Bike Tips

Respecting bicyclists and motorists
Sharing the Road
By Peter Flucke and Arthur Ross

Contrary to popular belief, bicycling is not inherently dangerous. What is dangerous are the often-illegal interactions, which occur between bicyclists and motorists every day. If everyone followed existing laws more carefully, bicycling would be much safer.

The mechanics of driving a car are quite simple. Despite this simplicity, driving is the most dangerous thing that most of us do on a regular basis dangerous not only for us, but for those around us as well.

Every time there is a crash between a bicyclist and a motorist, it is almost certain that one of the drivers broke a law. Motorists are often unaware of, or disregard, laws designed to protect bicyclists. More than 90 percent of bicyclist fatalities involve a collision with a motor vehicle.

Motorist-caused collisions with bicyclists occur most often when a motorist: 1) turns left (or right) into the path of a bicyclist at an intersection; 2) fails to stop for a stop sign or other traffic control device; or 3) exits a driveway or alley without first stopping and then looking

Let's take a look at some of the laws that affect a bicyclist's safety from the motorist's perspective.

By law, a bicycle is a vehicle and bicyclists are given all of the same rights and responsibilities as motorists. The same set of laws apply to both bicyclist and motorists, with only a few exceptions. To safely interact with bicyclists on the roadway, motorists must follow these laws:

Yield the right-of-way to oncoming vehicles, including bicycles, before turning left at intersections and driveways.
Stop for all traffic control devices (stop light/stop signs) and yield to all traffic before proceeding.
Leave at least three feet between you and the bicyclist when passing.
Do not exceed posted speed limits and reduce speeds when necessary (especially at night).
Do not drink and drive.
If these laws were followed, the majority of bicyclist/motor vehicle collisions caused by motorist errors would be prevented. Interestingly, in most cases where a law was broken resulting in a crash, the driver who broke the law knew that he or she had committed a violation.

For motorists to safely interact with bicyclists, it is helpful to understand what the bicyclist is doing. For example, a bicyclist riding more than two to three feet from the edge of the road may be avoiding rough pavement or may be concerned that motorists are passing too closely (within three feet) in a narrow lane.

Instead of thinking of the bicyclist as an obstacle to get around as quickly as possible, think of the bicyclist as a person and treat him or her as if he or she were your child or spouse or friend.

Slow down, look around, give plenty of clearance when passing, and move into the next lane if necessary for the bicyclist's safety. Do not honk your horn at a bicyclist unless it is an emergency. Make eye contact when possible and wave instead.

Be especially cautious around young bicyclists. Children are not small adults. They have developmental and physical limitations, which can make them unpredictable. Slow down when you see children on bicycles and be prepared to react.

Young bicyclists on sidewalks or in driveways are a common danger. Be careful as you pass. They may suddenly enter the street in front of you. Also, a child bicyclist on the road in front of you may suddenly turn left without first looking behind or signaling, leaving you little time to react. To learn more about cooperating with bicyclists on the road, take an Effective Cycling Motorist Education course.

Peter Flucke is a former police officer and president of WE BIKE. Arthur Ross is the pedestrian-bicycle safety coordinator for the city of Madison and an Effective Cycling instructor. Both are board members of the Bicycle Federation of Wisconsin.

The mechanics of driving a car are quite simple. Despite this simplicity, driving is the most dangerous thing that most of us do on a regular basis -- dangerous not only for us, but for those around us as well.

Every time there is a crash between a bicyclist and a motorist, it is almost certain that one of the drivers broke a law. Motorists are often unaware of, or disregard, laws designed to protect bicyclists. More than 90 percent of bicyclist fatalities involve a collision with a motor vehicle.

Motorist-caused collisions with bicyclists occur most often when a motorist:

turns left (or right) into the path of a bicyclist at an intersection
fails to stop for a stop sign or other traffic control device
exits a driveway or alley without first stopping and then looking
Let's take a look at some of the laws that affect a bicyclist's safety from the motorist's perspective. A subsequent article will deal with the bicyclist's perspective.

