A cohort study examining individual factors influencing cycling as a transportation mode in São Paulo, Brazil.

The aim of this study is to explore the relationship between individual-level factors and cycling for transportation in a cohort of participants living in São Paulo city, Brazil. The same participants (n = 1,431 adults) were interviewed in 2014/2015 (Wave 1) and 2020/2021 (Wave 2) as part of the 'São Paulo Health Survey-ISA: Physical Activity and Environment'. For the longitudinal transport cycling binary outcome, participants who reported cycling at both time-points and those who were cycling at Wave 2 only were coded as a positive longitudinal pattern for cycling. Those who were not cycling at either Waves, and those who were cycling at Wave 1 only, were grouped into a negative pattern for cycling. The relationship between the longitudinal patterns for transport cycling and sociodemographics, health characteristics, and behaviors at Wave 1 were tested using bivariate analysis, and the significant individual-level factors were then examined in a multivariable binary logistic regression model. The odds of being classified in the positive cycling pattern were lower for women [OR = 0.09; 95 % CI = 0.04---0.19], and higher for persons aged 30 - 39 [OR = 3.25; 95 % CI = 1.38---7.66], those who owned a bicycle [OR = 2.00; 95 % CI = 1.13---3.54], and those who engaged in ≥ 120 min/week of transport walking [OR = 2.07; 95 % CI = 1.24---3.47] or leisure-time physical activity [OR = 1.77; 95 % CI = 1.02---3.06]. Cycling interventions and promotion should target women, the mid-aged and involve facilitating bicycle access. Advocacy for physical activity interventions is needed to influence transport cycling.

Como melhorar a mobilidade ativa em São Paulo, Brasil? Inquérito com lideranças de organizações não governamentais e com gestores públicos e privados / How to improve active mobility in São Paulo, Brazil? Survey with leaders of nongovernmental organizations and public and private sector managers / ¿Cómo mejorar la movilidad activa en São Paulo, Brasil? Encuesta con líderes de organizaciones no gubernamentales y gestores públicos y privados

Resumo: Este estudo teve como objetivo descrever um inquérito quantitativo realizado com lideranças para investigar ações efetivas, viáveis e que podem ser testadas em modelos computacionais para informar políticas de promoção da mobilidade ativa, tendo como base a cidade de São Paulo, Brasil. Em 2022, foi realizado um inquérito online no contexto da pesquisa de Atividade Física e Ambiente do Inquérito de Saúde de São Paulo, acompanhada por representantes de organizações não governamentais, gestores públicos e de entidades privadas. Foi elaborado questionário com três perguntas com 13 alternativas de respostas sobre ações para promoção da caminhada ou uso de bicicleta. As lideranças deveriam selecionar até três alternativas a partir de seu potencial em termos de (1) efetividade; (2) viabilidade ou facilidade de implementação; e (3) desejo de realizar testes em modelos computacionais para informar políticas. O inquérito foi respondido por 18 lideranças de 16 instituições, sendo 13 (72%) mulheres e 12 (67%) representantes do terceiro setor, cuja média de idade era 48 anos, todos com nível superior de escolaridade. A redução da velocidade dos veículos motorizados foi a opção mais citada nas três questões. Outras ações citadas referem-se ao controle de circulação de veículos em regiões centrais, à segurança de pedestres, à diminuição das distâncias entre residências e locais de emprego, às campanhas educativas e à ampliação e melhoria de estruturas como ciclovias e calçadas. Os resultados são relevantes para apoiar a tomada de decisões baseadas em evidências na gestão pública e oferecer subsídios para a elaboração de modelos computacionais com vistas à promoção da mobilidade ativa.

Abstract: This study aimed to describe a quantitative survey conducted with leaders to investigate effective and feasible actions that can be evaluated in computational models to inform policies to promote active mobility based in the city of São Paulo, Brazil. In 2022, an online survey was conducted during the Health Survey in São Paulo (Physical Activity and Environment study), which is monitored by representatives of nongovernmental organizations and public and private sector managers. A questionnaire was elaborated with three questions with 13 alternative answers about actions to promote walking and/or cycling. Leaders should select up to three alternatives based on their potential regarding: (1) effectiveness; (2) feasibility or ease of implementation; and (3) desire to verify tests in computational models to inform policies. The survey was answered by 18 leaders from 16 institutions, comprising 13 (72%) women and 12 (67%) representatives of the third sector, whose average age was 48 years and all had complete higher education. Reducing the speed of motor vehicles was the most cited option in all three questions. Other actions mentioned refer to controlling the traffic of vehicles in central areas, improving pedestrian safety, reducing the distances between homes and places of employment, conducting educational campaigns, and expanding and enhancing structures such as bicycle lanes and sidewalks. The results are relevant to support evidence-based decision-making in public management and to provide subsidies for the development of computational models with a view to promoting active mobility.

Resumen: Este estudio tuvo como objetivo presentar una encuesta cuantitativa realizada con líderes para investigar las acciones efectivas, viables y que puedan probarse en modelos informáticos para orientar las políticas que promuevan la movilidad activa en la ciudad de São Paulo, Brasil. En 2022 se realizó una encuesta en línea en el contexto de la Encuesta de Salud de São Paulo (Actividad Física y Medio Ambiente), que es monitoreada por representantes de organizaciones no gubernamentales, gestores públicos y entidades privadas. Se elaboró un cuestionario de tres preguntas con 13 respuestas alternativas sobre acciones para promover la caminata o el uso de la bicicleta. Los líderes podían seleccionar hasta tres alternativas en función de su potencial en términos de (1) efectividad; (2) viabilidad o facilidad de implementación; y (3) deseo de verificar las pruebas en modelos informáticos para orientar las políticas. La encuesta fue respondida por 18 líderes de 16 instituciones; de los cuales 13 (72%) eran mujeres y 12 (67%) representaban el tercer sector; la edad promedio de ellos fue de 48 años y todos contaban con educación superior. Reducir la velocidad de los vehículos de motor fue la opción más citada en las tres preguntas. Otras acciones mencionadas se refieren al control de la circulación de vehículos en las regiones centrales, la seguridad de los peatones, la reducción de las distancias entre los hogares y los lugares de trabajo, las campañas educativas y la expansión y mejora de estructuras como carriles bici y aceras. Los resultados son relevantes para apoyar la toma de decisiones basada en la evidencia en la gestión pública y ofrecer subsidios para la elaboración de modelos computacionales destinados a promover la movilidad activa.

