Column

Words: Alex Stevens

Ebike sales have been on the rise for the last few years and, unfortunately, so have eBike thefts. Chances are you saw the recent story about one particular enthusiast who was so keen to get his hands on his dream bike that he broke into his local store and pedalled away on a $17,000 rig.

Once upon a time, a lock and chain used to be enough to deter potential thieves. Now it seems our prized possessions are not safe even when locked away inside a shop with a burglar alarm system. The bike thief did forget one important thing: the charger. The store owner is hopeful this might be his downfall and buying a new one might be how he gets caught. Fingers crossed.

There is actually one system which could have helped save the day here, or at least led to a speedy retrieval of the stolen bike. Bosch’s new eBike Alarm function provides more safety and better protection. The alarm is able to tell users the location of their eBike and sounds an alarm in the event of suspicious movements.

We tested it and can confirm that ‘suspicious movements’ include moving the bike just a couple of centimetres when you’re in the middle of servicing it and forget that the alarm is enabled. We were treated to an ear-piercing screech that would surely be enough to deter even the most determined thief. If, however, the eBike is stolen, you would receive a push notification on your smartphone along with location tracking via the eBike Flow app.

After a one-time installation via the eBike Flow app, your smartphone serves as a digital key. If you switch off your eBike, eBike Alarm activates automatically. There’s a two-stage system to the alarm and the smart motion detector can tell whether your eBike has been moved a little or a lot. In the case of slight movements, the eBike system emits several short warning tones as a deterrent.

As a longtime supporter of volunteer trail builders, Trail Fund NZ increased its focus on advocacy four years ago. The catalyst was when it came to light that the classification of bikes as ‘vehicles’, on public conservation land, was causing significant delays to projects around the country and meant that iconic trails – including several Great Rides – did not comply. Since then, it’s been a slow ride towards resolving the issue, and several passionate volunteers are feeling defeated.

“Old Ghost Road, Great Lake Trail, Paparoa, Timber Trail… these are only a few of the country’s Great Rides that have sections that don’t comply with the local Conservation Management Strategy,” explains Trail Fund Advocacy Manager, Jimmy Young. “It is understood that numerous Great Rides have sections that don’t comply, and dozens of other iconic mountain bike trails are also caught in the crosshairs.”

The knot at the bottom of these cross hairs appears to be the Conservation Act 1987, under which bicycles are considered vehicles. However, most (if not all) of these trails have been built since then, with DOC permission an integral part of the planning and execution processes.

What changed?

At some point around 2018, Department of Conservation (DOC) staff started taking a different approach towards applications for cycle trails on department land. According to DOC, it is due to increased interest in biking around the country, but cycle trail managers and administrators say there appears to have been a complete reinterpretation of the 2005 legislation that overlaid the conservation management strategies.

“The ‘new’ approach was that a region’s Conservation Management Strategy (CMS) needed to identify the locations and use of vehicles (bikes in our case) and other forms of transport on land owned or administered by the department,” explains Jimmy. “However, DOC now wanted the locations of current and proposed cycle trails to be listed in the strategies before an application could be made to build them.”

Basically, bikes can only be used on trails explicitly specified (in a list) in the CMS, as opposed to assessing bikes on trails through an ‘effects–based approach’, which is the approach Trail Fund and other bike organisations are suggesting.

While this might not be an issue if the CMS’ were reviewed every few years, this is far from the case in New Zealand. CMS’ are only meant to be reviewed every 10 years and, in reality, seven of the 16 are current, two are under review, one is under development and six are overdue for review. Some are more than 20 years old.

Taupō trails on trial

Bike Taupō, which has built tracks and provided community representation for all Taupō cyclists since 2002, was one of the first clubs to face DOC’s ‘new’ interpretation of the Act. Chairperson, Pete Masters, and committee member, Rowan Sapsford, reached out to Trail Fund, and Jimmy has been working with them and other groups since then.

“We have more than 200kms of trails that we manage and approximately 160kms of these are on public conservation land,” explains Rowan. “A number of them were purpose–built by Bike Taupo, including the Great Lake Trails and the Rotary Ride, which were developed back in 2003.

“Approximately four years ago we were told that these trails were ultra vires (which means an act that lies beyond the authority of a corporation to perform), as they were not scheduled in the local CMS, despite all trails being developed with signed management agreements with the Department.”

