Bike Auckland

It’s all too common in Tāmaki Makaurau (Auckland) to have a story of a stolen bike, like Fiáin’s story below. Bike Auckland supports logging your bike via 529 Garage, which has shown success overseas. Read on to learn more about why we chose 529 Garage, and other ways that you can keep your bike safe.

We originally published this article in 2022 and we have updated it for 2025.

Computer

iPhone

Android

The pain of losing a bike to theft

When I was a teenager someone stole my bike and I was gutted. Every morning I had cycled to my friend’s house on the way to school. From there either we would cycle together, or I would leave my bike in her garage and we would walk together. On this day I was late; she had left without me, and I left my bike behind her garage instead.

I remember the panic I felt after school when I realised it was gone. I remember the disappointment in myself for leaving it unlocked, the frustration of being without easy transport, and later, the fear that it would happen again. We weren’t a well off family and I felt guilty. I knew it was a burden for my mum to replace it. We hadn’t recorded the serial number. That meant that if the police recovered it they wouldn’t have known who to give it back to.

I was lucky to get a bike again. I was also lucky that it didn’t deter me from using my bike as transport. From then on I made sure to lock my bikes. It’s the only time I’ve had a bike stolen, touch wood! I have usually owned cheap second hand bikes which have not been a prime target.

I plan on buying an e-bike soon. I know I will be much more vigilant and more worried about it. It’ll be the most money I’ve spent on anything. It’s unlikely that I’ll be able to replace it if it is stolen.

Bike theft – why does it matter?

In Tāmaki Makaurau (Auckland) owners report 500 – 1000 bikes stolen each year. However, the actual number is likely to be between 2500 – 5000. This is because many people do not report bike theft. Also sometimes the police database lists bike theft more generally as ‘theft’ or ‘burglary’. With such a high incidence in bike theft, insurers are reconsidering their coverage of bikes. The most likely area to have a bike stolen from is the central city.

Aside from being inconvenient and frustrating, many don’t replace their stolen bike and 7% stop cycling altogether. For those who do replace their bike, many report being less likely to cycle due to concerns that their bike will be stolen again. Some people are deterred from taking up travel by bike in the first place due to concerns about bike theft.

Unfortunately, like many issues, this weighs more heavily on people who are on low incomes. They are less likely to be able to afford a good quality lock, less likely to be able to insure their property, and less able to afford to replace their bike.

We want to reduce these barriers as much as we can. People need to be able to keep using their bikes – for the planet, for climate change, for safe live-able cities and for mental and physical health.

Keeping your bike safe with 529 Garage

529 Garage is a bike registration system which is free to use. It helps to get bikes that are stolen back to their owners. Widespread 529 Garage use has the power to make bike theft inconvenient and unprofitable, dampening the stolen bike market.

In Vancouver 529 Garage has been very successful. Vancouver had a 20% year on year decrease in bike theft once it was launched.

How does 529 Garage work?

If your bike is stolen you can use 529 Garage to alert the police and nearby community. People can contact you anonymously through the app if they see your bike. Or you can choose to release your contact information publicly for updates.

Quite often the police do recover stolen bikes but don’t know who to return them to. Currently less than 5% of stolen bikes are returned to their owners. Registration to 529 Garage helps police know who to return recovered bikes to.

If you are buying a second hand bike, you can look up the registration code in 529 Garage to find out if it has been marked as stolen. You can ask on Trademe and Facebook marketplace for the registration number to look up. Better yet, Trademe and Facebook could make it compulsory for sellers to list the registration number. This makes bike theft less profitable and more risky: altogether making it less appealing. After you have bought a second hand bike, the previous owner can transfer their registration to you – simple!

Once you have registered your bike, you can put a 529 Garage sticker (known as a ‘shield’) on it in a visible location. The sticker gives a handy way to look up the bike without tipping it upside down. The more people use it, the more it helps to deter bike thieves.

A 529 Garage sticker on a salmon coloured Schwinn bike — A 529 Garage shield on the downtube of Fiáin’s peach Schwinn

The impact of 529 Garage overseas

In Vancouver 529 Garage was successful because the community drove the project, maximising the amount of bike registrations. In Tāmaki Makaurau, community groups can help by registering bikes at events, and bike shops can register bikes at the point of sale. To make 529 Garage as successful as it can be, we need to build a culture of registering bikes, and of looking up second hand bikes. If we register as many bikes as we can, we will begin to reduce bike theft and make it easier for people to get their stolen bikes back.

You can hear Bike Auckland’s Gabriel Gati and Electric Bike Team’s Maurice Wells talk about 529 Garage in this interview with RNZ Checkpoint.

So far the New Zealand 529 Garage project has been volunteer-led, and we need as much help as we can get. Email us at 529@bikeauckland.org.nz to get involved.

Barriers to bike theft

The first defense from having your bike stolen is a decent lock. From time to time Auckland Transport run ‘Bike Lock Amnesty’ programmes where bike hubs across Tāmaki Makaurau swap cable locks for decent good quality D-locks – for free! Check out this list to find your local bike hub and get yourself a decent, free, lock!

If you can afford it, a D-lock, folding lock, or chain lock are best.

Another great way to keep your bike safe is to use a Locky Dock. You can open these with your AT Hop card, or with their app and they lock securely over your bike, scooter, or even your skateboard. They also have a secure charging port for e-bikes, if you bring your own charger. Over the last five years they have had zero bike thefts! They are super visible with their bright pink colour, they include a map of safe cycle paths and a CCTV camera and are steadily sprouting up across Tāmaki Makaurau. I love Locky Docks because they help to provide safe bike parking even if you can’t afford a decent bike lock.

To get some in your area, check out this awesome email template to send to local businesses and local boards (it’s easier to get permission to place them on private land than on public land). They’re free for businesses and free for you to use, so it’s a win-win.

For any questions email Big Street Bikers: hq@bigstreetbikers.com

You can help stop bike theft by:

Volunteering your skills to help the roll out of 529 Garage. Email us at 529@bikeauckland.org.nz
Helping to register bikes in your community or workplace. Email us at 529@bikeauckland.org.nz
Talking to your workplace / building manager / event venues / local businesses about providing decent, secure bike parking – would a Locky Dock work for them?
Encouraging Council / shopping malls to place CCTV near bike parking facilities or to move their bike parking to a more visible location
Bikes Welcome has some great statistics you can share with businesses.

Register your bike to 529 Garage (2021) here:

Computer

iPhone

Android

Together, we can stop bike theft.

Speak up by Friday 19 December to help make Green Lane West safe for everyone on bikes!

What’s the issue? Auckland Transport wants to “move more people, more safely” on Green Lane West. See project page here. But they won’t achieve that by just slightly widening the painted on-road bike lanes. Worse, this doesn’t even meet AT’s own safety standards!

The good news: There’s room for AT to fix this! They absolutely can create quality protected bike lanes here, on a part of the isthmus that really needs it. They just need to find 20cm of road space – which they’ve done before. Sweet as.

Why is this so urgent? Safety matters to everyone, whether or not you ride here yourself. It’s especially important for school kids, for people accessing Cornwall Park – and for everyone who wants to get where they’re going safely along Green Lane West. We all need to hold AT to their own standards.

How you can help: Feedback closes at the end of the day on Friday 19 December – and it’s super quick and easy to speak up for a safer Green Lane West! Here’s how:

Click the survey link.
On the second page, answer “YES” to: “Is there anything you would like to tell us about this proposal?”
That will pop open a response box, saying “Please tell us what we should consider refining in our proposal, while ensuring that it is still able to improve public transport in your area.”

Then, go for your life! Ask politely – and in your own words, of course – for AT to:

Please add physical protection to the painted bike lanes on Green Lane West
Improve how bus stops tie in with the bike lanes
Add bike crossings over Green Lane West, outside Greenlane Clinical Centre
Seize this opportunity to extend the bike lanes west to St Andrews Road.
Say what this all means to you, your family, your journeys, your future.

A key point to hammer home: Proper protected bike lanes encourage people to ride, whatever their age or ability. Auckland Transport knows paint is NOT protection, especially alongside 50+km/h traffic. AT has to do a better job of this – and we know they can!

Looking for more details? Check out our earlier feedback guide which goes into the nitty-gritty, and explains the huge opportunity.

