Download - Pedal Update, June 2014
Pedal Update No. 214 April - June 2014 ISSN 13211870 www.bisa.asn.au
The route of the Outer Harbor Greenway
DPTI Greenways and bike boulevards publication (from website)
The Bicycle Institute, SA
Another depressing State budget by Ian Radbone
This year’s State budget looks even worse than usual for cycling.
The Greenways program which has been so effective in creating safe and
popular commuting routes for cyclists has been axed. That’s almost a $4m loss.
Strange, given that Transport Minister Mulligan has just written to one of our
members advising that Greenways are “a key feature of the next generation
bicycle network across Adelaide”. Some of the Greenways money had been
pinched from Planning’s Open Space funding, which amongst other things
funds shared use paths like the Amy Gillett Bikeway. But there is no money for
the Amy Gillett Bikeway.
The Motor Accident Commission is handing over some money to the
government and $2.5m of this will fund a Pedestrian and Cycling
Improvements Program. Reading the Messenger, this will apparently fund the
bicycle boulevards on Beulah Road and Braund Road. (Though Porter Street in
Unley shows how councils can create a de facto bicycle boulevard with hardly
spending any money.)
Although we couldn’t find it in the budget, we’ve been told that the State Bike
Fund and Cyclist Black Spot Programs will be funded at their usual (low) levels.
Labor’s miserliness for cycling compared with every other mainland state has a
long record. The $1.5m or so provided by the State government for grants to
local government is about the same as it was providing when it was first
elected in 2002. It’s hardly varied and is consistently less than when Di Laidlaw
was Transport Minister.
Compare this with the amounts spent on urban freeways that will create worse
conditions for walking and cycling. The new South Road at Darlington will cost
$620m for 2.3k of freeway. The State Bike Fund and Black Spot Program would
buy 5.5 metres of this.
Cover photo: the route of the Outer Harbor Greenway.
http://www.infrastructure.sa.gov.au/infrastructure_projects/greenways_project/greenways
_project/outer_harbor_greenway
Pedal Update, July 2014
3
From the Editor’s Desk by Brian Jenkins
The Frome St Bikeway has proven to be a popular talking point from different
fronts - popularity in its acceptance has varied somewhat! The Bicycle Institute
has supported the Adelaide City Council (ACC) in building the Bikeway.
Ongoing support is important to keep the momentum in planning and building
the stages to come to make a complete link – support by voice and support by
wheels in using what we have now.
We have received some comment on near-incidents at the main intersections,
predominantly with riders and left-turning motorists being unaware of each
other. The Bikeway does not extend across the intersections so on-road sense
is still very much required.
We have recently written to ACC with some thoughts on the Bikeway. They
are monitoring how it is working. Included was a design possibility to improve
safety at the main intersections, comments on wayfinding signage leading to
the Bikeway, and lights sequencing to improve flow.
It is enlightening to see things through the eyes of others. Riding through the
city with company that included a ten-year old recently, the difference in feel
for her between a bike lane and the Bikeway was huge. She felt far more
secure and relaxed riding along the Bikeway.
Work that DPTI are planning to improve safety along Greenhill Rd will have a
benefit with one of the links to the Frome Bikeway. The plan shows right-turn
car movements into and out of Porter St will no longer be possible, allowing a
simpler crossing of Greenhill Rd by bike and foot traffic. We have been
attending the public forums – with some vocal local resident opposition.
We have also received comment on the Amy Gillett path in the Adelaide Hills.
Stage 3 was opened recently. It extends the ride, but stops short of Mt
Torrens. The last funding announcement was for Stage 3 back in March 2012.
On contacting DPTI, Ian Radbone was advised there were no further funding
developments at present. Ian has prepared a letter to the Minister of
Transport and Infrastructure requesting funding to continue the path.
The Bicycle Institute, SA
Chair’s Report by Ian Radbone
Welcome to the 214th edition of Pedal Update.
The new committee
I am the new Chair of the Bicycle Institute, taking over from Jeremy Miller.
Jeremy had been the Chair for 6 years. We’re pleased to say that Jeremy is
staying on as Vice-Chair. He is one of the enthusiastic members of our
committee. The others are:
Brian Jenkins (Secretary) Stephen Janes (Treasurer)
Katie Gilfillan Angus Kingston
Fay Patterson Alan Sanderson
Ian Smith
I’ve had only 12 months on the committee myself. I have been impressed with
how well it works, and how keen members are to get involved. It certainly
makes my job easy. In addition to the formal roles, Katie is looking after
membership, Angus the website and social media, Fay provides engineering
expertise, and Alan and Ian are strong on advocacy. Brian is also the Editor of
Pedal Update.
