Wombats of Mass Destruction

Randonneuring has many great rides organised by our sister clubs around the world. Often, these rides are not only scenic but place us among creatures of which we are unfamiliar. This year, while travelling to 1200k events I have unintentionally cycled with moose and caribou; hiked amongst the grizzlies and wolves; camped out with black bears and sea kayaked near(ish) killer whales.
Next up was short excursion to Australia, a land known for the presence of creatures with both poisonous and large jaws. From the worlds most toxic snake, the Inland Taipan to the more common Eastern Browns, which are responsible for more human deaths. Add to that the Redback and Funnelweb spiders and the large jaws of the Saltwater Crocodiles and Great White Sharks - it’s a dangerous place out there in the outback.

Map of Australia and surronding nations


Ultimately, my short excursion to Australia for the Sydney to Melbourne 1200 had more thrills and spills than expected. Having not dropped my road bike for two decades, I first had a blowout at over 70km/h descending the Great Dividing Range, which whilst scary fishtailing on the rims only led to two small grazes and a damaged steed. Eventually I was rolling again, although shaken up and under some time pressure, thanks to some assistance from Chris Walsh & Graham Carthews including his spare wheel and a little patching up from Tom Aczel (thankyou all!).

That'll buff out!

While I had been eliminated due to the timecut, the ethos of Randonneuring is of self-sufficiency, so I pushed on with the aim of riding onto the finish in Melbourne. Unfortunately, while descending toward Mansfield at ~30km/h, I came to a rather sudden demise from one of the few species in Australia without a fatal bite. Lurking in the woods had been some cyclist destroying marsupials. With their extra tough posterior, the Wombats were launching themselves across the road like a missiles. I had slowed and drifted left to allow one of these missiles to cross in front of me. And out from the woods, aimed straight at my front wheel like a heat seeking missile came the second. With nowhere to turn, my last thought was "I am not crashing again. This is not happening!". Then it was time to pick myself up off the road (again) feeling a little sore. Whether it was due to adrenaline or male pride, I was oblivious to exactly how much I had hurt myself and without any cellphone coverage I continued on, for at least another 200 metres before admitting some pain to myself and putting on my warm clothes and stopping for a rest. I should have pressed the SOS button on my SPOT tracker instead, but I was only a little hurt right? Shortly following, with the pain in my ribs more evident, I could not back up.

Le Randonneur wears Prada (Photo: Annette Whitton)

Rolled onto the backboard (Photo: Annette Whitton)Load him up (Photo: Tom Aczel)

I had been expecting some riders behind me, but they had opted for a sleep back in Whitfield, so it wasn't until a couple of hours later that I heard them fly past, probably thinking I was sleeping? A few minutes later Annette Whitton drove by to ask if I was alright, "Ummm, No". Shortly after which, Tom Aczel was summoned to patch up his loyal customer again, and then the Ambulance Service which delivered me to Mansfield Hospital.

Wombats of Mass Destruction: As proof that it is stopping that hurts more than the crashing - this lower speed crash resulted in five fractured ribs and a grade 3 separation of the AC Joint in my shoulder. It will likely be six* weeks before I am back on my bike - and that will be in wombat free, New Zealand!

Following the crash I was looked after by our fellow club members in Audax Australia. A special thankyou to Tim Laugher and Pat Dorey for taking such good care of me until I was able to get back to New Zealand.

My helmet did its job!

My PBP reflective vest looks like I've been mauled by a wild animal

And not much left of the Brooks Saddle

---

* Looking more like twelve weeks plus.

This article, also appeared in Audax Australia’s Checkpoint Magazine No.58 – Summer 2014

It’s just a Little Pond - The Lake Taupo Cycle Challenge Extreme Enduro

 

Why?

Lake Taupo Cycle Challenge 1280km Extreme Enduro 2011
Place	Rider	Time
1st	9907 Ron Skelton	69h39m37s
2nd	9902 Craig McGregor	90h45m
3rd	9904 Arthur Schwencke	92 hours
4th	9905 Colin-Wal Anderson	102 hours
	9903 Neville Mercer	DNF

I approached the Extreme Enduro with two simple purposes:

1. To prove that this is only a little pond to cycle around.

2. To complete 1200km in less time that I took to complete the Paris-Brest-Paris in August.

 

I had convinced myself riding eight laps would prove that it was only a little pond and that without the plentiful supply of pastries and crepes to distract me, I could surely complete this 1280km ride in less than 85h32m. Ultimately I proved this to only be a little pond, however four days of gale force winds was a much greater hindrance than the plentiful supply of pastries, flans and crepes in France.

