Month: September 2020

The old pump track in Miramar has had a transformation. No longer mere mounds of dirt, the perfectly crafted waves are now coated with a handsome layer of dark grey asphalt. It’s part of a new wave of sealed tracks popping up around the country, following an overseas trend which has become increasingly popular in recent years.

The Miramar track is an especially nice example. Sitting in a clear space on top of the Miramar peninsula in Wellington, it provides stunning views of Mt Victoria and Haitaitai across the deep blue expanse of Evans Bay. Planes regularly fly through the space on their way into the nearby airport.

Local mountain biker Paul Gray is often found up there at the end of a busy weekend. “It’s usually a Sunday evening type thing after we’ve ridden too much in the weekend, and want somewhere to hang out and have some beers, and try some stupid stuff.” He says the track is “quite progressive” and attracts everyone from little kids to pretty handy riders. “You can sort of do anything around it; you just start linking it up and there’s lots of sneaky lines and jumps and it opens up quite a bit. I’ve seen the same kid up there every time I’ve been going up, and he’s just getting better every time, so it’s pretty good for those young guys.”

Since the pump track was sealed at the end of August, it’s been getting a lot more use, and not just from mountain bikers. Ben Wilde says he's seen a real mix of skateboarders, kids on scooters and families with small children start using the space, as well as the dog walkers who have been going up there regularly for over 30 years. Despite the range of different interests, Ben says there’s been “zero issues” with sharing the space. He says he was “taken aback” by how popular the pump track has been since getting the layer of asphalt. “You can have 20 or 30 people up there, which is great. I think pump tracks are a hugely efficient use of space, and given the response there’s been to it, it would be great to see more of them around the city.” Ben is a co-founder of the Miramar Track Project (MTP), which was set up almost ten years ago when he and a couple of others got sick of the drive across town to Makara Peak to do their digging and riding.

Since then a tidy wee trail network has been put in through Centennial Park, built by volunteers determined to make the best of the 100-odd metres of vert on offer. The trails offer a gentle climb up on a shared-use trail and a couple of mountain bike-priority options back down, such as the long-time fan favourite Jailbreak. The first pump track at the top of the site was built about seven years ago and has been through several revamps since. The most thorough was at the end of April, when the Wellington City Council paid for a contractor to level the site and rebuild the pump track to a higher standard. Ben says the idea for a major overhaul came from Steven Peters, then a council ranger, who made the suggestion about 18 months ago. But a joking comment from Russel Garlick (another MTP co-founder) about how good it would be to have the track sealed put the idea in people’s heads.

Ben said they didn’t have any hope of raising the funds it would need, which was tens of thousands of dollars. “So it was well beyond running a few enduros and selling some sausages.” Luckily, the Wellington City Council were into the idea, and put up the $40,000 needed to get it asphalted - on top of the $16,000 they previously fronted for the April rebuild. They also had hydro seed (spray on grass seed) and other landscaping done in and around the track. Both the April overhaul and August sealing work was done by the New Zealand branch of Velosolutions, a Swiss-based company owned by Claudio Caluori - the man famous for his hilarious commentated preview runs of Downhill World Cup courses. The company have become specialists in sealed pump tracks. The New Zealand owner-partner is Rotorua-based Craig Pattle, who says Velosolutions is nearing 100 such builds worldwide over the last decade - about ten of which he has been involved in personally. He says they had to make a couple of changes to the Miramar track before they laid down the asphalt, as the seal makes it run a bit quicker.

About 80 tonnes of asphalt were required to seal the track. That work was done over a few days by a crew of dedicated volunteers, who took time off their day jobs to get involved in the hot, physical work with only free pizza (courtesy of Burkes cycles) and satisfaction in return. Velosolutions were given free reign with the design of the track, apart from a request for multiple loops to be included. They came back with something that rides well in both directions for people at all skill levels. Craig says getting the design right is a matter of trial and error, and years of pump track building experience. “We’re pretty sure we know what works by building these tracks all around the world.” He says as well as looking better, the main advantage of the asphalt was less maintenance. Dave Halliday was one of the key figures in the publicly-funded project.