But we know time is short! So, trust us – this is a VERY reasonable ask, it’s totally doable, and now is the best time to do it.

Take me to the Feedback page!

Auckland Transport’s proposed “improvements” for cycling on Green Lane West won’t meet basic safety standards – but small affordable tweaks can change that. Speak up now!

The context

Green Lane West is infamous for having some of the worst bike lanes ever painted. Not just dangerous, but ridiculously narrow, barely wide enough for a bike stencil. Have you seen them? You’d need to squint.

Here’s an earlier Bike Auckland article about Green Lane West’s cycle lanes.

A bike leans against a cycleway sign in a narrow cycleway as cars go past close by

So we should be over the moon that Auckland Transport is planning “changes for better bus reliability, safer walking and cycling” on this stretch of road. (Here’s AT”s project page about Green Lane West.) Especially as this is a crucial east-west link in Auckland’s “Bike Bermuda Triangle” – where safe cycling routes are rare, even on the big wide boulevards.

What’s more, Green Lane West connects Aucklanders (and visitors) to some really important places! Gorgeous Cornwall Park and magnificent Maungakiekie. Events at Alexandra Park and the Auckland Showgrounds. Healthcare, at Greenlane Clinical Centre. Plus shops, schools, neighbourhoods, and Greenlane train station.

Green Lane West is identified as a strategic “regional” route for cycling and micro mobility (on the same level as the NW cycleway) in the strategic network, as shown on AT’s Future Connect maps. These are the routes expected to carry the highest volume of journeys, and providing the fastest and most direct connections.

So what’s the issue? Well, as we all know, paint is not protection! AT’s current proposal is simply to slightly widen the on-road bike lanes, and add a few sections of shared path. This won’t actually make things safer – and it might actually make things more dangerous, by attracting new riders into a risky situation. (See below for more details of the proposal).

The good news: there’s a huge opportunity for AT to get this right via some small, sensible and affordable tweaks. So we’re calling on AT (with support from elected members?) to deliver proper protected on-road bike lanes, and better bus stop bypasses, on Green Lane West.
The deadline for feedback is Friday 19 December so this deserves your speedy attention! Think of it as your Christmas gift to Auckland.

If you’re short of time and want to jump straight to the feedback guide, jump ahead now. Or read on to understand the issues with the design.

Feedback Guide and Link

What’s proposed for cycling on Green Lane West?

The changes for cycling are part of a wider suite of improvements for the 2.7km stretch of Green Lane West between St Andrews Rd and Great South Rd. These include bus lanes and T2 lanes, new signalised crossings, and repositioning bus stops.

AT is upfront that these changes all need to fit into the available space:

“Making the most of the space on this corridor while aiming to move everyone safely through this road is a challenge we have taken.”

Hold that thought. Road space is always finite, which is why it’s vital to put safety first.

The key changes for cycling apply between Manukau Rd and Wheturangi Road, so let’s start with the straightforward stuff. AT is proposing to:

Add two new cycle crossings – one near Manukau Road and another near Wheturangi Road to give cyclists safe places to cross and continue their journey.

This is good! The first of these “new cycle crossings” will make it legal to ride your bike over the slip lane from Green Lane West into Manukau Rd south (7 on the image below).

For real safety, that crossing should be raised – or even better, the slip lane removed – but that’s probably a debate for another day.

*This slip lane is getting a green strip so it’s legal for riding across. Still not a great situation, safety-wise.*

The second new bike crossing, at the Wheturangi Road intersection, will give people on bikes a connection between the (new) shared path on the north side, and the existing shared path on the south side.

*The new stretch of shared path (in blue) past Cornwall Park District School*…

*… connects via these new crossings at Wheturangi Rd, to the existing shared path on the south side of Green Lane West*.

There are also two new signalised crossings for pedestrians in the middle of the green space, both hugely important for safety and worth supporting. We think the one that links the Showgrounds and the Clinical Centre should be a paired bike crossing as well, given people on bikes will be accessing both destinations from both directions.

*This new pedestrian crossing between the Showgrounds entrance (north) and the east end of Greenlane Clinical Centre (south) should logically be a paired bike crossing.*

*And logically, the crossings between the new Alexandra Park housing and shops (north) and Greenlane Clinical Centre (south) should also be paired bike crossings.*

*A new pedestrian crossing will connect footpaths on both sides of Green Lane West, so people cycling along Green Lane West will need to stop for pedestrians.*

Now we move to the other key “improvement” for cycling, and here’s where we think AT can do much, much better:

Where possible, we are proposing to narrow the flush median and widen the on-road cycle lanes to provide safer cycling facilities. We are also proposing a new shared path where the footpath is wide enough to accommodate both pedestrians and cyclists and the road is too narrow to provide a safe on-road facility.

To see what this might look like, here’s a section at the east end of Cornwall Park. You can just make out the narrow on-road bike lanes. And in the second close-up image, you can see that the north side bike lane ramps back onto a shared path for safety reasons.

While the on-road lanes may be a smidge wider, they remain physically unprotected, and are thus not “safer” in any meaningful way. That’s a problem… but it’s also a huge opportunity.

See the detailed consultation designs here.

What’s good and what’s not about the proposed design for Green Lane West?

Usually, something is better than nothing – but paint is not protection. We are adamant on this point: AT must – and can! – physically protect these on-road bike lanes. Their own safety and design standards require it.

In AT’s design guide (see here, and diagram below from p40), two things determine the need for physical protection for people using cycleways:

how many vehicles people will be riding alongside, and
how fast those vehicles are going.

Green Lane West is a 50km/h street that carries ~25,000 vehicles per day, so it ticks both boxes, hard.

And the brilliant thing is, there is enough room to protect these lanes.

AT’s technical rules require 400mm of road space in order to protect a bike lane with a 300mm separator (concrete “tim-tam”). In the current design, the bike lanes are already at the minimum of 1.5m, and the four vehicle lanes are 3.2m each, with 300mm of separation between the cycle lane and the outside road lane.

This means AT only needs to find an additional 200mm of road space to protect the bike lanes on both sides of the road.

*All we want for Christmas is a bite of safety the size of a chocolate bar.*

To help us visualise this: 200mm (20cm) is the length of a small paperback book, or a family bar of chocolate – and it can be found by shaving, say, 10cm off each of two traffic lanes.

We know this can be done, because AT’s done it before!

On Tāmaki Drive, where a key element of AT’s response to Max’s “Bike Auckland Quality Option” pitch for Tāmaki Drive was narrowing the traffic lanes a smidge – resulting in a much better outcome all round. And guess what: Tāmaki Drive, like Green Lane West, is a four-lane arterial, carrying around 27,000 vehicles a day, plus frequent buses and about 6% heavy vehicles.

*AT’s final design for Tāmaki Drive after Bike Auckland pushed for better: the central two traffic lanes are each 3.0m wide. So it’s possible.*

Or another example even closer to hand: most westbound traffic on Green Lane West continues along Balmoral Road, where (west of St Andrews), the outer lanes are 2.6-2.7m wide plus a 300mm channel. Narrower vehicle lanes may actually be a good thing.

Now that it’s clear protection is possible, AT would be snatching defeat from the jaws of victory if they go ahead without protecting the Green Lane West bike lanes. Which is where you come in.

(Side note: close readers may be wondering about the potential for a bidirectional cycleway on the south side of the Green Lane West, especially given the tie-in to the existing south-side path at the east end, and the potential to continue west of Manukau Rd at the west end. We’ll leave that level of discussion to our technical experts and AT’s project team for now!)

But first! One more small tweak for everyone’s safety: we’re asking AT to fix the way bus stops interrupt the bike lane.

As currently designed, buses picking up and dropping off passengers will (briefly) sit in the cycle lane. See screenshot below of the westbound stop outside Greenlane Clinical Centre.

AT’s consultation materials confirm that stopped buses will still pause traffic in the kerbside lane – which means, there’d be no adverse impacts on traffic of having proper inline bus stops, with bike bypasses. This seems like a really easy fix, given the bike-bus bypasses currently being constructed on Great North Road.

We should also note the prime opportunity to extend the bike lanes westward, all the way to St Andrew’s Ave. This would be easy, as there’s plenty of space and it’s within project scope. And this would be a significant improvement to the Bike Bermuda Triangle, an easy win for safety and the strategic network! It’s worth asking for in your feedback.

One last note: the grass is always greener over the fence, and we’re hearing people ask whether paths for people (walking, biking, jogging, rolling, etc.) could run inside the heritage stone wall. It’s an alluring vision, but it would involve a much larger conversation amongst many parties. For now, our focus is on fixing the existing proposal: a bird in the hand is worth two in the park!

Bike Auckland’s suggestions for your feedback

Right, let’s get down to business. Here’s the feedback form, and the deadline is end of the day on Friday 19 December.

The feedback form has four pages, and it should only take a few minutes to add your voice.

Page 1 asks about how (and when) you travel along Green Lane West.

Page 2 is about details of the design

Page 3 asks demographic details (optional)

Page 4 asks about your Local Board area, and you can sign up to get updates.

Page 2 is the key place to add your feedback.

Select YES as your answer to this question:

Is there anything you would like to tell us about this proposal?

And this will open up a response box, with this question:

Please tell us what we should consider refining in our proposal, while ensuring that it is still able to improve public transport in your area.

This is the place to strongly advocate, in your own words, for:

Physical protection of on-road bike lanes, as per AT’s own safety requirements
Better/safer integration of bus stops with the bike lanes
Bike crossings over Green Lane West, outside the Greenlane Clinical Centre
Extend the bike lanes westward, all the way to St Andrew’s Ave
Anything else you can see that needs improving
What these improvements will mean to you, your family, your journeys.

Remember, AT says this project aims to deliver a “transport system that works for all” and “move more people, more safely”. So the key point to make is that safe, protected bike lanes will encourage people of all ages and abilities to cycle here – whereas paint-only lanes alongside 50+km/h traffic absolutely will not. AT can solve this!

(Note: the next question asks if this project will encourage you to cycle here, Y/N – but there’s no space to explain in detail. So, put all your key feedback and personal experiences here!)

There are two other questions you can give feedback on:

Looking at the proposed plans, are there any other minor improvements from the list below that we may have missed to further support the enhancement of Green Lane West?

The options are: Wayfinding signage, Lighting, Footpath upgrades, Other, I don’t know.

If you select OTHER, you can reiterate the need for physical protection of the on-road bike lanes, and any other minor improvements you think are important – like, bike parking?

Lastly, AT asks about other locations for upgrades – but oddly doesn’t mention bike lanes:

We are looking at other places that may benefit from special vehicle lanes (e.g., bus, transit of heavy vehicle lane). Please tell us if you would like any of the below implemented somewhere else:

Bus lane

Transit lane (e.g. T2 or T3)

Heavy vehicle lanes (e.g. for heavy vehicles to transit only)

I don’t know

Top tip: click “transit lane” (because cargo bikes are T2 or T3, right?) to open a comment box, where you can make the case for more bike lanes in this or any other area.

Hot on the heels of celebrating ten years of the pink path, this is our moment to make sure Green Lane’s green lanes are the best they can be.

Consultation closes FRIDAY 19 DECEMBER – so hurry, scurry, get your feedback in now!

Have your say

Support Bike Auckland’s advocacy for great infrastructure

Are you an engineer, planner, or urban nerd and want to help? Join our volunteer Infrastructure Team here and help with our future submission guides, project watch blogs, and Bike Auckland submissions! Also – if you want to share your reasons for supporting better bike lanes for Green Lane West with us for a follow-up post, drop us a line here.

Local bike advocates explain why proposed Plan Change 121 would be bad for walking and cycling corridors. They also share why it’s a failure to plan for these corridors from Auckland Council.

What is the Karaka Road Precinct?

In the words of the public notice:

“Plan Change 121 seeks that approximately 86.5 hectares of land be rezoned from Future Urban Zone (FUZ) to Business Light Industrial Zone (LIZ) in the AUP.

“The land comprises 300, 328, 350, 370 and part of 458 Karaka Road and sits between Karaka Road/SH22 to the north and the North Island Main Trunk Line to the south.

“The private plan change request also proposes to introduce a new precinct called the ‘Karaka Road Precinct’ into the AUP to cover the entire plan change area.”

Why is the Karaka Road Precinct a problem?

The proposal to go ahead as it is shuts down any option for an active transport corridor between SH22 and the Kiwi Rail Corridor.

“This is not future based planning to be proud of,” say local advocates.

“We want the plan to be amended so that at the east end there is a legal public access connection to Ngakaroa Station. There is legal public access through Fisher & Paykel Healthcare land for walking and cycling. At the western end there is a connection out through the part formed and part unformed Woodlyn Drive. Ideally there would also be a legal public access corridor next to the North Island Main Trunk Line.

“Overall this is an example of how Auckland Council needs to have better planning processes in place to help better Active Corridor Connections between communities.”

Take 5 minutes to voice your support for public access in the Karaka Road Precinct

Email unitaryplan@aucklandcouncil.govt.nz before 5pm on Friday 12 December.

I’m a sucker for the magic of fairy lights. As I child I would sit cross-legged on the floor and gaze up at our plastic Christmas tree transfixed. These days, I bring the fairy lights out for every birthday, not just once a year. You could say I’m the perfect person to appreciate the MOTAT Christmas Lights.

I vividly remember the first time I tried to go to this Auckland institution. Five of us piled into one car, we headed over to Western Springs, keen for some Christmas joy.

We got as far as the intersection with Great North Road before I got cold feet.

“Whoa, are we really going to do this? No, seriously, do you still want to?”

The cars were backed up the street. A field of overflow parking looked like mayhem. Hapless wardens tried to organise the never-ending flow of vehicles stuffed with impatient children.

It was my idea of hell, not the heaven I’d anticipated. On some primal level, my body was screaming, ‘get us out of here’.

My understanding friends agreed to skip it and we veered away from the abyss of cars, cars, endless cars. I wasn’t keen to attempt it again, and a few Christmasses rolled by.

Roll on a new way to get to MOTAT Christmas Lights

Then 2025 came around. When I heard Bike Auckland would be providing Bike Valet at the MOTAT Christmas Lights, it sounded like the perfect solution. Exactly what the event needed. Harmony to end the chaos. Breezing up to MOTAT without the stress. Breezing out again at leisure – no waiting for a line of vehicles to manoeuvre their way out of a crowded field.

With my family, I joined a group of other revellers who rode together from the Grey Lynn Bike Hub. Bikes decorated, we took a meandering sunset ride with our guides, and rolled up to the Bike Valet, which was right by the MOTAT entrance. After some friendly chitchat with the Valet staff, we were smoothly conducted inside by some lively elves with bubbles.

And inside, it was every bit as magical as I’d hoped.

How to get to MOTAT Christmas Lights by bike

MOTAT is open for the Lights Fri-Mon each weekend until Christmas. You can find the Bike Valet on Stadium Road by the Christmas Lights entrance (Gate C) each evening of the event. Bike Valet is free to use, and secure.

Catch the MOTAT Christmas Lights by bike:

Friday 12th – Monday 15th December
Friday 19th – Monday 22nd December

And for some good bike routes in the Inner West, check out this Bike Auckland map.

Bike Auckland’s roundup of beautiful, shiny, and smart things for the bike-lovers in your life.

Stuck on gifting ideas? We’ve found 25 gorgeous gifts for bike-lovers and put them all in this handy guide to make holiday shopping easy this year. And what’s more – many of these support awesome local businesses. How cool is that?

Safety and Visibility

Beautiful bike bell: Retro or hi-tech, bells like these will make their ears light up in joy.
Bike lights that keep them safe: A tail light with rearview radar alerts them of vehicles approaching from behind. Or get one with a camera.
Smart helmet: With built-in front and rear lights and handlebar-activated turn signals, it’s the perfect accessory for the urban jungle.

Carry and Storage

Panniers or messenger bags: Perfect for commuting with laptops, groceries, or gym gear.
Beautiful bike basket: Great for quick errands without sacrificing style.
Custom framebag: beautifully made by a small local business.

Maintenance and Upkeep

Portable multi-tool: A compact kit for on-the-go adjustments.
Mini pump or CO₂ inflator: Lightweight solutions for flats.
Lubricant that doesn’t hurt the planet: keep their drivetrain rust free and running smoothly.
A bike service: Keep their ride smooth.

Comfort and Weather Protection

Rain poncho: The secret weapon of rainy weather riding in Auckland. Keeping air between you and your rain protection reduces sweat and ultimately means the water doesn’t get through and you stay dryer.
Hooplas merino socks: These lightweight merino liner-socks give your feet a chance to breathe inside performance-fit cycle shoes.
Ground Effect Gift Card: Left your Xmas dash a bit late? A Ground Effect Gift Card is emailed to you instantly so you can print it out, tuck inside a card and pop in the stocking of that special cycling someone.

Tech

Custom built wheels: for a ride that’s really special. Or some highflow tubeless valves, on the same link.
Bone conduction headphones: Bone conduction headphones are designed to keep ear canals unobstructed, ensuring they remain aware of approaching cars.
Phone mount: For easy navigation without juggling devices.

For the younger bike-lover

Kids basket: this flower basket is the perfect place for teddy to ride.
The Bicycle Pop-Up Book: by renowned paper engineer Dominique Ehrhard, this beautifully crafted, whimsical history of the bicycle is sure to delight.
Bike Auckland colour-ins: perfect for kids or creative grown-ups.

Experiences

An e-bike tour of Auckland: Discover Tāmaki Makaurau as you’ve never seen her before.
Cycling coaching: whatever their goals, help them achieve them.
Tickets to the Big Bike Film Night 2026: Make a night of it.

Advocacy

Bike Auckland membership: from just $12 per year, support your loved one to live their values.
Bike Auckland t-shirt: wear their support loud and proud.
Life After Cars book: for the urbanist in your life.

When Bike Auckland challenged the transport agencies and Auckland Council to turn a disused motorway off-ramp into a path for people to walk, wheel, and bike, they didn’t expect that less than a year later, they would be cycling along a new Auckland icon: Te Ara I Whiti, the Lightpath.

Ten years on, we’re celebrating the impact the Lightpath has had.

That impact includes almost 2 million cycle trips, but not only. Te Ara I Whiti features in countless photographs of the city. It’s a popular destination both for tourist selfies, and for proposals and wedding photoshoots. Its coloured ‘piano keys’ have hosted numerous art installations over its first ten years.

Te Ara I Whiti begins by Upper Queen Street. It crosses the motorway via a bridge and continues to the top of Nelson Street. There, a further protected cycle lane conveys riders into the heart of the city centre. It is now at the core of an ever-expanding connected network of Auckland cycling routes.

The anniversary ride

Close to 100 smiling riders sang happy birthday to the path as they cycled it this morning with Bike Auckland. Many shone in pink as they sported the path’s signature colour.

It was moving to see many of the faces which were at the opening of the path ten years ago. This truly is a people-powered movement for positive change, and a decade of showing your support is so wonderful.

Shoutout to Jo Hallatt, whose idea this event was, and to the volunteers who showed up. Carol Green was our main ride marshall keeping us safe. Simon Murcott captured the event with his camera.

*A selection of the birthday riders who stuck around for a photo!*

Does the magenta need a touch up?

Shane Henderson is an Auckland Councillor and Deputy Chair of the Transport, Resilience and Infrastructure Delivery Committee. Henderson said Te Ara I Whiti was appreciated as much for its uniqueness as a cycleway as for the creativity of the art that plays on its piano-like keys.

“Te Ara I Whiti is a great example of the council seeing an infrastructure conundrum and turning it into a triumph,” he said.

“Bringing innovation to transport solutions like the council group did really well with this, helps us encourage many more people to give different modes a go, mixing the way they move around the city.

“The path has been so popular and so well-used over its first decade, there are plans to look at refreshing it. It’s a good problem to have,” said Cr Henderson.

What can the Lightpath teach us?

Advocacy and sheer people-power made the Lightpath possible. That in turn enabled other great connectors to come into being. Today it sits at the nerve-centre of a growing circuitry of popular shared paths. From these, Aucklanders are linked with destinations across the region. Aucklanders can feel justifiably proud of their unique Lightpath.

The project was a perfect conjunction of visionary leaders who were eager to go boldly forth, and an incredible delivery team. They worked themselves to the edge of exhaustion and beyond to get it built in record time: engineers, artists, and everyone in between.

And the Lightpath has been like a beacon of light. It called Auckland into its next phase and irrevocably changed our cityscape.

*Lightpath opening with kids from nearby Freemans Bay School.*

In whimsical pink, it’s a joyous ribbon dropped amidst the dark tangle of motorway, a highlight in the largely monochrome cityscape. Photographers feature it in what seems like every beauty shot of the city centre. Tourists and locals alike are excited to experience it. People have their wedding photos taken on it. With its pulsing lights, black steel, huge koru design and incredible views, the design elements immediately elevated it from a thoroughfare to a destination.

Who was involved in creating the Lightpath?

Bike Auckland’s Max Robitzsch put forward the original idea for repurposing the disused Nelson Street offramp for active modes. Later, Barb Cuthbert famously threw a challenge from the floor of a crowded Aotea Centre challenging city leaders to create what would become the Lightpath. Just one year later, it was a reality.

Auckland Council, Auckland Transport and NZ Transport Agency partnered to deliver the project.

The project team worked with Māori artist, Katz Maihi and iwi throughout the urban design stages to ensure the path had a distinctly New Zealand identity.

Pippa Coom shared a more comprehensive list of the many parties who contributed to make Te Ara I Whiti a reality.

Transport Minister, Simon Bridges; Councillor, Chris Darby; Bike Auckland’s Barb Cuthbert and children from nearby Freeman’s Bay Primary School opened the path.

How are we marking the Lightpath’s anniversary?

As well as the 3 December group ride on the Lightpath, Bike Auckland hopes to host a public event for Aucklanders to celebrate the 10^th anniversary of the path in mid-summer 2026.

Kia ora koutou,

Ko Donna tōku ingoa. It is my privilege to have been elected as Bike Auckland’s co-chair. I’ll be working alongside Karen Hormann.

My background is in research and policy. I have a Masters degree in Economic Geography. I’ve worked with NGOs, and in the public and private sectors. I’ve worked in education and public health, and I have a keen interest in urban development and the environment. The result of this messy mix is that I’m very focused on equity.

Through all this I’ve ridden my bike. As an athlete, then later to work, to uni, for recreation, and because it’s faster than driving a car. Cycling ticks so many boxes – health, wellbeing, access to jobs and services, the list goes on. I don’t understand why it’s not a priority for all central and local government planners.

Because it covers so much, cycling is politics. We know this because we’ve seen well-funded, coordinated efforts to prevent or even rip up cycle lanes here in New Zealand and overseas. But, cycling is also joyous and makes us feel good. I want that for everyone. We should all be able to cycle, walk or scooter safely; to breathe fresh air and feel the breeze on our faces.

As the social fabric becomes more frayed, and we connect less with others, cycling encourages social cohesion, helping us engage with people we might not otherwise meet. I want to use my time as co-chair to help make this happen even more.

The next year will be busy, starting with Bike Auckland hosting Cycle Action Network’s annual CAN Do. CAN-Do will be on 21-22 March 2026 – save the date in your calendar now. We’re planning rides and awesome presentations, and we’d love to see you there.

We’ll be working with Bike Burbs and talking to Local Boards and looking at all the ways to improve things for people on bikes as we head into a general election. Happily, we have amazing, experienced volunteers and I’ll be shameless in asking for help.

Feel free to contact me about anything in the meantime.

As we wrap up another vibrant Biketober and move toward the festive season, Bike Auckland is thrilled to announce the official winners of the 2025 Biketober Photo Challenge.

2025 is the first year Bike Auckland has held a Biketober-wide photography challenge. The challenge encouraged riders to submit their best bike-themed shots taken either during October or earlier. The response was remarkable. There were dozens of entries and strong engagement across our weekly themed mini-challenges (with four weekly winners taking home Running Grid vouchers). But our three headline categories – Most Creative, Judge’s Favourite, and The Funniest – formed the heart of the competition.

To choose the winners, we assembled a diverse judging panel reflecting photography expertise, a love of biking, and Bike Auckland’s values of joy, accessibility, and community.

Our judges were:

Craig Potton – renowned New Zealand photographer and environmentalist.
Devon Briggs – world champion Para cyclist and Paralympian.
Carol Green – professional illustrator and designer and the creativity behind Bike Auckland’s illustrations.

Together, they carefully reviewed the entries against the criteria. While there were many excellent entries, the judges were unanimous in selecting three standout images.

THE MOST CREATIVE – Jefferson Chen

Our judges selected Jefferson Chen as the winner of Most Creative for his cinematic still from his music video Easier Said Than Done. A Sandringham-based artist performing under the name Goodspace Music, Chen is known for combining art, movement, and cycling. His entry captures this perfectly.

Judge Devon Briggs says:

“Shot as part of a one-take music video filmed while riding through urban streets, Jefferson’s entry showcases not only strong technical creativity but also a genuine passion for active transport woven into his art. This fusion of music, movement, and imaginative framing makes Chen an outstanding winner of this category.”

For his efforts, he was awarded a $100 Flamingo Scooter voucher as his prize.

THE JUDGE’S FAVOURITE – Kenny Stuart

The Judge’s Favourite category was awarded to Kenny Stuart. Kenny is a photography hobbyist whose submissions consistently impressed. He even earned one of our weekly wins earlier in the month.

The winning shot features a striking moment between a bike and a horse, with the curves of the horse’s neck beautifully mirroring the bike’s front forks.

Judge Craig Potton says:

“This image caught our attention for its composition, atmosphere, and whimsical juxtaposition of old and new modes of transport. Kenny’s clear eye for storytelling and calm outdoor adventure made him a clear standout.”

To celebrate his win, Kenny receives a premium Ground Effect jacket – perfect for Auckland’s famously unpredictable weather.

THE FUNNIEST – Matt Crawford

The judges awarded the prize for the Funniest category to Matt Crawford. Matt is a long-time supporter of Bike Auckland and a returning entrant. With a passion for combining bikes and photography, Matt’s beautiful shots will be familiar to those who follow Auckland’s cycling community.

His winning image – taken during the Big Fancy Bike Ride, the official opening event of Biketober – perfectly captured the joy and playful chaos of the event.

Judge Carol Green says:

“Our judging panel loved the contrast of two women in floral dresses riding joyfully in front, closely followed by a pack of enthusiastic kids sprinting behind in bike gear. The moment was spontaneous, charming, and captured the true spirit of Biketober.”

Matt deservingly takes home a Hiplok DX lock. It’s a high-security bike lock which will keep his bike safe as he continues to embark on his photography and bike-related adventures.

A Celebration of Joy, Creativity, and Community

This year’s Biketober Photo Challenge showed us once again how diverse, welcoming, and imaginative Auckland’s biking community truly is. The submissions reflected not only technical skill, but joy, humour, accessibility, and a love for movement – everything Bike Auckland stands for.

An extra big thank you to the organisations which donated prizes to make the Photo Challenge possible: Ground Effect, Flamingo and Running Grid.

Congratulations again to all our winners, and thank you to everyone who entered, voted, or shared photos throughout the month. We’re already excited for next year’s challenge. In the meantime, we hope you keep capturing moments of joy on your rides.

Illustrations thanks to the talented Gabrielle Baker.

“We need to stop trading off health against transport emissions goals and put in place things that deliver on both of them. We can’t afford not to as a country.”

This is Dr Caroline Shaw’s message to policy-makers: we need to have policy solutions that address multiple issues. She is a public health doctor at the University of Otago. The health benefits of a low-carbon transport system have long been her field of study – and her passion.

Starting in 2020, she and her team began modelling the outcomes of the Climate Change Commission’s pathways to net zero. The Climate Change Commission is the government’s agency for evidence-based climate advice and monitoring our progress toward achieving low-emissions and climate-resilience goals. The Commission had advised the government on a number of pathways for New Zealand to achieve net zero for long-lived gas emissions by 2050.

Two pathways: same emissions, different futures

Dr Shaw’s team modelled the two most different pathways to see what their health, environmental, and climate impacts would be. One pathway predominantly relied on electric vehicles. The other one looked at a more mixed approach with much higher levels of cycling, walking and public transport.

“I was interested in electric cars because I didn’t agree with how the Climate Change Commission had thought that the electric car scenario would play out. There was a whole bunch of theory on what happens if you just move to an electric car fleet that suggested otherwise.

Meanwhile, she explains, many believe policies supporting a more diverse transport system with more active and public transport are nice-to-have. In other words, New Zealand could just elect not to do them. In contrast, people believe that electrifying the fleet is a solution that would work by itself.

“No one had explored the impact of what happens when you just move to an electric car fleet. I thought, this model will answer a bunch of those questions.”

It turns out we have decades of data we can use about what happens to people’s transport behaviour under a range of scenarios, such as a lower cost-per-kilometre when petrol prices drop. This data, along with many other sources, helped Dr Shaw’s team create a comprehensive model to see what transport behaviours would be like with an electrified fleet. A key difference in this scenario is the lower cost per kilometre compared to fossil fuel cars.

The surprising scale of the results

Even for Dr Shaw, who had expected to see an impact, the results were surprising.

“We found that people would drive more than they currently do if they get hold of cars that are significantly cheaper to drive per kilometre. And that number was really high. It was about 20% more overall.”

Why would people travel so much more? It’s because of the unmet desire to travel more. People who live in low-income neighbourhoods in this country drive around 100 kilometers less per week than people who live in high-income neighbourhoods. Most of that is because of money. We also know that from other evidence, for example, people not being able to afford trips to healthcare providers, etc.

“Lots of people are unable to travel as much as they would like to,” says Dr Shaw. “There’s a whole series of reasons for us to expect that if driving gets cheaper, people will drive more.”

Why is 20% more driving a problem?

A nationwide Vehicle Kilometres Travelled (VKT) increase of 20% is substantial. It increases congestion and all the problems associated with congestion, but also it increases risk of injury and risk of certain types of air pollution.

That’s because air pollution from driving comes not only from exhaust fumes from fossil fuel vehicles but also from non-exhaust sources like tyres and brake wear. These include the insidious “particulate pollutants”. Dr Shaw explained that there’s a growing body of research about the harm caused by particulate pollutants because, after we inhale them, they are small enough to cross into our bloodstream, causing all sorts of problems.

What would the future look like with more cycling, walking and public transport?

What about the other scenario that Dr Shaw’s team modelled, the one with more cycling, walking, and public transport? Dr Shaw found that it was a win-win-win scenario.

“What we showed in that work that we did is that you get the same kind of level of carbon benefits but the health benefits are really different between the two scenarios. They’re much greater in the scenario where we increase the amount of cycling, walking, and public transport use. We save lots of money and we don’t compromise our carbon goals.”

What are the policies which could help us?

Dr Shaw believes policies don’t have to be a compromise between health, good transport options and a fair society – we have all of them at once.

The key, in her view, is accounting for health harm from transport – something she says we treat as an inevitable by-product of wanting to move around.

“We already know that the current transport system is incredibly unhealthy and it’s killing at least as many people as smoking every year in this country. We’ve normalised all of the health harm from transport. But it actually doesn’t need to be inevitable.”

Different policy choices can reduce health harm from transport – and some of the gains can be realised quickly, Dr Shaw points out.

“For example, speed limit reductions are actually a really good policy in terms of reducing health harm quite quickly because we know that as soon as you put the speed limit reductions in place, the road injuries reduce. The converse happens as well: as soon as you put speed limits up, the health harm starts.”

Investment in active and public transport can also see returns quickly as behaviour can change physical activity and transport choices rapidly.

“Look at investment in cycleways here and internationally. A lot of them see immediate changes in cycling uptake and changes in physical activity. Rapid bus networks can be expanded quickly, as we’ve seen overseas.”

Choosing our path

Dr Shaw explains that while electric cars are ‘definitely in our future,’ we need to make informed decisions about how big a part of our transport system we want them to be. In her view, we should be aiming for them to be only a small part of urban transport systems. That’s partly because of climate-related weather events and the different urban systems needed to mitigate them, but also how we connect and live well together as a society.

“Our cities are becoming denser, and at the same time, we’re going to be seeing more intense rainfall because of climate change. Because of those factors, space should be reallocated to public spaces where people can have playgrounds, green spaces, water gardens for the rainfall that we’re going to be getting.

“Those things also make cities fun places for kids to live and for older people to socialise and so on. Most of all, those sorts of things will make our cities bearable under a changed climate.”

Many thanks to Dr Shaw for taking the time to share her research findings with Bike Auckland. We look forward to seeing more of her insights in future.

Auckland is trialling its first intersections using Shared Barnes Dance phasing, where both pedestrians and bikes move through the crossing at the same time.

The Shared Barnes Dance crossings, with their distinctive person-plus-bike signals, are at the intersections of:

Victoria Street West / Nelson Street
Victoria Street West / Federal Street
Victoria Street West / Queen Street / Victoria Street East

What is a Barnes Dance Crossing?

A Barnes Dance (also called a pedestrian scramble) is a traffic signal design where pedestrians can cross in any direction at once, including diagonally. It was named after U.S. traffic engineer Henry Barnes, who used it in cities like Denver and New York in the mid-20th century. Auckland first introduced Barnes Dance crossings in 1958 on Queen Street. They are often used on busy city centre intersections where there is a lot of foot traffic.

A Shared Barnes Dance is similar, but allows bikes to ride across at the same time as people walking.

Do you cycle on Te Hā Noa / Victoria Street?

Please take extra care the first times you use the Shared Barnes Dance crossings. We recommend letting more vulnerable and slower road users like pedestrians go first, and giving way to them on the intersection.

Public input is a key part of the trial. You can submit feedback on Auckland Transport’s consultation page. Auckland Transport is also conducting in-person questionnaires at the intersections.

How is the Shared Barnes Dance trial going?

The trial is still in its early days, but initial observations are promising. The intersections appear to be functioning well under the new phasing.

Users have told Bike Auckland that, while it “feels like chaos” when you first experience it, it doesn’t take long to get used to the new approach. It can even lead to positive interactions with pedestrians, as people take the intersection more slowly and you often hear friendly calls of “After you!”

One user told us, “I was sceptical – wouldn’t that lead to more accidents? But when I experienced it, I realised it leads to people being a lot more attentive to each other.”

Over the coming months, Auckland Transport will collect data to evaluate whether the crossings operate safely and efficiently for all road users.

Where did the idea for the Shared Barnes Dance crossing come from?

It’s an unusual set-up, but the concept isn’t entirely new. Trials of Shared Barnes Dance crossings have previously taken place in Christchurch and Dunedin, with reasonably successful outcomes. To explore whether the approach could be adopted more widely, NZTA sought locations with higher levels of foot and bike traffic.

The opening of Te Hā Noa provided the perfect opportunity. Te Hā Noa is a pedestrian- and bike-friendly ‘linear park’ running down Victoria Street in central Auckland, and part of the people-friendly precinct around City Rail Link’s soon-to-open Aotea Station.

Victoria Street’s intersections are among the busiest in the city. Te Hā Noa will channel increasing numbers of people on bikes through these crossings too. It’s a natural testing ground for observing how people on foot and on bikes and scooters mix during crossings. The crossings offer a chance to study real-world behaviour and assess both operational efficiency and safety.

Benefits of Shared Barnes Dance crossings for traffic flow

One of the main advantages of shared Barnes Dance crossings is efficiency. Traditionally, intersections with cycleways use separate signal phases for cyclists. This lengthens the overall traffic light cycle so everyone has to wait longer for their turn. Allowing people on foot and on bikes to cross simultaneously eliminates the need for those extra phases. Everyone gets to enjoy shorter wait times at the lights.

What could Shared Barnes Dance crossings mean for Auckland if the trial is successful?

If successful, the trial could pave the way for broader adoption across Auckland. Shared Barnes Dance phasing would become another tool in the city’s transport design toolkit. They could make it easier to integrate cycle infrastructure at intersections without compromising how long the wait is at the intersection. They could help overall traffic flow, and thereby reduce objections to cycling infrastructure.

More and more people cycling for transport in Auckland is increasing the demand for safe places to ride. As the Auckland cycling network continues to expand, and more cycle lanes are integrated with existing streets, the Shared Barnes Dance crossing, paired with other street design innovations, could create a solution that works for everyone.

Bike Auckland looks forward to seeing the outcome of the trial.

Active transport like bikes and public transport make a great combo. Buses, trains, and ferries carry large numbers of people to and from common destinations, often supported by dedicated, speedy networks. Meanwhile bikes are perfect for flexibility, an ideal solution for the first and last mile.

Currently in the Auckland region, we can take bikes, including e-bikes, on trains and ferries – but not, as a rule, buses.

Auckland Transport wants to see that change for its Rapid Transit Network. The Rapid Transit Network today covers:

The northern and eastern busways, including the Northern Express.
The southern, eastern, and western lines of the rail network.
The Western Express and Airport Link buses.

Of course, it’s not a simple problem to solve. The outcome needs to be good for all bus users. Safety and speed have been big considerations as Auckland Transport have run a trial of allowing bikes inside buses on the NX1 route.

The trial started as a closed trial testing bike rack options. The preferred rack was installed in a third of NX1 buses for an open trial. In other words, anyone is welcome to take their bike onto one of the bike-enabled buses. This phase kicked off in July 2025 and will run for one year.

Does Bike Auckland support the Bikes in Buses trial?

The short answer is yes.

The NX1 is a great route to trial as it provides people with a way to cross the Harbour Bridge with their bike. The harbour crossing is a critical gap in the Auckland cycling network which Bike Auckland campaigns on over at liberatethelane.nz.

While we’d prefer to cycle across the bridge, at Bike Auckland we believe multi-modal journeys with bikes should be a serious option for people to get around our region. Multi-modal journeys need to become much more accessible for people.

While the Bikes in Buses trial isn’t perfect as a solution, we believe a lot of people benefit from being able to take their bike on the Rapid Transit Network buses. This is a step in the right direction, and we encourage people to give it a try.

How is the Bikes in Buses trial going?

After four months of the Bikes in Buses open trial Auckland Transport have provided an update on how things are progressing:

About 50 bicycles a day are using the bike racks inside buses.
There is no negative impact on dwell time of the bike buses being recorded. Dwell time is the length of time buses wait at the stops for people to get on and off.
Albany and Lower Albert Street are the most popular stops for boarding with a bike.
AT has had significant feedback from both cyclists using, or wanting to use the bike racks in buses, and from existing NX1 passengers.
The feedback from people using the bike racks has enabled us to make adjustments to the hardware when needed, and has alerted us to service issues that need attention.

Many people have shared feedback that they find the bike bus service useful. Those who aren’t close to ferries find it a great alternative for crossing the Harbour Bridge with a bike.

The bike-enabled NX1 bus has a large green cyclist sticker on it — The bike-enabled NX1 bus has a large green cyclist sticker.

a seatbelt holds 2 bikes in place on a bus — The bike-enabled NX1 bus has a large green cyclist sticker.

The challenge with planning your bike bus journey

The most common feedback request is for timetabling of the bike-enabled buses, so that people can better plan their bike and bus journeys. People get frustrated when they are waiting for a bike bus, and it either takes a long time to arrive, or the not-in-service bike buses drive past passengers on their way to the depot.

Auckland Transport have investigated a number of potential solutions, but it’s not an easy fix.

The NX1 service operates dynamically and frequently, so specific buses cannot reliably be tied to fixed times. The fleet is managed in real time to accommodate refuelling, maintenance, driver shift changes, and other operational needs. Only 15 of the 45+ buses in the fleet have bike racks. Scheduling these specific buses at set times could disrupt or impact the efficiency of the service for other NX1 passengers who use it regularly.

AT’s interim solution is to publish as much information as possible to give people some detail on the frequency of bike-enabled buses that we expect.

Auckland Transport now shares typical frequencies of bike buses

While they can’t 100% guarantee when bike buses will arrive at a particular station, they can let people know the typical number of bike buses expected to be in service per hour. For example, there should be 3 bike buses per hour at peak times from Albany into the city and vice versa, but frequencies may be lower to the Hibiscus Coast and at other times.

The most up-to-date information about these typical frequencies is on Auckland Transport’s site.

At times the frequency is better, at times it’s worse. The table on AT’s site can give you a general indication of what to expect so you can decide whether the bike bus is the right mode for your journey.

Using the AT mobile app – be aware of limitations

The AT Mobile app’s journey planner, and the public information displays at bus stops rely on timetabled services information, not specific vehicle numbers. That is why the bike bus information will only show in the ‘live departures’ section of the app, which can track a specific bus once it has started its trip. We recognise that this limitation means that passengers waiting at the first stop of a trip will not see this information until the bus is at their stop.

Weekends are a great time to take your bike on the NX1

The bike bus service on the weekends and holidays is more regular and AT hopes people will ride out and enjoy the northern beaches this summer. Check out AT’s new cycle maps for the North Shore , Upper North Shore and Hibiscus Coast for ideas.

Next steps for Bikes in Buses

The open trial of 15 bike racks in NX1 buses will continue until June 2026. Trial findings will be published in mid-2026. AT will make decisions on the next steps for bikes in buses in Auckland by late 2026.

We encourage cyclists to give it a go, and please share your feedback with Auckland Transport via the link on their Bikes in Buses trial page.

Pedal power has got me so far. I love my trusty commuter push bike. I take pride in the muscles it builds.

But with my five-year-old shooting upwards at a rate of knots, I just can’t carry her on my bike anymore. That means I can’t go by bike to all the places I’d like to. Hilly routes in general are daunting. Plus, I have a dream of quaxing my entire weekly shop home by bike – something my push bike just isn’t the right vehicle for.

What is quaxing?

In January 2015, a local councillor in Auckland, New Zealand, Dick Quax tweeted:

“No one in the entire Western world uses the train for their shopping trips…the very idea that people lug home their supermarket shopping on the train is fanciful.”

People responded with pictures of themselves doing their shopping by non-car means using the hashtag #quaxing.

The term was defined on blogs and tweets as “Quax, [verb; past: quaxed, present: quaxing] — to shop, in the western world, by means of walking, cycling or public transit.”

My e-cargo bike knowledge gap

An e-cargo bike could be the perfect vehicle for me.

But I don’t know a lot about e-bikes, let alone e-cargo bikes. Those in the know throw around a bewildering array of terms. Long-tail, long john, butcher bike, cycle truck, utility bike, mid-tail, front-loader, mid-drive, hub-drive… The list goes on.

There are fabulous e-bike shops in Tāmaki Makaurau which let potential customers try out e-bikes before they buy. But I’m not ready to buy – I’m still just learning about the category.

Left to my own devices, my e-cargo bike curiosity would have ended there. It’s a significant purchase and a daunting choice.

Then the Gribblehirst Community Hub called out for test riders to create content about their new e-bikes for hire. I jumped at the chance.

If you live near Sandringham and haven’t come across Gribblehirst Hub and its associated Tumeke Cycle Space, check it out. It’s a membership-based community-led space for people to meet, make, create, share skills, repair, recycle, up-cycle, move, dance, and hatch ideas – and it’s wonderful.

Their new e-bike lending scheme is right up my street – or right up my cycleway, more to the point! And their e-bike fleet has the perfect bike for me AND my daughter. It’s an Ezee Expedir e-cargo bike, big enough to carry a family. In a beautiful teal colour, it looks gorgeous too.

Trying the e-cargo bike: a different riding experience

Anna from Gribblehirst Community Hub kindly took me through the features of the bike, how to charge the battery, how to use the key to start it and secure it when parked, how to use the dual-leg kick stand, how to turn the built in lights on and off, how to change gears and power settings and use the throttle.

It’s quite different to other e-bikes I’ve tried. Even leaving aside the extra length, the riding experience is poles apart. That’s because this bike is built like an ox! It can carry huge loads, and that means it benefits from a throttle. The throttle is a power boost lever that drives the front wheel to get you started even before you move the pedals. It’s handy for hill starts. It’s also handy if you want to walk the bike uphill – something that would be really tricky unpowered, because the bike weighs around 35kg.

Having a throttle means another difference too – it’s a lot more common to have a throttle on a hub-drive bike. I’d previously ridden on mid-drive e-bikes – and it’s just different. My non-technical description of the difference is this. Mid-drive means the power assist is added in the middle of the bike, at the pedals. Push on the pedals and the motor adds power. Hub-drive means the power is added at the hub of either the front or rear wheel. For me this meant that I was continuing to be boosted along after I’d stopped pedalling – because the wheel was still turning. Disconcerting, until you get used to it.

The best description I’ve read of the riding experience is this: “Front [hub] feels like something is pulling you, rear [hub] feels like someone is pushing you. Mid gives the best kind of ‘natural’ feeling.”

That’s not to say I’d rule out a hub-drive e-bike in future – there are definite advantages for the way I plan to use my future dream bike. But I am very glad to be able to choose based on a decent amount of testing it out. Thanks e-bike lending scheme!

Keeping the e-cargo bike safe

A new e-cargo bike is worth around $4k-$10k. The Expedir appears to sell for around $5k, not including accessories like the wonderful bench seat, the front rack, and the roomy panniers. Being trusted with this lovely brand new e-cargo bike, I was determined to keep it safe.

Bike theft is becoming more common around Auckland, especially places like the city centre. Auckland Transport are looking at options for secure bike parking, and there are more Locky Docks appearing all the time (I’m a big fan of how easy and safe these are). But for my excursions on the Expedir, I needed to carry my own solution.

Luckily, it has some good features to help. It comes with a ‘cafe lock’ – a bar that goes through the spokes of the back wheel to stop someone opportunistically riding off on the bike. And more importantly, it doesn’t start without the key being in the ignition. Keeping the key on my person feels like an added layer of protection. And I don’t have to worry about the lights being stolen off the bike either, because they’re hard-wired in!

Gribblehirst Hub provided a D-Lock with the bike. D-Locks are one of the most secure locks out there, but I didn’t think it was a perfect solution for the Expedir. The bike is pretty wide, especially with its front rack and the cage protecting the bench seat on the back. Not every bike stand would allow me to get the bike frame close enough to use the D-Lock. I brought my own heavy chain along too, in case I couldn’t manage the D-Lock, and I’d recommend this approach as more flexible with this style of bike.

All of this helped reassure me that if I owned an e-cargo bike, there were ways to keep it secure without compromising on the places I wanted to park up.

First outings

Eager to start cycling, I envisioned many enjoyable trips with my five-year-old on the e-cargo bike. However, my inaugural ride was a 3 km journey to a food history tour in Ponsonby, not with my daughter. This proved beneficial, allowing me to get used to the bike’s handling independently before introducing the added dynamic of a child to the ride.

It proved to be a great way to get to the history tour – and I was able to tell other people that they too could try out an e-bike from an e-bike library or lending scheme. People’s eyes really light up at this idea – it is such an important purchase and the library offering strikes a chord.

Carrying my kid on the e-cargo bike

The next day, Sunday, it was time for five-year-old Sophie to have her turn. The three of us made a plan to cycle to Diwali on Queen Street, where we could leave our precious e-bikes with the Bike Valet. My wife would be there as backup to carry Sophie on her bike if it didn’t work out.

I was excited. Sophie easily got on the bike, which, despite wobbling on its kickstand, withstood the carefree clambering. (Getting off around the cage remains a challenge.)

The bike has footrests that look like little running boards alongside the bench seat. But with panniers in place, you can’t access them. I still needed a pannier to carry the locks and other baggage like raincoats, so we compromised on one pannier and one footrest. Sophie would prefer two footrests, but it worked well enough. Potentially a better long term set up would be closed storage on the front of the bike, or even smaller panniers could work.

Off we set along the Northwestern Shared Path. The experience of a substantial moving weight on the back of your bike is unnerving! My dream of smoothly sailing through town with my junior cargo was, in reality, quite scary. There was a lot of “Don’t move! No, you can not turn around while the bike is moving!” It was new for both of us, and Sophie had to find her way with it too.

Over the two weeks of the hire, that feeling has become easier. There are still tricky moments where I beg Sophie to “sit still!” but for the most part, we’ve found our balance. I can see it becoming second nature over a longer period.

Unlike my experience with towing Sophie in a bike trailer (disastrous), this has been much more to her liking.

Diwali was great fun, especially with the reassurance of knowing the bike was safe with the Bike Valet. The pannier was more than big enough to carry home some delicious Indian kai!

Definitely a good test for me of how an e-cargo bike would work in my life.

I used the e-cargo bike every day of the loan

I found myself getting out and about by bike every day that I had the Expedir – much more than I do with my push bike.

Monday – dinner in Mt Eden. It felt great to rock up by bike.
Tuesday – a work meeting in Ponsonby Central. Even in the pouring rain it was fun to arrive by bike. The Locky Docks now right outside Ponsonsby Central gave me added reassurance that the bike would be safe. Locky Docks may not fit around all e-cargo bike frame shapes, but it was possible with the Expedir.
Wednesday – I quickly grabbed the last available bike rack outside the Ellen Melville Centre, a common occurrence when attending a workshop for climate-conscious individuals – everyone cycles there! It was particularly fitting that our session focused on encouraging car drivers to share the road with people on bikes.
Thursday – as well as a meeting in town, and taking Sophie Halloween costume shopping by bike, I was able to roll up in style to the Biketober Climate Fresk. All the other participants came by bike too, which felt really special.
Friday – I got ambitious. The Waterview Community & Envirohub were running a Biketober Cycle Safety Trail event after school. Could I carry Sophie and her bike the 4 km to Waterview Reserve? Some bungee cords later, and a super wide load, and we were off. It’s not an experience I’d want to repeat every day, but it worked. Kiddo and bike were safely transported to and from the excellent event.
Saturday – it was the perfect spring day to carry Sophie on the bike for lunch out with her uncle.
Sunday – my opportunity to quax! I got a weekly shop entirely by bike and it was even more fun than I expected. 10 out of 10.
Monday – the bike made the school run a breeze. It’s usually literally a run. This was a welcome break.
Tuesday – more meetings in town, by bike.
Wednesday – my busiest day of biking yet. I was presenting about bike events at the Community Climate Action Network Hui in Grey Lynn – a natural opportunity to bike. I loaded up with cat food at Pet Stock on the way back (a hill I’d likely have skipped on my pedal bike). Then I whizzed past the other parents in their huge cars to do the school run. Later, the whole family biked to the Biketober tour of Karanga-a-Hape Station – so much easier than driving, even on a wet evening.
Thursday – the teacher and nurse strike. Sophie wanted to go by train, and I was happy to cycle up the hill with her to the station (a feat I can’t manage with muscle power alone) and put the bike on the train into town. The great thing about this was that we could enjoy the novelty of the train one way, and then speed off home whenever we wanted on the bike.
Friday – a last bike outing to a local cafe for a meeting, before we were off, by car, to Muriwai to camp for the long weekend. I felt a surprising twinge of sadness at missing out on e-biking.

By the end of the hire, I had a definite attachment to the e-bike. I didn’t want to give it back.

For me, it has firmed up my thinking – I definitely want the e-cargo bike life. Following this trial, I feel much better informed about what that will be like, and choosing the right bike for us.

Why I love that Gribblehirst Hub is doing e-bike loans

E-bikes offer a solution to many of the barriers to getting around actively – it’s easier to get started, no route is too hilly, you can carry more stuff, you can wear just about any kind of clothes, and you don’t arrive sweaty (if you don’t want to!). They are a mobility aid for disabled people.

But, they are a significant and often bewildering purchase. E-bike lending schemes or libraries offer a powerful way to make cycling more accessible, equitable, and appealing. By allowing people to borrow e-bikes for free, they give users a chance to experience the convenience and joy of e-biking firsthand. They support climate-friendly transport, reduce car dependency, and foster healthier communities. These schemes also help shift public perceptions – showing that cycling can be practical, inclusive, and fun for people of all ages, abilities, and lifestyles.

How to access Gribblehirst’s e-bike loans and other e-bike libraries

Gribblehirst Community Hub’s e-bike loans are available to their members. The Hub is in Sandringham and you can sign up to join on their website. There is no cost to loan a bike (a deposit is paid and returned when the bike is returned).

If you’re in other parts of Auckland, Ecomatters Go Ebike Loans may be a more convenient e-bike library for you.

Bike Auckland held its AGM on Sunday 16th November at Covert Theatre in Ponsonby. Thanks to the large turn-out of members and supporters who joined us for the day.

Members re-elected the existing board members with one change. We welcome Donna Wynd to the role of Co-Chair, working alongside our incumbent Chair Karen Hormann. Donna was previously a co-opted board member.

The AGM presentations highlighted and acknowledged the work of our amazing volunteers who work tirelessly to submit on and push infrastructure projects along.

Presentations

Board Chair Karen Hormann spoke of the political headwinds we are facing with funding streams drying up and the ideology of the current government making our streets less safe for everyone. She highlighted how evidence about safer streets and increasing speed limits, as well as the benefits of active transport are being consistently ignored.

While the financial reports by Treasurer Juan Espinosa reflected the loss of funding over the last financial year, he also noted that Bike Valet revenue is increasing, and Bike Auckland membership is also growing.

Bike Auckland Infrastructure Team member Carol Green shared the history of the Point Chevalier and Meola Road project. This presentation highlighted just how long it takes to get projects over the line (18 years in this case). It clearly illustrated the improved urban landscape that comes with bike lanes and safe streets. (Carol is also the creative genius behind Bike Auckland’s fabulous illustrations.)

Roger Lacey of Bike Eastern Suburbs shared the Love Your Path initiative. His presentation inspired those present to get their communities involved in path clean-ups and planting.

Sue Cardwell, our Communications Manager, presented the results of the strategy session held in August. She shared how Bike Auckland is acting on the member input received at the session. This includes some small updates to the wording on Bike Auckland’s Pathway to Change strategy on a page. The latest Pathway to Change is now on our website.

Moving on to Bike Auckland’s communication channels, Sue covered the success factors in our Biketober campaign and how Bike Auckland’s social media audience has grown. She also pointed out that social media thrives on conflict. Algorithms direct social media posts towards people who may react negatively towards Bike Auckland posts. She highlighted the value of supporters liking or making positive comments on posts. This can help demonstrate the support for biking to readers.

In summary

As always, it was a wonderful opportunity for our members, volunteers and supporters to get together, reflect on the year that was, and gear up for lots more biking activities in 2026.

If you’re not a Bike Auckland member, please join us (it’s very affordable, starting at $1 per month). Your support helps us advocate for a better region on wheels, for everyone who bikes, and all those who would love to give it a go.

Photo credit: Fletcher Construction

Bike Auckland understands that the first weeks after any major road project can be challenging as people adjust to new layouts. Rā Hihi, the Reeves Road Flyover exists to improve bus reliability, walking and cycling safety, and long-term traffic flow across Pakuranga — not just to add space for cars.

Allowing for multiple transport modes here maximises options, and helps join up the network so the many Aucklanders who don’t want to drive have transport choice. It makes journeys safer for adults and children through and across this busy area.

Concerns of MP interference

We’re concerned by MP Simeon Brown’s call to remove the planned cycle lane before construction is complete and evaluated. Auckland Transport has clarified to Minister Brown that the project is still in progress. Greater Auckland covers the MP’s request in more detail.

Brown’s letter represents an unprecedented interference by an MP in decisions that ought to be determined by transport specialists. Making this change based on one individual’s opinion undermines the consultation process.

Experience across Auckland and internationally shows that removing safe infrastructure for people walking and biking only leads to more congestion and crashes. Auckland Transport should release early monitoring data on traffic and safety at this intersection so evidence, not frustration, guides decisions.

Let’s not repeat the mistakes of the past by assuming more car lanes will solve congestion. Every city that’s tried that approach ends up with the same result: more cars, more queues, and less safety. The solution isn’t to squeeze in more car lanes – it’s to complete the Eastern Busway and provide real alternatives so fewer people have to drive in the first place.

We’re calling on Auckland Transport to:

Release early data on traffic flow and safety at the new intersection.
Engage with the community to explain the design and its purpose.
Stay the course on safety, and not remove the cycle lane before proper review.

Here’s how you can help

Write to Dean Kimpton, CEO of Auckland Transport – Dean.Kimpton@at.govt.nz.
CC Richard Leggatt, Auckland Transport’s Board Chair – richard.leggat@at.govt.nz.

Remind AT to prioritise safety, equity and data. Any review of the intersection must be balanced.
Emphasise your support for the cycle lane and the Eastern Busway vision.

Comment online when you see misinformation, acknowledging people’s frustrations, but remind them that congestion can’t be solved by removing safety infrastructure.
Share your positive stories of using the Eastern Busway and local cycle connections.

Together, we can help Auckland Transport stay focused on what really matters – safe streets and transport choice for everyone.

Beat the Bike Thieves; Love it, Lock it, Log it