Who is this report for?

This report is intended for anyone interested in cycling:

• you who ride a benefit bike or are considering acquiring one
• you who offer or are considering offering this benefit to your employees
• you who are interested in the effects of the benefit bikes at a societal level
• and you who simply love cycling.

Enjoy reading!

-The Vapaus Team

A total of 6,795 Finnish benefit bike users responded to the study.

Most respondents (94%) had acquired their benefit bike from Vapaus, but this time, participants who had obtained their bikes through other benefit bike companies were also included.

The cycle benefit concept is still relatively new, as some people seem to confuse leasing companies (such as Vapaus) with bicycle shops (such as Intersport). However, over one hundred thousand Finns have already acquired a benefit bike, so awareness of how the benefit works continues to grow.

Gender Distribution

Of the respondents, 55% were men and 44% were women. The difference from last year's corresponding study is significant—at that time, up to 67% of respondents were men.

Indeed, the use of the bike benefit has grown most rapidly amongst women. According to Vapaus's own cycling data, the proportion of women with new cycling contracts in 2021 was less than 17%. For contracts starting in 2023, women's share was already 32%, and in 2024 nearly 42%. Next year perhaps half?

RESPONDENTS' AGE DISTRIBUTION

The age distribution was understandably weighted towards working-age adults—after all, this is specifically an employment benefit. Most respondents were in the 40–49 age group (32%).

The average age of respondents was 45.1 years. Women's average age was slightly higher than men's.

Residential Area

As with the previous study, a generous slice of respondents pedal away in southern Finland: over a quarter reported their residential area as the Greater Helsinki region or elsewhere in Uusimaa.

In the wake of the top two, however, there's a gust from the north, as residents of Lapland and North Ostrobothnia were the next most enthusiastic study respondents.

A statistical anomaly? Not at all—Vapaus's cycling data looks very similar. In fact, the three municipalities with the highest number of Vapaus benefit bikes relative to population are all found in Lapland:

1. Rovaniemi – 1.4% of residents
2. Tervola – 1.3% of residents
3. Kemi – 1.1% of residents.

North Ostrobothnia's flagship is of course Oulu, the model region for year-round cycling, where cycling is, according to statistics, about twice as common a mode of transport compared to many other large cities.

We asked respondents to evaluate themselves as cyclists. 51% of respondents identify with the option "I cycle a lot". Just over a tenth consider cycling "a lifestyle and a passion".

The proportion of "passionate" cyclists increases with age. For many, cycling becomes more than just a mode of transport over time—it becomes a lifestyle.

What differences are there in the behaviour and opinions of these different types of cyclists? There are plenty—keep reading!

Cycling Kilometres in 2024

Those who selected "I don't know" have been removed from the distribution. The average number of kilometres cycled by respondents in 2024 was 1,277 km, which is 60 kilometres more than in the previous study.

Traficom's Personal Transport Survey tracks the mobility of Finns using different modes of transport. The previous statistic on the total amount of cycling can be found in the 2021 survey data: Finns cycled an average of 247 kilometres per year. (Editorial note: we already referred to this document in last year's study, and at that time Traficom's reported figure was 234 kilometres—the file was updated and the figure changed in May 2024).

Minor discrepancies aside—the benefit bike user cycles more than five times the distance compared to the average Finn!

There is a fairly large gender difference: men cycled an average of 1,461 km, while women cycled 1,034 km.

Among age groups, the most active cyclists were 40–49-year-olds with an average of 1,334 kilometres. The younger generation should have plenty of energy, but they lag behind in the kilometre challenge—18–29-year-olds bring up the rear with 1,109 kilometres.

Among residential areas, the most diligent benefit bike users are found in the Greater Helsinki region (1,539 km). The next places go to Ostrobothnia (1,501 km) and North Ostrobothnia (1,420 km). (However, there were only 67 respondents living in Ostrobothnia, so the margin of error is larger.)

The Tampere-Turku battle is won by the latter only on a photo finish—Pirkanmaa 1,329 km vs Southwest Finland 1,338 km. Impressive!

