page_title: Cycling in New Zealand
section_title: History
hierarchical_section_title: Cycling in New Zealand / History
caption_attribution_description: English: Three cyclists in Thames, New Zealand, around 1895. Extended description on origin website reads: Alexander Darrow, Mary Elizabeth Darrow and George Darrow with bicycles, Thames / When: ca 1895 / Format: 1 b&amp;w original negative(s).; Horizontal image.; Single negative. / Description: Alexander Darrow, Mary Elizabeth Darrow and George Darrow with bicycles. Taken in Thames circa 1895. / Subjects: Darrow, Alexander, fl 1895 (Subject)&#160;; Darrow, Mary Elizabeth, fl 1895 (Subject)&#160;; Darrow, George, fl 1895 (Subject)&#160;; Outdoor recreation for women&#160;; Bicycles&#160;; Outdoor recreation&#160;; Cycling&#160;; Thames&#160;; 1895 / ID: 1/2-152835-F
context_page_description: Cycling in New Zealand, while relatively popular as a sport, is a very marginal commuting mode, with the share hovering around 1-3% in most major cities. This is due to a number of factors, principally safety fears.
context_section_description: The bicycle reached New Zealand in the 1860s in the form of the velocipede, also known as the 'boneshaker'. As bicycle design improved, and production became mass-market, cycling became a popular mode of transport in many parts of New Zealand for half a century.
  In the 1950s and 60s government transport funding and policies favouring motor vehicles as the transport of the future, along with the increasing affordability of automobiles, spurred a rise in motor vehicles. New Zealand soon had, and still has, one of the highest rates of car dependence in the world.
  As well as abandoning bicycles (and public transport) in favour of cars, the remaining bicyclists were increasingly forced off the streets by the rising danger of motor traffic, relegating bicycles to recreational and sports use. The oil shocks of the 1970s triggered the first of several bicycle resurgences, and new sports bicycles became popular: first, road racing bikes, then BMXs and eventually mountain bikes. By 1990, a survey showed cycling to be the second most popular participation sport in New Zealand. Since then, cycle sales have remained high, averaging over 150,000 per annum. However, their everyday uses, such as for commuting or shopping, is still rare.
  In 1994, New Zealand introduced mandatory bicycle helmet wearing, a change which some parts of academia and cycling advocacy credit with further reducing the incidence and attractiveness of cycling.
  Since the 1990s, a number of local Councils have developed cycling (or walking & cycling) strategies to plan for the provision of cycle-friendly environments and the promotion of cycling for transport and recreation. The Government, in its 2002 NZ Transport Strategy (and 2008 revision), officially acknowledged the role that cycling can play in helping to achieve a number of strategic transport outcomes, and in 2005 the first national Walking and Cycling Strategy "Getting There: On Foot, By Cycle" was released. However, from 2008 the new National-led Government set aside this strategy and restricted funding for cycling facilities, citing the need for motorway investment instead. The one significant investment from 2010 was the "Model Walking and Cycling Communities" programme, which saw $7 million invested over 2 years in the two chosen communities, Hastings and New Plymouth, as demonstration projects of what could be achieved with concentrated focus - a further $15 million was then earmarked to these towns for 2012–15.
  Following a spate of cycle crashes in late 2010, a national coronial inquiry considered the issue of cycle safety. After hearing submissions from a wide range of parties, Coroner Matenga recommended in 2013 that an expert panel, led by the NZ Transport Agency, be put together to recommend to central and local government how to prevent further cycling deaths and improve safety. A Cycle Safety Panel of ten specialists was convened in 2014 and spent the year gathering evidence and then making a wide-ranging series of recommendations. A key recommendation was that a significant injection in cycleway infrastructure funding was required by Government. As a result, a $100 million Urban Cycleways Fund was announced by the Government and, in conjunction with existing local and national transport funding, this led to a record $330 million cycleways programme over 2015–18.
  Cycling is increasingly becoming a touristic and (at least local) economic factor in the 2010s. In addition to successful cycle touring schemes (like those gathered under the New Zealand Cycle Trail umbrella) credited with revitalising local back country areas, are experiences like those reported from Rotorua, where the mountain biking business within the Whakarewarewa timber plantation forest is several times that earned annually from the timber plantation itself.
caption: Cyclists in Thames in the late 19th century
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