Thank you very much for inviting me to join you at your conference and present the SPARC Cycle Friendly Awards 2007.
I always enjoy visiting the Hawke’s Bay region, but today I looked at it for the first time through cycling eyes, and was impressed with some of the excellent cycling projects that are happening here.

The highlight was, of course, the Breakwater Cycleway –- a fantastic joint venture between Transit New Zealand and the Napier City Council that is now almost complete.

Thanks to proactive work by both local and regional councils, Transit and cycling enthusiasts, residents in the Hawke’s Bay have access to arguably the best cycling pathways and networks in the country.

I’m encouraged to see Transit, as the country’s State Highway authority, working so closely with the regions to try to satisfy the wants and needs of all commuters, from private vehicle owners to walkers and cyclists.

And it certainly makes it easier to get cycling projects constructed when local government politicians and councils are enthusiastic partners, as they are here.
The Hawke’s Bay region boasts the joint Hastings District Council and Napier City Council initiative, Active Hawke’s Bay, which seeks to increase walking and cycling in the region.

When you have got a collaboration like that, as well as the fantastic Hawke’s Bay climate and the long, flat Heretaunga Plains, you have one of cycling’s dream landscapes.

In terms of their role in New Zealand’s transport history, bicycles were initially very much used for leisure-time activities, but they rapidly also came to be used for commuting to work and for delivering goods and messages.
By the turn of the century, Christchurch particularly was famous for its bicycles, as was noted by a German doctor who visited shortly before the First World War: He wrote home saying: “Everybody cycles in this ideally flat district: bishops, parsons, telegraph boys, letter-carriers, lamplighters, physicians, merchants, chimney-sweeps, clerks, shop-girls and school children – in short, the world and his wife.”

That picture of a community whose transport needs were met in almost all cases by the cycle is one which I know many of you believe should still be relevant in New Zealand today.
Personally, I am reminded of the “relevance” of cycling almost on a daily basis by one of my staff members who made it his ambition at the start of this year to do the round cycling trip from Wellington to Cape Reinga, and then all the way down to Bluff and back to Wellington again.

Admittedly, he is doing it in his front room on an exer-cycle, and he watches television as he races along, but nevertheless he epitomises at least one aspect of what the greater world of cycling is all about.

So far he has covered about 3700 kilometres, and is desperate to finish the last 700 km so that he can vacate the front room and join the rest of his family in the dining room for Christmas dinner.

On a less eccentric note, we know that in modern day New Zealand about three-quarters of both cycling and driving trips are undertaken for utility, or practical, day-to-day purposes, and one-quarter for leisure. We also know that most of those utility car journeys are short.

About two-thirds of all vehicle trips are less than six kilometres, which is an easy cycle-ride for most people. And we know cycling's travel range can be extended by cycle carriages on buses and trains, or secure parking at stations.

The Government, through the Ministry of Transport, Land Transport New Zealand and Transit, is working to change travel behaviour and make cycling an accessible, safe and realistic alternative to car travel.

The walking and cycling strategy, Getting there - on foot, by cycle, articulates a vision of: “A New Zealand where people from all sectors of the community choose to walk and cycle for transport and enjoyment – helping ensure a healthier population, more lively and connected communities, and a more affordable, integrated, safe, responsive and sustainable transport system.”

It sets out a wide range of actions that will make cycling a more attractive mode of travel.

Priorities relevant to cycle planning include:
•expanding our knowledge and skill base to address walking and cycling
•encouraging planning, development and design that support walking and cycling
•providing supportive environments for walking and cycling in existing communities
•improving networks for long-distance cycling
•addressing crime and personal security concerns around walking and cycling
•improving road safety for pedestrians and cyclists.

Work on implementing Getting There continues, and I believe you have already had an update on it from officials earlier today.

In 2006/07, the Ministry surveyed territorial authority executives and held stakeholder workshops to help understand any barriers and opportunities that exist. Land Transport New Zealand commissioned a study to identify options for developing the Getting There information centre; and three year programmes were developed in consultation with the Cycling Advocates Network (CAN) and Living Streets Aotearoa to build and strengthen their user network capacity.

Over the next year, the Ministry and Land Transport New Zealand will launch the Model Communities initiative. As part of this important and exciting initiative, up to four communities will be able to dramatically improve conditions for pedestrians and cyclists.

These communities will then be able to demonstrate to the rest of New Zealand the health, environmental, social and economic benefits that can be achieved by making full use of active transport modes.

Also over the next year the Cycle Skills Training programme will also enter its third stage. The programme’s vision is “a New Zealand where every child or person has the opportunity to become a confident and capable cyclist”. Two sets of guidelines, one for training specifications and delivery, the other for instructor guidelines, have been drafted.
Funding arrangements for a staged national rollout will be investigated over the next year, teaching resource packs will be developed and evaluation of the pilot scheme in Christchurch will continue. This programme is a fantastic first step at ensuring a safe cycling culture continues for New Zealand children.

Safety is naturally of utmost concern to cyclists. The Road User Rule will be reviewed in the coming months and policy work is now underway. Officials have started looking at provisions in the Rule that affect cyclists and pedestrians and at how we can improve safety for this group of road users.
Meanwhile, the number of projects submitted to the National Land Transport Programme for walking and cycling funding continues to grow.

Land Transport New Zealand has set aside $14.5 million in the 2007/08 programme for funding approved projects. While that might not sound like much in the context of the total transport budget it’s important to remember that when this Government came into office walking and cycling expenditure was less than $1 million per year. By next year this funding will rise to $18 million and by 2014/15 we will be investing approximately $26 million in walking and cycling networks.

As a country, New Zealand needs to reduce greenhouse gas emissions. The New Zealand Energy Efficiency and Conservation Strategy aims to reduce single occupancy vehicle trips by 10 percent by 2015, and the New Zealand Energy Strategy has a goal of halving greenhouse gas emissions from the transport sector by 2040.

To do that, we need to start reducing emissions immediately. The Ministry is working on policies that will set a clear priority for walking and cycling, ensure our vehicle fleet is cleaner and greener, and encourage the use of biofuels and the introduction of electric cars.

We have introduced legislation that will improve the quality and standard of the public transport system throughout New Zealand and over the next ten years the Government is forecast to invest $4 billion on public transport. And, of course, implementation of the Getting There strategy will encourage walking and cycling as an alternative to car use.
To achieve our goals, the Government needs to promote changes in behaviour and cement the message that leaving the car at home, and cycling, walking or taking public transport instead is a better and usually realistic alternative.

I know many organisations committed to that exact goal are represented here tonight and I want to thank you for all the work you are doing in terms of public education.

I am looking forward to talking with many of you later tonight. But before I finish this formal part of the evening, I have some very important awards to present.

The SPARC 2007 Cycle-Friendly Awards are run by the Cycling Advocates Network each year, and are designed to acknowledge and celebrate some of the most notable cycling achievements in the country that have helped to promote cycling and create a cycle friendly environment.

Before I present tonight’s awards, I want to acknowledge CAN’s initiative and hard work --- I understand this year there were a record 47 nominations! – and I also want to acknowledge SPARC’s support of organisations and projects that move us toward a more cycle-friendly environment.

Thank you again for inviting me here tonight, and now, without further ado, let’s present these awards.