Bicycle Type and Kilometres

The trend observed in the previous study remains: those who chose an electric bike rode an average of 1,119 km, while those who chose a conventional bike rode as much as 1,788 km. The difference has even grown since last time.

"There are probably many reasons for the large difference—electric bikes are used more for shorter everyday rides, so the total kilometres don't accumulate in the same way as for enthusiasts with steel calves who grind out tens of kilometres on their non-electric bikes," pondered Vapaus's Growth Lead, Lotta Vänskä.

11% of those who chose conventional bikes reported riding more than 4,000 kilometres per year, but only 2.5% of electric bike users did so.

Of the frame types, road bike users covered the most kilometres—an average of 2,111 km. Next on the list were "gravel, cyclocross or touring bike" with 1,830 km and cargo bikes with an average of 1,825 km.

The least cycling was done by users of folding bikes (815 km) and city bikes (857 km).

In bicycle type comparisons, it's worth noting that a respondent may have other bikes in addition to their benefit bike. In questions related to cycling activity, respondents were not asked to specify which bike they used when cycling.

Year-Round Cycling Activity

About 58% of respondents cycle at least somewhat year-round—although most of them cycle considerably less during the winter season than during other seasons.

"Winter season" in the question referred to the period from approximately October to March.

Extremely active winter cyclists—those who responded either "I cycle consistently throughout the year" or "I cycle even more during the winter season than during the summer season"—made up about 18% of all respondents.

Active year-round cycling is more common among men than women. 21% of men and 14% of women cycle consistently throughout the year.

Those who chose a conventional bike as their benefit bike cycle much more actively year-round: 24%, while among those who chose an electric bike, the proportion of active riders is 13%.

Of the frame types, the fat bike is a clear number one—more than a third of those who have a fat bike as their benefit bike ride as much or even more in winter than in summer.

The true winter cycling royalty, however, are found among those who define themselves as "lifestyle cyclists". An impressive 45% of them cycle as much or even more during the winter season than in summer.

Why had respondents decided to acquire a benefit bike specifically, instead of buying a bicycle directly for themselves?

As in the previous study, financial reasons continue to top the list, but there has been a significant change in the top two compared to last year: in the report published in spring 2024, "total savings" was clearly at the top of the list (62%), and "No need for a large deposit" was an equally clear second (58%).

Now these two have switched places, and the "no need for a deposit" justification is clearly number one: it was mentioned by 59% of all respondents. Meanwhile, only 49% cited total savings as a key reason.

"This is certainly influenced by the fact that the range of benefit bike contracts is now broader than before. For example, in Vapaus's Starter package, which is free for employers, the employee's total savings are smaller than in other contracts," reflects Vänskä.

"Additionally, the general rise in interest rates has increased bicycle financing costs, which reduces total savings. That's why it is currently less emphasised than the no-deposit justification," they continue.

Women in particular emphasise the deposit justification much more than total savings (64% vs 44% of respondents). More men now also consider the deposit more significant than total savings, but the difference is small (56% vs 53%).

The importance of total savings is highest in the 18-29 age group (62% of respondents) and decreases steadily with age. Among those over 60, only 40% mention it.

There are differences in other justifications as well: ease of maintenance was mentioned by 16% of women and 7% of men. It was also a more important factor than average for those over 60 (15% of respondents). The simplicity of insurance arrangements was particularly emphasised by the 18-29 age group (18% of respondents).

Female respondents emphasised environmental friendliness as a reason for acquiring a benefit bike almost twice as often as men—11% vs 6%.

92% Would Recommend the Bike Benefit to a Colleague

Respondents are very satisfied with the bicycle benefit: 63% of benefit bike users would "very likely" recommend the benefit to a colleague. In total, over 92% lean towards the recommenders' camp, and the average willingness to recommend is 4.5/5. Last year, the average was 4.6.

The willingness to recommend is strong across the board with small differences between age groups and genders.

"People choose different bikes and use them in very different ways. Perhaps therein lies one reason why the bicycle benefit is so widely appreciated: it's flexible and equitable enough to serve different wishes and needs," reflects Vänskä.

