting with industry, police representatives and delivery sector regulators by the end of this summer to agree on immediate next steps.
Stronger enforcement against online marketplaces and high street retailers selling non-compliant vehicles and modification kits, including measures to prevent reliance on weak disclaimers to bypass responsibility.
Tony Campbell, Chief Executive of the MCIA, said: “What we are seeing is the rapid emergence of an unregulated market in illegal, non-compliant and high-powered e-bikes. This creates real public safety risks, undermines legitimate manufacturers and retailers who invest in compliance, and places growing pressure on police forces.
“Officers have told us they need clearer, consistent guidance on identifying and dealing with these vehicles. The guide we have developed with the Bicycle Association is a useful step, but not a complete solution. National clarity, consistent policy and coordinated action across government – including stronger oversight of the supply chain and delivery sector – are urgently required. Police cannot solve this alone.”
As energy prices remain volatile, habitual car users are beginning to consider whether an e-bike could save them money, according to e-mobility media Electrek. The positive answer goes beyond mere savings at the pumps.
Following reports earlier this year that more Americans are starting to use shared mobility as fuel costs rise, a fresh look at the question of how an e-bike can save families and individuals money has been made, with insights that are relevant in Europe as well as North America.
Running a car
Of course, a direct comparison of an e-bike’s use of energy compared to a car’s shows it as being significantly lower. The Electrek report states that the average American drives around 21,700 km per year, and makes an assumption that 6,400 of those kilometres could be replaced with an e-bike on trips such as commuting, grocery and school runs and other shorter-distance examples. Based on calculations that a car’s fuel consumption for that distance would be approximately €450 annually, and the cost of charging a bike would be around €14.50 annually, there is a clear saving on fuel alone of well over €400.
Reliable figures for average distances driven in Europe are not available, however the contrast in fuel and electricity costs would remain.
The wear-and-tear of driving a car also generates associated maintenance costs; the avoidance of driving those 6,400 km is calculated at €344 in maintenance-related savings. E-bikes also require maintenance due to wear-and-tear naturally, but the costs are generally lower – though not calculated in the Electrek report.
Parking
Urban car users who need to pay for parking at home, work or on other general out-and-about trips can easily accumulate several hundred euros over the course of a year. On the whole, parking for an e-bike is free, or very minimal.
Second vehicles
Households with second vehicles represent a significant opportunity for saving with the use of e-bikes. Most of these households have two (or more) cars because there are adults needing separate transportation. However as e-bike range and cargo-carrying capabilities increase, many families are turning to an option such as a cargo bike instead of a second household car, as we recently reported.
A second household car can incur significant costs including finance repayments, insurance and tax, as well as the fuel and maintenance detailed earlier. Electrek calculates that a modest second car can cost between €7,000-€10,000 per year to own and operate. In contrast, a good e-bike would involve up-front costs, but from then minimal costs in charging and upkeep.
Replacing trips, rather than cars
It is not always feasible for an individual or family to go car-free and completely replace a car with an e-bike. But even the replacement of smaller, shorter trips that are inefficient in cars can accumulate significant savings. Trips to the shops, a commute a few times a week, and other short errands are easily achievable by e-bike, and are the type of trip that cars are not best suited to. ICE engines burn proportionally more fuel during short trips and with cold starts, meaning that such errands are more expensive than drivers might realise.
The feel-good benefits of replacing car trips with e-bikes are harder to quantify, but include factors such as not being sedentary in traffic, less stress finding parking, easier and more enjoyable commutes, and regular fresh air and exercise.
According to the combined market reports of European industry organisations, market growth for e-bikes has come to a stop in most countries, following a slowdown in sales growth that first became evident in 2023.
The figures are in contrast to past predictions that the e-bike market share could reach 80%; Europe-wide, the market share remains at just under 40%, with some significant fluctuations in certain countries.