 

 

The Startline

At the start-line for the eight lap Extreme Enduro was a small field of RAAM finisher, Ron “iRONman” Skelton; Cape Reinga to Bluff record holder Colin Anderson, Arthur Schwencke, Neville Mercer, myself and Bill Lane who was about to start his third lap of ten. Nick Dunne was already well into his third lap of ten. Ron appeared focussed and determined to win at the start-line and four days later it wasn’t so much as daylight between Ron and the rest of the field - it was almost an entire planetary rotation with a 21 hour gap between 1st and 2nd place.

 

With five others, we rode together until turning-off from Control Gates Hill into Pohipi Road. Colin Anderson wisely advised me it would be a lonely ride from here. He wasn’t wrong. I did briefly see Colin later in the lap but I certainly was mostly riding solo aside from the regular swapping places between Arthur and myself for the next eight laps. We certainly were similarly paced with the ebb and flow of proceedings having one of us the stronger than the other at different times over four days. It was mostly riding in solitude, although I had the company of endurance cycling fan and future NZ Outdoor Track 24hr record aspirant Stu Downs for about the first 40k of lap five (or was it six?). By lap seven, the main event had begun with the elite races, 160km solo and relay events all underway. I had been planning on being on my final lap at this time, but not to be with a brutal slow ride of battling the breeze. I rode amongst a number of different riders during lap seven, most of whom thought was crazy, insane or just plains stupid for riding eight laps. I felt obliged to point out it was excellent value at only $12 per lap compared to their  $99 per lap .

 

 

The Wind

 

The 2011 Lake Taupo Cycle Challenge is destined to be remembered as the year of the wind. In the case of the Extreme Enduro it was a case of an entire four days of gale force wind - making the Extreme Enduro far more extreme than I had anticipated in advance. Friday night was by far the worst. With the wind gusting beyond 85km/h there were branches flying past me, and the road became a slalom course of broken branches to avoid. There was a point of almost stopping during these conditions. After brief reflection, I was simply too stubborn to quit with only one and half laps remaining. In the light of Saturday, the Huka XL mountain biking event was cut short due to trees falling. I assure you by that time the wind whilst strong, was not as fierce as it was in the early hours of the morning! Given the branches flying past me on the road in the night, I can assure any disappointed competitors from the Huka XL,  that it would have been incredibly dodgy in the forest and I suspect impossible to run the event safely.

 

 

Mechanicals

 

Accessories - Unbelievably after thousands of kilometres of riding in New Zealand and France with an identical bicycle and lighting setup I had nothing but trouble with my lights on this ride. I think this was large the result of a chip-seal roads that had a lot of trucks peeling some of  chip-seal from the road making it a reasonably rough ride for a sealed road.  I had a few issues with the bumps bouncing the battery cables out of my Ayup lights and a few similar instances reset my Garmin 705 bike computer to zero (possibly related to my auxiliary Duracell power supply). I also lost my backup light overboard, never to be found again when descending Kuratau Hill in the middle of the night. The Busch & Mueller Ixon IQ was an excellent light powered by Nimh AA rechargeable batteries with both a good range and spread of light emitted. Unfortunately, the mounting system was not as good as the light unit itself .

 

Worn out tyre induced puncture - I suffered one puncture on this ride. This was caused by wear. I should really have put new tyres on before the event began, but I was hesitant to add to my array of half worn tyres. Early during lap seven I had to replace the tyre and inner tube after puncturing with the tyre worn through to the canvas around its entire circumference. I continue to be pleased with the performance and relative lack of punctures that I am experiencing when using 700x25C Continental Grand Prix 4 Season tyres. In over 10,000km ridden on these tyres, while I have worn through two rear tyres I have only suffered two punctures, this being the second.

 

Gear cable - On my final lap I assumed I had a severely frayed the rear derailleur cable. Following the post-mortem, it turned out to be gunk preventing cable moment within the cable casing. The original casing has since been replaced by some higher quality shimano cable outers. Thankfully with a support crew in-tow I was able to swap from my Trek Madone “Black Beauty” onto my Specialized Roubaix “Blue Angel” for the remaining 100km.

 

Night Riding

 

One of the lessons I learned when riding the Paris Brest Paris was how much less tiring a little moon was, than the pure darkness that zero moon and zero sun represent. I should have checked the moon phase before entering the event. During the rain of the first night, the moon rose before the sun. From that point on, the moon was rising at or after sunrise, thus providing no assistance for night riding during this event.

 

I have climbed Waihaha Hill many times, but when ascending at night it is far more ominous than it is during daylight. Without being able to see the top, climbing a hill without corners or changes in gradient the climb to the top of Waihaha Hill seemed like it was never going to end!

 

As I am more of a randonneur than a racer I am not accustomed to having a support crew. It may have been hard work for me into the wind but I noted that this type of event is even more tiring for the crew than it is for the rider. I was thankful to have a support crew provided by Mum and Dad (thank you). It was much more comfortable riding at night with a support crew behind me – much more room given by other traffic. Having a support crew was particularly useful during a couple of particularly cold moments in the middle of the night, jumping in the car with all the heaters on was very useful!