"What kind of bike would I get?"—that's a big and for many a very difficult question. A lifestyle cyclist might have a constantly updated list of favourites in Excel, but those less devoted to the sport may be overwhelmed by the abundance of choices.

If you're still searching for your own benefit bike choice, perhaps the selections of nearly seven thousand study respondents contain a seed of wisdom, or inspiration.

With Electric Assistance or Without?

Electric bikes are beginning to become synonymous with benefit bikes—so steep is the growth curve of their share of the total.

In our report published in spring 2024, 70% of respondents had chosen an electric bike. Now, just a year later, that share is already 76%. Among female respondents, 82% have chosen an electric-assisted bike, compared to 71% of men.

The popularity of electric assistance has grown across all age groups, but particularly sharply among the younger generation. For example, in the 18-29 age group, the share of electric bikes rose from 57% a year ago by 8 percentage points, to about 65%.

Most Popular Frame Types

The mountain bike genre strongly dominates the benefit bike market. Full-suspension and hardtail mountain bikes along with fat bikes together take almost half of the entire bike pot!

What explains this popularity?

"Mountain bikes are certainly acquired a lot for recreational use, but they are also excellent all-rounders and don't get frightened by small changes in weather conditions," comments Vänskä.

There are big differences in the choices between men and women. For example, 28% of men choose a full-suspension mountain bike, but only 13% of women.

For hybrids and city bikes, the situation is almost the opposite: 47% of women opt for these two combined, but only 18% of men.

Benefit bikes aimed at urban use and commuting are almost without exception electric-assisted. Fat bikes are also very commonly electric—an electric fat bike is undeniably a fun and handy machine year-round!

Gravel and road bikes, on the other hand, are mostly non-electric—these bikes have plenty of speed anyway.

Most Popular Bike Brands and Models

The study did not ask about the respondent's benefit bike brand, but we dug up information about favourites from Vapaus's database of over 20,000 active bike contracts.

Among all Vapaus cyclists, the most popular brand is Canyon. There are no surprises in the top five on the list—all traditional, respected, and trusted bike brands.

The top five for men and women are the same, just in a slightly different order. Canyon holds the top spot in the men's stable, while women most often choose Helkama for their benefit bike.

Of the more specific bike models, the Trek Powerfly 5 is the most popular. The top favourite on the women's list is the Trek Powerfly 4 from the same product family. Canyon dominates the men's list like Norwegians at Holmenkollen—as many as four Canyon models are at the forefront, with Canyon Neuron:ON 7 as number one.

All bike models shown in the table are electric-assisted.

The Bike Benefit is a Key to Quality Bikes

Finnish benefit bike users are very satisfied with the bike they have chosen: the average satisfaction is 4.6 on a scale of 1-5. Satisfaction is at the same level as last year. There are no significant differences between different groups—everyone is delightfully satisfied with their own choice.

And what's not to admire when you're riding your dream bike, acquired with a clever but completely legal tax-technical leverage, namely the benefit bike.

For many, the employee bike benefit is indeed the only realistic way to acquire a truly quality bike. As many as 78% of respondents say that a bike of similar quality would probably or very probably not have been acquired without the bike benefit.

The more expensive the bike, the less likely the respondent would have bought it without the benefit. However, there are two exceptions to this:

In the lowest price bracket of €500-999, the "likelihood of purchasing a bike in the same price range with one's own money" would be considerably higher than for others, which is understandable.

Also at the upper end of the range, i.e., bikes over €6,000, the probability was clearly higher than average. Bikes in this price range are acquired either for very concrete usage needs (such as electric-assisted cargo bikes) or for demanding recreational use (such as top-shelf full-suspension mountain bikes or road bikes).

When comparing cyclist profiles, this group that views cycling as a lifestyle and passion stands out: they would clearly be more willing than others to pay the price of a more expensive bike even without the bike benefit.

