Our love affair with personal mobility

We often hear that New Zealanders have a love affair with their cars. Some people argue that driving is an essential element of our national psyche: even if we succeeded in providing good walking, cycling, and public transport options, Kiwis would doggedly insist upon taking their cars. Even if it didn’t make any sense to do so.

There is some basis for this idea. We do, after all, have an unusually high rate of vehicle ownership. We’re the eighth-most vehicle-owning nation in the world, with 712 vehicles per 1,000 people in 2010. If you take out the anomalously wealthy micro-states – San Marino, Monaco, etc – we’ve got the fourth-highest rate of vehicle ownership, behind the US, Iceland, and Australia.

Let’s set aside the question of whether Kiwis are freely choosing to own loads of cars, or whether car ownership is required by our poor public transport system, and take a look at the cultural aspects of car ownership.

As it turns out, if we take a historical perspective, New Zealanders do have a real preference for personal mobility. But that hasn’t always meant owning cars – the preferred means of getting around have changed as technology and society changed. We expect this process of change to continue – New Zealanders will get rid of their cars as better options become available. (In fact, they already are.)

So let’s take a look at the history of personal mobility in post-European settlement New Zealand.

te ara waka 2003

People also had some pretty awesome means of getting around before the Europeans arrived (Source)

In his brilliant history of the New Zealanders, Making Peoples, James Belich comments that the relatively sparse population density of early European settlements was associated with a surprisingly low rate of social isolation. This was because pakeha New Zealanders tended to travel faster than their forebears in Britain, as a result of extremely high levels of horse ownership:

Horses were expensive in the early 1850s; bullocks were cheaper and preferable on poor roads. There were 115 horses per thousand Europeans in 1851, and some of those were actually owned by Maori. But by 1858, there were 254 per thousand, much of the breed stock having been imported from Tasmania. By 1867, despite the large inflow of people, there were 302 horses per thousand, and 333 by 1878. The equine ratio peaked at 400 per thousand in 1911, and declined slowly thereafter with the development of the petrol engine.
[...]
One horse for every three people was a vastly higher ratio than in Britain, and, from the 1860s, New Zealand horses were cheaper to buy. Mild winter and more easily available grazing meant they had always been cheaper to keep. Easier access to horse ownership, like house ownership, had interesting social implications… [p 354]

I note briefly here that it wasn’t the petrol engine that did in horse transit in the early 20th century. It was actually a combination of the urbanisation of the NZ population, which meant that it was increasingly hard to clear away manure piling up in cities, and the invention of the humble bicycle, which was cheaper to own and run while enabling similar levels of mobility.

Back to Belich – he argues that horse ownership enabled relatively high levels of social interaction even in seemingly isolated rural areas:

Further out of town, high access to horses must have increased the power to associate. In 1881, New Zealand had about six times more horses per thousand people than Britain. Roads were often very bad, but roads and tracks impassable to wheeled traffic were sometimes still traversable by riders. Poor roads were more of an obstacle to economic transport than to social transport. ‘The attitude to travel and distance of the rider or [coach, trap or buggy] driver was totally different to that of the pedestrian or dray driver.’ Riding was several times faster than walking over substantial distances. Even if allowance is made for bad roads, widespread horse ownership must have significantly reduced the social effects of geographical isolation. [p 419-420]

A few decades later, the technology had changed but the social dynamics of transport remained the same. After bicycles were invented and commercialised in the 1860s, they swiftly spread across New Zealand. A few technological innovations later – chain-driven safety bicycles, brakes, etc – the price of bikes was coming down and ridership was on the way up. Personal mobility was still king – but two wheels were now preferred over four hooves.

The book Ride: The Story of Cycling in New Zealand, written by the Kennett brothers, provides an interesting window into New Zealand’s “golden age” of mass cycling in the first half of the 20th century:

Between 1900 and 1950, New Zealand imported nearly 800,000 bicycles and manufactured thousands more. By the late 1930s, an estimated 250,000 bicycles were being ridden in New Zealand – one for every six people. [p 21]

Cycling, unlike horse ownership, was most heavily concentrated in urban centres, where it was taken up in massive numbers:

Christchurch, nicknamed ‘Cyclopolis’, was the centre of New Zealand’s cycling boom. In 1924, the Christchurch City Motor Inspector estimated that there were 40,000 cyclists in the city – almost half the population. There were 56 cycle dealers and no fewer than 33 cycle clubs. On 4 March 1936, a Christchurch traffic census recorded that 11,335 cyclists had passed the BNZ corner of Cathedral Square between 8 a.m. and 5.30 p.m. – a rate of 19 per minute…

