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Prepared by the Kennett Brothers - October 1995
Brief
Following discussions with Dave Hayes and Tony Oliver at the New Zealand Recreation Association Annual Conference, Simon Kennett visited the Western Hunua Ranges, Umupuia and Waitakere Parkland to inspect several tracks seen as possible mountain bike routes. Within the limited time available, the suitability of these routes for different levels of rider, and the likelihood of significant physical impacts, user conflict and safety hazards were ascertained. Copies of some U.S. guidelines and research have been attached for your information. While these are not site specific they provide some indicative answers and raise some poignant questions.
Field Work
6 Oct 95 - An inspection of the Umupuia park and most of the roads and 4WD tracks in Western Hunua Ranges was made with John from 9.30 am to 3.30 pm. Despite heavy rain there was little run-off following the tracks which remained firm. Some of the issues surrounding mountain biking in the Hunuas were discussed with Peter that evening.
12 Oct 95 - An inspection of Long Road and Ferndown track was made with Simon and Lisa between 8.30 am and 12.30 pm. It had rained heavily over night and the tracks were generally sodden. Again, mountain biking issues in this region were discussed at length.
The following chart provides an overview of the possibilities suggested.
Observations and Recommendations
Regionally
While researching our national guidebook 'Classic New Zealand Mountain Bike Rides' it became obvious that the Auckland region has by far the fewest riding opportunities per capita in New Zealand. We nick-named it 'The Desert'. While the CHH forests offer some very good fun-rides, the all-important urban fringe and native bush riding opportunities are almost non-existent. Only the Auckland Regional Council has the resources necessary to provide this type of riding in any significant quantity.
Caution is obviously required. With a growing number of visitors, in excess of three million per year, your parks define 'high-use' in this country. Your soil types and high rainfall also present a significant challenge. However, a blanket ban of mountain bikers is not an effective management solution. Seen as totally unreasonable by bikers, it disenfranchises this fast growing outdoors group who then adopt an 'outlaw mentality' and ride where they want, not where they will have the least impact.
The ARC has in effect been loosing control of this group at a very basic level, and failed to provide for a recreation which improves health, fitness and self esteem and offers people low impact access to the outdoors, exhilaration and solitude or social interaction. The solutions to this situation lie between two extremes - Total Enforcement and Anarchy. Since enforcement is fairly unrealistic and anarchy would do us all out of a job, it is encouraging to see the Auckland Regional Council planning to trial mountain biking on some tracks.
Physical Impacts
The Department of Conservation's recent research has concluded that the physical impacts of off-road cycling are similar in scale to walking. This conclusion is backed up by Seney & Wilson's study of the relative impacts of hikers, horses, off-road bicycles and motorcycles (conclusion attached). Because a mountain bikers impact is limited by their power (less than half a horse-power) their impact is minimal when riding on the flat or up hill.
On descents, bicycle impact is actually less than walkers, runners and horses if the wheels remain turning. If the rear wheel is locked up however, high bicycle use of that section of track is usually unsustainable. Skidding is virtually inevitable on slopes steeper than 20 degrees and is likely to occur on slopes between 15 and 20 degrees. The Wellington City Council limits riding to slopes less than 30 degrees. Other factors contributing to skidding are rider experience, radius of turn, track surface and moisture content.
The erosive effect of water on poorly designed or maintained tracks can be severely compounded by repetitive skidding. The likelihood of skidding can be reduced by keeping the track well drained, strategically placing speed traps (before steep sections and tight corners), maintaining a camber on corners and educating riders as to the impact of skidding. The impact of skidding can be minimised by keeping the track well-drained and setting gravel in clay or soil-cement. Tracks with a gradient of 15-20 degrees should be gravelled and compacted. Sections of track with a steeper gradient should be re-routed, sealed with soil cement or stepped to force riders to walk (unless the section has a clear smooth run-out, in which case skidding may not occur).
The track tread should be maintained to at least 0.5m wide and vegetation be kept clear to a width of 1.5m to ensure the riders tyre prints do not all overlap. Without eliminating the challenge of the ride, obstacles should be removed where they force riders onto the same narrow strip of track. Riders tend to veer towards the outside edge of narrow tracks, so soft track shoulders should be reinforced, especially where the track comes out of tight corners.
Large events are an effective way of ascertaining the likely long-term impacts of bicycles. The Western Hunua Loop in particular would make an excellent event course.