The Wellington City Council project manager for parks and recreation says for the council, paying for the sealing was worthwhile because of those maintenance reductions, which takes pressure off the community, while making the track able to be used by a wider range of users, like skateboarders and scooter riders. “It’s quite apparent now that with a sealed track you get a better product, so that additional investment is worth it I feel.” He says from a council point of view, it’s important the pump tracks can be used by people from a range of age and skill levels. And there could be more asphalt pump tracks in the future, if the council’s budget allows. Dave would like to see a recently upgraded track in Tawa sealed, but there isn’t any money for it at the moment.

For Ben and the other MTP trail builders, the zero-maintenance aspect is massive. “The problem with dirt pump tracks is they deteriorate quite quickly; all the stones come through and they become quite rough. “So you basically have to constantly look after them, and when you’re a volunteer organisation, or even council, that’s not something anyone wants to sign up and do.” He would like to see the concrete area next to the track resealed with a smoother concrete, and some toilets added, but those upgrades are not on the council’s radar at the moment.

A project like this couldn’t happen without strong relationships between the trail builders and the local government. Dave says a very strong working relationship has developed over the years. “Those guys put a lot of effort in, they’re very self-motivated and we assist where we can.” Ben says the council have been very supportive. “They get frustrated with us of course, as a community, when we go and build and ride in places we’re not supposed to. But on the whole, the relationship with the community and Wellington Mountain Bike Club is really strong.” As for the trail network, there’s a feeling it wouldn’t be a good idea to put more track into the small reserve - though maintenance and planting work is ongoing. About 500 native plants a year are put into the hill by the trail building team.

Ben says the MTP is working with the council to look at trails on the western side of Miramar Peninsula. He says it’s been a real plus for the community to have the recreational space, but one of the “big tragedies” is a lack of action over the adjacent Crown land, made up of the empty Mt Crawford prison and about 76 hectares of ex-Defence Force land which was handed over to Land Information New Zealand in March. They plan to turn the vast bulk of it into a public reserve - a promise which has been made since 2011 - but the final decision is dependent on funding availability. Group manager of Crown Property John Hook says work is underway with DOC and the council to see what needs to be done to set up the reserve.

“Subject to the appropriate funding being confirmed, creating the reserve is estimated to take up to four years and the property will not be opened to the public until the work has been completed.”

Despite all that potential being locked away currently, even the small spot they have has become a real feature, Ben says. “It’s been a feature of some peoples’ decision to live out here. I know people that have just decided that Miramar’s okay now.”

Words: Michael Hayward

Images: Digby Shaw

Press Camps are generally held at glamorous places around the world - or at a company’s HQ. So, when I was asked to head to Thailand for the recent launch of Vittoria’s next-generation graphene tyres, I was more than a little surprised. But, as it turns out, this is where rubber is made…

Vittoria Tyres was originally founded in Italy, in 1953, and for almost 40 years the company manufactured all its tyres there. However, in the early ‘90s, the company was financially struggling. That’s when the current owners took over the brand and moved production out to Thailand.

Since then, Vittoria has gone from strength to strength, with the brand now turning out millions of tyres each year. Their cotton tyres and racing tubulars have an abundance of history and have really defined the brand and set it apart from the rest. Lion Tyres is responsible for all of Vittoria’s production. . Back in ‘88 they were acquired by the same group of investors that would eventually come to own Vittoria, led by Rudie Champagne - the boss of Vittoria. Along with Vittoria, Lion Tyres have returned a good profit for Rudie and his co-investors. What’s even more lucrative, is that Lion Tyres only manufacture bicycle tyres and make rubber for a handful of other brands, some of which are Vittoria’s direct competition. This is nothing new in the bike industry, especially when it comes to mass-produced carbon frames and components,but they don’t simply re-badge their own tyres - they create a unique manufacture pattern (rubber, casing and compounds) for each different brand.

In Thailand, cycling press from around the world gathered in the lobby of a Bangkok hotel. It was early morning and the Italian staff from Vittoria’s head office in Brembate, Italy, were already on their third espresso! We all jumped in a heavily-branded Vittoria double decker bus and headed off to the first factory - Vittoria has several in Thailand and each is focused on one stage of tyre production.