By law, a bicycle is a vehicle and bicyclists are given all of the same rights and responsibilities as motorists. The same set of laws apply to both bicyclist and motorists, with only a few exceptions. To safely interact with bicyclists on the roadway, motorists must follow these laws:

Yield the right-of-way to on-coming vehicles, including bicycles, before turning left at intersections and driveways.
Stop for all traffic control devices (stop light/stop signs) and yield to all traffic before proceeding.
Leave at least three feet between you and the bicyclist when passing.
Do not exceed posted speed limits and reduce speeds when necessary (especially at night).
Do not drink and drive.

If these laws were followed, the majority of bicyclist/motor vehicle collisions caused by motorist errors would be prevented. Interestingly, in most cases where a law was broken resulting in a crash, the driver who broke the law knew that he or she had committed a violation.

For motorists to safely interact with bicyclists it is helpful to understand what the bicyclist is doing. For example, a bicyclist riding more than two to three feet from the edge of the road may be avoiding rough pavement or may be concerned that motorists are passing too closely (within three feet) in a narrow lane.

Instead of thinking of the bicyclist as an obstacle to get around as quickly as possible, think of the bicyclists as a person and treat him or her as if he or she were your child or spouse or friend.

Slow down, look around, give plenty of clearance when passing, moving into the next lane if necessary for the bicyclist's safety. Do not honk your horn at a bicyclist unless it is an emergency. Make eye contact when possible and wave instead.

Be especially cautious around young bicyclists. Children are not small adults. They have developmental and physical limitations which can make them unpredictable. Slow down when you see children on bicycles and be prepared to react.

Young bicyclists on sidewalks or in driveways are a common danger. Be careful as you pass. They may suddenly enter the street in front of you. Also, a child bicyclists on the road in front of you may suddenly turn left without first looking behind or signaling, leaving you little time to react. To learn more about cooperating with bicyclists on the road, take an Effective Cycling - Motorist Education course.

How Bicycle Laws Apply to You -- the Bicyclist (part 2 of 2)
By Peter Flucke and Arthur Ross
For the Bicycle Federation of Wisconsin

Bicyclists are often uncertain which laws apply to them on the road. But the laws are basically the same as those which apply to motorists. If you know the laws that apply to driving a car, you know the laws that apply to bicycling.

Bicycles are vehicles. As vehicle operators, bicyclists have the same rights -- and responsibilities -- as the drivers of motor vehicles.

Bicycles always ride on the right, in the same direction as other traffic. Bicycles are a part of traffic flow.

What confuses many people is how far to the right to ride.

The law says to ride as far to the right as is practicable. Practicable generally means safe and reasonable. However, Wisconsin's statutes do list a few situations when it is not practicable to ride to the right, these include when: passing another vehicle traveling in the same direction; preparing for a left turn; necessary to avoid unsafe conditions, including fixed or moving objects, parked or moving vehicles, pedestrians, animals, surface hazards, or substandard width lanes (a lane too narrow for a bicycle and a motor vehicle to safely share).

This will mean different things at different times. Mid-block, your lane position depends largely on the width of the lane and your speed vis-Ã -vis other traffic. The faster you are traveling (such as down hill) the further left you need to be to avoid hazards.

At intersections, your lane position depends on where you are going -- right for a right turn, towards the center to go straight, to the left (or in a left turn lane) for a left turn.

On a one-way street with two or more lanes, you may ride near the left or right-hand side of the roadway as practicable (but only in the same direction as other traffic).

Bicycles may be ridden on the shoulder of a highway.

Making turns, especially left turns, can be confusing. There are really two ways a bicyclist can make a left turn -- as you would in a car or as a pedestrian.

To turn as though driving a car, you need to be in the correct lane or on the correct side of your lane. To change your position, first look behind you to see if the way is clear. When the way is clear signal and move to the proper position.

To make a turn like a pedestrian, ride straight through the intersection on the right side, get off your bicycle, walk across the street and continue on your way.