Rowan says this has been extremely problematic for several trails on public conservation land managed by Bike Taupō, as they have not been able to renew management agreements or access funding – despite support from the local DOC office.

This prompted Bike Taupō to start working with Trail Fund and other trail groups around the country to request that DOC move away from the scheduling approach. Four year later, the discussion continues.

“We believe an effects–based approach, where trails are assessed against the values at place rather than just being written off because bikes will be ridden on them, should be adopted,” says Rowan.

The club felt like maybe it was making headway when the Department recently agreed that a new cycle trail within the Taupo Tongariro Conservancy, which is not scheduled in the CMS, will be able to proceed.

“While this is great news for the club and the community on this one trail, it’s not reassuring overall, as we’ve been told by the Department that this will not apply to any other trails in the area,” says Pete. “This makes no sense, and feels like a cop out if the Department planners are going to take a consistent approach.”

With management agreements for some of the club’s trails up for renewal soon, Bike Taupo says it will be a real test of the Department’s approach.

“We have awesome support from the local DOC team, but I guess we will have to wait and see if the Department refuses to renew our management agreements for biking trails which have been in place for 20 years, such as the Rotary Ride between Taupō and Huka falls.”

Kaihu cut short?

On 10 June, 150 local cyclists were thrilled to cross the new Ahikiwi Bridge at the official opening of stage one of the Kaihu Valley Trail, a 30–kilometre route between Dargaville and Kaihu comprising two off–road trail sections currently linked by low–volume roads.

Once complete, the Kaihu Valley Trail in Northland is intended to allow cyclists and walkers to wind their way through forest and farmland, and along the Kaihu River from Dargaville to Donnelly’s Crossing – a distance of some 45km. It will largely follow the historic rail line built in 1896 to service the kauri industry. The top third of this old rail corridor is stewardship land administered by DOC.

However, excitement was muted due to news received just weeks before that the DOC concession for Stage 2 of the trail – which would take riders off the narrow state highway and reduce climbing – was declined.

In late 2022, DOC staff were asked if there were any issues related to the concession. They advised no, then took until May 2023 to decline the application.

Local Steve Gwilliam from the project team says the concession application was made in mid–2021, and the team reached out to Trail Fund for support in early 2023, in desperation.

“They declined our application despite granting a concession a year before, for the bridges and trail in Kaiwaka township (50km away), which specifically states ‘walking and cycling’,” says Steve. “This should have set a precedent or provided exceptional circumstances for consideration.

“It’s disappointing that it took 20 months for DOC to respond to the project team and advise the application for cycling was inconsistent with the General Policy Statement (GPS) and CMS,” says Steve. “Even more disappointing is that the corridor, which has little conservation value, is farmed (stock, vehicles etc) by adjoining farmers ‘without’ any concession, which is in complete breach of the GPS and CMS. In our view, it’s likely a cycle way would offer more protection to the remaining historic rail corridor and features, than the current illegal farming operations.”

Ironically, Northland MP, Willow–Jean Prime, who is also Conservation Minister, joined Kaipara District Council deputy mayor, Jonathan Larsen, in cutting the ribbon at a June 10 ceremony hosted by Ahikiwi Marae in Kaihu.

“This is an investment in the region,” said Prime. “It is good for locals and their wellbeing and also for visitors who come to the region.”

The track will form part of existing and proposed trails traversing the whole Northland region, including the Kauri Coast Cycleway Heartland Ride, which runs southward from Rawene on the Hokianga Harbour – and which itself links to the Twin Coast Cycle Trail from the Bay of Islands to Hokianga, one of the 23 Great Rides of New Zealand.

The trail has received significant investment from various sources, including $4 million from the Infrastructure Reference Group, a $600,000 contribution from Waka Kotahi and funding through the government’s COVID–19 Response and Recovery Fund from MBIE.

Unfortunately, the MBIE funding had a deadline and, due to the delay on DOC’s part, Steve says the opportunity to build the section of trail that had the most benefit to riders – by taking them off the narrow state highway and public roads with 100km/hr traffic and no shoulders, taking away substantial climbs and travelling through some iconic northland topography – has now been missed.

The concession application has been amended to be ‘walking–only’ in hopes it might get traction, but has heard nothing since.