After a few hours traveling (or shuffling) out of the madness of Bangkok’s traffic, we arrived at the first factory in Rayong. The bulk of Lion Tyres’ compounds are manufactured within this facility, which is based here because of the rubber trees growing in the region. Opening its doors in 2017, this is the newest facility in the group, and upon entry the ultra-clean environment was clearly evident. This place creates a ton of rubber, week on week. Although the manufacturing is mostly automated, to ensure a consistent product, there’s still strict quality control: white coats, clipboards, data entry and sample batches are all part of this process. Everything needs to be approved before sending the rubber off to the other facilities.

This facility also houses a few small research and development labs which can create small-scale, production-prototype rubber compounds in minutes. This means the Vittoria team in either Italy or Thailand can devise a new compound concept and receive a sample in no time. During my walk-through tour I spotted tyres being inflated on a rim to check over rolling resistance, leakage, puncture-resistance; and air leakage durability being measured consistently. Some of the larger testing equipment is left running for days, and is needed to gain vital data about Vittoria tyres.

Vittoria places a great deal of importance on their labs, however, the company also values real-world feedback. They have riders - from professional through to amateur - to test out their latest rubber. That said, the company ensures the in-house testing is as close to the real world as possible by using, for example, equipment that tests tyres braking in wet conditions. Rigorous testing of compounds means they are able to identify the best new compounds for different conditions.

Our second day saw us huddled in the hotel lobby once again - although this time it was the press needing that third espresso. We jumped onto the bus and headed to another factory, this time to see how the tyre process all comes together. Although this factory is situated closer to Bangkok, we still needed to hustle to our way through the morning traffic. Trust me, NZ doesn’t have anything on Bangkok’s traffic!

Inside the Bangpoo facility (which is actually two facilities side-by-side) the tyres are put together before being shipped off to riders around the world. We walk into another immaculately clean factory and straight away it’s obvious the staff have good morale. I don’t know if it’s because we’re there, but they all seem happy, chipping away on certain tasks around the factory. It’s clear the leader here is Ms Penparn Kiatamornvong - she’s about five foot nothing and is the Managing Director of Lion Tyres’ factories. She has a lovely nature and greets all the staff with respect. They all seem to know her by name - well, from what I can tell, seeing as I don’t speak Thai - and this is no mean feat seeing as there are over 1500 staff across the facilities in Thailand. But Kiatamornvong has a good, albeit no-mess attitude and you can see why there’s so much respect for her.

It’s inside this plant that the tyre compounds are merged together - Vittoria is the only large company to use four compounds in a single tyre. The machines here are bloody impressive. A few years back (2015), Lion Tyres commissioned a piece of equipment capable of combining four distinct rubber compounds during the extrusion process. From what I understand, this is the only one of its kind in the world at present. You can see they put a ton of effort into ensuring the tyres meet a certain standard, and the quality control process is evident throughout the whole procedure of merging the compounds. It wasn’t just at this plant - all the places we visited had a strong emphasis on the quality control process.

The other facility in Bangpoo was a real eye-opener, being a very labour intensive environment. I know ‘handmade’ is a rarity in ans age of automated production, and fewer brands are holding onto their heritage as they search for cheaper, quicker and less labour-intensive production options,but inside this facility I witnessed tyres being glued and sewn together by hand. The guy running this production line probably has no idea that one day this tyre might claim a World Tour victory.

For me, this sums up the time, energy and effort Vittoria put into the process. It’s not unlike training, a process that also requires the application of time, energy and effort by the person involved. After all, only then will you reap the rewards. And, with Vittoria’s rich history and reputation, you can expect the rewards to keep on coming.

Words & Images: Liam Friary

For a few years, either side of the turn of the century, Apple used a tagline for what was at the time, the underdog Macintosh computer: ‘Think Different’. It summed up their ethos at that time. Since then, the brand’s success has seen its culture shift significantly but the underlying directive to ‘think different’ has always appealed to me. Why roll with the status quo? Why not try new experiences? Use things for purposes other than what they were intended for? That kind of attitude. It’s a mindset that has seen me in some unusual scenarios: travelling internationally to a road race, but writing mostly about off-road riding; attending press events and riding everything on offer - from fixies to fat bikes to XC to DH rigs. My latest venture was to take a couple of mates to an iconic native forest trail I know well, on a different kind of bike... of the electrically assisted variety. But first, some background...