Local clubs should be vigorously encouraged to participate in track work. It is unlikely that they feel they owe the A.R.C. any favours at the moment, so recruitment would be better made by a respected local rider (Gordon Maine, Willie Snep and Guy Stephens spring to mind, but don't say I said so).
Specifics:
Umupuia - This area is unlikely to attract high use or incur significant impacts. Some skidding will occur before gates at the bottom of descents; areas already chewed up by stock.
Repeater Tracks - These tracks are well-formed and gravelled. Ensure loose gravel is bound by clay. Maintain steps on gradients over 15 degrees and before blind corners. Place obstacles on either side of steps to prevent sidelining. Remove unnecessary steps. Maintain table drains and wooden water bars (or install rubber water bars). Set up monitoring sites on a couple of the steepest sections.
Mangatawhiri Loop - From Upper Mangatawhiri Reservoir, heads 4km down the Mangatawhiri River and back. Well-formed for motor vehicle use. Maintain table drains and culverts. Grade last 100m on eastern approach to southern tip of ride.
Mead-Wairoa Hill Loop - The mountain bike tour operator may have a good idea of his impact hot spots. The roads shown on the topomap have been well built and will be impervious to mountain bike use. The clay tracks connecting Mead Rd and Wairoa Hill Rd should have dip/berms built and will probably require grading every 2 or 3 years (preferably with a Bob-Cat for aesthetic reasons).
Western Hunua Loop - A long ride taking in Orams Rd, Keeney Rd, Hunua Rd and Falls Rd. Mountain bikes will have negligible impact on these well-formed roads, assuming they are maintained to their current standard.
Ferndown Track - Drainage needs to be improved and some fresh gravel laid in a couple of places.
Ridge Road Loop/Kuataika Loop - These loops start from Long Rd and return via Scenic Drive. Only the first 2km of Long Rd were inspected. Table drainage needs upgrading and some patches need regrading in the 2nd kilometre. From there on several cut-outs and dip/berms are required to direct water off the clay track. It would be advisable to set up a number of monitoring stations on these tracks.
The Kuataika track may need a coarse grade gravel compacted into the clay. Also a wet-season closure of the Kuataika track, from May to September, may be advisable. 50-75% voluntary compliance with a seasonal track closure is realistic if the reasons for it are well communicated.
A ride from Long Rd to Anawhata Rd via Kuataika and returning along Ridge Rd could offer the best ride in the Auckland region for fit intermediate riders.
Safety
The danger posed by mountain bikers to themselves and other users is more perceived than real, but does exist. There are many methods of minimising both the perceived and real potential for accidents:
Mountain bikers accept the hazards posed by the natural environment and the track as part of the sport. Falls are common but serious accidents are extremely rare. I saw no natural hazards severe enough to require signage.
When queried recently, OSH staff in Wellington stated that the Health and Safety in Employment Act does not apply to recreation.
In Wellington's Town Belt, where deviant behaviour is relatively common, a few women walkers have commented that they feel safer with the occasional cyclist passing by.
Social Impacts
Social conflict is partly the result of exaggerated perceptions of mountain bikers' physical impacts and the safety hazard they pose. These negative perceptions can be minimised by implementing the recommendations above , publicising the results of DoC's recent literature review and the Off Road Code (especially at road ends) and making mountain bike club track work efforts obvious. Since conflict generates conflict, the earlier these steps are taken the better.
Discourtesy on the part of immature mountain bikers is also a significant factor. Again the Off Road Code is your best management tool. The afore-mentioned 'outlaw attitude' adopted by some riders will diminish when you legitimise mountain biking by opening up some tracks.
There is also a feeling amongst many older walkers in particular, that mountain biking is an inappropriate activity on narrow tracks (NB: little conflict occurs on 4WD tracks). The U.S.A. Sierra Club fought mountain biking for almost ten years based on this feeling and fears of environmental impacts. Last year they decided to accept mountain biking as a legitimate use of narrow tracks, where appropriate.
The sudden or unexpected presence of a rider (or runner) can startle walkers out of an almost trance-like state. By placing the Off Road Code at road-ends you let walkers know that they can expect to see bikes, thus reducing the 'startle' effect. Signage also gives walkers a greater sense of security by making them feel that they are in a slightly more controlled environment.
It needs to be made clear that mountain bikers' motivations (as identified by Coughlan, Otago and Horne, Lincoln) are similar to those of trampers and walkers. They do care about the environment and may actually be the environmentalists of the future.* Well managed public forums (not debates) that seek solutions to track management issues can be extremely effective in making this understood. It may be worth emphasising the ratio of walking tracks to dual-use tracks on ARC land. Joint track work parties or tree planting exercises could also be effective ways of diffusing conflict.