"In addition to the total savings, the acquisition of a benefit bike is made easier by the fact that there is usually no need for a deposit. However, for the most expensive bikes, you'll need to dig into your pocket, i.e., pay a deposit, right at the start, as the maximum allowed total duration of the bike contract comes into play," reminds Vänskä.

The bicycle acquired through the cycle-to-work scheme is not the user's property during the agreement period – they only have the right to use it.

When the bike’s leasing agreement expires, the user faces a choice: either purchase the bicycle for a small residual value or return it to the cycle benefit company.

We asked respondents how they plan to proceed when their own agreements expire.

Note: The study was conducted in March 2025, before information about the government's plans to eliminate the tax benefit for employer-provided bicycles became public. If the tax benefit is indeed removed, it will naturally affect many benefit bike users' plans regarding both their current and potential new employer-provided bicycles.

The outcome seems clear: a full 85% say they intend to purchase the bicycle for themselves when the agreement expires. Of the respondents, 14% have not yet made their decision, and a mere 1% already know they will return the bicycle.

"The purchase price in most of our agreements is so low that returning the bicycle at the end of the contract makes little economic sense," admits XXX from Vapaus.

Vapaus's Precycled shop sells used company bicycles and is the largest of its kind in the Nordic countries. Where do the bicycles even come from if only a fraction of users return their bicycles after the contract period?

"The majority of returned bicycles come to us when the agreement terminates mid-season, for example when employment ends. In such cases, there might be years left in the contract period, which would make the purchase price considerably higher than at the end of the agreement. In these cases, returning the bicycle to us for a fixed cost of a few hundred euros might be more appealing," XXX explains.

Some also exchange their bicycles for different ones during the contract period, at which point the old bicycle returns to circulation.

Of this survey's respondents, 95% are on their first employer-provided bicycle, but 5% of respondents are already on at least their second cycle. Among the respondents, there are even two cyclists who are on at least their fourth employer-provided bicycle!

A New (Benefit) Bike?

We also asked how likely respondents are to take a new benefit bike within about a year after their current agreement ends. For this question too, it's worth noting that the survey data was collected before information about the government's plans to cut the cycle benefit became public.

The responses were very evenly distributed, with an average of 3.1 (on a scale of 1-5).

Men were more likely than women to plan on acquiring a new benefit bike soon after their current one (average 3.3 vs 2.9). Lifestyle cyclists are in a league of their own – their average is as high as 3.59.

Type of Next Bicycle

What kind of bicycle will respondents add to their collection next, whether it's an employer-provided bicycle or acquired through other means?

78% of respondents thought they would acquire a new bicycle (one way or another) within the next two years. Electric bicycles remain popular here too, but not everyone has their sights set on one. An interesting detail:

• If the current benefit bike is electric, 90% will choose an electric version for their next bicycle as well
• If the current benefit bike is conventional, only 24% plan to choose an electric-assisted bicycle next.

Those pedalling on traditional bicycles are admirably loyal to their "oat engines" – respect!

Among frame types, full-suspension mountain bikes are clearly at the top of the wish list.

Of all those planning to purchase a bicycle, a full 30% intend to go with full suspension. Currently, 22% have such a bicycle as their benefit bike, so popularity will be growing tremendously.

The hardtail mountain bike, on the other hand, is losing popularity. About 20% of respondents currently have a hardtail mountain bike as their benefit bike, but only 10% plan to get one as their next bicycle.

City bikes face a similar fate, though not as dramatically: 13% now, but only 9% plan to get one as their next bicycle.

Gravel bikes and similar models, however, are slightly increasing in popularity: 14% now, with 17% planning to get one as their next bicycle.

The average price of benefit bikes acquired through Vapaus is currently €3,365. In last year's study, the average price was €3,286, or €79 less.

Bicycles chosen by men have an average price of €3,520, while women's bicycles average €3,072.

Women choose electric-assisted bicycles more often than men, which are fundamentally much more expensive than traditional bicycles. Despite this, men's bicycles cost about 15% more on average.

Among age groups there are no major differences, but the 40-59 age group stands out with a slightly higher average price than others.

Our survey also asked about bicycle prices, and the average price was found to be €3,391, very close to the corresponding figure from Vapaus's bicycle data.