“It’s pretty demoralising to put in so much effort and just feel like you get nowhere, despite everyone being seemingly on board in public,” says Steve.

Under pressure

Despite the frustrations, many bike organisations are loathe to publicly criticise local departments for fear it could make things worse, or because there’s generally a good relationship locally. However, one region’s results suggest public pressure could do the trick.

This is what happened in Otago, where the department – under pressure to consider many new cycle trails, including the Kawarau Gorge link between Queenstown and Cromwell funded by the Government as part of a grand cycleway from Central Otago to Dunedin – was forced to take action.

DOC launched a partial review of the 2016 Otago CMS, which attracted almost 1750 public submissions in 2019, and a decision listing 112 possible cycle trail sites was issued in July 2022.

However, the proposals still needed to go through an assessment process, including engagement with Ngāi Tahu and consultation with the Otago Conservation Board, and organisations spent thousands of hours covering every piece of land where they might want to develop a biking track.

“While it’s great that a partial review means there’s the possibility of new cycle trails that are in line with the CMS, retaining this approach isn’t the answer,” says Jimmy. “What we need is an effective mechanism for assessing tracks on their merits and impacts – not one approach for walking tracks and another for cycling.”

Looking ahead

Despite little progress in three years, Trail Fund and the organisations it’s been working with continue to strive for a solution.

“We really want to work with DOC on this for the cycling stakeholders and provide greater access opportunities for recreation,” says Jimmy. “We are keen to be part of the solution and assist DOC to come up with a pragmatic solution that can solve the issue permanently.

“We all want a result that legitimises the activity of cycling on public conservation land and values the time and resources that committed volunteers put into trails around the country, week after week.”

“I hit ‘Buy Now’ and moved into the post-purchase second-guessing period…”

A couple of weeks ago, the stars aligned, and I added two new bikes to the stable at once. By a combination of circumstances that are best left unexplored, I stepped up to a brand new trail bike. Part of that exciting transaction was keeping all of my previous trail bike, except the frame.

As many of you will understand, there are already more bikes in my shed than I really have time to use. Each is suited to a particular purpose, and there is surprisingly little redundancy across the fleet. Some of them get out several times a week, some of them might hang there for months, waiting for the day when what they are useful for is what I am going to have a crack at.

So, with that in mind, a sensible person would turn the pile of pretty nice parts into cash via some sort of online marketplace.

That is what I set out to do. Honest.

My first step was to browse around, trying to establish a value for all this stuff.

There were similar parts with prices ranging from depressingly low to delusionally high.

And there were a lot of things available. I started thinking about the sheer tedium of listing everything, communicating with tyre-kickers, and then trying to send a pair of wheels to Invercargill.

Wondering if anybody would want the entire pile, and because I have a short attention span, I wandered over to the ‘frames’ department on the off chance there might be some path to follow there.

The very first thing I saw was a brand-new hardtail, my size, and completely compatible with everything in my parts trove except the bottom bracket. Plus, it was steel, which made it cool and very desirable.

A short but fierce mental argument followed. I bet you have endured similar battles. One part of my brain was of the opinion that a seat tube diameter matching my functional-but-virtually-worthless dropper post was a sign from heaven, and I should immediately buy the frame before anybody else did. Another part kept chiming in with the various things I could do with my winnings if I carried on with the original plan and ditched the parts. The first part came back with the very sound reasoning that if I acquired the frame, built it up, and then fell on hard times, a complete bike would be easier to sell than a pile of parts, and there would be nothing left over except a rear shock. Which would be left over anyway, and can be sold. It might even pay for the required bottom bracket.

The ‘buy the frame’ faction had the upper hand, but the other side somewhat lamely countered with a comment about the number of bikes already in the shed, pointing out how rarely some of them escape into the wild.

That was fairly easy to ignore – we are well-practiced in doing exactly that.

The final straw was somebody asking a question about the frame while I was looking at it.

I never found out what the question was, and didn’t wait for the answer. I hit ‘Buy Now’ and moved into the post-purchase second-guessing period.

The excitement of the new possession was far more powerful than the slowly fading doubts, and soon enough the frame turned up and the parts were bolted on.

The bike came out even better than Mr Positive Brain imagined, and the naysaying lame-o in the negative has not been heard of much since, except for a brief appearance the first time we took the new beast into the trails.