Wisconsin Bicyclists are required to use the same hand signals as motorists when turning or changing lanes. Signaling is not required when you need both hands to control the bicycle.

A bicyclist passing a stopped or moving vehicle is required to give at least 3 feet of clearance.

Riding side-by-side is permitted on any street as long as other traffic is not impeded. When riding two-abreast both riders must ride within a single lane.

Riding on sidewalks may be permitted by local ordinance otherwise, it is prohibited. When it is allowed, bicyclists must yield to pedestrians and give an audible warning (voice, bell) when passing pedestrians traveling in the same direction. At intersections a bicyclist on the sidewalk has the same rights and duties as a pedestrian.

Lights are required when bicycling at night. You must have a white front headlight and a red rear reflector. These are required on streets, paths and sidewalks. A red or amber steady or flashing rear light may be used in addition to the rear reflector.

The lighting law provides for a minimum level of lighting and reflectors. This may not be enough. Buy the best lights you can afford.

Bicycle registration is a local option. Check with your city clerk or police department to see if bicycle registration is required in your community.

Or is it?

Today she will learn to balance. However, this is just the start of a lifelong process. Crash! Ouch! "Honey, are you OK?" Uh, time for a lesson in stopping.

As we are fond of saying in Effective Cycling (a nationally recognized bicycle education program with which I teach part-time), "balancing is not bicycling."

If "balancing is not bicycling", what exactly is it? Drawing from a wide range of resources, you too can unravel the mysteries of this wonderful activity.

The off-season is a good time to read a cycling book. There are books on everything from teaching your child to balance to urban assault cycling, from basic mechanics to frame building and from bicycle touring adventures to international racing intrigue.

To find a good cycling book, peruse the shelves at your local library, bookstore or bike shop; check out a book retailer's Web site under bicycling (they have reviews); or ask a bicycling friend. Whatever book you choose, it will almost certainly add to your reading and riding enjoyment and whet your appetite to learn more.

When time is tight, check out this column in your newspaper. Over the next 12 months we will supply many articles of interest - technical articles on such things as transporting your bicycle and headlights; inspirational articles on losing weight and biking around the world; articles about bicycle commuting to save time, money, the environment; and much more.

Your newspaper, which might in fact be delivered by bicycle to your doorstep, can be a tremendous source of bicycling knowledge.

Ride with a friend
Bicycling is best learned as an apprentice sport. Riding alone is fine, but you will learn more faster if you do at least some of your riding with others.

The trick: find yourself a good rider and attach yourself to him or her like a magnet to the frame of his or her bike. Most riders love to share what they have learned -- all you have to do is ask.

Your bicycle mentor(s) should be someone a bit more advanced than you. Ask questions. But more importantly, watch and learn. Shift when she shifts, drink when he drinks. Soon you will be showing others what it is all about.

Take a bicycle education course
Formalized bicycle education is for everyone, not just children. In fact, as an adult, taking a bike course may be your best path to bicycling proficiency and greater enjoyment.

A good bicycle education course is extremely valuable to everyone. In the Effective Cycling program, for example, people of all ages and abilities learn about bike selection and fit, helmet use, basic bike handling, traffic rules and responsibilities, principles of riding like a vehicle, and minor maintenance. Students immediately apply this knowledge on short group road rides.

"The Effective Cycling course I took opened my eyes to a another level of cycling awareness," said Laurie Lata, who now teaches the course. Graduates consistently express how much safer and more comfortable they feel riding in a variety of traffic conditions.

Effective Cycling courses are taught by nationally certified instructors and range in cost from free to $35. To find out more about Effective Cycling courses in your area, contact the Bicycle Federation of Wisconsin.

Get on your bicycle and ride
Bicycling is a skill, and the more you do it the better you get. What a deal! No matter what your age or experience level, you will be rewarded for a lifetime for the investment in bicycle education you make NOW.

Peter Flucke is the president of WE BIKE, a Green Bay company consulting in the areas of engineering, education and enforcement.