Despite the huge popularity of cycling in Christchurch, a cycle workers’ representative claimed in 1938 that many more bicycles were being imported into northern cities and that “twice as many are absorbed by the North Island as in the South in proportion to the distribution of population”. This suggests that while most people already had bikes in Christchurch, many North Islanders were still taking up cycling in the late 1930s. [p 32-33]

The bicycle’s egalitarian nature was a good fit with New Zealand society – bikes transported the young and old, men and women, and people of all social classes. The book provides all sorts of interestingly suggestive examples – Palmerston North’s cycling fire brigade, Christchurch’s wheeled female nursing corps, bushmen and deer-cullers outfitted with bicycles to make it in to town, etc.

Christchurchs's Atalanta Cycling Club combined two great New Zealand passions: bicycling and women's lib (Source)

The Atalanta Ladies’ Cycling Club in Christchurch combined two great New Zealand passions: bicycling and women’s lib (Source)

As we know, bicycles didn’t remain the mode of choice. After World War II, rural New Zealanders replaced their horses with cars and urban New Zealanders replaced their bikes with cars. We now define personal mobility as the possession of four wheels and a ton of metal and plastic. But it’s important to realise that car ownership itself is not necessarily the be-all and end-all here. It’s just a means of getting around.

History teaches us that New Zealanders will eagerly embrace new and better transport options. We’re less attached to individual technologies, including the car, than we are to mobility. Why would we insist upon travelling in a certain way, regardless of how costly and inconvenient it becomes?

At this point New Zealand is an urban nation, and urban transport solutions are different. Urban transport systems based solely around the car suffer from congestion and the need to spend increasing amounts of money on roads in a Sisyphus-like effort to reduce it. Fortunately, public transport networks can be excellent at offering personal mobility if they are designed well. Transport consultant Jarrett Walker, who helped design Auckland’s New Network, is a big proponent of this idea. His slogan is “frequency is freedom” – meaning, essentially, that buses or trains that turn up every few minutes and connect to other frequent services allow people to get to wherever they’re going, whenever they want.

Frequency is freedom

Frequency is freedom!

Finally, as someone who bikes to work, I can vouch for the speed and ease of urban cycling. When I bike down Symonds St in the morning, I am usually the fastest-moving thing on the road. I often beat the cars back up the hill at the end of the day, too. So I’ll give the last word to the Kennett brothers, who recall an idea that we should perhaps get started again:

Publicised races to work, from the suburbs to the centre of NZ cities, were common around 1980,”with bicycles usually winning hands down. [p 51]

Stuart’s 100 #28 Walking to the Supermarket

28: Walking to the supermarket

Day_28_Supermarkets

What if supermarkets cared as much for their walk-up customers?

The extent to which the main supermarkets place emphasis on accessing their stores by car is, in a number of locations throughout Auckland and other towns and cities in NZ, quite out of proportion to the choices and habits of their customers.

Wouldn’t it be good if the starting line from the supermarket companies was to acknowledge that in locations with good walkability (i.e. any town centre or main street and older established residential areas with generally good walkability) people will and do walk up to supermarkets. Sure, they might not carry away a fortnightly shop but the supermarkets know as well as you do that that is not the only way people shop anymore.

Similarly, it is a nonsense to suggest people won’t use the bus to go to the supermarket. Some people will choose to do so, especially if only getting a few items. And even more likely, people catching the bus home from work by bus are quite likely to drop by the supermarket after they alight and then walk the rest of the way home.

Things are improving for pedestrians through supermarket car parks but it could be a lot better and often with minimal effort or impact on operations.

Stuart Houghton 2014

The Pullman Hotel – Pulled into line?

Greetings from Barcelona, where I’m currently winding up a 3 week European holiday that has also taken me to Amsterdam, Paris, and Porto. But my thoughts on those cities will have to wait for another day, because right now I want to engage in some bloated, tapas-filled celebration of a more local achievement.

That’s right – our wee TransportBlog community can notch up another sweet (albeit small) civic success on our train belts (NB: Some of our earlier successes are documented here and here).