A new era
At our recent AGM, a resolution was passed that membership fees for 2014-15
be set at $0. That is, membership of the Bicycle Institute is now free, at least
for the next financial year. We believe that this will open an exciting new era
for the Bicycle Institute, one in which advocacy for everyday cycling will be
reinvigorated. We want to work with the Bicycle User Groups and Bike SA to
constantly improve the situation for cyclists in South Australia.
We want to help you by taking up issues that need attention. We won’t
guarantee that we will be writing to the Minister about every bollard that
should be removed. We know that we have to choose our issues carefully.
Constant whinging just gets ignored. However, we intend to make sure that
the needs of everyday cyclists are not ignored.
Pedal Update, July 2014
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We are looking for help from you, not only in identifying issues, but also in
contributing your talents, providing us with information, helping out with
access to key people etc. We welcome any members to attend our Committee
meetings, which are held at the Conservation Council, 157 Franklin St., from
7pm to 9 pm on the second Wednesday of the month.
We are always looking for material to put in Pedal Update. E-mail
[email protected] or [email protected] . Also the more members we have,
the louder is our voice. Please join.
Cyclists pay their way!
“Cyclists should pay their way!” How often have we heard that? That cyclists
should be registered and pay a registration fee for their use of the roads. Here
are a few points to make in response. We’d welcome more.
1. A 1990s study of Perth’s adult cyclists found that 89% of them also owned a
car. With the car at home, the bike is not occupying road space or damaging
the roads. They paid for the roads, but weren’t imposing the costs.
2. A great deal of cycling is done on quiet local roads that are paid for and
maintained by local councils. The adult cyclists on these roads pay council
rates, either as owners or via their rents, and so pay for the roads they use.
3. There is no such thing as “free parking”. It has to be paid by someone.
“Free parking” at a supermarket is paid for through the goods you buy,
whether you use the parking or not. People who walk or cycle to the
supermarket subsidize those who drive. And if you walk or cycle to Coles or
Woolworths, with their petrol discounts, you are subsidizing drivers twice.
This means cyclists do pay their way. When you consider the health costs of
obesity and the benefits that cycling has in reducing obesity, you'd have to
think that the Treasury should love cyclists!
Ian Radbone, Chair: E-mail [email protected] 0402 965 929
The Bicycle Institute, SA
Join The Bicycle Institute
We are looking for new members. The more members we have, the greater
our weight when advocating to improve conditions for bike riders.
As South Australia’s community-based bicycle advocacy organization we aim:
How much is membership?
Membership is both free and priceless
Why join?
Because we need you! The more bike riders willing to take action and
participate the more we can do.
We will keep you updated with our advocacy efforts and cycling issues in SA,
invite you to fundraising events such as our bike quiz night, encourage you to
take action by participating in specific campaigns and provide you with advice
and support.
As a member you are also eligible to receive discounts at participating bike
stores.
To promote interest in safety for cyclists and safe cycling
To promote good fellowship among those interested in cycling
To encourage greater use of bicycles for commuting and leisure
To promote good community health through use of bicycles
To encourage, educate and offer advice to our members
To promote planning that will lead to the greater use of bicycles
as a viable means of transport
Pedal Update, July 2014
7
Who might like to become a member?
If you love the freedom and beauty of cycling; are familiar with our magical
disappearing bike lanes; happily pick two wheels over four to get about; carry
what you need by bike whether it be clothes, kids or your latest hard rubbish
find; wonder why the Government would spend $800 million on the South
Road Superway; are curious why spending on cycling is so low in the most
recent state budget; live and ride in a regional town; would like your child to
ride to school (or have parents who hold you back); have friends or family that
ride; have a nicely worn-in Brooks saddle, or are a newbie experiencing the
nervous excitement of being on two wheels for the first time.
If you support any kind of bike riding and you care go to www.bisa.asn.au
and click on JOIN NOW.
Maybe you have similar likes and dislikes about cycling in SA as these people.
The Bicycle Institute, SA
2013-14: A Year In Review by Jeremy Miller
For some years now I have been in the Chair of The Bicycle Institute of SA.