Evaluation of dental trauma associated with cycling accidents in a city in the south of Brazil: an observational study / Avaliação de traumatismos dentários associados a acidentes com bicicletas em uma cidade do sul do Brasil: um estudo observacional

Aim: to evaluate the cyclists' profile and the frequency of dental trauma associated with cycling in a southern city in Brazil. Materials and Methods: a questionnaire was applied to 234 cyclists with at least 18 years old. The variables of interests were: sociodemographic data, data related to the profile of users, and data on the occurrence of all traumas and dental traumas. Descriptive and inferential statistical analyses were carried out (α=5%). Results: The mean age of participants was 31.38 ± 11.6 years, ranging from 14 to 67 years. The majority of the participants were male (62.8%), had attended higher education (45.7%), and had incomes equivalent to 1 to 3 times the minimum wage (39.3%). The main reason given for riding a bicycle was leisure (35.9%). Users of their own bicycles had fewer items of mandatory safety equipment fitted to their bicycles than users of rented bicycles (Student's t test, P<0.0001). However, study participants riding their own bicycles wore personal protective equipment more frequently than renters (Student's t test, P<0.0001). Moreover, 33.7% of the respondents reported having suffered an accident, and 25% had traumatized some part of the body. Among those who reported traumas, 20% (4/20) had suffered traumas to hard dental tissues and supporting structures. Discussion: Dental trauma was not frequent in a population predominantly from an urban area that uses bicycles, especially for leisure, despite the prevalence of accidents involving bicycle use. Conclusion: Health education campaigns should emphasize the importance of personal protective equipment for cyclists and of safety items fitted to bicycles, whether cyclists' own or rented.

Objetivo: avaliar o perfil dos ciclistas e a frequência de traumatismo dentário associado ao ciclismo em uma cidade do sul do Brasil. Materiais e Métodos: aplicou-se um questionário a 234 ciclistas com idade mínima de 18 anos. As variáveis ​​de interesse foram: dados sociodemográficos, dados relacionados ao perfil dos usuários e dados sobre a ocorrência de todos os traumatismos e traumas dentários. Foram realizadas análises estatísticas descritivas e inferenciais (α=5%). Resultados: A idade média dos participantes era de 31,38 ±11,6 anos, variando de 14 a 67 anos. A maioria dos participantes era do sexo masculino (62,8%), tinha curso superior (45,7%) e renda equivalente a 1 a 3 salários mínimos (39,3%). O principal motivo para andar de bicicleta foi lazer (35,9%). Usuários de suas próprias bicicletas tinham menos itens de equipamentos de segurança obrigatórios instalados do que os usuários de bicicletas alugadas (teste t de Student, P<0,0001). Porém, participantes do estudo que andavam em sua própria bicicleta usavam equipamentos de proteção individual mais frequentemente do que os locatários (teste t de Student, P<0,0001). Ainda, 33,7% dos entrevistados relataram ter sofrido algum acidente e 25% traumatizado alguma parte do corpo. Entre os que relataram traumatismos, 20% (4/20) sofreram traumas em tecidos duros dentais e estruturas de suporte. Discussão: O traumatismo dentário não foi frequente em uma população predominantemente de área urbana que utiliza bicicletas, principalmente para lazer, apesar da prevalência de acidentes envolvendo o uso de bicicletas. Conclusão: As campanhas de educação em saúde devem enfatizar a importância dos equipamentos de proteção individual dos ciclistas e dos itens de segurança instalados nas bicicletas, sejam elas próprias ou alugadas.

Association of Cycling Kinematics With Anterior Knee Pain in Mountain Bike Cyclists.

CONTEXT: Comfort and pain in cyclists are often discussed as a result of the posture on the bike, and bike fit, including motion analysis, is advocated as a strategy to minimize these conditions. The relationship between cycling kinematics, comfort, and pain is still debatable. OBJECTIVES: To investigate the association of ankle, knee, and trunk kinematics with the occurrence of anterior knee pain (AKP) in mountain bike cyclists. DESIGN: Cross-sectional study. METHODS: Fifty cross-country mountain bike cyclists (26 with AKP and 24 without AKP) had their pedaling kinematics assessed. Linear and angular data from trunk, hip, knee, ankle, and foot from cyclists with and without AKP were recorded using Retül motion analysis system. RESULTS: The binary logistic regression model showed that kinematic variables such as peak ankle plantar flexion, peak knee flexion, and forward trunk lean were significant predictors of AKP. Both larger peak plantar flexion and knee flexion decreased the probability of reporting AKP. On the other hand, larger forward trunk lean increased the probability of reporting AKP. CONCLUSIONS: Ankle, knee, and trunk sagittal kinematics may predict AKP in cross-country mountain bike cyclists, whereas hip, knee, and ankle alignment in the frontal plane showed no association with occurrence of AKP. In other words, cyclists with larger ankle plantar flexion and knee flexion are less likely to have AKP, whereas those with increased trunk forward lean are more likely to have AKP.

Low back pain and joint position changes in cyclists: a cross-sectional study / Dolor lumbar y cambios en la posición de las articulaciones en ciclistas: un estudio transversal / Dor lombar e alterações do posicionamento articular em ciclistas: um estudo transversal

ABSTRACT Introduction: Low back pain is one of the most common complaints among cyclists. The disharmony of the cyclist-bike combination may be a predisposing factor. Bike Fit is a technique that aims to adjust the bike to the individual characteristics of the cyclist. Objectives: To investigate the relationship between the cyclist's position on the bicycle and the occurrence of complaints of low back pain. Methods: Data obtained during Bike Fit from 62 amateur cyclists were used in the study. Cyclists were filmed during the act of pedaling on a stationary roller and image analysis was performed using Kinovea® software. Data related to complaints of low back pain and positioning on the bicycle were used in the Chi-Square test and binary logistic regression. Results: The mean age was 38.06 ± 8.82 years, 87.7% of the sample was composed of men and low back pain was found in 40.3% (25/62) of the participants. Univariate analysis showed a positive correlation between low back pain and the following variables: ankle dorsiflexion angle (X2=6.947, p=0.014) and upper limb reach (X2=5.247; p=0.032). Binary logistic regression showed a positive association between reaching with the upper limbs and low back pain (r=2.728; p=0.002) and a negative association between knee advancement and low back pain (r= -2.281; p=0.007). Conclusion: Cyclists with low back pain present changes in their position on the bicycle, which reinforces the importance of evaluating the cyclist/bike combination. However, it is not possible to state whether the positional changes observed in the study sample are causes or consequences of low back pain. Level of evidence: Level III; Cross-sectional observational study.