 

 

Sleep

 

I had my first sleep a lap sooner than anticipated. With accommodation in Turangi, my plan was 2 3/4 laps, but a combination of darkness in collaboration with rain and strengthening head winds left me tired and exhausted after only 1 & 3/4 laps to Turangi. I successfully set the alarm on with my phone  - in silent mode :) and got a healthy 4-5 hrs sleep before departing for Taupo to complete lap 2 . I was now well entrenched into last place. On Thursday and Friday nights I got through two laps a day plus a 2-3 hour sleep and then rode through Saturday night. All up, this would have to be considered a luxurious amount of sleep during an ultra-cycling ride. Typically in these events, those who approach it as a ride get a lot more sleep than those who approach it as a race.

 

 

The Finish

The finish was part personal glory, part anti-climax and a few hours later complete surprise. Before the event I had envisaged finishing in 75-80 hours which would have had be arriving shortly before or during the prize-giving festivities. After battling the wind, and sleeping far more than intended I did not finish until 6:45am on Sunday morning. I rode as hard as possible from Turangi trying to finish in under 90 hours, but with no tailwind and nearly 1280km in my legs, the first 20-30km went well but it was a slow crawl into Taupo in exhaustion. Whilst I received some encouraging toots from early departing traffic carrying Taupo riders and their bicycles south, it was no grand arrival. There was no-one there and the timing equipment had all been disconnected and packed up. I recorded my time in paper at the BP station and made my way to shower.

 

 

I hadn’t realised how well I had placed until my belated arrival at the Enduro Breakfast when talking to other Extreme Enduro riders. While 21 hours behind Ron, 90h45m in the wind was good enough for 2nd place this year.  Randonneuring is not well in New Zealand and I had hoped to introduce randonneuring and the Paris-Brest-Paris to the riders that we there from the 2 lap Enduro and 4 lap Maxi-Enduro events. At the time I was so exhausted that I could barely keep my head above my shoulders and as a consequence may not have expressed this as well as intended.

 

 

Reflections

• Lake Taupo may have a surface area of 616 square kilometres, but on bicycle it is merely a little pond.
• There is much, much more solo riding in the Extreme Enduro event than in the ‘Solo’ category.
• I continue to love riding my bicycles. Even in the adversity of riding in the wind, without the benefit of drafting for 1280km I still had a smile on my face the whole way.
• In trying conditions attributes of determination and stubbornness more than made up for my lack of speed or natural cycling talent.
• Ultra-cycling events are just as brutal in the form of exhaustion for the support crew as they are for the rider.
• Stopping for numerous pastries en-route is not as time consuming as riding into a headwind for four days . Yummmmmmm!!!

Do Gatorskin tyres have sidewalls made of cheese?

My current favoured tyre choice are Continental Grand Prix 4 Season (700x25c). Due to sourcing and pricing issues I usually buy these online from the UK. I’ve been saving my spare pair to start the Paris Brest Paris brand new so bought a set of Continental Gatorskins, also of the 700x25c sizing. The Gatorskin’s are sold on the puncture proof qualities making them ideal for commuting and winter riding.

This is the second set of Gatorskin tyres I have had very short life from. Previously I convinced myself my experience was an aberration. Now however, I am convinced that the Gatorskin tyres have sidewalls made of cheese. In both cases, I have not had a puncture through the main treadline, but riding at night in winter after rain I have found a unique ability to slice directly the sidewall as I skim past on-road debris whether it be rock or debris.

So in the space of a week I have replaced my rear tyre twice. Firstly, a loyal and faithful GP4, after over 4000 punctureless kilometres on New Zealand’s chip sealed roads this tyre had been worn through to the canvas, and less than a 100km later a sidewall failure on the replacement Gatorskin from the same company.

This led me to question why the Gatorskins have a good reputation. It would seem the results of a search for “gatorskin puncture resistance” returns a different set of results to “gatorskin sidewall failure” – the later showing that these tyres are indeed, made of a stinky, soft substance known as cheese.

Footnote: Please be aware that the manufacturer states on their website that this tyre is made of Duraskin-anti-cut fabric, and not cheese as I allege. The manufacturer should know more about their product than I.

A durable carbon black mixture, a well regarded puncture protection system and DuraSkin-anti-cut fabric turn the GatorSkin, formely known as Ultra GatorSkin, into a real long distance runner.

Let’s make it a double – My first Double Century on The LA Wheelmen’s Grand Tour

Seeking a new challenge, instead of flying straight home after visiting my beautiful Yvette, I spent a short time in California and entered the LA Wheelmen’s Grand Tour: Highland Double Century. This provided an opportunity to enjoy the Californian sun during the New Zealand winter and to ride almost twice as far as I have previously ridden in a single day.