With the 2014 AGM I saw a chance to bow out from this position and allow Ian
Radbone to take the leading role. Not that I will be far away, as I continue to
serve on the committee as Vice Chair.
I presented this overview of some of the activities that BISA has been engaged
in over the last year at our recent AGM. I look forward to communicating
further as to the activities and campaigns we run, and the need for a well-
funded integrated approach to build infrastructure that encourages and
promotes bicycle use for transport in SA.
Some of the activities we got behind in the past 12 months included on-going
consultation and planning submissions on the Frome Street Bikeway. We
support this significant piece of infrastructure and were heartened to see the
support at the opening event - now we need to make sure that there is the
political will and funding to see it finished!
We consulted with a stakeholder group and workshop over the Charles Sturt
cycling strategy. Similarly with the Heart Foundation, we were participants in
the workshops they ran to see the word 'health' included in the Planning
Reform for SA - originally given a scant mention as if the built environment
plays no role in the health and active transport options available to people.
We threw our support behind the Velo-City Global conference - right from the
earliest stages of consultation through to attending the conference where both
Angus Kingston and I presented. The Bicycle Institute also continued our
involvement with the Australian Cycling Conference - assisting with
sponsorship. Fay Patterson and I continue as members of the organizing
committee for this event.
For those of you who missed it this year, we hosted a really successful
fundraiser quiz night and silent auction. We are planning to do the same again
as it was a lot of fun! The quiz night was held at the Plympton Community
Pedal Update, July 2014
9
Centre at 34 Long Street, where the Adelaide Community Bicycle workshop is
located. Recently we had to vacate the room that was being used by the
workshop due to a sudden rising tide of sewage that flooded the centre! We
are fortunate that the West Torrens Council rented a second shipping
container for us to use temporarily. We have been able to relocate operations
to the back of the car-park, and continue to recycle bicycles back into the
community. We are hoping that we will be able to stay in this location, and
will continue to work with the Council to make the workshop an ongoing
proposition.
We have continued to expand our social network presence - primarily through
Facebook and Twitter - to spread the news as to what we are doing and share
stories of interest with our wider community. We continue to assess our
membership base, looking at strategic aims and objectives to grow the voice of
The Bicycle Institute and be an effective advocacy organisation with a focus on
everyday transport cycling.
Lastly, it is with sadness that I note the passing of Graham Day. Graham and
Margaret Day will stay in my mind as an amazing cycling couple. They had an
influence well beyond Adelaide with their travels, club affiliations and amazing
networks of friends and cycling colleagues around the globe. The Bicycle
Institute benefited greatly from their involvement and dedication. Graham will
be fondly remembered and missed by all of us who had the pleasure of
knowing him.
The Bicycle Institute, SA
Janette Sadik-Khan by Angus Kingston
Her transformation of New York from gridlock to a walkable and cycle-able city
is legendary. Velo-City guest speaker Janette Sadik-Kahn was New York City’s
Commissioner of Transportation and oversaw its dramatic transformation to a
cycling and pedestrian mecca, and her presentation impressed Bicycle
Institute's Angus Kingston.
‘Our mean streets of New York have had an extreme makeover’, Janette Sadik-
Kahn told the packed session at Velo-City Global on the conference’s opening
day, the same day that her city’s bikeshare scheme celebrated its first birthday.
In one year it’s believed that nine million trips have been taken and 15 million
miles ridden (that’s 16 times around the earth) on NYC share bikes.
Janette Sadik-Khan launching NYC’s bike-share scheme (Photo credit: NYCDOT)
Over six years, she showed that when you build it, strike it, paint it and provide
choices for people, they will vote with their feet.
Pedal Update, July 2014
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‘Around the world bike lanes are the basic infrastructure of cities,’ she said.
‘We cannot build our way out of congestion. We are not going to get to where
we need to go by triple-decking, and we won’t create healthier cities and we
won’t create safer neighbourhoods with car-centric strategies.’
The choices we make about how to prioritise our streets today will affect
millions of people for generations to come, according to Ms Sadik-Khan. It is
young people that are demanding more transport options - from traditional
public transport to cycling and bike share schemes.
‘They are the ones sparking the shared economy: car share, bike share. Uber
[a controversial car-ridesharing service] is now in 35 cities around the world
and planners need to keep up with these changes and bring new approaches
that adapt to this new reality,’ she said.