RESUMEN Introducción: El dolor lumbar es una de las quejas más frecuentes en los practicantes de ciclismo. Puede tener como factor predisponente la falta de armonía del conjunto ciclista-bicicleta. Bike Fit es una técnica que tiene como objetivo ajustar la bicicleta a las características individuales del ciclista. Objetivos: Investigar la relación entre la posición del ciclista en la bicicleta y la aparición de quejas de lumbalgia. Métodos: En el estudio se utilizaron datos obtenidos durante el Bike Fit de 62 ciclistas aficionados. Los ciclistas fueron filmados durante el acto de pedalear sobre un rodillo estacionario y el análisis de las imágenes se realizó utilizando el software Kinovea®. Los datos relacionados con las quejas de dolor lumbar y la posición en la bicicleta se utilizaron en la prueba de Chi-Cuadrado y regresión logística binaria. Resultados: La edad media fue de 38,06 ± 8.82 años, el 87,7% de la muestra estuvo compuesta por hombres y se constató dolor lumbar en el 40,3% (25/62) de los participantes. El análisis univariado mostró una correlación positiva entre el dolor lumbar y las siguientes variables: ángulo de dorsiflexión del tobillo (X2 = 6,947, p = 0,014) y alcance de las extremidades superiores (X2 = 5,247; p = 0,032). La regresión logística binaria mostró una asociación positiva entre el alcance de las extremidades superiores y el dolor lumbar (r = 2,728; p = 0,002) y una asociación negativa para el avance de la rodilla y el dolor lumbar (r = -2,281; p = 0,007). Conclusiones: Los ciclistas con dolor lumbar presentan cambios en su posición sobre la bicicleta, lo que refuerza la importancia de la evaluación del conjunto ciclista-bicicleta. Sin embargo, no es posible afirmar si los cambios posicionales observados en la muestra estudiada son causas o consecuencias del dolor lumbar. Nivel de evidencia: Nivel III; Estudio observacional transversal.

RESUMO Introdução: A dor lombar é uma das queixas mais comuns nos praticantes de ciclismo. Pode ter como fator predisponente a desarmonia do conjunto ciclista-bicicleta. O Bike Fit é uma técnica que visa ajustar a bicicleta às características individuais do ciclista. Objetivos: Investigar a relação entre o posicionamento do ciclista na bicicleta e a ocorrência de queixas de dor lombar. Métodos: Os dados obtidos durante o Bike Fit de 62 ciclistas amadores foram utilizados no estudo. Os ciclistas foram filmados durante a pedalada em um rolo estacionário e a análise das imagens foi realizada pelo software Kinovea®. Os dados relacionados com a queixa de dor lombar e ao posicionamento na bicicleta foram utilizados no teste do Qui-quadrado e de regressão logística binária. Resultados: A média de idade foi de 38,06 ± 8,82 anos, 87,7% da amostra foi composta por homens e a dor lombar foi constatada em 40,3% (25/62) dos participantes. A análise univariada mostrou correlação positiva entre a dor lombar e as seguintes variáveis: ângulo de dorsiflexão do tornozelo (X2 = 6,947, p = 0,014) e alcance dos membros superiores (X2 = 5,247; p = 0,032). A regressão logística binária mostrou uma associação positiva entre alcance dos membros superiores e dor lombar (r = 2,728; p = 0,002) e associação negativa para avanço dos joelhos e dor lombar (r = -2,281; p = 0,007). Conclusão: Os ciclistas com dor lombar apresentam alterações de posicionamento na bicicleta, o que reforça a importância da avaliação do conjunto ciclista-bicicleta. Entretanto, não é possível afirmar se as alterações de posicionamento observadas na amostra estudada são causas ou consequências da dor lombar. Nível de evidência: Nível III; Estudo observacional transversal.

The effects of stretching on training cyclists / Os efeitos do alongamento no treinamento de ciclistas / Los efectos de los estiramientos en el entrenamiento de ciclistas

ABSTRACT Introduction Scientific and rational post-competition training can help athletes mobilize their competitive state. Stretching is an integral part of the physical recovery program after a cycling event, increasing muscle extensibility, decreasing muscle soreness, and the likelihood of injury. Objective This study aims to analyze the effect of stretching training on cyclists. Methods This paper selects 20 cyclists who perform stretching training after the competition. The athletes' fatigue recovery after stretching training and the probability of sports injuries after stretching exercise are statistically analyzed. Results The athletes demonstrated poor physical flexibility before stretching. In the forward bending test, the athletes demonstrated scores of 15.31 and 17.89, respectively. After stretching training, the athletes improved to 23.68 and 25.36 in the seated forward flexion test. The data collected were statistically significant (P<0.05). Conclusion Stretching exercises can effectively improve the competitive ability of cyclists. It is recommended that athletes devote about 10 to 15 minutes of relaxation and stretching exercises after cycling. Level of evidence II; Therapeutic studies - investigation of treatment outcomes.

RESUMO Introdução O treinamento científico e racional pós-competição pode ajudar o atleta a mobilizar seu estado competitivo. O alongamento é parte integrante do programa de recuperação física após um evento de ciclismo aumentando a extensibilidade muscular, diminuindo a dor muscular e a probabilidade de lesões. Objetivo O presente estudo visa analisar o efeito do treinamento de alongamento sobre os ciclistas. Métodos Este trabalho seleciona 20 ciclistas que realizam o treinamento de alongamento após a competição. A análise da recuperação da fadiga dos atletas após o treinamento de alongamento e a probabilidade de lesões esportivas após o exercício de alongamento são analisados estatisticamente. Resultados Os atletas demonstraram pouca flexibilidade física antes do alongamento. No teste de flexão para frente, os atletas demonstraram resultados de 15,31 e 17,89, respectivamente. Os atletas melhoraram para 23,68 e 25,36 no teste de flexão sentado para frente após o treinamento de alongamento. Os dados coletados foram estatisticamente significativos (P<0,05). Conclusão Os exercícios de alongamento podem efetivamente melhorar a habilidade competitiva dos ciclistas. Recomenda-se aos atletas dedicarem cerca de 10 a 15 minutos de exercícios de relaxamento e alongamento após o ciclismo. Nível de evidência II; Estudos terapêuticos - investigação dos resultados do tratamento.

RESUMEN Introducción El entrenamiento científico y racional después de la competición puede ayudar al deportista a movilizar su estado competitivo. Los estiramientos son una parte integral del programa de recuperación física después de una prueba de ciclismo, lo que aumenta la extensibilidad de los músculos y disminuye el dolor muscular y la probabilidad de lesiones. Objetivo El presente estudio pretende analizar el efecto del entrenamiento de estiramientos en ciclistas. Métodos Este trabajo selecciona a 20 ciclistas que realizan un entrenamiento de estiramiento después de la competición. Se analizan estadísticamente la recuperación de la fatiga de los atletas después del entrenamiento de estiramiento y la probabilidad de lesiones deportivas después del ejercicio de estiramiento. Resultados Los atletas mostraron poca flexibilidad física antes de los estiramientos. En la prueba de flexión hacia delante, los atletas demostraron resultados de 15,31 y 17,89, respectivamente. Los atletas mejoraron a 23,68 y 25,36 en la prueba de flexión hacia delante sentados después del entrenamiento de estiramiento. Los datos recogidos fueron estadísticamente significativos (P<0,05). Conclusión Los ejercicios de estiramiento pueden mejorar eficazmente la capacidad competitiva de los ciclistas. Se recomienda que los deportistas dediquen entre 10 y 15 minutos a ejercicios de relajación y estiramiento después del ciclismo. Nivel de evidencia II; Estudios terapéuticos - investigación de los resultados del tratamiento.