A sort of ‘see? I told you this was a dumb idea’ popped out on the first bit of fast, choppy trail, as my body tried to adjust to life with no rear suspension. How we rode places like Moab, Utah on a rigid hardtail is beyond my ability to recollect, but we did, and I have doggedly continued to try to do so.

I am not really getting any closer to floating over the ground like I should, and rides on the new dually are certainly much easier on the joints and fillings. But me and my mental go-for-it are still very happy we went for it.

Nothing like a different bike to make a ride fresh and new.

“Leaving the power setting on high makes me feel both good and bad at the same time.”

Elsewhere in this very magazine, I wrote a piece about my time aboard the Trek EXe, my first extended period atop an electric-assist machine. I finished by saying: “when I get one”.

Going trail riding on the e-bike is ridiculous fun. The e-assist provides the buzz of riding a mountain bike fast, almost anywhere. The speed available on a flattish trail makes the chore of climbing to the top of a downhill run almost unnecessary. And of course, if you do want a downhill run or three, they are easier to get to.

Surely that is what we look for when we go mountain biking?

It is hard to express exactly why we ride. Sometimes it is for that endorphin payoff available when a difficult task is performed as well as we can do it. Everybody has their own little envelope of bike riding ability and being out there in the woods doing your best is part of why we go out. The desire to do that more often, to make more of your bike time inhabiting that zone, is what has driven the whole phenomenon of shuttling, and for that matter, adding electricity.

A pile of watts that can’t be delivered personally gets us more of that sweet spot we look for.

Well, maybe.

Meanwhile, the Luddite in me has been quietly niggling away in the back of my mind.

I really like the simplicity of basic bikes. I like steel frames, five of the six rideable bikes in my stable are ferrous. I like bikes I can work on myself, which means they have to be simple. I can dismantle and reassemble any of my steel bikes without needing assistance or therapy afterwards.

My carbon, fully-suspended mountain bike with hydraulic brakes and tubeless tyres is bristling with things I don’t feel qualified to mess around with. Yes, I know, these are personal shortcomings I could address, but adding electronics, several batteries and a motor won’t help.

I like going out on my bike with no fixed plan, and riding until I can’t. Having a digital readout on the top tube telling me how much range I have left is a different experience. After a dozen rides I have figured out how much of the battery is required to get me up various hills, in various power modes. Because I know my patch pretty well, I can wring the thing dry most rides. I took great pleasure in arriving home with the readout showing less than ten percent. Several times it was two, and on one occasion, one. How that would work out in unknown territory is something I have yet to experience.

Part of bike riding is also sort of masochistic. People say that getting fitter doesn’t make things easier, just faster. I like to feel how I feel… hard to explain to the outsider but getting to a particular part of a certain ride and feeling slightly less discomfort than the previous episode in that place is a good thing. Adding an external power source doesn’t remove that possibility, but it makes it harder to judge.

Maybe that is the niggling thought I have. When I am on the E, hooning up the climbing section of the jungle trail that is my favourite five kilometres in our local patch, the most accurate description of what I am feeling is probably guilt.

Like, this should be harder. I can make it harder, by buttoning down the power. But I don’t, because the power is what makes this section with the diagonal roots across the trail so much fun.

And leaving the power setting on high makes me feel both good and bad at the same time.

Thanks to its Soil Searching initiative — created to recognise, celebrate and support trail builders — Specialized has helped enable future trail building efforts through one local legend and a generous Trail Fund donation.

Talk about making the most of winter — while some hung up their bikes to avoid battering sloppy trails, and others jetted off for an overdue overseas trip, Specialized set its sights on finding and rewarding the nation’s top trail builder with a limited edition Soil Searching Specialized Levo, then auctioning off a second and donating all the proceeds — an incredible $17, 850! — to Trail Fund NZ.

BUILT FOR TRAIL BUILDERS

Designed for trail building, and to reward trail builders, the Mountain Guardian is one of 50 Soil Searching Specialized Levos produced worldwide. Featuring the Specialized Soil Searching logo to reiterate the importance of trail building while following sustainable building practices, the custom made eBike boasts Soil Searching Paint, RockShox Zeb Select + Fork, RockShox Super Deluxe Select + Shock, SRAM XO1 Groupset, Code RS Brakes, Soil Searching Tyres, Roval Traverse Alloy Wheels and TCU2 Display.