It should be noted that the entire European bicycle market is seeing a downturn in sales; the market for non-electric bikes has seen a decline across all indicators, with a total drop in volume by 25% from 2022 to 2025. The industry is struggling to find an equilibrium after the pandemic-related boom and the following inventory crisis. Production capacity was expanded in response to market peaks during the first year of the pandemic – peaks which led to unrealistic extrapolations for ongoing market demand.
Geographical highs and lows
In terms of overall e-bike market share, the highest shares are in Austria, Germany, the Netherlands and Switzerland, all with shares over 40%. At the other end of the scale, the market share in France, Spain and Italy is below 30%, while the UK trails significantly with an e-bike market share of 9%.
There is a slight contrast to this picture when looking at the year-on-year percentage difference in e-bike sales volume. Two of the countries with lowest market share – the UK and Spain – see some growth in this metric, at 2% and 21% respectively, alongside Belgium at 7.5%. All other countries shown in this metric see a drop however, with France and Switzerland the most marked at 14.5% and 14% respectively.
Reasons for stagnation
The causes for stalling growth are not yet clear, but it is suggested that market saturation could be a factor. Incentives such as subsidies and leasing programmes have provided a boost previously, but cannot be relied on for success, and returned lease models are creating a buoyant market for high-quality second-hand e-bikes.
Options for creating growth include the introduction of innovations and connectivity features, but these are more likely to appeal to current e-bike users rather than first-time buyers.
Will fuel price fluctuations have an impact?
Half-year results from leading bicycle brands are keenly awaited, in light of worldwide rising fuel costs and a potential uptick in bicycle and e-bike use. Traditionally, sharp increases in fuel prices have seen correlating bike sales in markets where there is a well-developed urban cycling mobility segment. In many European cities, cycling infrastructure has seen significant investment over the last decade, which creates conditions to support sales of e-city bikes as well as regular bikes.
A study in Germany has explored the motivations around the purchasing of refurbished e-bikes, with the results revealing clear consumer preferences for specialist retailers with an assurance of quality control.
The study, conducted by market research specialists Appinio and commissioned by Rebike Mobility, revealed a high level of fundamental interest in refurbished e-bikes among consumers, with the willingness to buy professionally reconditioned bikes at 61.8%. This is comparable to levels associated with refurbished smartphones and other established products.
The study identifies four key factors that influence consumer confidence regarding used e-bikes:
An individual inspection and reconditioning report – 49.1%
Independent test results – 40.9%
Familiarity of bike brand – 30.5%
Familiarity of motor manufacturer – 28.1%
Study scope
The study was conducted in April 2026, surveying 1,000 people between the ages of 16 to 65, with quotas ensuring a representative sample in terms of age and gender. The study was designed to assess mobility behaviour, intent to purchase, and the motivation for buying refurbished e-bikes.
A clear preference for professional services
53.4% of respondents would prefer to buy from a professional refurbisher
28.1% would buy from a brick-and-mortar retailer
11.8% would buy through a private sale
This overwhelming preference for a professional refurbishing service shows that consumers increasingly expect the same standards with used e-bikes as new, such as standardised testing processes, warranties, and transparent documentation regarding the refurbishment work.
Opportunities for retail and refurbishment cooperation
In Germany, a growing proportion of used e-bikes are from lease returns, creating the need for systematic handling of the refurbishment process. There are opportunities for specialist retailers to cooperate with refurbishment specialists such as Rebike Mobility through trade-in programs; through the Rebike B2B portal, retailers can take used e-bikes in part-exchange when customers purchase new ones, and Rebike handles the evaluation, collection and refurbishment.
Thomas Bernik, CEO and Co-founder of Rebike Mobility, explains: “Buying a used e-bike is no longer a compromise, but a conscious purchasing decision – provided that quality and origin are transparent. Consumers today naturally expect test reports, warranties, and traceable refurbishment. Refurbishers and specialist retailers can meet this demand better together than either of them alone.”
The 2027 edition of the B2B FESTIVAL is already fully booked with exhibitors, only three months after reservations opened. The show, organised by Netherlands-based cycling media outlet Nieuwsfiets, positions itself not as a traditional trade fair, but a networking-focused festival event that brings the cycling’s retail and industry together.