O perfil antropométrico pode influenciar no desempenho de ciclistas mulheres de elite: um estudo de corte transversal / Anthropometric profile can influence the performance of elite female cyclists: a cross-sectional study / El perfil antropométrico puede influir en el rendimiento de mujeres ciclistas de élite: un estudio transversal

Objetivo: analisar a relação entre o perfil antropométrico e o desempenho em provas de ciclismo de estrada de atletas de elite do sexo feminino. Metodologia: Foram avaliadas 22 ciclistas divididas em dois grupos: ciclistas de nível nacional (GN; n = 12) e cliclistas de nível estadual (GE; n = 10). O desempenho das atletas do GN foi obtido no Campeonato Brasileiro e do GE nos Jogos Abertos do Paraná, ambos em 2019. A comparação das medidas antropométricas entre grupos foi calculada por meio do teste t two-tailed de Student não pareado. A relação entre as variáveis intragrupo foi analisada através do teste de correlação de Pearson. Resultados e Discussão: Foi identificada diferença significativa entre os grupos no valor da massa óssea (GN = 6,70 ± 0,67 kg; GE = 7,29 ± 0,53 kg; p = 0,036). Verificou-se também: correlação positiva e moderada entre percentual de gordura e desempenho esportivo no GN nas provas Estrada (r=0,33) e contrarrelógio individual (CRI) (r= 0,36); Correlação negativa e forte no GN entre idade e desempenho esportivo nas provas Estrada (r= -0,53) e CRI (r= -0,58); Correlação negativa e moderada no GN entre Massa Muscular e Desempenho esportivo na prova Estrada (r= -0,38); Correlação negativa e forte no GN entre Massa Muscular e Desempenho esportivo na prova CRI. Conclusão: Conclui-se que o desempenho esportivo das atletas de elite pode ser alcançado com perfis antropométricos e etários distintos, e evidenciam que o rendimento não depende exclusivamente de uma única variável.

Objective: to analyze the relationship between the anthropometric profile and performance in cycling events of elite female athletes. Methodology: Were evaluated 22 female cyclists divided into two groups: national level cyclists (GN n = 12) and state level cyclists (GE, n = 10). The performance of GN was obtained in the Brazilian Championship and GE in Parana Open Games, both in 2019. The comparison of anthropometric measurements between groups was calculated by testing t two-tailed the student unpaired. The relationship between intra-group variables was analyzed using the Pearson correlation test. Results and discussion: A significant difference were identified between the groups in bone mass value (GN = 6.70 ± 0.67 kg; GE = 7.29 ± 0.53 kg; p = 0.036). We also verified: an moderate positive correlation in GN between fat percentage and the performance in road cycling (r = 0.33) and time trial (TT) competitions (r = 0.36); Negative and strong correlation in GN between age and performance in road cycling (r= -0.53) and TT competitions (r= -0.58); Negative and moderate correlation in GN between muscle mass and performance in the road cycling (r= -0.38); Negative and strong correlation in GN between muscle mass and performance in the TT competition. Conclusion: It is concluded that the sports performance of elite athletes can be achieved with different anthropometric and age profiles and show that performance does not depend exclusively on a single variable.

Objetivo: analizar la relación entre el perfil antropométrico y el rendimiento en eventos de ciclismo de atletas de élite. Metodología: Se evaluó a un total de 22 mujeres divididas en dos grupos: ciclistas de nivel nacional (GN n = 12) y cliclistas de nivel estatal (GE, n = 10). El desempeño de las atletas de GN se obtuvo en el Campeonato Brasileño y de la GE en los Juegos Abiertos de Paraná, ambos en 2019. La comparación de medidas antropométricas entre grupos se calculó mediante la prueba two-tailed de Student no pareado. La relación entre variables intragrupo se analizó mediante la prueba de correlación de Pearson. Resultados y discusión: Se identificó una diferencia significativa entre los grupos en el valor de la masa ósea (GN = 6,70 ± 0,67 kg; GE = 7,29 ± 0,53 kg; p = 0,036). También se verificó: correlación positiva moderada en GN entre el porcentaje de grasa y el rendimiento en pruebas de ciclismo de ruta (r = 0,33) y contrarreloj individual (CRI) (r = 0,36); Correlación negativa y fuerte en GN entre edad y rendimiento en las pruebas de ciclismo de ruta (r = -0.53) y CRI (r = -0.58); Correlación negativa y moderada en GN entre masa muscular y rendimiento en el prueba de ciclismo de ruta (r = -0,38); Correlación negativa y fuerte en GN entre la masa muscular y el rendimiento en la prueba de CRI. Conclusión: Se concluye que el rendimiento deportivo de los deportistas de élite se puede conseguir con diferentes perfiles antropométricos y etarios, y se demuestra que el rendimiento no depende exclusivamente de una sola variable.

Effectiveness of a 3D bikefitting method in riding pain, fatigue, and comfort: a randomized controlled clinical trial.

To investigate the effects of bike fitting compared to qualitative-based riding posture recommendations on comfort, fatigue, and pain in amateur cyclists. This was a randomised controlled parallel trial of 162 amateur cyclists divided into two groups: bike fitting group (BFG) - participants received a bike fitting session based on 3D kinematic assessments; and a control group (QG) - participants who received a handout containing qualitative-based cycling posture recommendations. Primary outcomes were perceived comfort (FEEL Scale), perceived fatigue (OMNI Scale), and perceived pain (numeric rating pain scale, NRPS). Outcomes were assessed at baseline, when the interventions were delivered, and after 15 days. Intention-to-treat analyses were conducted using student t-tests between pre and post intervention on both groups. All dependent variables from BFG displayed significant statistical difference between both groups post-intervention (p < 0.05). FEEL Scale and OMNI Scale results showed the highest changes of all variables under analysis (mean differences of 3.12 and 3.95 points, respectively); while the body parts with more reduction in riding pain were Groin and Back (mean differences of 1.68 and 1.35, respectively). In conclusion, 3D kinematic bikefit demonstrated superior improvements over riding pain, comfort and fatigue compared to qualitative riding posture recommendations.

Long-Term Effects of a Kinematic Bikefitting Method on Pain, Comfort, and Fatigue: A Prospective Cohort Study.

The purpose of this study is to analyze the long-term riders' subjective responses to a standardized bikefitting method on their bicycles. Eighty-six amateur mountain bikers had their riding posture and bicycle components ergonomically adjusted through a 3D kinematic bikefitting method. Validated subjective scales (Feeling, OMNI, and Numerical Rating Pain Scale) were used to assess their overall riding comfort and fatigue along with localized pain for six body parts. Data were collected just before intervention (baseline or pre), immediately after (or post), and 30, 60, 90, and 120 days after the bikefit session. A Student's t-test comparing before bikefit and after 120 days showed significant (p < 0.05) reduction in localized pain for all six body parts and riding comfort along with a large effect size effect (d = 1.18) for riding comfort. Although initially reduced, fatigue scores gradually increased over the months, showing a high correlation (r = 0.946) with increased monthly training volume. In conclusion, overall riding discomfort and pain were significantly decreased after a standardized kinematic bikefit session even after 120 days post intervention. However, fatigue scores began to rise after 30 days, showing a high correlation with increasing monthly training volume.