First some background. Some of our longer time readers may remember this post from approximately 18 months ago, in which I ranted and rallied against a metal post that had been rather brutally plonked smack in the middle of a narrow footpath, as illustrated below. I live and work in the area and this metal post was, frankly, a small but constant pain in the ass head whenever I stumbled home blind drunk from many and varied soirees.

Pullman post gone

 

And just take a look at it now (NB: Photo taken by Kent Lundberg – urbanist extraordinaire and fellow MRCagney worker bee). Note this photo has been taken looking south, i.e. opposite direction from the previous photo.

photo

Boo yah – begone ye post! And look at all those happy pedestrians; no longer do they have to swerve around the plywood box inconveniently placed in their way. Instead they can move freely, and glower at oncoming pedestrians without obstruction.

More seriously though: This is just one more small example of the sorts of positive transport outcomes that can be driven by an educated, informed, and pro-active community – such as that which TransportBlog has – over a number of years – sought to cultivate.

Of course credit needs to go to Auckland Council and/Auckland Transport for taking this issue up with the Pullman. I believe, from my not-so-secret contacts with democratically elected representatives, that Christopher Dempsey of the Waitemata Local Board also deserves mention for pursuing the issue.

In terms of the Pullman Hotel, I think it’s a crying shame you took so long to come to the civic party and acknowledge that you, or the Hotel’s previous owners, had clearly erred in placing this metal post in the footpath. Personally, I believe that “law” is a minimum morality and that their references to having consent for the aforementioned pole were a dereliction of duty to the community in which their Hotel operates.

But now that it’s been put right, I hereby declare that my Company’s embargo on your services has been lifted. Not that I’ll be using it anytime soon, preferring instead the wonderful travel opportunities opened up by the likes of AirBnb (NB: I hope to cover how this so-called “sharing economy” website is revolutionising how we travel and in turn how we utilise our housing stock in a subsequent post).

In spite of this sweet success, there is one obvious outstanding question: What’s the next priority for Auckland’s long-suffering pedestrians? Speak now; the AT/AC God’s may just be listening.

 

 

Photo of the Day: Wellington Waterfront

A fantastic Harbour in a vigourous climate and out of reach for people for many years, but now a really great series of different toned places. Urban and wild; industrial and recreational; gastronomic and cultural; contemporary and faithful to its past. A very real role model for Auckland as our more benign version is still nowhere near as accessible nor as integrated into the city as Wellington’s is now.

MERIDIAN_8340

Just one small section, note how a commercial and retail building is right there surrounded by great and varied public realm improvements. Total and free access all around the commercial users. Proper mixed use, and indeed used by the full mix of society.

Photo of the Day: The Waitemata from Pt Resolution Bridge

Auckland is a city with great harbours, or rather, is a couple of great harbours in search of a city. When we finally take the city down to the waters’ edge more fully this place is going to become really delightful to to visit and work in, but also extremely photogenic. Personally I think the real coming of age will be the international coverage we’ll get from Skypath. NZ has wilderness, now it needs to add to that image with urban sophistication along side the natural beauty….

PT RESOLUTION EMU_6237

The Alternative Mode Commute

Yesterday I decided I would complete what I call the Ultimate Alternative Mode Commute. In essence I managed to combine walking, cycling, a bus, a train and a ferry trip into my commute between Henderson and Takapuna.

Ultimate Alternative Mode Commute 2

 

I started by riding along Northwest cycleway in to town including down the newly opened Grafton Gully cycleway. It definitely made things quick for getting from upper Queen St to Quay St although I did manage to get held up for a long time at every single set of lights between Grafton Rd and Quay St. I’m not sure if that was just me being unlucky or if perhaps AT had the cycling phases permanently on during the weekend in anticipation of lots of people using it. I’ll probably ride my bike home tomorrow however I normally do that via Upper Harbour.

I managed to time my run to the Ferry perfectly and turned up just as it was unloading. I used the route that Peter outlined in this post. Of course while ferries do have some limitations, the views they offer on a nice day aren’t one of them. One big frustration I have though is the absurd situation that monthly passes doesn’t cover the use of ferries.

Ferry View to CBD

For my trip home it was a walk to the Akoranga to catch the Northern Express (NEX) back to town. I could have also just caught the bus from Takapuna which would have been faster but I’m trying to add a bit more walking into my daily routine so have been doing this walk more often recently. Catching the in both directions has also really highlighted to me that while it’s an awesome service, it does need some improvements to it’s counter peak frequency. Buses are only every 10 minutes on the runs back to the city in the afternoon. For most Auckland bus routes that would be fantastic however for the NEX it’s clearly not enough as the bus was at bursting point which is a fairly regular occurrence in the afternoons. It is probably time for AT to make use of some of the buses which provide extra peak capacity to bump up the counter peak frequency.