Among cyclist types, one group again stands out in the price comparison – those for whom cycling is a lifestyle and passion. The average price of their bicycles was €3,723, significantly above the average.

Fun fact: the most expensive benefit bike in Vapaus's books is the Specialized Tarmac SL7 S-works road bike – with a price tag of an impressive €13,900!

Where Are Benefit Bikes Purchased?

Domestic brick-and-mortar bicycle shops remain the most popular way to acquire a benefit bike, as was the case last year – 76% of Vapaus bicycles are purchased from physical stores.

"The data doesn't lie: the lion's share of all benefit bike sales euros stays with domestic bicycle shops," notes Vänskä.

The potential removal of the tax benefit is a heavy blow to many small entrepreneurs in the bicycle industry. Inventories have been filled with bicycles costing several thousand euros each for the spring benefit bike sales season, and now they risk being left unsold. Of course, no decision has been made yet about the future of the benefit, but the prevailing uncertainty is causing most people to postpone their purchases.

"In addition to bicycle sales, brick-and-mortar shops have had their service appointment books filled thanks to benefit bikes, and now that revenue stream is also threatening to dry up. Many retailers are in trouble," Vänskä continues.

Vapaus's bicycle data reveals a gender difference in purchasing channels. 30% of men have ordered their bicycles online, while for women the corresponding figure is only 14%. Canyon, which sells only through its own online shop, is particularly popular among male Vapaus cyclists, which increases the proportion of men's online purchases.

Among age groups, the 30-39-year-olds favoured online shopping the most (30%), while the over-60s used it the least (13%).

Regional differences can also be found: for example, 36% of Espoo's Vapaus benefit bike users have purchased their bicycles online, while in Kouvola there is strong trust in local businesses: there only 9% bought online, while the remaining 91% shopped in brick-and-mortar stores.

Benefit bike users come in many varieties, and reasons for cycling vary. We asked benefit bike users to answer a simple question: What is the purpose of your cycling? Respondents could choose multiple options. 

The results are very similar to last year: Outdoor recreation and enjoying nature (71% of respondents) and improving physical fitness (68%) topped the list.

There are differences in cycling motivations between men and women: Women emphasise wellbeing and practical everyday benefits, as well as environmental and financial matters. For example, 47% of women report seeking mental health benefits from cycling, compared to 42% of men.

For the "Everyday mobility (other than commuting)" motivation, there was a significant gender difference: 59% of women mentioned it, but only 42% of men.

Men, compared to women, place more emphasis on training, relaxation, and having fun. The "Training to become a better cyclist" motivation was mentioned by 11% of men, but only 6% of women.

Reducing emissions was mentioned as a cycling motivation by 18% of all respondents. This motivation is clearly more common among women than men – 23% vs 14%. Women also seek financial savings more often than men – 29% vs 20%.

Between electric bicycles and conventional bicycles, the key differences relate to physical fitness development and training. Of those who chose an electric bike, 5% mentioned the "training" motivation, whereas among conventional bicycle users, a full 22% did.

Acquiring a benefit bike gets people cycling more – and the proportion of those who have increased their cycling has grown even further!

A full 51% have significantly increased their cycling, and 32% somewhat. In total, 83% of respondents have increased their cycling thanks to their benefit bike!

In last year's study, the corresponding figure was 79%, meaning there has been a 4 percentage point increase.

Women have increased their cycling more than men, 87% vs 81%. Also, significantly more of those who chose an electric bicycle have increased their cycling amounts compared to those who chose a conventional bicycle – 88% vs 67%.

This likely indicates that traditional bicycles are mostly acquired by those who already cycle a lot. Electric bicycles, on the other hand, are often chosen by people who don't have a similar previous pedalling routine or the fitness base required for it – hence the change from before is greater.

How do cyclists living in different regions differ from each other?

Regional differences can also be found. benefit bikes get people cycling more in the provinces. Up to 85% of those living outside Uusimaa and the capital region report that cycling has increased after acquiring a benefit bike. In Uusimaa and the capital region, cycling has increased for 79% of respondents.