The People

Te Urewera is the traditional home of the Tūhoe people. The Tūhoe signed a deed settling the tribe’s claims at the Waitangi Tribunal negotiations. Of more importance than the fiscal compensation was the fact that the Tūhoe were returned greater control over governance of Te Urewera. This means that in current times the area is administered by the Te Urewera Board, which is a shared responsibility of Tūhoe and Crown entities. The end result of this, is the existence of the Pua a Tane Conservation Park.

Located between Rotorua and Taupo, with extensive ranges of rugged native bush, the appeal for mountain bikers is obvious. A network of well-established tramping tracks and Department of Conservation (DOC) huts date back to the ‘50s, when the primary human interaction with the forest were hunters employed to eradicate deer and other pests. In more recent times Tūhoe and DOC have been leaders in allowing and encouraging recreational mountain bikers to experience what is on offer in the park, with legal access to the Moerangi and Whirinaki trails.

The Critters

When liaising with DOC and Maori landowners as we prepared to complete this ride, we entered somewhat of a rabbit hole when discussing DOC’s role in caring for the area in which the Whirinaki and Moerangi trails reside. Talk turned to DOC’s goal of protecting the whio - NZ’s endangered native blue duck. Neil Hutton, our contact at DOC, passed on an astute observation about the whio: “A lot of New Zealanders have only ever seen a whio on a $10 note… Whirinaki is one of the best places to see whio in real life”.

Stoats have been identified as the primary cause of the whio’s decline in the Whirinaki. Although scientists of the time warned they would be a threat to native birds, stoats were introduced to New Zealand in 1884 to control rabbits and hares. At this stage, I started doing some research into stoats but Google results quickly had me feeling despondent - they’re amazing. Amazingly good at killing, that is. So to curtail their invasive decimation of the endangered whio population is no mean feat.

Since 2011, trapping has played a major part in the improvement of the whio’s long-term fate. Part of my quick research turned up DOC’s info about their trap lines in the forest park - over 1,800 on their trapping lines in the security area.

While simply riding through the trails, the traps are in evidence - sometimes right on the main track. We stopped a couple of times to see if there was a captive stoat in any of them and although the few we saw were empty, they’re obviously only a blip on the radar in the scheme of things with about 1,797 others we didn’t see. Once we ‘got our eye in’ though, we’d often note the presence of trap lines, seeing the markers and the subtle paths leading into the dense bush where the workers lay their traps.

The Journey

The stuff that happens before saddling up to start a ride is all part of the experience, especially if you’re doing it with a sense of adventure, trying new things and going to new places with new riding buddies.

Before even entering Te Urewera, most visitors will come from the more populated northern side of the park - in our case, from Rotorua. The only township of note on the route in, is Murupara, a small town which is effectively the main gateway to Lake Waikaremoana and Te Urewera. Murupara was once an industrious place of extensive forestry, which there are still some remnants of. But like many of New Zealand’s small forest towns, Murupara has experienced hard times with the downturn of labour-based forestry operations in recent years - and there’s little other employment for locals. Our visit to the area included a quick stopover - in anticipation of a lunch break in a few hours’ time - to fill our packs with filled rolls and sandwiches at the local bakery. OK, and there may have been some slices of cake in our orders as well. Oh, OK, yes, some of us may have started eating our cakes before even leaving the car park, but we’re not here to judge each other, are we?!

As we were getting the bikes and our gear ready at the trailhead, a large group of trampers arrived. They were a group of disadvantaged youth with ex-army wranglers guiding them through a bush craft exercise. The military leaders obviously had them under their guidance for a while - I’ve never been called ‘sir’ so much in my life, that must be what it’s like to be in the monarchy - though, to be fair, the youngsters also had plenty of comments along the lines of: “Chur, flash bike au”; and the ever-important thing kids want to know: “How much did that cost?”, quickly followed by, “What?! I could buy a car for that much!”

The Ride - Doing it Different

I’ve experienced the Moerangi trail many times, in a variety of ways: on different mountain bikes; doing it as a shuttled loop; riding it as an out-and-back; even bikepacking it on gravel bikes; and doing a heli-drop to the depths of the forest, to do a 30km trail run out.

Every time I’ve been on the Moerangi it has been epic and this time round we found another way to experience it: on e-bikes.