Is Bicycling Dangerous?
By Arthur Ross
For the Bicycle Federation of Wisconsin

Is bicycling dangerous? Bicyclists get asked this all the time. Some people think that by just getting on a bicycle and riding down the street, bicyclists are endangering themselves in some way. But bicycling is not an inherently dangerous activity. In fact, it is one of the healthiest things you can do.

The U.S. surgeon general’s 1996 Report on Physical Activity and Health said: "Regular physical activity that is performed on most days of the week reduces the risk of developing or dying from some of the leading causes of illness and death in the United States."

The same study also reported that more than 60 percent of adults and nearly half of young people ages 12 to 21 do not achieve the recommended amount of regular physical activity.

If I were a doctor, I would write every patient a prescription to ride a bicycle. A five-mile, 30-minute bike ride on most days is all you need to stay healthy. The best way to ensure getting this "vitamin" daily is to incorporate it into your daily routine by bicycling to work, on errands, or to visit friends.

Despite the evidence, a lot of well-meaning bicycle safety efforts focus on the supposed "dangers" or "hazards" of bicycling. What they are really trying to address ­ but rarely admit -- is the danger that car drivers pose to bicyclists, as opposed to any inherent danger in riding a bicycle. These safety efforts focus on the bicyclist behavior, including the wearing of helmets. This is a good starting point, but it does not go far enough. Wearing a helmet only makes it relatively safer to crash; otherwise it does nothing to make bicycling safer.

Educational programs aimed solely at bicyclists overlook the fact that motorist behavior often jeopardizes bicyclist safety. Indeed, road rage is often evident in car-bike interactions. Motorists desperately need training in sharing the road with bicyclists; and all road users need to replace "get out of my way" with safe, courteous responses.

Bicycle safety also has a lot to do with the way we design our communities, neighborhoods and individual streets.

The United States Department of Transportation set two goals in April 1994: to reduce the number of injuries and fatalities to bicyclists by 10 percent; and to double the percentage of trips made by bicycle. An April 1999 progress report compared data on bicycle crashes and bicycle use from 1990 to similar data for 1995. Bicyclist injuries fell 15 percent, though fatalities fell by less than one percent. And while bicycle use as a percentage of all trips increased by 16 percent, still bicycles were ridden less than one percent of all trips.

If we want to further increase the number of bicycling trips while reducing injuries, then we have to look at improving the environment that bicyclists operate within. Some recommendations:

streets with adequate width, lower car speeds and volumes
neighborhood destinations such as schools, stores, and jobs close enough to housing so that the bicycle becomes an obvious transit choice
communities that promote all transportation modes equally ­ a bike plan should not be a garnish on the overall transportation plan
Anyone who seriously wants to improve bicyclist safety or who cares about improving peoples’ health should be promoting the bicycle. Their goal should be to develop bicycle-friendly communities where they live, work and study.

Arthur Ross has been a year ‘round bicycle commuter for 20 years. He is the Bicycle-Pedestrian Coordinator for the city of Madison; however, the views expressed in this article are solely his own and do not necessarily reflect the official position of his employer or any other organization with which he is affiliated.

Knee Pain
by Pamela S. Barrett, PT, ATC
for the Bicycle Federation of Wisconsin

Around this time of year, many cyclists start to experience knee pain which becomes a nagging problem during long rides, training sessions and competition. Often, this pain will begin as a subtle, post-ride ache which turns into a problem that doesn't seem to go away on its own. While there are many reasons for knee pain (injury, surgery, immobilization), pain that gradually creeps into your daily rides is normally due to overuse, poor bike fit, poor body mechanics or a combination of these. Overuse injuries can occur when an athlete performs a repetitive task that taxes a specific set of muscles and sustains that activity beyond the muscles' current capacity. In cycling, that task is pedaling, which requires the athlete to use most of the muscles of the lower extremities. In order to increase strength in any muscle it must be challenged to its capacity regularly. When a muscle's capacity is regularly exceeded for extended periods you may not only experience muscle soreness but also joint soreness. This can lead to altered mechanics at that joint (in order to avoid pain) which may intensify the problem.