Ride Data:
Distance:	315.92km	15,002 Calories
Time:	13:01:11 (moving) 14:33:31 (elapsed Garmin) 14:40:10 (Official)	24.3 km/h (moving) 21.7 km/h (elapsed) 67.8 km/h MAX
Elevation:	Ascent: 2,589m	Descent: 2,588m
Cadence:	Avg: 78 rpm	Max: 166 rpm
Ride Data:	Garmin Connect / MapMyRide / RideWithGPS
Location:	Malibu, California, USA	26 June 2010

While  many questioned my sanity for my desire to ride 200 miles in a single day, I was determined to take up the challenge. After all, I may as well see the place while I am there.

The Grand Tour is the original double century ride in the United States and began in 1959 when Marge Gall suggested it might be possible to ride 200 miles in one day. You can find more about the origins of the Grand Tour here: http://www.lawheelmen.org/gtorigins.htm.

Today, the Grand Tour consists of options for a 200K (Double Metric Century) ; the Highland Double Century; the Lowland Double Century (a little less hilly) and extensions to make a Triple Century and a Quadruple Century. All courses to be completed within 24 hours.

I entered in the Highland Double Century route that would take from Malibu, up the Pacific Coast Highway to Port Huneme and inland through Westlake; Thousand Oaks and Ojai before climbing up past Lake Casistas and back down to Carpentira, and the Pacific Coast Highway to return to Malibu.



Staying only a few miles away in Santa Monica, I had resolved that regardless of the 200 miles in front of me, the most convenient means of transport to the start would be RIDE. The Grand Tour does not have a mass start, but my intention was to start at 4:30am - opening of the starting time window. This was to ensure I had travelled over the inland portions of the course before the heat of the day set in. The coastal sections being about 10 degrees C cooler.

Riding to the start was all fine until the dreaded pssssssst sound screamed out of my front tyre. Riding in the dark I had ridden over something that left a huge gash in the side of the tyre wall. Ironically, I had just been thinking about whether to cable tie the spare tyre in my backpack onto my bike before I started the ride. No need to worry about that now. Time to put it to use already! After a small delay I was moving again and eventually left the start at Webster Elementary School at 4:57am amongst a stream of well lit bicycles.

After the prior frustrations en-route to the start I was well warmed up and feeling strong at the start and regardless of darkness and nerves about not pushing too hard I was easily averaging about 19mph/30km/h when I rode over a rock in the middle of the lane and for the second time of the day I heard that awful sound of pssssssst. I was just about ready to sulk. A mere 22 miles, or ~10% of the way and I’m stopping for a puncture already. Fortunately, I could not find any damage to the tyre wall this time. Some volunteers on their way to Ojay (lunch/rest-stop) pulled up behind to lend me hand with a floor pump – THANKYOU! Surely this was the closest to a team car that I will ever experience. Just 5m14s to check the tyre for damage or embedded debris and change the tube was pretty snappy.

As the sun rose through thick fog my 900 lumen headlamp was no longer necessary, the coastal scenery came into sight at the first check-in/rest-stop at Port Hueneme (~mile 34). After registering my ride number at the check-in I was on my way again amongst a group of about 20 riders. I was looking forward to some pacelines and competitive encouragement up the pending hill of Potrero Rd. Unfortunately, this didn’t quite work out when I turned right with one other ride for the hill whilst the rest carried straight on for the Lowland Double Century route.

In hindsight I had probably over anticipated Potrero Rd, sure the last half-mile is one steep gradient, and no I don’t want to climb it every day. Yes, I did need my 34t chain-ring and 25t cassette granny-gear but, I have climbed far mightier beasts before. While I felt the hill in my legs, conscious of the remaining 150 miles I was probably far more conservative than required. The Highland Double may be hillier than the Lowland Double, but relative to distance is probably still flatter than most rides of this distance.
 


A little past the summit of Potrero Rd, I stopped in at a rest stop to top up my drink bottles. Spending less time at the rest stop than others I departed among a small group if experienced double century riders (most of them were wearing California Triple Crown jerseys) as we rode around Westlake and through to Thousand Oaks. Unfortunately I lost contact with this group amongst the many traffic lights through Thousand Oaks and spent much time in solitude. Not being used to so many traffic lights on an organised ride I consider it possible that I may have slowed down in frustration. Like the Californian location, travelling through more than two sets of traffic lights was completely new territory for me. I eventually ambled into the Moorpark rest-stop at mile 77 some 5h17m after departing Malibu.

After a little climbing on the way out of Moorpark a long descent offer some rest whilst winding down the Grimes Canyon. Once travelling through Santa Paula there was an eight mile gradual ascent somewhere near mile 100. This may not have been steep but it certainly was persistent. This is certainly an section I would like to travel to faster if I do this ride again. Having ridden this section, it is surprising how much it shows up on the elevation profile. Thankfully after there was a downhill before making it to the lunch stop at Ojay.

The lunch stop at Ojay was serving a mighty feast. Something I have never seen before. Recreational rides are structured quite differently in New Zealand. Not too keen on having a lot of solid food in my stomach I stuck to some watermelon and some fruit juice to make some variation from my diet of Hammer Nutrition gels (Although the new Montana Huckleberry is the best flavoured gel ever!) and sipping on a drink of Perpeteum as my primary food source.

The riding was initially flat and level when leaving the Ojay lunch stop. The climb up Casita’s Pass offered great views of Lake Casita and I have to say, while it barely registers on the elevation profile, I sure felt it having already ridden some 127 miles. The rapid descent back down to sea-level sure was appreciated. Once at the coast we reached the Carpintera rest area, where I well, rested for a bit and ate a few noodles.

The last 60 miles / 100K was mostly flat (thankfully) with a few rollers thrown in at the end. Now back on the Pacific Coast Highway with flat travel and less intersections I was able to pick up the pace for the last two sections. With some pacelines - mostly from a group riding together from Arizona, not riding in solitude sure helped me lift my tempo. It was a bit odd when after a 140 miles three groups merged together form the largest peloton of the day. Unfortunately one slightly dodgy moment as we moved into a left-hand lane to turn left and had a car accelerate rapidly into the gap we were moving into. Thankfully no contact and we were all well as we headed for our final check-in/rest-stop, and our second visit of the day to the Port Huneme rest-stop.

Leaving Port Huneme I tried to hold on the back of a tandem for a while but lost contact going past the naval base and rode the rest of the way in solitude, although I did pass some fellow cyclists on my way to the finish, and others did likewise to me on the way up the rollers approaching the finish. The left turn of the Pacific Coast Highway was difficult manoeuvre to get over two lanes of fast moving traffic into the left turning lane for the lights that didn’t seem to have a great deal of knowledge about the colour green.  It seemed like a long wait, and after analysing my Garmin data it was – five minutes! Once finally over the intersection it was back to Webster Elementary, my first double century complete, and lining up to sign in and get my official time.

Thanks to the LA Wheelmen for organising the event and all those who volunteered that were helping out with the timing, rest-stops and SAG support.

Double Century accomplished. Now, when can I ride another? Or do I make it a TRIPLE? :D
Genuinely epic rides like the PBP do not seem so impossible any more. Who knows what’s next my little worn out legs?

Rough Time Analysis
Time "on the pedals":	13:01:11
Time spent at rest stops & puncture repair:	1:05:31
Time at traffic controls:	0:26:52
Time between Sign-in/start ride & Stop/sign-out:	0:07:07
Total Elasped Time:	14:40:41

Chasing the Lanterne Rogue – The Ruapehu Cycle Classic 2010

After a gorgeous night sky sleeping under the stars near Ohakune I was amped up for the Ruapehu Classic. It was a cracker of day. My only concern was the potential for a long “time-trial” with limited opportunities for drafting with a smallish field. In the end it was an unusual and eventful day for me out on the course.

Not far out of the start in Ohakune, I found myself in a small group of 6-8 riders. Regardless of jittery beginnings with different approaches to operating as a bunch we were soon all taking our leads and then peeling off for a rest at the back of the group. My legs felt good and we were travelling well along the Desert Road with views of Mt Ruapehu dominating the landscape.

BANG!!! It sure did sound like a firearm, but no, it was not from the live firing military site beside us. That was my back tyre. So loud and echoey, my initial reaction was not ohno, I have a puncture but do I still have a tyre to continue on? SIGH!

Ride Data:
Distance:	143km*	6,214 Calories*
Elevation:	Ascent: 1715m*	Descent: 1714m*
Ride Data:	Garmin Connect Player
Location:	Ohuakune, NZ	6 February 2010
* Some missing data due to short ride with SAG etc.

Surveying the damage, the bead that holds the tyre to the rim was, well, holding onto the rim. However, the bursting explosion, (or in this volcanic area should I say eruption?) of my inner tube had pushed the a large section of tyre away from the bead. Hence, the bead was holding onto the rim, but the tyre was not holding onto the bead :(.

Conventional wisdom suggests that a tube failure of this nature occurs when the inner-tube is not correctly located within the tyre walls, and the explosion occurs from part of the tube being exploded outside the tyre wall or from pressure from the tyre bead. With some 1000km since my previous puncture, including events over the previous three weekends of 150km, 110km and 152km without incident it is hard to understand how this could have been.

[[I would have an impressive photo of the tyre to go here if I had remembered to collect it from SAG after the event]]

With no sign of the SAG Wagon or any mechanical support I pursued the futile endeavour of replacing the inner-tube and attempting to mount the tyre. Nope. I just proved it was broken like I already knew! About 40 minutes later the St John Ambulance came by. The had lots of bandages but no tyres and told me that the SAG Wagon was still a further 20 minutes behind. The SAG Wagon arrived 58 minutes after my tyre went BANG!. Unfortunately no spare tyres were on offer so I reluctantly loaded my bicycle into the van after a mere of 31km of riding. It seemed all over for me today.

Travelling in the SAG Wagon (well van actually) we followed and accounted for the last few riders in the event as we travelled up and down this section of the Desert Road a few times before following them into the first relay changeover point at Tukino. While I was shaking my head, musing about only riding 31km and quite possibly sulking in disappointment, I was offered the use of one of the relay riders bikes. The sizing didn’t look too good for me and I negotiated to borrow a tyre. Thankyou #359! The only condition was that I put it back on her bike afterwards :). After swapping the tyres over and getting my things back together I was soon back on the course, but being substantially behind last place I was now the new lanterne rouge. It would be a handicap race now and a matter of how many places I good make up.

Excited to back on the road after a two hour delay I was travelling well along the Desert Road as the dominant views moved from Mt Ruapehu to Mt Ngauruhoe considering the unavailability of any other riders to draft. Following the twists and turns through the Three Sisters I had to wait about five minutes for the oncoming traffic before I was able to make my way through the road works. Waiting with a rider here, once we were through I lost the title of lanterne rouge.

Soon through to Rangipo, it was time for what I believe is the worst climb of this route up past Ketetahi. It is not steep, but it does keep coming and the road surface is not particularly smooth with very large stones used in the chipseal here. I must have been doing okay as I picked up another 3 or  4 places on the way over this hill.

By the time I was on the set of hills that make the climb past Mangatapopo, I was certainly slowing. I think this was some combination of some over enthusiasm as I rejoined the event, not seeing any riders ahead of me to aim for and well, far enough ahead of the SAG Wagon now to not get caught slacking :>. In fact it wasn’t until about 9km to go that I picked up a further two places. I finished with another ride in sight sight that I was unable to reel in, even with a big sprint at the line. The event timing had my finishing time as 7h38m40s, which didn’t seem too bad with a two hour delay and a lot of riding by myself.

I had a lot of fun today. Certainly the day did not unfold how I expected, and paying for new parts is never fun. Beautiful weather and a scenic course. Back again next year for hopefully a less eventful ride.

The Ruapehu Classic takes place over a beautifully scenic course. I think that riding across the Desert Road, where many drivers often appear to think that speed limits do not apply puts many cyclists off entering this event. With a 7am start, and blowouts excepted leaving the Desert Road by 10am doesn’t make this as much of a problem as is perceived due the distance from here to the major cities.

A big thanks to the people in the SAG for rescuing me, sorry forgotten your names now, and to #359 for loaning me the tyre that enabled me to make it through to the finish. Hope you are enjoying the sunglasses that you won today.

Tour de Roadworks

Tour de Ranges Roadworks 2010

It was not the best start to the weekend when I was trapped at Wellington Airport for an extra 90-minutes due to rain and fog in Wellington. Waking up in Auckland on Saturday morning it was not any better with rain and mist covering the entire region witnessed during the drive from the North Shore down to Clevedon at the other end of the City.

 

The start of the ride was a little unusual with ‘GO’ being spoken without a proceeding countdown causing some confusion among the cyclists at the front of the start line. Once off the line there was the usual helter-skelter start as riders tried to get the preferred bunches at the front of the field. The hills through the first ten kilometres ably performed the duty of sorting the riders into groups nearer their own fitness and ability.

Ride Data:
Distance:	108km	5,358 Calories
Time:	3:58:55	27.1 km/h
Elevation:	Ascent: 1158m	Descent: 1168m
Ride Data:	Garmin Connect Player
Location:	Auckland, NZ	23 January 2010

 

The route of the Tour de Ranges Roadworks has the potential to be a brilliant mix of scenery, undulating hills and very low motor-traffic volumes. Unfortunately the road conditions for 2010 were a let down due to roadworks and to a lesser extent the weather. Personally, I would not train on roads in this state. The gravel on the roads equates to shredding expensive tyres and potentially dangerous blowouts. Having ridden in other events that have altered their courses in the past, the further into the ride witnessing all the puncture repairs I was a tad surprised that the course had not been changed or relocated to elsewhere in the Auckland region today. It was certainly enough to give those at the elite end of the spectrum rather potty mouths! Fortunately I did not have lightweight race tyres on today and managed to complete the course puncture free. It felt like I was in the minority not puncturing today!

 

While I witnessed many punctures in the first 10-15km, with a smidgen of loose gravel sprinkled over the sealed roads the real trouble was further up the road. To call it roadworks may be kind, as that would presume that there would have to be some road. There were two or three large sections of roadworks in which the road became a loosely formed track with its surface consisting of rocks rather than bitumen or even gravel. Along these sections the distance to puncture ratio continued to decline rapidly with countless riders on road edge swapping inner-tubes and re-inflating their tyres.