Taking place on 14-15 February 2027 at the Brabanthallen in Den Bosch, the show organisers state that the majority of existing exhibitors have reconfirmed after the 2026 edition, with many wanting to move to a different or larger location. Remaining stands are being offered to the approximately 80 companies on the waiting list in order of registration. Organiser Rick Hackmann said, “The fact that existing exhibitors want a larger stand is very nice in itself, but the hall does not naturally get bigger as a result, and therefore the remaining supply of stands becomes smaller.”
The organisers note that the B2B FESTIVAL waiting list includes several overseas suppliers who have a stronger industry focus, rather than retail. These companies are being directed to the new planned event, CycleExpo, scheduled for October 2027. Hackmann stated, “With the B2B FESTIVAL, we keep a close eye on ensuring that the exhibitors are relevant to retail. For those focusing more on industry, we now also have a great alternative.” Hackmann added that the 2028 edition of the B2B FESTIVAL will see an extra hall at Brabanthallen being added, which will bring approximately 25% more exhibition space.
There are signs that the global e-bike development and manufacturing sector is moving away from a focus on individual product specifications, toward more integrated and scalable system platforms. Efficient production, simplified supply chains, and greater flexibility in product development are key drivers in the shift.
In the earlier days of the e-bike industry, there was a heavy focus on performance aspects such as power output, optimised torque, and overall weight reduction. More recently, however, manufacturers are increasingly seeking e-bike systems that allow for the development of multiple models based on a single technical architecture.
The various e-bike segments, such e-city, e-cargo and eMTB have traditionally branched off into specific items including brackets, hardware components, wiring harnesses and software packages. This has led to complexity in stages including engineering, logistics, compliance and procurement.
Drive systems manufacturer Ananda has seen the benefits for OEMs of a more cohesive approach, with benefits felt throughout the entire chain. Standardised components and processes can unlock a reduction in complexity in the frame development, logistics and assembly stages. Further down the line, service process and spare parts management are also simplified, as dealers can work with a single diagnostic and software system, while future product updates are easier to implement without the need for redeveloping frames.
The shared mobility landscape is evolving, and operators’ strategies differ in regard to their business models. Some favour a vertically integrated business, with proprietary assets including hardware, software, and an operational model, while others prefer to outsource to specialist partners. Zag Daily and Urban Sharing hosted a Build vs Buy debate during Micromobility Europe to explore the topic.
The panel featured representatives of three companies in the shared mobility operating sector. Forest COO Will Jansen, represented a vertically integrated approach, with proprietary backend technology and an adtech ecosystem, alongside close hardware partnership. Christoffer Bakken Åkre is Senior Urban Planner at Bauer Media Outdoor, which operates shared bike systems as part of a larger infrastructure and advertising ecosystem, and works with best-in-class partners. Timo Buetefisch, Founder and CEO of Cooltra, represented a position between the two, with some capabilities owned by the company, and others outsourced.
Benefits of a hybrid approach
A consensus emerged that the most successful operators in the sector are currently practising or moving towards a hybrid strategy. Buetefisch emphasised that individual factors of geography, scale and business segment should inform decisions about ownership, pointing to his company’s strengths: “For us, we develop everything around customer retention, loyalty, bonus systems and dynamic pricing in-house because we think that’s where innovation matters.” Other concerns such as specific software are outsourced to expert providers.
Jansen acknowledged that total vertical integration is not often a realistic scenario, stating, “If you need to scale quickly into new countries and cities, there will always be requirements you haven’t built for yet. Hybrid is probably the winner in that respect.”
Bakken Åkre spoke from a point of view of a company which largely relies on external suppliers, highlighting that success depends on careful selection of collaborative partners.
Advantage of bespoke software
Jansen highlighted the key benefits of having developed proprietary customer-facing technology and operational tools, stating that, “there are key areas where it’s really important to retain control, particularly where the customer feels the impact.” This avoids the potential limitations of off-the-shelf platforms which are designed to serve multiple mobility sectors at the same time.
