In late 2009, the trust heard that the New Zealand Cycle Trail (NZCT) project had $50m funding available for projects.
Dickson cautioned that, based on what DoC knew about the project, the trust would have a "snowball's chance in hell" to receive any grants.
Undeterred, Boatwright went to a workshop help by the NZCT team in Christchurch and he was the odd one out.
Of the circa 30 attendees, all others were representing district or city councils developing projects to suit the available funding.
Boatwright represented the only group of volunteers and they were the only ones already working on an actual project.
In the first instance, NZCT wanted applicants to tell the story of their project, how much money they requested, and where the necessary co-funding would come from.
Boatwright wrote the application and the trustees settled on asking for $2m.
John Dunn, the NZCT project manager, informed Boatwright that of the 18 proposals that had been accepted, the Old Ghost Road was the top ranked one.

The next step was to produce a feasibility study and Stack was sent along the south branch to find a track alignment that would be viable and feasible.
The plan was to meet the other trustees at the Lyell Saddle helipad a week later and when he emerged, his face said it all: the south branch of the Mōkihinui River could not fulfil the dream.
Pratt, the helicopter pilot, spontaneously invited the others to a flight along the Lyell Range; he had often wondered whether one could go along the tops rather than following the river.
And on that flight, the eventual route would be agreed on – from the Lyell Saddle to Goat Creek Hut where the track would rejoin the Mōkihinui River's south branch.
It looked perfect, but the challenges of building it would nearly break the trustees in years to come.
A week later, Stack and Boatwright walked south from Goat Creek Hut to meet Rossiter and a geologist—Brian Adams—who set out from Bald Hill above the Lyell Saddle to meet in the middle.
The route looked feasible and when Dickson and his superior did a flyover, support from DoC was also given.
Everybody agreed that the new route was a game changer, with the challenge of building the route through an alpine environment being intense.
The resulting feasibility study produced by Adams was accepted by the NZCT.
The third hurdle was to have agreed co-funding in place and in May 2010, all partners committed to their share.

Development West Coast (DWC), a charitable trust set up by the government in 2001 with a fund of $92 million for the West Coast to stop native logging, would commit their funding.
Solid Energy would fund the back-country huts.
The Department of Conservation took on the ongoing maintenance of the Lyell-part of the track.
Buller District Council took on maintenance support for the alpine sections and the track along the south branch.
In addition, the New Zealand Cycle Trail team accepted that the Mōkihinui Gorge section would be left unresolved until the Meridian Energy proposal for a dam had been resolved.
Subsequently, Rossiter's wife Di took on the task of applying for grants and secured funding for 15 of the 17 bridges that had to be built.
In late 2009, the trust heard that the New Zealand Cycle Trail (NZCT) project had $50m funding available for projects. Dickson cautioned that, based on what DoC knew about the project, the trust would have a "snowball's chance in hell" to receive any grants. Undeterred, Boatwright went to a workshop help by the NZCT team in Christchurch and he was the odd one out. Of the circa 30 attendees, all others were representing district or city councils developing projects to suit the available funding. Boatwright represented the only group of volunteers and they were the only ones already working on an actual project. In the first instance, NZCT wanted applicants to tell the story of their project, how much money they requested, and where the necessary co-funding would come from. Boatwright wrote the application and the trustees settled on asking for $2m. John Dunn, the NZCT project manager, informed Boatwright that of the 18 proposals that had been accepted, the Old Ghost Road was the top ranked one.
The next step was to produce a feasibility study and Stack was sent along the south branch to find a track alignment that would be viable and feasible. The plan was to meet the other trustees at the Lyell Saddle helipad a week later and when he emerged, his face said it all: the south branch of the Mōkihinui River could not fulfil the dream. Pratt, the helicopter pilot, spontaneously invited the others to a flight along the Lyell Range; he had often wondered whether one could go along the tops rather than following the river. And on that flight, the eventual route would be agreed on – from the Lyell Saddle to Goat Creek Hut where the track would rejoin the Mōkihinui River's south branch. It looked perfect, but the challenges of building it would nearly break the trustees in years to come. A week later, Stack and Boatwright walked south from Goat Creek Hut to meet Rossiter and a geologist—Brian Adams—who set out from Bald Hill above the Lyell Saddle to meet in the middle. The route looked feasible and when Dickson and his superior did a flyover, support from DoC was also given. Everybody agreed that the new route was a game changer, with the challenge of building the route through an alpine environment being intense. The resulting feasibility study produced by Adams was accepted by the NZCT. The third hurdle was to have agreed co-funding in place and in May 2010, all partners committed to their share.
Development West Coast (DWC), a charitable trust set up by the government in 2001 with a fund of $92 million for the West Coast to stop native logging, would commit their funding. Solid Energy would fund the back-country huts. The Department of Conservation took on the ongoing maintenance of the Lyell-part of the track. Buller District Council took on maintenance support for the alpine sections and the track along the south branch. In addition, the New Zealand Cycle Trail team accepted that the Mōkihinui Gorge section would be left unresolved until the Meridian Energy proposal for a dam had been resolved. Subsequently, Rossiter's wife Di took on the task of applying for grants and secured funding for 15 of the 17 bridges that had to be built.
Old Ghost Road