A short stroll from the corner of Customs St and Queen St provides a connection to the train which would take me my local station.

Lastly from my local station it’s only about an 800m walk along quiet back streets to my house and which completed my alternative mode commute.

I’m guessing I’m fairly unique in that I’m actually able to combine all of these modes in a semi logical way – albeit one that’s definitely not going to break any speed records. At the very least it’s a n idea I can cross off a bucket list hidden somewhere. It’s also a commute I’m not likely to do again as if I’m riding it’s quicker and cheaper (because it’s free) to us the Upper Harbour route.

The question for readers is what’s the most number of modes you have used as part of your commuting and if you had to, how many could

Freeing us from traffic

Yesterday the Herald ran a fantastic opinion piece from Dr Jamie Hosking who is a senior lecturer and health and transport researcher at the University of Auckland. As he says at the end, it’s “a timely reminder for the Auckland Council as it considers whether to reduce spending on big new roading projects. Liveable cities don’t try to make traffic go faster. They free people from traffic.”

We all hate being stuck in traffic. The usual response to congested roads in New Zealand, especially in Auckland, is to make the congested road bigger – turn a two-lane road into four.

Although at first sight this seems to make sense, it’s not the only solution, nor the best.

Building more roads in response to congestion is often likened to dealing with obesity by loosening your belt. This is a useful comparison because it shows that building bigger roads does not fix the underlying problem. The underlying problem is that there are too many cars.

But building more roads is even worse than loosening your belt because it encourages people to drive more.

Transport planners use terms such as latent demand and induced traffic to explain this, but it can be explained in plain language.

If a city’s population is growing, a road will become busier. This continues until the amount of traffic at rush hour can’t grow any more. The congestion stops any more people from using the road.

In other words, a congested road puts people off using it. So, if the Auckland Harbour Bridge is congested in the morning, people are more likely to catch the bus to work instead of driving across the bridge. If they were thinking of going shopping in the CBD, they might decide to go somewhere local instead to avoid the traffic. Or, if the trip wasn’t that important, they might just stay home.

The flipside is that if we make a road less congested, more people will drive on it. So if a road is expanded from two to four lanes, traffic speeds will increase at first, but as more and more cars use the road, congestion will grow again. The end result is a four-lane road with the same congestion and speeds as the original two-lane road.

If all we care about is how fast the cars are going, we’re no better off. We’re worse off. Because on the four-lane road, there are twice as many people stuck in traffic. That means twice as much time lost.

This reminds us that we need to think less about roads and cars, and more about getting people to where they want to go.

In Auckland, we’ve been building more and bigger roads for years, but at peak hours our roads are still clogged. If we remember that bigger roads encourage more cars, this isn’t surprising at all.

If we start thinking about people, instead of roads and cars, the alternative becomes obvious. Our goal shouldn’t be free-flowing car traffic, because we know in the long-term it will never happen. Our goal should be free-flowing people.

We’ve talked quite a bit about induced demand in the past as well as cities which are now starting up pull out some parts of their motorway networks and seeing no negative impacts from having done so. For example from this

before

to this

cheonggyecheon

The goal of free flowing people is a key driver behind why we created the Congestion Free Network and even why we named it Congestion Free as it refers to the people being free of congestion. He then goes on to suggest something very similar to the CFN.

One way to achieve this is building rapid public transport. This needs its own protected space, like trains, or buses on a busway.

Rapid public transport is a great answer to congestion, because the congestion proves there are a lot of people trying to go in the same direction, and this is exactly what public transport needs.

Another way to get free-flowing people is better infrastructure for walking and cycling. For example, routes through parks and greenways help people walk and cycle away from congested roads.

Maybe the best way of all is to design our neighbourhoods and cities better. The more things people can do locally, instead of having to travel across town, the less time they will spend stuck in traffic. Road building undercuts local businesses and services, because it encourages people to drive across town to go shopping instead. The opposite is intensification, which brings more people into a town centre to live in high-density housing and apartments, and attracts more local businesses and services.