Coughlan identified that the conflict relationship that exists between bikers and hikers is asymmetric - bikers are often unaware of the level of aggravation they can cause. They need to be subtly educated (through club newsletters and Cycling NZ mag) as to the importance of the Off Road Code, and as to how easily they can frighten walkers.
Social conflict is at the heart of most complaints about mountain bikers, even though track damage or safety concerns are often cited. The three most effective ways of minimising conflict are education, education and education.
It should be remembered that positive social interaction also occurs between different user groups. This is particularly evident at multisports events and track work parties.
* According to Horne, 36% of mountain bikers on the Port Hills are members of organisations such as Forest and Bird or Greenpeace (compared with 45% of walkers).
Conclusion
1. Demand - There is a high and growing demand for mountain biking opportunities. Urban fringe rides featuring native bush or narrow tracks are in particularly short supply in the Auckland region. The Auckland Regional Council has the resources necessary to meet this demand. The A.R.C. tracks inspected appeared to be relatively low use and physically suitable for dual-use. They have minimal hazard potential.
2. Track Preparation - Adequate drainage and prevention of skidding should be your two highest priorities when preparing your tracks. Regular water bars and some grading is required on moderate to steep slopes. Adequate signage is important for all users. Maximum voluntary compliance will be achieved with clear, positive signs. Instead of "No Mountain Bikes", try "Suitable for Walking Only". A number of steps on a walking track visible from the road end or intersection will discourage most riders. Strategically placed speed control devices may be necessary on high use tracks. The Off Road Code is vital:
Off Road Code (summarised version)
It would be wise to get the local mountain bike clubs (and individuals) involved with this preparation at both the planning and implementation stages.
3. Education - Education of all users is crucial. It is the only realistic way of combating social conflict and is an effective tool for reducing safety hazards and physical impacts caused by poor riding techniques. Like all users, mountain bikers will have a greater respect and appreciation of an area if they understand something of the areas natural and cultural history.
The following means of communication/education have been used successfully in the Wellington region:
4. Monitoring - Using questionnaires and pegged monitoring sites, data should be collected to both assess the impact of all users over an extended period of time and to justify your management decisions.
Attachments
1 - Erosional Impacts of Hikers, Horses, Off Road Bicycles and Motorcycles on Mountain Trails - Seney & Wilson
2 - The Off Road Code
3 - W.C.C. Mountain Bike Guide (N.B: similar to W.R.C's pamphlets)
4 - Recreation Resource Conflict, Utilisation and Allocation - Coughlan
5 - Trail Selection Criteria - Angeles National Forest
6 - Rubber Water Bar Memo - Mt Wilson Bicycling Association
7 - Tongiriro/Taupo Mountain Bike Guide
8 - Who are the Kennett Brothers
Who are the Kennett Brothers?
The Kennett Brothers, Paul, Simon and Jonathan are a small Wellington-based consultancy group specialising in mountain bike issues, events and outdoors guidebooks. They draw on a network of cartographers, illustrators, recreation planners and programmers when necessary.
They have been involved in mountain bike issues since assisting the NZ Forest Service with their draft mountain bike policy in 1986, when Paul served as the president of the Wellington Cycle Touring Club. In that same year they began managing New Zealand's first national mountain bike event, the Karapoti Classic, which is now limited to one thousand entrants. In 1989 they founded the national mountain bike association and represented New Zealand at the World Championships for the first time. In 1990 Jonathan finished his B.Sc. (Ecology), Simon took up an operations planning position with TransPower NZ Ltd and Paul moved into independent publishing.
Together they researched, wrote and published 'Classic New Zealand Mountain Bike Rides' a guide to over 300 rides. In 1993 they started planning and managing volunteer work parties to help maintain Wellington City Council tracks. Over 400 person-hrs of track work has been completed to date. In 1994 they set up the Kennett Brothers partnership and began working full-time on mountain bike related projects. Paul set up a comprehensive mountain bike web site http://www.mountainbike.co.nz. Jonathan and Simon became regular contributors to Wilderness, Cycling NZ and Adventure magazines.
Then in 1994 and 1995 Simon worked on the Wellington City Council's and Regional Council's mountain bike policies and assessed over 200kms of their tracks. The Kennett Brothers then produced a Wellington regional guide booklet. They also completed a regional mountain bike guide for DOC Tongiriro/Taupo and a track prescription for their most popular mountain bike route.