Apart from the nature of the riding itself, one of the notable differences with riding e-bikes is the ability to take more time to stop and look around. Although you can still work hard on an e-bike, you’re arguably fresher than you’d be on a regular bike. That equates to being more inclined to stop and savour the moment, the views and the sounds of the forest. In this case, it was also an opportunity to revisit the Whirinaki mountain bike loop, which is a separate track at one end of the Moerangi trail. I’d only done it once before, many years ago. In recent times, my objective of a day trip to Moerangi was to ride the main trail, either in a shuttled loop or as an out-and-back to as far along the trail as our group wanted to ride.

Riding the Whirinaki loop was great fun and a lot easier than Moerangi. The trail boasts gentler climbs than Moerangi, and there is significantly less elevation so what climbs there are aren’t sustained for long. Mellower gradients lead to less rain-damaged rutting as well, which can be a noticeable feature on the Moerangi, after a series of storms have been through the region.

But apart from the riding experience, the visual and auditory rewards are similar. As soon as we left the car park on the Whirinaki loop trail we were amongst towering podocarp trees - rimu, miro, matai, kahikatea and the mighty tōtara. At ground level the density of lush lime-green ferns is profuse. The heavy rains from the day before our ride adding another degree of vibrant freshness to the intensity of the undergrowth.

At times we Kiwis can take this sort of scenery for granted, especially if we have a primary objective based around a bike ride, and are focused on the ribbon of brown dirt in front of us. It’s when you’re with international visitors that you recognise how truly special New Zealand’s backcountry rides are. Or, as in our case, when we’re out for a good time, not a long time. Plenty of stops for photos meant we had ample opportunity to look around and truly savour the visual extravaganza that the central North Island’s native forest offers.

It’s not all peace and quiet though. At times the birdsong is noticeable and, to be honest, sometimes the piercing alarm calls of the Kaka are jarring - in a good way though. Their shrieks serve to remind us this isn’t our place, we’re merely temporary visitors in the grand scheme of things, and it’s a fitting prompt that beautiful native New Zealand fauna are the original inhabitants of this forest.

Although the Moerangi trail is most often ridden in a clockwise direction via shuttle drop off, I’ve often done it as an out-and-back from the River Road end of the trail. This involves a tough climb with about 600m of vertical gain, which is a correspondingly awesome descent on the return trip.

On an e-bike I got to describe the climb as something I never thought I’d say: “It was fun!” We rode every part except one short stretch of soft pumice. I don’t deny I’ve got a real bee in my bonnet with fellow riders who slag off e-bikes without having experienced them. I relish the opportunities they offer both to beginners, or riders with limitations for some reason, and to more experienced, capable riders. In our hands, on this day, we simply enjoyed every single second of riding. Although easily still able to get a solid amount of heavy breathing going on any given climb, the difference from a regular bike was that we were actually riding steep, rutted sections of trail that would quickly have had me walking on my regular bike.

As mentioned previously, I’ve ridden this trail a lot, so am acutely aware of my limitations on any of the technical climbing sections. On the Konas we were still working hard, but in a different way; looking much further ahead on the climbs than usual, because the greater speed meant we’d be coming into whatever was next at a greater pace than on a regular mountain bike. It was also vital to ensure we were in the gearing appropriate to keep a fast cadence throughout whatever we were climbing. Pedal assisted e-bikes simply stop assisting if their cadence/torque sensors sense the rider is only barely turning the cranks over. it’s a weird thing though, the low gearing/high cadence we were utilising effectively on the e-bikes would be completely impractical on a regular bike. On one of those, it’s often desirable to have a slightly tougher gear to crank through over tough obstacles on technical climbs. I’m no physicist (obviously, my wife tells me) but I figure it’s something about torque. All of that is somewhat moot though, because the more you ride an e-bike, the more intuitive it becomes as to what gearing is best for given sections, and how to best utilise the power assist.

The Bikes

I’d be remiss at this point if I didn’t explain a little about the bikes we were on for this adventure ride. Their nature had a significant part in shaping how our ride developed, and the high level of fun-factor we achieved.

We were on Kona Remote CTRL models - featuring Bosch motors. These slot in amongst the lowest price points for proper, full-suspension electric mountain bikes. I say ‘proper’ to clarify they’re not bicycle shaped objects purporting to be mountain bikes, like many cheap monstrosities for sale on TradeMe.