Ms Sadik-Kahn stresses streets are cities’ most valuable resource, but what
cities have in common worldwide is that they are not designed for people. It’s
what she calls a city's ‘legacy hardware’. Roads designed to move cars as fast
as possible miss all the other ways that a street is used. Pictures taken of New
York during the last century reveal that what was missing from the gridlock
was people.
‘Somehow all this dysfunction has become a part of the streetscape,’ she said.
‘We’ve become used to a street out of balance.’
The traditional, car-centric view of the city was challenged by her boss, former
New York mayor Michael Bloomberg, with his PlanYC. It was a groundbreaking
effort to address New York City’s long-term challenges, including a population
forecast to reach 9.1 million by 2030, changing climate conditions, an evolving
economy and aging infrastructure.
‘He took the long view that we needed to make course corrections today to
ensure that when we opened our door in 2030, with millions more New
Yorkers, we liked what we saw. The strategies created new choices for people
without a lot of money just by making better choices with our infrastructure.'
The Bicycle Institute, SA
Some of the early changes were simple. After taking a long, hard look at
streets and public spaces, New York made design changes to meet the needs of
users. Unused spaces were transformed over a weekend, becoming
neighbourhood centre-pieces that rewarded some local businesses with a 172
per cent increase in sales.
Ms Sadik-Kahn's best known and biggest project was removing cars from the
‘crossroads of the world’, Times Square, where pedestrians did not fit in.
Today it’s a pedestrian oasis, a place for sitting back in a deckchair or even
public yoga.
Despite all the benefits to New York’s pedestrians and public transport users,
Ms Sadik-Kahn said nothing captured the imagination of New Yorkers like
bikes.
‘Bikes, bike lanes, bike corrals, bike share. In less than seven years we built
more than 400 miles of bike lanes. We really created a true biking backbone,
connecting to the key bridges and destinations where people really wanted to
go,’ she said.
Streets like Ninth Avenue, where you'd ‘bike at your own risk’, were
transformed into a pedestrian and bike protected corridor. If there was room,
buffered bike lanes were used. If streets were too narrow, then high-viz paint
was used. Local artists were invited to decorate the biking areas to create a
more pleasant journey.
However, the bike lanes were controversial. There was a backlash with the
media calling for them to be removed, declaring that they were dangerous and
wouldn’t be used and, bizarrely, that they were a terrorist threat. ‘What if the
man on the bike was a terrorist?’ asked one report, without a shred of irony.
Protests against and opposition to public works that amounted to less than
one per cent of the city budget made up 99 per cent of media coverage of the
bike lane debate. One Brooklyn paper got so worked up they called the
Prospect Park bike lane ‘the most contested slab of concrete outside the Gaza
Strip’. But the overwhelming majority of the community supported bike lanes
and the counter-protesters far outnumbered their opponents.
Pedal Update, July 2014
13
‘When New Yorkers were asked what
they thought of the lanes, their answer
was they loved it. In the last poll
before Mayor Bloomberg left office, 73
per cent said they supported bike
share ... it’s clear that people were
ahead of the press and ahead of the
politicians.’
New York bike lane (Photo credit: Dylan Passmore – flickr.com)
Today, New York’s streets work for everyone and are much safer. Ms Sadik-
Khan told Velo-City that space for bikes should be designed into our streets
from the beginning, not carved out after roads have been built.
‘Something as simple as a bike lane can transform a city, and city by city we
can transform the world. It doesn’t need to take decades and it doesn’t need
to take millions. It takes vision, it takes political courage, it takes advocacy, it
takes the passion and energy of everyone.’
Vanderbilt Street, New York (Photo credit: NYC Dept of Transportation)
The Bicycle Institute, SA
Thoughts following Velo-City Global by Angus Kingston
As they say, ‘I guess you had to be there.’
Like with most things, the media jumps on the sensational stories. Searching
for a way of fitting Velo-City Global into the nightly news, the mandatory
helmet laws story was a distraction, as was the impact and or benefits of the
new Frome Street bikeway. Why can't our streets be crowded with cyclists? In
Copenhagen and Austin, Texas, it is.
Community, people and health were the key points that resounded with me.
One of the most impressive concepts shared on day one was the idea that
cities should consider the idea of not how to accommodate cars and fit bikes
and busses in, but how can we move the most people down a road. That is by
public transport, cycling, walking then cars.