The viewpoint of cities
The panel agreed that cities generally are less interested in the operator’s business model, and instead are focused on the quality of service they can deliver. Cities’ key concerns are stability, safety, reliability, operational performance, and long-term sustainability. Buetefisch highlighted a changing perception, where cities are starting to view micromobility as a mode of transport to integrate with existing networks. “I think city councils have understood that micromobility is really a public transport category. I see a real shift there.”
Diversification for stability
The discussion addressed the suitability of different business models during market downturns, with the panellists advising the spreading of risk in various ways.
Bakken Åkre views bike sharing as part of the company’s broader infrastructure business, which includes generating revenue through advertising contracts and other public infrastructure projects.
Buetefisch described how Cooltra operates across a mix of consumer sharing, fleet management, and public bike share contracts, providing something of a buffer zone during fluctuations. “When Covid hit, our free-floating business was totally down but delivery and e-commerce went up a lot.”
Jansen emphasised that business resilience can come from choosing which assets not to own, pointing to Forest’s outsourcing of most of its operational workforce through trusted partners, enabling more efficient management of staffing levels. “If you’ve got everything in-house, you’re loading yourself up with fixed costs that you can’t easily scale down with demand.”
Global consultancy firm McKinsey has estimated the micromobility market in Europe to have reached $70 billion in 2025, outpacing an earlier forecast that predicted it would reach $60 billion by 2025. McKinsey describes this as a shift from rapid expansion, to long-term maturation.
The figure includes both shared and private micromobility revenues across Europe, with vehicle sales and downstream services both represented.
Speaking ahead of the Micromobility Europe event that took place in Berlin on 2-3 June, Darius Scurtu, Expert within the McKinsey Center for Future Mobility, said, “When we built our first proper market model in 2022, the European micromobility market was worth roughly $50 billion. At the time, we expected it to reach around $60 billion by 2025. In fact, it grew to around $70 billion.”
The pace of growth is starting to normalise following a steep rise in the post-pandemic period, though Scurtu says that, “You are talking about growth rates of six, seven or eight percent per year, which is still strong growth.”
Growth factors
The strong performance is partly attributed to a faster recovery of travel patterns following pandemic-related restrictions, and to long-lasting policy changes which were introduced during the pandemic.
“Many cities that implemented pop-up bicycle lanes kept these measures in place. That was an important factor behind the faster development of the market.” Scurtu adds.
The data presented by McKinsey reveals some significant examples of cities that have seen large micromobility usage increases in the last five years, with 14 of the 20 largest cities in the EU seeing big uptake. Between 2020 and 2025, Barcelona added 18 million trips on its Bicing system, and between 2020 and 2024 both Paris and Madrid saw large increases in their shared mobility systems, with 12 million and 10 million trips respectively.
There is a noticeable shift from occasional leisure use to everyday transport. A McKinsey consumer survey reported commuting as one of the most common shared micromobility uses, as well as shopping and other routine errands. Operators’ data also supports this, with LEVA-EU member Lime saying that over half of London trips in key months take place during the peak commuter hours, and Dott finding that 65% of trips are for commuting purposes.
Infrastructure and financial constraints
McKinsey’s consumer research also indicates that many riders view existing infrastructure as inadequate, representing a barrier to greater adoption. 49% of owners of e-bikes and bikes said that improved cycling infrastructure would encourage them to ride more frequently, and 32% feel unsafe riding in current infrastructure conditions.
Scurtu says, “We are entering a phase where it is less about whether micromobility will scale and more about how to make it a better mode of transport. People need an alternative that is flexible, available and affordable. Pushing people away from private cars alone is not enough.”
Affordability is another concern; of shared micromobility users who only ride occasionally, 27% said that high prices are a key reason for not using services more often, with safety concerns close behind at 24%.
McKinsey outline five key ares set to design the next phase of the micromobility sector’s development:
