Cycling amongst Māori: Patterns, influences and opportunities

Abstract

This paper outlines the results of mixed-methods research on M aori and cycling. Our findings suggest that M aori cycle at similar rates to P akeh a (NZ European); however conditions may differ, possibly indicating higher levels of "necessity cycling" amongst M aori. M aori experience similar barriers to cycling, including a lack of suitable cycling infrastructure, but these occur against a backdrop of stark social, economic and transport-related inequities. Particular barriers for M aori may include inflexible work conditions, concerns about neighbourhood safety, inadequate provision for social cycling, and lack of access to places of importance to M aori. We identify potential solutions, including more wh anau-friendly and culturally safe cycling infrastructure, and cycling programmes designed around M aori commitments to whanaungatanga and kaitiakitanga.

The Impact of Transport on Population Health and Health Equity for Māori in Aotearoa New Zealand: A Prospective Burden of Disease Study

“…There is a lack of both theory and research into how racism is expressed and reinforced through the transport system. However other research has indicated transport reinforces pre-existing disadvantages as a pathway to the criminal justice system for young Māori men, that Māori have lower access to cars and bicycles, and often do not see themselves reflected in healthy transport behaviours, such as cycling [ 13 , 14 , 15 , 44 ]. Moreover, policy in this area is lacking; with little, if any, consideration of inequities in policy design and evaluation.…”

“…In Aotearoa New Zealand (NZ) the government has an obligation, both under Te Tiriti o Waitangi (the treaty between the Crown and Māori–the Indigenous peoples of Aotearoa) and the United Nations Declaration on the Rights of Indigenous Peoples, to protect the interests and rights of Māori and ensure their wellbeing [ 9 , 10 , 11 ]. Despite this, Māori, particularly young Māori males, have disproportionately high rates of severe or fatal road injury [ 12 ], often face difficulties using the transport system [ 13 , 14 , 15 ], and have disproportionately high rates of diseases associated with physical inactivity (in particular type 2 diabetes and obesity) despite participating in similar levels of physical activity as non-Māori [ 16 ]. Māori also have substantially lower life expectancies than non-Māori (73.4 and 77.1 versus 80.9 and 84.4 for males and females, respectively) [ 17 ].…”

Creating Sustainable Cities through Cycling Infrastructure? Learning from Insurgent Mobilities

“…This article has elaborated on these debates, beginning with the paradoxical case of Ciclovía Gómez Morín-an infrastructure that has received a disproportionate amount of investment at the same times as it has experienced an uneven level of deterioration and insecurity. This case helps to unsettle some of the universal theorizing around sustainable cycling infrastructure, contributing to discussions on the need for situated understandings of mobility practices, politics, and exclusions [99][100][101][102][103][104][105][106][107][108][109][110]. Building on transportation-justice theorizing, it further highlights the work of social movements in pursuing transportation improvements through official political channels and underscores the need for a meaningful reorientation of planning practices around transportation-justice principals.…”

A very Nordic set of concerns?

“…Impressive access to nature is part of what elevates livability in the cities of Cascadia, New Zealand, and Scandinavia -both in surrounding environments and the heart of their urban areas (Affolderbach et al, 2019;Brunet-Jailly, 2008b;Hutton, 2011;Insch, 2018;McClintock, 2018;Nesbitt & Meitner, 2016;Ramiller, 2019;Sullivan et al, 2009). Nature is integrated into, and considered to be part of, what makes for well-being in these places (see Beatley, 2017), but there is also a need to consider indigenous and other environmental-justice perspectives in the unequal distribution of urban well-being as related to nature and its accessibility (Baloy, 2016;Baur et al, 2013;Cardinal, 2006;Goodling et al, 2015;Holden & Scerri, 2013;Jones et al, 2020;Kawharu, 2004;Livesey, 2019;Nazari Adli et al, 2019;Walker et al, 2019). This is, at least hypothetically, also part of the formulation of buen vivir in the Andean region -the importance and indeed the rights of nature.…”