In mid-July, Specialized put the call out to ensure one of the two Mountain Guardians in New Zealand landed in the hands of New Zealand’s best trail builder. In a country known for its incredibly high number of volunteers, the nominations came in hard and fast, with more than 100 committed and talented trail builders in the running.

THE REAL DEAL

With only one Mountain Guardian to give, Specialized NZ reviewed every application and, according to Specialized’s Marketing and Events Coordinator, Ben Crowley, choosing the winner was no easy task.

“Trail builders are the unsung heroes of mountain biking, and we are committed to changing that by recognising, celebrating, and supporting the trail builders who help shape our sport and our stoke,” explained Ben.

“That said, there are a lot of them, and so many are volunteering in a way that is truly outstanding that it made the choice incredible difficult. In the end, we decided on a guy that sums up what Soil Searching is all about — Marty Richards.”

A key part of the Cable Bay Adventure Park trail crew based in Nelson, Marty is a trail builder that leads by example.

“Marty is a serial volunteer whose contributions to various projects have improved the trail offerings for all in Nelson and, over the past three years, he has had direct involvement with all of the 18 trails built at Cable Bay,” says Richard Ussher.

“Marty is super approachable and always willing to help or give advice to new trail builders. He never asks for anything, or expects anything in return, and truly does it for the love of mountain biking. He has inspired and imparted a lot of knowledge to a wide group of people, which has helped grow the competence of trail builders in the region.

“Probably the biggest influence he has had is with the ‘Sunday School’ team. This is a group of teenagers from a variety of backgrounds who come out to the Adventure Park to regularly dig and maintain trails with Marty. Nicknamed ‘Dad’ in the group chat due to his mentoring, Marty organises transportation, oversees the trail building and drives shuttles for them afterwards.

“The Sunday School crew often do some of the toughest yards on the sections that others shy away from, and it is easy to see the positive influence impact he has had on them.”

Richard says Marty is so committed to ensuring the best experience for Cable Bay riders that he has — largely by himself — built a 1km walking track for the sole purpose of getting walkers and other non-mountain bike users off the main exit trail at the park.

“It is hard to overstate what a positive member of the mountain bike community he is. He is never looking for recognition and just gets on and does what he loves — digging and riding. The region would undoubtably be significantly poorer without his massive efforts.”

Marty was absolutely thrilled to receive the Mountain Guardian and is already putting it to good use!

“I feel so privileged to know such an awesome group of people and so humbled from the support I’ve received from the Nelson MTB community and Cable Bay Trail Crew,” said Marty.

“It’s been quite overwhelming. I think I’ll go hide in the bush for a bit… and go dig a track.”

PAYING IT FORWARD

With one Mountain Guardian out the door, Specialized looked to further support trail building through a different channel — Trail Fund NZ.

“We created Specialized Soil Searching to fuel and support the energy and passion of the trail building community,” says Ben. “So, we thought, what better way to do that than fundraise for an organisation that is already doing that on a regular basis?”

Founded in 2012, Trail Fund NZ is a not-for-profit organisation, run solely by volunteers, supporting the development and maintenance of publicly available, environmentally sensitive and sustainable mountain bike-accessible trails in New Zealand. It is also committed to providing funding for — and education on — trail building, as well as advocating on behalf of mountain bikers to Government.

Since its inception, Trail Fund has distributed more than 150 grants — totaling more than $400,000 — to a wide variety of mountain bike trails. From Thames to Taupo to Wanaka to Bluff, from Grade 5 singletrack to skills parks, Trail Fund has tried to cater for riders of all abilities around the country.

And now, thanks to Specialized donating the proceeds of the second Mountain Guardian to Trail Fund NZ, the organisation can provide even more grants than normal in the coming months.

“We are so thrilled to be able to pass on the money raised by Specialized to trail building groups around the country using our well-established funding process,” says Trail Fund president, Hasely Lobb.

“This is the most substantial donation we have received to date and it’s great to see bike brands investing in the trails their customers love to ride.”

Thanks to the donation, Trail Fund’s next funding round is our biggest in many years, with four grants of up to $4,000 available. The deadline is 1 December. For more details, see the ‘Get Funded’ section on trailfund.org.nz