Along with former Commissioner of NYC’s Dept of Transportation Jannette
Sadik-Kahn (see main article), the other keynote speaker was Mikael Colville-
Anderson, the Danish-Canadian filmmaker, photographer and urban mobility
expert. I, like some others, found him to be a bit condescending, but the idea
of moving people, not cars, was one of his points. His ideas are sound and
would be great to see in Adelaide, but we are not Copenhagen.
‘Kids who ride to school are better learners’ was something I tweeted and
received a big response. This was repeated at other sessions. Dr Trevor
Shilton from the Heart Foundation expanded by adding that if cycling was a
drug, we’d all be on it. There was a call for other sectors, like health, to share
the message that cycling is good.
Also familiar with New York’s streets transformation was Ethan Kent from
People for Public Spaces - a non-profit planning, design and educational
organization dedicated to helping people create and sustain public spaces that
build stronger communities. Again, his presentation was not directly about
cycling, but about place. If we can get places working for everyone - that is we
Pedal Update, July 2014
15
can walk in them and community is catered for - then they should be OK for
cycling too, right?
Technology is an area that interests me. On my panel was the creator of a
company called http://www.crowdspot.com.au/about/ an inclusive web-
based tool designed to complement the planning process for public space
improvements. CrowdSpot is also great for research and knowledge sharing
projects - basically crowd-sourced mapping for anything you want such as
blackspots, accident locations, recommendations for repair, or magpies.
Related to mapping and getting kids cycling was Marianne Weinreich CEO of
http://www.vekso.com/, a company that gamifies cycling for kids, or
workplaces (much like Adelaide’s Tour de Work). Via a smart phone app
participants are encouraged to ride and record their distance. For kids the idea
was as a community to ride as far as it was around the world in 80 days with an
animated representation showing the progress.
Finally getting industry involved in advocacy and getting more people cycling
was discussed. I put it to Phil Latz from Bicycling Australia Magazine (and other
trade mags) that local industry and retail were flying a white flag, and they
need to take the fight back to the online retailers. He seemed resigned to it
however, and explained most local shops don't have enough time or resources
to join in on advocacy.
German tourism operators on the other hand seem to have it together. Lesson
from there was 'work together'.
So the conference is over, now what?
The Bicycle Institute, SA
How not to cut traffic congestion by Ian Radbone
As we note elsewhere in this edition of Pedal Update, it’s been a tough budget
for cycling, with already miserly amounts cut further. But thanks largely to
Federal largesse, the State government continues to spend big on freeways:
$1.3 billion on the creation of the “non-stop” north-south corridor, $27 million
to help commuters from Mt Barker to access the freeway.
That $27 million is being spent in an effort to overcome the problem created
by the hundreds of millions spent on the South Eastern Freeway in the 1990s:
it encouraged lots of people to live in Mount Barker, choking its access to
Freeway. But it won’t deal with the other problem: choking traffic on Glen
Osmond Road. In fact it will only make it worse. The express bus trip from
Hahndorf to Adelaide now takes longer than it did before the tunnels were
built. This is an example of induced traffic: building more road capacity induces
more people to take to cars, or those already in cars to drive further.
The $630m on upgrading South Road at Darlington is another example. It’s
being spent to cope with the new cars induced by the duplication of the
Southern Expressway. The government is spending that to cut travel times by
a couple minutes – for a while, at least. Soon it will be back, and worse for
those roads that have to cope with traffic coming off the new South Road. The
more bitumen, the more cars come in to fill it up. Take away the bitumen and
car numbers magically reduce.
If you find all this morbidly fascinating, then have a look at What’s Up With
That: Building Bigger Roads Actually Makes Traffic Worse, in Wired Magazine.
It’s by Adam Mann who lives in Los Angeles – “the freeway by the sea” – and
it’s an easy, entertaining explanation of why building more roads is just like
chasing your tail.
But it is worse than useless, because the new roads encourage people to live
further and further out, undermining the government’s own 30 Year Plan to
have more of us living in the inner suburbs.
And it’s bad news for cyclists as more and more cars just make cycling more
unpleasant and dangerous, and “non-stop corridors” mean a four-kilometre
detour to get to the local shops.
Pedal Update, July 2014
17
Adelaide Community Bicycle Workshop
We’ve experienced some flows and ebbs at the Workshop in recent months.
In the latter months of last year and the early months of this year, we’d been
kept busy with the demand for repaired bikes.