• Elsewhere in Finland, significant growth in cycling is also more common (53%) than in the capital region (46%).

• In the capital region, more people report that cycling has remained unchanged (20% vs. 15%).

This suggests that benefit bikes increase cycling throughout the country, but growth appears to be stronger in areas where people may not have cycled as much before – for example, in less densely populated areas.

At the forefront of increased cycling in the provinces are the following residential areas, where residents report that their benefit bike has increased their amount of cycling significantly or somewhat:

• South Karelia: 93%
• Central Ostrobothnia: 91%
• South Savo: 88%
• Satakunta: 87%
• North Savo: 87%

From these, we can see that the increase in cycling is not limited to just metropolitan areas but is visible widely across Finland, including in areas where distances are longer.

Electric bicycles are clearly in the majority in areas where cycling growth has been significant — especially in South Savo and South Karelia, where nearly 9 out of 10 respondents use an electric bicycle.

In several residential areas, over 85% of electric bicycle users report that their cycling has increased.

This suggests that electric bicycles lower the threshold for increasing cycling throughout Finland – not just in urban centres.

Benefit bikes reduce car use. In last year's study, 46% of all respondents who drive cars reported reducing their car use significantly or somewhat after acquiring a benefit bike.

Now, 50% of respondents have reduced their car use!

Women in particular have reduced their car use after acquiring a bicycle – 57% now drive less frequently, compared to 44% of men.

The difference between those who chose an electric bicycle and those who chose a conventional bicycle is even more significant: 54% of electric bicycle riders and 34% of conventional bicycle riders now drive less.

"This makes sense – there's a lower threshold to replace car use in everyday life with an electric bicycle," comments Vänskä.

Standing out clearly at the top are those who chose practical everyday bicycles: cargo bikes (65%), hybrids (62%), and city bikes (61%).

How much has cycling replaced car use per week?

We asked those who reported reducing their car use at all.

On average, cycling has replaced respondents' car use by up to 43 kilometres per week – one kilometre more than in the previous study.

There are very few differences between the different groups. Even electric bicycles and conventional bicycles are within half a kilometre rounding error of each other.

The most significant exception is those who identify as lifestyle cyclists, with their own estimate of weekly car use reduction being up to 61 km.

Cycling is widely recognised for its excellent health benefits. As many as 60% of respondents reported that their health and fitness had improved at least somewhat after getting a benefit bike. This is an increase from 56% in last year’s results.

Among women, 62% experienced positive health changes, while 58% of men reported the same. The age group that reported the most impact was 50–59-year-olds, with 64% stating their wellbeing had improved thanks to their benefit bike.

A familiar pattern emerges when comparing e-bike and regular bike users: 61% of e-bike riders experienced positive changes in their physical condition, compared to 55% of traditional cyclists. The difference likely stems from baseline fitness levels, which are often higher among those who choose a non-electric bike.

The health-promoting effect of benefit bikes is consistent across all regions of Finland.
However, when comparing regions, the greatest reported improvements in physical wellbeing were in:

• South Ostrobothnia (73%)
• South Savo (66%)
• Kainuu (63%)
• South Karelia (68%)

For many Finns, cycling is a key way to commute between home and work. According to Traficom’s 2021 Travel Survey, 23% of all bicycle trips in Finland were work-related.

Although benefit bikes are not limited to commuting use, they are widely used for this purpose. 43% of respondents commute by bike either daily or several times per week – up two percentage points from last year.

Women continue to cycle to work more frequently than men. 48% of women cycle at least several times a week, compared to 39% of men.

Among e-bike users, 43% commute regularly, slightly more than 40% of regular cyclists. For many, commuting became possible only with the help of an e-bike – without electric assist, the journey would be too demanding or impractical.

Interestingly, the most frequent cycle commuters last year were 18–29-year-olds, but this year, the over-60s have taken the lead: 46% commute at least several times a week.

The least active commuters are those in their 40s, especially 40–49-year-olds (40%).

What motivates commuting by bike?