 

Somewhere near Hunua my right eye became irritated. I presumed I had water and spray in it from a wheel in front of me. Unable to clear it, and regretting leaving my cycling glasses on my dining table in Wellington I was riding as a one-eyed alien the rest of the way to the finish. A combination of being half blind, rain and mist meant I completely missed the promised views of the Hunua Ranges from with the Tour de Ranges Roadworks gets its name.

 

A gradual incline from Mangatawhiri led to a sweet descent down to Kaiaua bringing us to the coast and even some sunshine! Wow! Without the rain and mist it was nice fast ride along the Seabird Coast before the route became more undulating with a couple of short climbs before the King of the Mountains climb up Snake Hill. The KOM, U23 and line honours went to Tom Findlay an hour-and-a-quarter in front of me – best I stick to my day job!!

 

Once over Snake Hill, it was back into the rain and mist with the last 20km was gentle and undulating offering the chance for me to regain my breath before I made a sprint at the line to ensure I finished in under four hours – 3:58:55 phew!!

 

St John Ambulance kindly rinsed my little eyeball at the finish but in the end it was a visit to the doctor and with aid of his magic gue and a couple of days it sorted itself out. Must not ever leave my glasses behind again!!!

 

Looking forward to returning with the roadworks completed and the hope of more sunshine. Any meaningful statistics on punctures today would make enlightening reading. There must have been 100 or so? More?? Not what one normally thinks of when speaking of cycling a century!

A spluttering and deflated Lake Taupo Cycle Challenge 2009

I knew I was going to be struggling to pull out an always sought after PB around the Lake this year. Not only were my times in the lead-in events far below my PB’s from prior years (which always disappoints me), but I had picked up this awful cough and cold that everyone seems to have the moment. Well, perhaps not quite everyone, but it is certainly prevalent with every bus or train I catch at the moment.

Ride Data:
Distance:	156km	7,543 Calories
Time:	6:06:06	25.6 km/h
Elevation:	Ascent: 1704m	Descent: 1718m
Ride Data:	Garmin Connect Player
Location:	Taupo, NZ	28 November 2009

Craig's Taupo Results
2006	5:34:38
2007	4:58:36
2008	5:34:54
2009	6:06:06

 

As I coughed and spluttered my way up the hills that make up the first half of the race. Some time taken pondering if I would make the finish. I persevered on and was fortunate to have two other riders around me that seemed to be ending up in the same place regardless of incline or road surface. This always gave the ability to surge back onto the bunch as we fell a short way off the back approaching the crest of each hill.

 

With a steady south-westerly breeze blowing at 30-40km/h there wasn’t exactly no wind, but among those in the bunches it seemed those whom had ridden in the Tour of the Wairarapa two weeks ago had failed to notice it :>. Complaining of the breeze could be heard from numerous cyclists whose hometowns were not listed as Wellington on their race numbers :).

 

Having never before had a puncture during a cycle event I was mortified and deflated after only 68km - on the top of the Waihaha hills. Not only do I not get punctures during events, but this was an evil and slightly unusual front-wheel puncture! (Rear-wheel punctures being the norm due to higher weight loads on the wheel)

 

From analysing the data from my Garmin Edge 705 I was able to ascertain that it took 8:40 to:

• Curse at the fact I had a puncture
• Remind myself that I do not get punctures
• Pull out my tools
• Curse the fact that I had a puncture
• Check for sharp objects in the tyre lining
• Swap the tube
• Cuss to myself some more about the fact I had a puncture
• Re-inflate the tyre.

While the Garmin does indeed collect much data, like all technology it has its limitations and cannot distinguish between the productive time spent actually changing the tyre and the unproductive time spent cursing the fact that I had an evil puncture.

 

Once moving again my motivation was totally lacking and with some rain around Kuratau I really could not be bothered and rode gently and continued moaning to self about getting the puncture. All up, including all the cursing and reduced motivation a puncture is probably an extra 20-30 minutes of time on the road during an event like this.

 

With 50km to go I picked up a sizable bunch to travel along SH1 at good speed, giving me a few glimmers of hope that I could at least make it in under 6 hours. Unfortunately, the rumours of a specially built cyclist-only tunnel under Hatepe Hill were proven false. T

With evil cough and an evil puncture I finished in my “personal worst” time of six hours and six minutes and six seconds. Ugh! 6-6-6!

Rain, winter, rocks and armadillo tyres

• What tyres to use for training and commuting?
• Change to a different tyre for special events/charity rides?
• Life expectancy of cycle  tyres?
• Which tyres for which conditions?

With road cycling tyres costing anywhere from $40 to $150, these are questions worth asking. I'm still figuring them out for myself..