That’s why neighbourhoods and cities that want to be more liveable are making roads smaller. This frees space for busways, cycleways or new public areas, it pushes people out of their cars or it encourages them to do things locally instead of travelling across town. The result is fewer people stuck in traffic, healthier local businesses and neighbourhoods that are much better places to live.

I think that if there’s one area he missed it was in relation to the potential benefits investing in the movement of people could have for the movement freight. A network like the CFN would allow us to be bold with how we deal with trucks and other commercial vehicles. In particular we could look at doing measures like the introduction of freight lanes on key routes or other similar measures that speeds up the movement of goods without spending money on wider roads only for it to be gobbled up by cars with only a driver in them.

So yes let’s start focusing on people.

Replacing the Te Wero Bridge

Brian Rudman wrote an opinion piece a few days ago about plans to replace the Te Wero Bridge that connects Wynyard Quarter to the CBD

It’s true the $3.7 million Te Wero drawbridge across the Viaduct Harbour was not built with longevity in mind. In 2010, with the Rugby World Cup looming and no money for the $51 million “aesthetically world class” winner of a 2007 Auckland City Council design competition in sight, the modest pedestrian-cycle bridge we now enjoy was rushed up as a temporary solution.

To save face, the political champions of the “legacy” project said the new structure would be replaced, in 2016, by the prize-winner. This had twin sail-like arms which would “carry cyclists, pedestrians, passenger transport and possibly light rail”.

But as of now, the only things replaced have been the political dreamers who were cheerleading the project, like councillors Sam Lotu-Iiga and Aaron Bhatnagar.

This week, as Auckland councillors sharpen their hatchets to trim $4.4 billion of capital spending from the mayor’s 10-year wishlist, the council’s development agency, Waterfront Auckland, made a desperate bid to keep the legacy dream alive.

Ever the optimist, chief executive John Dalzell called for a start by year’s end to fit in with the construction of a new hotel and apartment blocks. If we don’t have “the right infrastructure at the right time we won’t receive an optimal uplift in land value”, he told councillors.

But who wants to shell out a king’s ransom for “optimal uplift” when we already have the right infrastructure in place.

The existing bridge is certainly more modest in size and appearance than the prize-winning design, but it’s both eminently functional and popular. That it was born a “temporary” structure seems irrelevant. It’s in good company.

[....]

To me, the time to come seeking funds for a replacement bridge is not now, but when the idea of light rail along the waterfront to Britomart and beyond is more than just an unfunded pipe dream. Until then, it is surplus to requirements.

There’s a lot of debate that can be had about whether there should be light rail across to Britomart and further afield. I certainly think there’s a case to do that at some point with along with an extension up Queen St – effectively a replacement for the City Link service along with Queen St being a transit mall. One thing I don’t think can really be debated though is whether we will need a new bridge or not.

For starters as Rudman acknowledges the bridge was only ever meant to be temporary with a replacement being in 2016. The thing is, it being temporary also translated to its design and so keeping it longer than the five years originally planned will likely involve some very costly maintenance.

The second issue is I’m not convinced the bridge will have enough capacity in five years-time. Yesterday was a good example as waterfront was heaving with people out enjoying the beautiful weather (and a few taking their fathers out for a meal. It was a struggle to get across the bridge simply due to the sheer number using it. After 2016 we’ll have a lot more development of Wynyard that will have been completed further making it an even more interesting destination for people putting even more pressure on the bridge.

Te Wero Bridge busy

I would suggest that regardless of whether we build light rail now or not a new and larger bridge will be needed soon. Designing it so light rail tracks could easily be added later (while still leaves plenty of space for pedestrians and cyclists) seems like the right thing to do.

As an aside here’s what the bridge that won the design competition in 2007 was meant to look like.

The bridge features two liftable decks – one for vehicles and the other for pedestrians and cycles – supported by a 60 metre high mast.

The Completed Grafton Gully Cycleway

The Grafton Gully cycleway opened yesterday. My post yesterday afternoon covered the opening ceremony and this post is about the cycleway itself.

Moving from South to North the project starts at Upper Queen St before winding it’s way down beside the motorway to Grafton Rd where it meets the section completed last year which in turn leads on to Beach Rd.

01 Grafton Gully Cycleway Map 1

At Upper Queen St the bridge over the motorway has been narrowed down significantly to provide more space for pedestrians and cyclists. Previous the bridge had 6 lanes of traffic plus a parking lane and footpaths on both sides. This has been narrowed down and the carriageway is now only four lanes wide (yet still seems largely empty of traffic). While the cycling area is fairly clearly delineated it does feel a bit like there should have been a slight height difference been the footpath and the cycleway.