External iliac artery endofibrosis in an elite female endurance cyclist.

External iliac artery endofibrosis is a rare pathology that affects high-level endurance athletes, especially cyclists. Classical symptoms include pain, loss of power, and/or cramp in the affected limb while training at maximal effort. The patient's lack of atherosclerotic risk factors makes clinical suspicion of arteriopathy challenging. Moreover, the best management of such patients is still a subject of discussion. We report the case of a 36-year-old professional female endurance cyclist who presented with lower extremity pain during training. Right external iliac artery endofibrosis was diagnosed and the patient underwent surgical treatment. At two-months follow-up, she reported significant improvement in symptoms. This case highlights the importance of diagnosing peripheral vascular disease in young patients and athletes, who do not fit the ordinary profile of patients with atherosclerotic risk factors.

A endofibrose da artéria ilíaca externa é uma doença rara que afeta atletas de resistência (endurance) de nível competitivo, principalmente ciclistas. Os sintomas clássicos incluem dor, perda de força e/ou câimbras no membro afetado ao fazer esforço máximo durante o treino. A ausência de fatores de risco ateroscleróticos nesses pacientes torna a suspeita clínica de arteriopatia desafiadora. Além disso, o melhor manejo ainda é motivo de debate. Relatamos o caso de uma ciclista de resistência profissional, de 36 anos, que apresentou dor nos membros inferiores durante o treino. Foi diagnosticada endofibrose da artéria ilíaca externa, e a paciente foi submetida a tratamento cirúrgico. Após seguimento por dois meses, a paciente relatou melhora significativa dos sintomas. Este caso destaca a importância do diagnóstico de doença vascular periférica em pacientes jovens e atletas, os quais não se encaixam no perfil comum do paciente com fatores de risco ateroscleróticos.

Functional data analysis reveals asymmetrical crank torque during cycling performed at different exercise intensities.

Pedaling asymmetry is claimed as a factor of influence on injury and performance. However, the evidence is still controversial. Most previous studies determined peak torque asymmetries, which in our understanding does not consider the pattern of movement like torque profiles. Here we demonstrate that asymmetries in pedaling torque at different exercise intensities can be better described when the torque profiles are considered using functional analysis of variance than when only the peak values are analyzed. We compared peak torques and torque curves recorded while cyclists pedaled at submaximal intensities of 60%, 80%, and 95% of the maximal power output and compared data between the preferred and non-preferred legs. ANOVA showed symmetry or rather no difference in the amount of peak torque between legs, regardless of pedaling intensity. FANOVA, on the other hand, revealed significant asymmetries between legs, regardless of cycling intensity, apparently for different sections of the cycle, however, not for peak torque, either. We conclude that pedaling asymmetry cannot be quantified solely by peak torques and considering the analysis of the entire movement cycle can more accurately reflect the biomechanical movement pattern. Therefore, FANOVA data analysis could be an alternative to identify asymmetries. A novel approach as described here might be useful when combining kinetics assessment with other approaches like EMG and kinematics and help to better understand the role of pedaling asymmetries for performance and injury risks.

Health Impacts of Urban Bicycling in Mexico.

Background: Bicycling has been associated with health benefits. Local and national authorities have been promoting bicycling as a tool to improve public health and the environment. Mexico is one of the largest Latin American countries, with high levels of sedentarism and non-communicable diseases. No previous studies have estimated the health impacts of Mexico's national bicycling scenarios. Aim: Quantify the health impacts of Mexico urban bicycling scenarios. Methodology: Quantitative Health Impact Assessment, estimating health risks and benefits of bicycling scenarios in 51,718,756 adult urban inhabitants in Mexico (between 20 and 64 years old). Five bike scenarios were created based on current bike trends in Mexico. The number of premature deaths (increased or reduced) was estimated in relation to physical activity, road traffic fatalities, and air pollution. Input data were collected from national publicly available data sources from transport, environment, health and population reports, and surveys, in addition to scientific literature. Results: We estimated that nine premature deaths are prevented each year among urban populations in Mexico on the current car-bike substitution and trip levels (1% of bike trips), with an annual health economic benefit of US $1,897,920. If Mexico achieves similar trip levels to those reported in The Netherlands (27% of bike trips), 217 premature deaths could be saved annually, with an economic impact of US $45,760,960. In all bicycling scenarios assessed in Mexico, physical activity's health benefits outweighed the health risks related to traffic fatalities and air pollution exposure. Conclusion: The study found that bicycling promotion in Mexico would provide important health benefits. The benefits of physical activity outweigh the risk from traffic fatalities and air pollution exposure in bicyclists. At the national level, Mexico could consider using sustainable transport policies as a tool to promote public health. Specifically, the support of active transportation through bicycling and urban design improvements could encourage physical activity and its health co-benefits.

External iliac artery endofibrosis in an elite female endurance cyclist / Endofibrose da artéria ilíaca externa em uma ciclista de resistência de elite

Abstract External iliac artery endofibrosis is a rare pathology that affects high-level endurance athletes, especially cyclists. Classical symptoms include pain, loss of power, and/or cramp in the affected limb while training at maximal effort. The patient's lack of atherosclerotic risk factors makes clinical suspicion of arteriopathy challenging. Moreover, the best management of such patients is still a subject of discussion. We report the case of a 36-year-old professional female endurance cyclist who presented with lower extremity pain during training. Right external iliac artery endofibrosis was diagnosed and the patient underwent surgical treatment. At two-months follow-up, she reported significant improvement in symptoms. This case highlights the importance of diagnosing peripheral vascular disease in young patients and athletes, who do not fit the ordinary profile of patients with atherosclerotic risk factors.

Resumo A endofibrose da artéria ilíaca externa é uma doença rara que afeta atletas de resistência (endurance) de nível competitivo, principalmente ciclistas. Os sintomas clássicos incluem dor, perda de força e/ou câimbras no membro afetado ao fazer esforço máximo durante o treino. A ausência de fatores de risco ateroscleróticos nesses pacientes torna a suspeita clínica de arteriopatia desafiadora. Além disso, o melhor manejo ainda é motivo de debate. Relatamos o caso de uma ciclista de resistência profissional, de 36 anos, que apresentou dor nos membros inferiores durante o treino. Foi diagnosticada endofibrose da artéria ilíaca externa, e a paciente foi submetida a tratamento cirúrgico. Após seguimento por dois meses, a paciente relatou melhora significativa dos sintomas. Este caso destaca a importância do diagnóstico de doença vascular periférica em pacientes jovens e atletas, os quais não se encaixam no perfil comum do paciente com fatores de risco ateroscleróticos.

Triathlon-related musculoskeletal injuries: a study on a Portuguese Triathlon Championship

SUMMARY BACKGROUND: A triathlon consists of 3 modalities: swimming, cycling and running. Its higher training frequency, the environmental factors and extrinsic factors (technique and equipment) may lead to injuries. This study aimed to determine injury epidemiology in triathletes, as well as their type, location, mechanism of injury, and risk factors. METHODS: The sample was constituted of 174 triathletes who participated in the Triathlon Club Portuguese Championship, being 131 (75.3%) male, aged 18 to 70 years old (36.09±11.03). The measurement instrument was a questionnaire concerning the characterization of the population and aspects related to the modality and injuries. RESULTS: One hundred and twenty (69%) athletes reported one injury since the beginning of their practice, and 95 (54.6%) had an injury in the previous year, with a total of 130 injuries. There were 2.39 injuries per 1,000 hours of triathlon training. The most common injuries were muscle contusion (31.5%) and inflammatory injuries (19.2%), located in the knee (22.3%) and the leg (18.5%). Overtraining (43.1%) was the mechanism that led to the highest occurrence of injuries. Fourteen (10.8%) injuries occurred during swimming, 23 (17.7%) during cycling, and 93 (71.5%) during running. No statistical significance was observed between the risk factors analyzed and the occurrence of injuries. CONCLUSIONS: Triathlon practice is associated with a high prevalence of injuries, being contusions, knee, and overtraining the most common type, location, and mechanism of injury respectively. It is necessary to create injury prevention strategies, including specific training and suitable materials for use by athletes.

RESUMO INTRODUÇÃO: O triatlo é constituído por três modalidades: natação, ciclismo e corrida. Uma maior frequência de treinamento, fatores ambientais e fatores extrínsecos (técnica e equipamento) podem levar a lesões. O objetivo deste estudo foi determinar a epidemiologia de lesões em triatletas, bem como seu tipo, localização, mecanismo de lesão e fatores de risco. MÉTODOS: A amostra foi constituída por 174 triatletas que participaram do Campeonato Português de Clubes de Triatlo, sendo 131 (75,3%) do sexo masculino, com idades entre 18 e 70 anos (36,09 ± 11,03). O instrumento de medida foi um questionário referente à caracterização da população e aspectos relacionados à modalidade e lesões. RESULTADOS: Cento e vinte (69%) atletas referiram ter tido uma lesão desde que iniciaram a sua prática e 95 (54,6%) sofreram uma lesão no último ano, totalizando 130 lesões. Verificaram-se 2,39 lesões por 1.000 horas de treinamento em triatlo. As lesões mais comuns incluíram contusão muscular (31,5%) e lesões inflamatórias (19,2%), localizadas no joelho (22,3%) e na perna (18,5%). O excesso de treinamento (43,1%) foi o mecanismo que levou à maior ocorrência de lesões. Quatorze (10,8%) lesões ocorreram durante a prática de natação, 23 (17,7%) durante o ciclismo e 93 (71,5%) durante a corrida. Não foi observada significância estatística entre os fatores de risco analisados com a ocorrência de lesões. CONCLUSÕES: A prática de triatlo esteve associada a uma alta prevalência de lesões, sendo a contusão, o joelho e o excesso de treinamento, o tipo, a localização e o mecanismo mais comuns de lesão. É necessário criar estratégias de prevenção de lesões, incluindo treinamento específico e adequação do material utilizado pelo atleta.

Bicycle safety in Bogotá: A seven-year analysis of bicyclists' collisions and fatalities.

Road safety research in low- and middle-income countries is limited, even though ninety percent of global road traffic fatalities are concentrated in these locations. In Colombia, road traffic injuries are the second leading source of mortality by external causes and constitute a significant public health concern in the city of Bogotá. Bogotá is among the top 10 most bike-friendly cities in the world. However, bicyclists are one of the most vulnerable road-users in the city. Therefore, assessing the pattern of mortality and understanding the variables affecting the outcome of bicyclists' collisions in Bogotá is crucial to guide policies aimed at improving safety conditions. This study aims to determine the spatiotemporal trends in fatal and nonfatal collision rates and to identify the individual and contextual factors associated with fatal outcomes. We use confidence intervals, geo-statistics, and generalized additive mixed models (GAMM) corrected for spatial correlation. The collisions' records were taken from Bogotá's Secretariat of Mobility, complemented with records provided by non-governmental organizations (NGO). Our findings indicate that from 2011 to 2017, the fatal bicycling collision rates per bicyclists' population have remained constant for females while decreasing 53 % for males. Additionally, we identified high-risk areas located in the west, southwest, and southeast of the city, where the rate of occurrence of fatal events is higher than what occurs in other parts of the city. Finally, our results show associated risk factors that differ by sex. Overall, we find that fatal collisions are positively associated with factors including collisions with large vehicles, the absence of dedicated infrastructure, steep terrain, and nighttime occurrence. Our findings support policy-making and planning efforts to monitor, prioritize, and implement targeted interventions aimed at improving bicycling safety conditions while accounting for gender differences.

Sex and age-related changes in performance in the duathlon world championships / Sexo e mudanças relacionadas com a idade no desempenho em campeonatos mundiais de duatlo / Sexo y cambios relacionados con la edad en el desempeño en campeonatos mundiales de duatlón

ABSTRACT Objective Our study analyses differences in performance between sexes, and changes in performance between age groups at Olympic distance during the ITU Duathlon World Championships, held between 2005 and 2016. During this period, a total of 9,772 duathletes were analysed (6,739 men and 3,033 women). Methods Two-way analyses of variance (ANOVA) were used to examine sex- and age-related differences in performance (time, percentage of time and performance ratio) in the first running and cycling legs, the second running leg, and total race for the top 10 male and female athletes in each age group at the Duathlon World Championships. Results The age group with the highest participation, in both male and female categories, was 40-44 years, and it was found that the mean age of female finisher participants across all age groups was 23.5±12. With regards to performance, the best results for total race time and the cycling segment were achieved in the 30-34-year age group, for both male and female athletes. With regards to performance in the first and third segments (running legs), the best times were achieved in the 25-29 and 30-34 age groups, for men and women respectively. Conclusion According to the results of our study, the best results in the professional career of a duathlete are achieved at between 30 and 35 years, therefore the athlete should incorporate this factor into their training plan. Level of evidence III; Retrospective comparative study.

RESUMO Objetivo Nosso estudo analisa as diferenças de desempenho entre os sexos e as mudanças do desempenho entre as faixas etárias quanto à distância olímpica durante o Campeonato Mundial de Duatlo da ITU, realizado entre 2005 e 2016. Nesse período, foram analisados 9.772 duatletas (6.739 homens e 3.033 mulheres). Métodos As análises de variância bidirecional (ANOVA) foram usadas para examinar as diferenças de desempenho relacionadas com sexo e idade (tempo, porcentagem de tempo e coeficiente de desempenho) na primeira corrida, ciclismo, segunda corrida e competição total dos 10 melhores atletas do sexo masculino e feminino em cada faixa etária no Campeonato Mundial de Duatlo. Resultados A faixa etária com maior participação, tanto dos homens quanto das mulheres foi de 40 a 44 anos, e verificou-se que a média de idade das participantes do sexo feminino que concluíram a competição em todas as faixas etárias foi de 23,5 ± 12. Com relação ao desempenho, os melhores resultados para o tempo total de competição e o segmento de ciclismo foram na faixa etária de 30 a 34 anos, tanto em atletas masculinos quanto femininos. Com relação ao desempenho no primeiro e terceiro segmentos (corridas), o melhor desempenho foi alcançado nas faixas de 25 a 29 e 30 a 34 anos, em homens e mulheres, respectivamente. Conclusão De acordo com os resultados obtidos neste estudo, os melhores resultados na carreira profissional de um duatleta poderiam ser alcançados entre 30 e 35 anos, portanto o atleta deve incorporar esse fator em seu plano de treinamento. Nível de evidência III; Estudo retrospectivo comparativo.

RESUMEN Objetivo Nuestro estudio analiza las diferencias de desempeño entre los sexos y los cambios de desempeño entre los grupos de edad con respecto a la distancia olímpica durante el Campeonato Mundial de Duatlón de ITU, realizado entre 2005 y 2016. En ese período, fueron analizados 9.772 duatletas (6.739 hombres y 3.033 mujeres). Métodos Los análisis de variancia bidireccional (ANOVA) fueron usados para examinar las diferencias de desempeño relacionadas con sexo y edad (tiempo, porcentaje de tiempo y coeficiente de desempeño) en la primera carrera, ciclismo, segunda carrera y competición total de los 10 mejores atletas de sexo masculino y femenino en cada grupo de edad en el Campeonato Mundial de Duatlón. Resultados El grupo de edad con mayor participación, tanto de los hombres como de las mujeres, fue de 40 a 44 años y se verificó que la edad promedio de las participantes femeninas que concluyeron la competición en todos los grupos de edad fue de 23,5 ± 12,5. Con relación al desempeño, los mejores resultados para el tiempo total de competición y el segmento de ciclismo fueron en el grupo de edad de 30 a 34 años, tanto en atletas masculinos como femeninos. Con relación al desempeño en el primer y tercer segmentos (carreras), el mejor desempeño fue alcanzado en los grupos de 25 a 29 y 30 a 34 años, en hombres y mujeres, respectivamente. Conclusión De acuerdo con los resultados obtenidos en este estudio, los mejores resultados en la carrera profesional de un duatleta podrían ser alcanzados entre 30 y 35 años, por lo tanto el atleta debe incorporar ese factor en su plan de entrenamiento. Nivel de evidencia III; Estudio retrospectivo comparativo.

Cumplimiento de las recomendaciones de actividad física de la OMS por usuarios de bicicletas públicas en un municipio español / Compliance with the recommendations for physical activity set by the WHO by public bicycle users in a Spanish municipality

Introducción: Uno de los grandes retos de la sociedad es combatir el sedentarismo para prevenir la aparición de enfermedades y problemas cardiovasculares asociados a la inactividad física. Los sistemas de bicicletas públicos son una alternativa sostenible y equitativa que se ofrece desde las distintas instituciones para paliar, en cierta forma, los bajos niveles de actividad física, reducir los niveles de contaminación de las ciudades y los problemas de tráfico a motor. Objetivo: Conocer si los usuarios del sistema público de bicicletas compartidas de Vilagarcía de Arousa (España) cumplen con las recomendaciones de actividad física para la salud establecidas por la OMS. Material y Métodos: En este estudio de corte longitudinal se realiza un análisis del uso de las bicicletas compartidas en un municipio del noroeste de España para comprobar si alcanzan las recomendaciones mínimas de actividad física para la salud marcadas por la OMS en el año 2010. Se utilizó el programa informático SPSS para realizar los cálculos estadísticos. La muestra estuvo compuesta por un total de 3268 usuarios del servicio de bicicletas compartidas y se contabilizó un total de 84183 usos desde el 17 de julio de 2009 hasta el 18 de enero de 2012. Resultados: Los resultados indican que los usuarios del sistema Vaibike de Vilagarcía de Arousa cumplen las recomendaciones mínimas de actividad física dado que la media de minutos de uso de las bicicletas es superior a 30 minutos. Conclusiones: Los trayectos que han tenido más media de minutos de uso de las bicicletas del sistema han sido los correspondientes con el centro y los que transcurren por la costa de la ciudad, superando los 30 minutos de uso y cumpliendo las recomendaciones marcadas por la OMS en el año 2010(AU)

Introduction: One of the great challenges of society is to fight sedentary lifestyle to prevent the onset of cardiovascular diseases and problems associated with physical inactivity. Public bicycle systems are a sustainable and equitable alternative offered by different institutions to alleviate low levels of physical activity and to reduce pollution in cities and motor traffic problems. Objective: To know if the users of the public bicycle sharing system of Vilagarcía de Arousa (Spain) comply with the recommendations of physical activity for health established by the WHO. Material and Methods: In this longitudinal section study, an analysis of the use of shared bicycles in a municipality in northwestern Spain was carried out, checking whether the minimum physical activity recommendations for health set by the WHO in 2010 were reached. The SPSS software was used to perform the statistical calculations. The sample consisted of a total of 3268 users of the shared bicycle service and a total of 84183 uses were counted from July 17, 2009 to January 18, 2012. Results: The results indicate that users of the Vaibikebicycle sharing system of Vilagarcía de Arousa comply with the minimum recommendations of physical activity given that the average number of minutes of use of bicycles is greater than 30 minutes. Conclusions: The routes that have had more minutes of use of thebicyclesof the systemhave been those corresponding to the center and those that run along the coast of the city, exceeding 30 minutes of use and complying with the recommendations set by the WHO in 2010(AU)

Development and reproducibility of an instrument to assess behavioral and environmental aspects related to cyclist safety / Desenvolvimento e reprodutibilidade de um instrumento para avaliar aspectos comportamentais e ambientais relacionados à segurança do ciclista

Abstract In urgency and emergency services, the bicycle is the second means of transportation more widely used by the victims at the time of the accident. However, aspects associated with major and minor accidents are poorly understood. The aim was to develop an instrument and test its reproducibility, in order to evaluate behavioral and environmental aspects related to cyclist safety. The instrument was based on footage taken through a camera attached to the cyclist helmet and from a review of literature. Take part in the study academics that used the bicycle to travel at least once a week. Participants were instructed to indicate any safety-critical events on their way and situations of minor gravity based on the perception of real imminence of an accident. In order to identify aspects related to cyclist safety, the routes were divided in periods of 30 seconds. In order to test inter-rater reproducibility, two researchers received theoretical-practical training and performed the instrument in a sample of 100 periods. In order to evaluate the intra-rater reproducibility, one of the evaluators performed a second application after 07 days. The reproducibility of the categorical variables of the instrument were tested through general agreement and Kappa index. For the variables with continuous measuring range, the Intraclass Correlation Coefficient (ICC) was used. The percentage agreement varied between 88-100% and the Kappa values varied ​​between 0.76-1.00. The ICC values ​​ranged from 0.96-0.99. The developed instrument presents adequate reproducibility for use in research to evaluate the cyclist safety in urban contexts.