At Easter, the area had a localised sewerage overflow, the Plympton
Community Centre copping the worst of it. The Centre suffered a flood, and
was closed first for cleaning, then redecoration. West Torrens City Council
(WTCC) staff found alternative premises for the community groups who used
the Centre, including for us a second shipping container. The workshop room
in the hall was refurbished for other use, leaving us with no indoor work space.
Further, at the end of May we were told by WTCC staff that we would not be
continuing on there, and they had not found any other suitable place in the
Council area.
The timeframe given was short. Moving the bike workshop is not simple. It
would take several months to identify another site, and complete formalities.
Thus the workshop could not simply re locate: it would have to close, and
tools/parts/equipment be packed for storage. Adelaide has seen 1-2 other
community bicycle workshops do that – the lesson is that once closed, they
seldom re-open. I therefore posted on Adelaide Cyclists to inform the Adelaide
cycling community of these developments.
The posting on AC led to contact with one of the West Torrens elected
Councillors for Plympton, Cr Mark Frances. He very kindly took an interest in
our plight. He took time to visit, and put an urgent motion to Council,
deferring the closure. On 17 June, this was passed unanimously. The
Councillors also remarked favourably on the help the Workshop provides to
the community.
To present to Council and other potentially interested parties, I put together
some information on the Workshop.
The Bicycle Institute, SA
The Workshop is a small volunteer, not-for-profit community organisation
providing low-cost or free repairs, and bikes. The workshop is open to the
public – anyone can use it – though many of its clientele are people on low
income. It meets a need in the community, in a friendly, humane way, and
without discrimination. Since 2011 it has been based at Plympton Community
Centre, courtesy of West Torrens City Council (WTCC), which provided an
indoor room, and space for the shipping container/bike store at the back of the
car park - all free of charge.
In the first year of being open, 2011-12, we recycled 367 bikes. In the last 12
months, we have recycled 445 bikes. I calculated a value on the services we
have provided:
Adelaide Community Bicycle Workshop – value provided to the community
12 months: 1 May 2013 - 30 April 2014
bikes given out, free 426 bikes @ $63/bike $26,460
Time donated by volunteers e.g. helping
people repair own bikes
415 hours @ $30/hour $12,450
Costs of providing tools & equipment &
consumables, for people repairing own
bikes
135 repairs, @ $10 $1,350
Value of goods & services, provided to people in Adelaide
metropolitan area, 2013-14
$40,260
Requests for help have come from: the Adelaide cycling public; a range of
welfare organisations for their clients; refugee communities; Aboriginal
communities and schools; other community organisations e.g. local councils
for help with cycling events; Adelaide Fringe for loan of bikes and bulk scrap
parts for bike art. Currently, most requests for help come from
refugee/asylum seeker communities. The Workshop provides information
about transport issues those communities face, and about the work we do –
but otherwise does not engage in public advocacy.
Pedal Update, July 2014
19
On having to consider what set-up suits us, we came up with the following:
Secure site, public transport within walking distance
Water supply (tap), toilet facilities.
Outdoor space, to park 2 x 20 foot shipping containers: (3 car- parking
spaces or equivalent area).
Access every Saturday 8-2, and occasionally other days in the morning,
afternoon or evening.
Area suitable for public to visit, including families with children.
Space to work on 6 bikes using our own tools/equipment - can be
indoors or outdoors, with indoors preferable.
Safe place to test ride bikes on site.
In particular, the Plympton carpark has been ideal for testing bikes, and
allowing children to ride and play safely.
In summary, the workshop’s long term future is not secure yet - there are no
formal arrangements in place. At some stage there will be discussions with
WTCC, but in the meantime, we operate from the shipping containers, and
work in the car park (weather permitting).
We’re still at 34 Long Street, Plympton, and it is business as usual.
Regular opening is 9am-noon Saturday mornings; other times by arrangement.
Just ride/drive to the car park at the back of the Community Centre - all
welcome!
We are interested in hearing of any potential long-term sites that would be
suitable given our operations.
Mike Brisco
(0435 02 16 81 / 8365 7489)
The Bicycle Institute, SA
Thanks to our sponsors ...
Pedal Update is a newsletter of the Bicycle Institute of South Australia Inc., published four times per year. The Bicycle Institute is incorporated in South Australia. Material published in Pedal Update is copyright unless otherwise stated. Articles and graphics may be copied and republished by non-profit organisations, provided the author and Pedal Update are given credit. Opinions published in Pedal Update are not necessarily those of the Bicycle Institute.
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