Grafton Gully Opening - Upper Queen St Bridge

On the Northern side of the bridge you enter the cycleway. Unfortunately there have placed some of the large staples which are obviously to slow cyclists heading towards Upper Queen to prevent them from blowing through on to the road. I wonder if the same effect could have been achieved by putting a short fence out on the road edge.

Grafton Gully Opening - Upper Queen St Staples

Moving on down and just after you pass under Symonds St the path starts to dip down. It’s quite interesting feeling seeing the motorway that close and merging in front of you

Grafton Gully Opening - Motorway Merge

Just around the corner you get the sight of the gully opening up ahead of you and spanned by the magnificent Grafton Bridge.

Grafton Gully Opening - Grafton Bridge

As you approach Wellesley St you can clearly see that if we ever decide to humanise Wellesley St (which we should) it would be very easy to add a connection to do so.

Grafton Gully Opening - Wellesley St

At the same location you can also see where a bridge will be added which will give access to Whitaker Pl and Symonds St. It is meant to be completed by the end of the year.

Grafton Gully Opening - Whitaker Pl

From then on it is under Wellesley St where some motifs have been embedded into the concrete on each side of each entrance.

Grafton Gully Opening - Concrete Motif

From Wellesley St it is a short ride down to Grafton Rd where the route joins the section opened last year which in turn flows on to the Beach Rd section. I do have one issue with this part which is the slip lane that has been retained at Alten Rd and for which the planting makes it difficult to see if anyone vehicles are coming when you are heading north. Also on the Northern side of the Alten Rd intersection there is a short and sharp incline which seems like it might cause a few issues.

The videos below show what the route looks like heading both uphill and downhill between Quay St and Upper Queen St.

While there might be a few issues they are fairly minor in the grand scheme of things and all up I think this is a fantastic addition for the city. One aspect I was pleasantly surprised about was that the uphill section between Wellesley St and Upper Queen St was no where near as steep as I thought it would be. Some people may need to get off and walk but for many people it is easily rideable. From a quality perspective these two projects do feel like a step or two above anything else we have which is great to see. I think this and Beach Rd are going to represent an important turning point in the development of cycling in Auckland and people are going to demand this level of comfort in future cycling projects. I think the challenge for Auckland Transport and the NZTA will be in how they can get similar results from projects for a much reduced cost, something that should hopefully be possible if it’s a case of reclaiming some space on our streets.

Grafton Gully Opening

I made my way to town this morning for the official opening of the Grafton Gully and Beach Rd cycleways. Perhaps because we’re only two weeks out from the election the government pulled out the big guns with John Key turning up to cut the ribbon along with Len Brown and Barb Cuthbert from Cycle Action Auckland. The ceremony itself took place under the Wellesley St underpass which was presumably a precaution from the rain that threatened but which thankfully didn’t eventuate.

There were four speakers who spoke about the project, Ernst Zöllner – the regional director for Northland and Auckland, John Key, Len Brown and Barbara Cuthbert from Cycle Action Auckland. I managed to get a recording of most of them so rather than repeat what they said they are below.

Ernst Zöllner

I missed recording the start of his speech but it was about how the Grafton Gully project came up very highly on all of the NZTA’s criteria.

John Key

There were quite a few interesting comments from the Prime Minister. He said the NZTA were ahead of the politicians on cycling issued and have driven them to do more for cycling. He talked about the Dutch experience and how they haven’t always been such a cycling friendly place and the big one I thought was him stating his support for Skypath

Len Brown

Like Ernst I just missed the start of Len’s speech however he started by talking about how views on transport in Auckland were changing rapidly and referenced the recent poll and was talking about how a huge percentage of people now want investment prioritised around PT and active modes.

Barbara Cuthbert

Speeches over and it was time to cut the ribbon to officially open the route.

Grafton Gully Opening - Ribbon Cutting

and a quick photo op ride along the cycleway.

Grafton Gully Opening - John and Len Riding

It was then time for us to get our bikes and have a go. Of course being a cycling event a ton of people turned up with their bikes and the bike racks for guests were overflowing.

Grafton Gully Opening - Bike Rack

I’ll do a separate post looking at the cycleway itself including photos and video.