One commonly diagnosed cause of knee pain is patellofemoral syndrome. In normal cycling, every time a cyclist pushes down on the pedal the quadricep muscles (the big muscles at the front of the thigh) contract causing the patella to move up and down in that groove. Patellofemoral syndrome occurs when the patella (knee cap) is "tracking" improperly in the groove at the lower end of the femur (thigh bone); i.e, the patella repetitively rubs the femur and eventually results in pain. Improper "tracking" may be caused by a structural anomaly or muscle imbalance that can often be traced to bike fit or riding technique.

Proper bike fit and riding technique are essential preventive measures for knee pain. Quality bicycle retailers will have personnel trained to observe your riding position and then recommend appropriate adjustments to stem height, as well as seat and cleat positioning. Less experienced riders should spend some time with a skilled rider who can observe their riding technique, including gear selection and pedaling cadence. Most beginners tend to use fewer of their gears and pedal at far too low a cadence. Low pedalling cadences require riders to strain too hard with each pedal revolution. Higher pedalling cadences spread the effort out over many revolutions. Casual cyclists should strive for 70 to 80 rpm. Competitive cyclists should strive for 80-120 rpm. There is a reason (besides marketing) for those 21 gears on new bikes these days - use them! Treatment: If there is no obvious swelling in the knee, but pain and stiffness are present, there is at least trace swelling. The use of ice packs over the knee for 15-20 minutes at a time, on a regular basis, can greatly decrease discomfort. Ice numbs the area and serves as an anti-inflammatory. The use of ice 2-3 times per day, especially directly following bouts of activity, will decrease and prevent swelling.

A painful knee usually progresses to become a "tighter" and weaker knee. The natural tendency is to rely more heavily on the healthy knee in an attempt to rest the knee that hurts. This leads to a gradual decrease in quadriceps strength. Gentle stretching of both the quadriceps and hamstring muscle should become a daily routine in order to maintain good knee joint flexibility. Stretches should be done gradually (without bouncing) and sustained for at least 30 seconds. A gentle pulling sensation is expected but stretching should not be painful. Quadriceps strengthening should also be undertaken, but again, all strengthening activities should be painfree. Slow straight leg raises, quarter wall slides (see above diagram) or quarter squats may serve as strengthening tools. Seated knee extension machines should be avoided (especially end range knee extensions) as they are extremely stressful for the knee joint. Deep squats or activities that require extreme knee flexion should also be avoided.

Finally, knee pain incurred secondary to trauma or severe knee pain should be evaluated by a physician in order to determine that the structural integrity of the knee has not been affected and that continued use of the knee will not lead to further damage.

The knee is crucial to vigorous cycling. Take care of even the mildest twinge of pain at the outset, before it becomes a chronic problem.

Fit for a King
by Richard Schwinn, BFW Board Member

The more you ride, the more a proper bike fit will affect your comfort and performance. A high quality bike is a major investment that can last for years. A proper fitting by a knowledgeable shop is an invaluable investment in your riding experience. A proper fit starts with the cyclist.

Numerous bike fitting formulas exist in our cycling universe, such as the ever-respected Greg Lemond formula or the popular Fit Kit®. There are always exceptions to these rules, however; depending on formulas alone leaves room for error. Start with yourself.

Be clear about riding objectives and you will save yourself hours of agony in the saddle. Before you get a fitting ask yourself the following questions:

Do you desire to improve your performance or to increase your comfort?
How flexible is your body?
How sensitive are you to changes in your riding position (saddle height, and position, bar height and so on)?
What makes you uncomfortable?
What is your perfect riding position?
How willing are you to change your riding habits? Getting clear on your answers to these questions dramatically increases the odds of success. Get good advice.

The better bike shops have a specialist who performs their fittings. Ask for that person. Then ask them a few questions.