Sure, at the price of the Konas there are compromises on specs: relatively short travel dropper posts; SRAM Guide brakes instead of Codes, which would be more practical for the speed and weight of an e-bike; and unusual choices for New Zealand conditions, like Maxxis Icon tyres. The Icons are great tyres, for a purpose, but not for those of us who push the boundaries of what is rideable, where traction is king for getting up, down or around any given section of trail. There are plenty of solid performers for critical components though - like RockShox Lyric forks up front and Monarch Plus shocks, with SRAM NX level drivetrain.

Overall, we came away impressed with the bikes. The geometry was on point, the design and construction of the frames was flex free and solid (a particularly important point with heavy and powerful e-bikes). The suspension was tuned appropriately to the rider and bike combo dynamics. To come away with these responses to the capabilities of the Konas, given the remote environs we were riding in, is no small compliment to be dishing out.

I believe it’s one of those things which is virtually impossible to quantify, but if you did try, it would be along the lines of: “For the lowest-priced, real mountain bike e-bikes available in NZ, we had 90% of the performance possible compared to uber-spendy ebikes upwards of $10k. But, and it’s an important ‘but’, we had 100% of the fun available from what e-bikes bring to rides like this”.

Random Outtakes

Unfortunately, I can tell you from painful experience that it is almost a rite of passage to encounter the native Onaonga plant on Moerangi rides. Although my fellow riders on this trip didn’t get to experience it, I ‘took one for the team’ by taking one step off the trail in the wrong place and getting an instant reminder of what the native stinging nettle Onaonga looks like - and why I should have remembered it from the last time it got its venomous little spikes into me. The skin on my shins is tingling as I write this now - a reminder to pay more attention to look where I’m stepping when I get off the bike to take a photo in the future.

Ah, the serenity. It truly feels like the middle of nowhere most of the time, although we did hear helicopters working occasionally. It’s possible they were tourism operations, hunters or fly fishermen, but it’s more likely - when it’s a busy aircraft flying around for extended periods - they were DOC workers. The recreational users tend to get a drop-off/pick-up and that’s it.

On a previous trip into this area, we spoke with some workmen waiting for their ride into the day’s work site. Their ride was a helicopter. In that instance they were bringing building supplies into the multiple DOC huts in the forest. Those workers also get on the tools to clear the trails which, because of the remoteness and rugged run-off of the terrain, are often subject to weathering from the rain and windfall of storms.

The trails have no views to speak of - not the sweeping vista variety anyway - but the views within the forest are other-worldly, with the verdant greenery of the forest floor and the imposing old-growth native trees putting you in your place.The towering native trees, and the tortuous Giger-like displays of northern rātā gradually strangling their giant host trees, serve as a reminder of how puny we are. (Rata is one of New Zealand’s tallest flowering trees, beginning life as a plant perched on a host tree, high in the forest canopy. Its roots eventually grow down to the forest floor, finally enclosing the host tree and producing a huge tree up to 25 metres high with a trunk up to 2.5 metres in diameter.)

Takeaways

Consider your favourite adventure ride. Can you do it differently? Ride a loop in the opposite direction to usual (if it’s not a one-way trail, obviously); pack a picnic and plan to stop and soak in your surrounds instead of trying to smash out a new Strava PB; take a mate who hasn’t done it before and bask in their enjoyment of it; do it on a different bike if you’re fortunate enough to have a choice. However you do it, there is potential to rediscover and reinvigorate your enjoyment of a trail you know - or at least think you know. As an added bonus, whether you’re South Island based and it’s a major holiday trip, or reside in the North Island and it’s easier to get to - ensure you put the Moerangi and Whirinaki trails on your bucket list. You won’t regret it.

Thanks to Neil Hutton and the team at DOC Whakatane, Earl Rewi and Sharon Nikora of Ngāti Whare and the tangata whenua of Te Urewera.

Check with the Te Urewera DOC office to make sure the trail is open if you’re doing it in winter or when there have been storms in the area – it is prone to slips after heavy rain.

This is a true backcountry ride, so ensure you’re ready for it with suitable gear for trailside bike repairs, and have enough food and water. There is virtually no cell phone coverage to speak of on the trail.

Words and Images: Nick Lambert