When we asked frequent cycling commuters about their main reasons, the top answers were very similar to last year. Maintaining physical and mental health came first, followed closely by enjoyment of cycling.

Top motivations by age group:

• 40–59-year-olds most emphasised the health benefits (73%).
• Under-29s were more likely to cite lack of a car (26%) and financial savings (50%).
• Over-60s cared less about cost savings (30%) but were most likely to say they enjoy cycling (62%).

Women were more likely than men to mention:

• environmental concerns,
• health benefits,
• enjoyment of cycling, and
• comfort and/or speed compared to other modes of transport. 

Men, by contrast, more frequently emphasised avoiding traffic congestion.

Why don’t some people commute more by bike?

What’s holding back those who rarely cycle to work? We asked them directly.

In last year’s survey, the top two barriers were:

1. Distance or hilly terrain (36%)
2. Remote working (36%)

This year:

• Distance/hills are an even bigger barrier (39%)
• Remote work was mentioned less (31%) – possibly due to the return of hybrid work at many desk-based jobs

A new response option was added this year: school/nursery drop-offs, which 12% selected as a limiting factor.

This was most common among:

• 30–39-year-olds, where 23% cited child transport duties.

Time pressure was most strongly felt by:

• 40–49-year-olds (30%),
• whereas only 17% of over-60s mentioned this as an obstacle.

We asked respondents to evaluate how bicycle-friendly their workplace is. No specific definition of “bicycle-friendly” was provided – it was left up to individual interpretation.

The majority of respondents considered their workplace to be at least somewhat bicycle-friendly. The average score was 4.1 out of 5, identical to last year’s result.

All respondents work at an organisation that offers a benefit bike scheme – a clear advantage that likely raises the overall score compared to Finnish workplaces more broadly.

We asked respondents what improvements they’d like to see. Once again, the most commonly requested change was better bike storage or parking, mentioned by 45% of respondents (up from 44% last year – indicating that few workplaces have yet addressed this).

Women were more likely to raise the issue – 53% of women requested better bike storage, compared to 39% of men.

The second most desired improvement was better incentives related to cycling (36%). This could include rewards based on kilometres ridden or other forms of financial support.

Improved showers, changing rooms, and clothing storage were mentioned by 26% overall – particularly among regular cyclists (32%) versus e-bike riders (24%). Women again emphasised these more than men.

We asked respondents how the benefit bike scheme in Finland – or the services offered by providers – could be improved.

Common suggestions included:

• Clearer taxation rules: Many still wish for simplification or better guidance from tax authorities.
• Highlighting the savings and benefits: Clearer communication about the advantages of the scheme.
• Wider bike selection: Access to a broader range of bikes, including international brands.
• More flexible bike redemption options: e.g. the ability to purchase the bike earlier or under better terms.

The rise of cycling with a benefit bike is part of a larger shift towards low-emission, sustainable transport, supporting Finland’s goal to be carbon neutral by 2035.

According to Traficom’s 2021 survey, the share of sustainable modes of transport hasn’t yet increased, so there’s plenty of room on Finland’s cycle paths.

The benefit bike scheme brings advantages to the climate, rider wellbeing and the economy:

• The value of benefit bike purchases  more than doubled in one year: from €25.9M in 2022 to €58.1M in 2023.
  
  
• Most bikes are bought from local Finnish shops, which also often handle maintenance.
  
  
• Cycling brings the highest societal return on investment of all transport types: €1 spent returns nearly €8.
  
  
• Physical inactivity costs Finland €3.2 billion annually, including €56M in sick leave costs.
  
  

Regular commuter cyclists have fewer sick days. Since one sick day costs employers an average of €350, the benefit bike is a smart investment.

According to the Finnish Cyclists’ Federation:

• 58% of benefit bike users say the scheme influences their choice to join or stay at a workplace.
  
  

A 2025 study by the Finnish Institute of Occupational Health and the University of Eastern Finland confirms:

• Commuter cycling improves work ability and reduces sick leave.
  
  

In short: the benefit bike scheme benefits everyone.