Of course, a simpler situation would be to never ride over rocks, glass, nails and any other debris on the roads. Can't always be avoided it seems :(.

To quote Wikipedia:

Thin-walled tires, especially those used in road racing bicycles are particularly susceptible to puncture by road debris, such as thorns, and small pieces of glass that would not affect tires with more substantial tread. The equipment needed to repair or replace a bicycle innertube is comparatively minimal, and frequently carried by cyclists.

Yep, no doubt the king of the annoyances of a road cyclists existence!

For a long time I have been riding on Specialized All Condition Armadillo Elite tyres. I have logged about 3,500km on my most recent pair. The front is still good (some rotation may have been an idea?), but the back tyre was getting toward the worn through state. This is unusual for me, I usually get a gash or slit in a tyre well before this point. This being the reason I have been using the armadillo tyres of commuting, training and if raining during one off events or charity rides.There is absolutely no doubt that the armadillo lining prevents punctures from sharp objects piecing or cutting through the tyres. Almost as if to prove a point, I accidentally rode over a rock  and shredded what was left of the rubber on the tyre. Surprisingly, the inner tube remain inflated and the tyre lining in tact. I was fully expecting a "snake bite" and was surprised to maintain inflation. Upon dismounting I discovered the carnage on what was my somewhat worn, but now unusable rear tyre. I am very satisfied, and cannot question the durability and robustness of the armadillo tyres.  Are these the most "bomb-proof" tyres on the market?

On New Zealand roads rain or shine, light or dark, 3,500km is a long durable life for a rear tyre. With other tyres I have used I invariably  end up with a sliced tyre or a whole through the sidewall.

While the armadillo tyres being harder to penetrate or slice, they do not prevent other causes of punctures. I have had a few "snake bites" when I have inadvertently ridden over rocks and debris on the edge of the road. Particularly at night when visibility is reduced. Conventional wisdom is that under-inflation is the usual cause of "snake bites", but at 90-110 psi I don't think this should have been the case. Regardless, I seem to average one every few hundred kilometres, and generally while commuting when traffic lines leave me at the roads edge along with rocks and other debris. On the bright side, I never had a puncture during an event with the armadillo tyres, although I had one at the start line of the Lake Taupo Cycle Challenge in 2007.

Specialized Armadillo Tyres (Youtube video)

During dry weather for events or charity rides, I have found a preference to ride on Continental Grandprix 4000 S "Black chilli" tyres. These are an absolute pleasure to ride on. Like every tyre they claim to have good rolling resistance, and I can say I have more speed in these tyres when free-wheeling down the same hills - quite possibly something in the claim? But the smooth ride comes at quite a cost if you slice the tyres while commuting.

I was a little short of cash, so for the half the cost I have fitted some Maxxis re-fuse tyres. Like the armadillo's, these tyres have a kevlar belt to increase puncture resistance, but not around the tyre wall, and also not with the enhanced kevlar processes that Specialized explain in the video above, and presumably patented all to themselves. I'm interested to see the both comparative durability, and the "feel of the ride" for these tyres in a training and commuting setting . In theory, without the kevlar in the tyre walls, thus less stiffness there should be a slightly smoother ride. You just don't know until you try.  Hopefully I can find something between the durability of the armadillo's and the smooth ride of the black chillis? The Continental Ultra Gatorskin seems like a good option to consider in the future as well.

The armadillo tyres are certianly not come cheap, but if you are looking for something that is durable and unlikely to cut open then they are probably just what you might be looking for.  The standard addage probably applies once again:

Buy cheap, buy twice

Below is a table summarising my own choices from my own bad puncture luck on which tyres use I would consider using in different conditions. Not really expecting to find anything that will support all conditions perfectly, but you can only be optimistic :). Obviously, not far from comprehensive as I am still very new to road cycling. I'll keep it updated over time. The Maxxis Re-fuse are currently half the financial outlay as the other three tyres listed so far..

Tyre	Commuting	Training	Events/Charity Rides
Specialized Armadillo Elite	Excellent	Excellent	Ok, may be a little slow?
Continental Grandprix 4000 S	Not recommended	If dry and clean	Excellent
Maxxis Re-fuse	Evaluating	Evaluating	Evaluating
Continental Ultra Gatorskin	Sidewalls prone to slicing	Sidewalls prone to slicing	As sidewalls are penetrable, may as well ride a better performing tyre
I have used various other tyres which have, well FAILED to meet my requirements for NZ conditions, resulting in a short useful product life and rapid tyre destruction. I can barely remember the exact make and model as they got so little use. Particularly brutal have been lightweight racing tyres without kevlar or other protection. These are typically sold on new bicycles, even when they are ridden in New Zealand conditions. Updated: 16/7/2011 - Gatorskins are made of cheese. See http://craig.mcgregor.gen.nz/2011/07/do-gatorskin-tyres-have-sidewalls-made.html