Resumo Em serviços de urgência e emergência a bicicleta é o segundo meio de locomoção mais utilizado pelas vítimas na hora do acidente. No entanto, os aspectos associados aos acidentes de maior e menor gravidade são pouco conhecidos. O objetivo deste trabalho foi desenvolver e testar a reprodutibilidade de um instrumento para avaliar aspectos comportamentais e ambientais relacionados à segurança de ciclistas. O instrumento foi baseado em filmagens realizadas através de câmera acoplada no capacete e a partir de revisão de literatura. Participaram do estudo universitários que utilizavam a bicicleta para deslocamento ao menos um dia por semana, foram orientados a indicar no trajeto eventos críticos, situações de menor gravidade baseadas na percepção de iminência real de acidente. Para identificar os aspectos relacionados à segurança, os trajetos foram fracionados em períodos de 30 segundos. Para testar a reprodutibilidade interavaliador dois pesquisadores receberam treinamento teórico-prático e realizaram a aplicação do instrumento em uma mostra de 100 períodos. Para avaliar a reprodutibilidade intra-avaliador, um dos avaliadores realizou uma segunda aplicação após 07 dias. A reprodutibilidade das variáveis categóricas do instrumento foi testada através da concordância geral e índice Kappa. Para as variáveis com escala de medida contínua foi utilizado o coeficiente de correlação intraclasse. Os percentuais de concordância variaram entre 88, e 100% e os valores de Kappa entre 0,76 e 1,00. Os valores de CCI variaram entre 0,96 e 0,99. O instrumento desenvolvido apresenta reprodutibilidade adequada para o emprego em pesquisas para avaliação da segurança de ciclistas em contextos urbanos.

Performance comparison in the Wingate test between standing and seated positions in competitive cyclists

Abstract Aims: The current study aimed to compare the anaerobic power output through the Wingate test in different positions, i.e., standing and seated, and identify the relationship between power-output and body mass. Methods: Eleven male competitive cyclists (age: 30.3 ± 4.7 years; body mass: 73.7 ± 7.7 kg; body fat: 11.3 ± 4.2%) were submitted to two sessions of the Wingate test (WT) in different positions, on different days. Results: The peak power (W), average power (W), relative peak power (W·kg-1), relative average power (W·kg-1), average cadence (rpm), and average velocity (km·h-1) presented significant differences in the standing position compared with the seated position (p < 0.05), 1155 ± 130 vs. 1082 ± 182 (W), 875 ± 96 vs. 818 ± 116 (W), 15.9 ± 1 vs. 15.0 ± 2 (W kg-1), 12.1 ± 1 vs. 11.3 ± 1 (W kg-1), 117.5 ± 7 vs. 109.8 ± 10 (rpm), 37.0 ± 2 vs. 34.6 ± 3 (km·h-1), respectively. However, when controlled the body mass, the differences in variables power output ceased to exist (p > 0.05). The fatigue and peak heart rate (bpm) indices did not present significant differences between the tests (p > 0.05). Conclusions: Sprint performance was improved when the WT was performed in a standing position in competitive cyclists. The study also reports the important relationship between body mass and anaerobic production capacity in the WT, emphasizing that it is desirable an increase in lean body mass and a reduction in fat mass, similar in competitions. We suggest that, for anaerobic assessment in cyclists, the standing position should be used during the WT, to determine the maximum power-output capacity.

Characteristics of the built environment on GPS-determined bicycle routes used by adolescents / Características do ambiente construído nas rotas de bicicleta determinadas por GPS utilizadas pelos adolescentes

The aim of this study was to identify the characteristics of the routes used for cycling according to gender on a sample of adolescents from the city of Curitiba, Brazil. The study was conducted in 2013 with 147 adolescents aged 12 to 17 years, who wore accelerometer and Global Positioning System receivers to assess physical activity and geographic locations. A total of 38 participants (50.0% girls) presented at least one bicycle route and were included in the analytic sample. A total of 386 routes were identified. Nearly all routes included public transportation facilities, plazas, and parcels with residential, retail, food or recreational land use (> 97.0%) while bike lanes/paths (62.7%) and Fitness Zones were less frequent (71.8%). Bus rapid transit (BRT) stations, parks and vacant lots were the least frequent feature in the routes (37.3%; 17.1%; and 7.5%, respectively). Routes used by girls had fewer vacant lots (3.9%; p = 0.001) and more residential, retail, food services, and recreational uses (99.6%; p = 0.003; 99.1%; p = 0.011; 98.7%; p = 0.030, respectively) than those used by boys. The findings suggest that the routes used by adolescents have mixed and diverse land use and girls ride along routes with greater bicycling and service infrastructure and less physical disorder than boys

O objetivo deste estudo foi identificar as características das rotas utilizadas para o uso de bicicleta de acordo com o sexo em uma amostra de adolescentes da cidade de Curitiba, Brasil. O estudo foi realizado em 2013 com 147 adolescentes de 12 a 17 anos, que usaram acelerômetro e receptores de Sistema de Posicionamento Global para avaliar a atividade física e a localização geográfica. Um total de 38 participantes (50,0% meninas) apresentaram pelo menos uma rota em bicicleta e, por isso, foram incluídos na amostra analítica. Foram identificadas 386 rotas. Quase todas as rotas incluíam meios de transporte público, praças e áreas residencial, comercial, de alimentos ou de lazer (> 97,0%), enquanto ciclovias (62,7%) e academias ao ar livre eram menos frequentes (71,8%). As estações de ônibus de transporte rápido (BRT), parques e terrenos vazios foram as menos frequentes nas rotas (37,3%; 17,1%; e 7,5%, respectivamente). As rotas utilizadas pelas me-ninas tiveram menos terrenos vazios (3,9%; p = 0,001) e mais residenciais, varejo, serviços de alimentação e recreação (99,6% ; p = 0,003; 99,1%; p = 0,011; 98,7%; p = 0,030, respectivamente) quando comparado com meninos. Os resultados sugerem que as rotas utilizadas pelos adolescentes têm uso misto e diversificado do solo e que meninas trafegam por rotas com maior infraestrutura de bicicleta e serviços e menos terrenos vazios quando comparado com meninos