Can they relate to your problems? Look for someone who understands the kind of riding you do. They should be willing to show you how to achieve your goals. Above all, they should listen well. How do they perform their fitting? A good fitting should start with a personal interview and some kind of measurements (probably of you and your existing bike). It should include some verification of their recommended fit either on a bicycle fitting machine or a wind trainer. With the right chemistry, you and your fitter can work magic. Fittings typically take one to two hours. Most shops charge $50-100 for a fitting and include this in your bike purchase. It is one of the best investments you can make in your cycling future.

Listen to the "Coach Inside" When you are sitting on the sizing cycle or the wind trainer during a fitting, if it doesn¹t feel right, it probably isn¹t (see the sidebar "Science of Fit"). It is crucial for you to feel how your body reacts to your riding position. This is called "listening to the coach inside." Don't be afraid to share your feelings with your fitter. Take your time to get the right fit and don't rush the process. After all, this is your bike, it should fit you.

Get a better fit on your existing bike In many cases, the recommendations from a good fitting can guide you to low-cost changes in your existing bike. Bike shops offer a wide range of cranks, seatposts, saddles and stems which can let you radically change your riding position on your existing bike. You need to install a 60mm stem to get a proper fit (instead of a typical 110mm stem). You and your shop can choose the frame and component sizes which optimize both fit and handling.

Defining "Close Enough" We have never found a good answer to why FitKit® makes a recommendation down to the millimeter (e.g., "Your ideal top tube length is 538mm"). Most people cannot detect a 5mm difference in top tube length. Your ideal fit (the combination of frame geometry, stem position, saddle position and crank length) can change as often as the terrain you ride on. The best bike fitters cope with this by helping you locate your "sweet spot". Your sweet spot is the riding position closest to your most normal comfortable riding position. A good fitter will recommend a sizing which allows you to adjust components freely. Fitting will always remain as much art as science. With careful thought and close work with knowledgeable advisor, you can multiply the benefits of your investment in your bike. Nothing else will do so much for your riding pleasure or your performance.

THE SCIENCE OF FIT

The folks at USA Cycling in conjunction with Computrainer have invested thousands of man-hours to improve performance through proper riding position. They put the rider on a Computrainer (a computerized training system), selected a fixed workload and measured the rider¹s heart rate in different positions. They found the most efficient riding position was also the most comfortable, resulting in a lower heart rate.

SORE BUTT? The sore bottom has plagued riders since the beginning of time. If this is your problem, you¹ll find your saddle choice just part of the solution. As you start the ride with fresh legs, pedaling lifts you partially off your saddle relieving pressure from the buttocks. When your legs tire, you sit longer, hence you butt gets sore. Physiologists have learned, the ideal fit uses two main muscle groups in your legs - the hamstrings and the quadriceps. A poor fit causes one of those groups to be overused. The result? Your legs tire faster, you sit sooner, leading to a bothersome bum. Often, simple changes to your stem height, saddle height, saddle position and saddle angle can improve efficiency and endurance, allowing a longer, more pleasurable ride.

The most common bicycling related injuries, referred to as overuse injuries, can also be thought of as misuse injuries. These injuries, resulting from ill fit, often manifest themselves as knee, hip, back or neck pain. Various techniques can decrease pain, but without identifying the root cause, relief may only be temporary.

Square Pegs, Round Holes
For years the bicycle industry has turned to assembly line production (like automobiles) to meet demands. The industry realizes that people are not "one size fits all", so they offer numerous frame sizes. The problem is that the "geometry," or proportions of the frame do not change with the size. Most frame sizes offered do not accommodate shorter or taller riders. Also, mass produced bikes do not take into account the tremendous variation in body segment length. For instance, if ten cyclists are all 5 feet, eight inches tall, the length of the legs, torso and arms will dictate a different bicycle fit for each cyclist. These individuals settle for the "closest fit" and then attempt to modify the fit by changing component such as stems and seat posts.

News Flash: Men & Women are Built Differently
There are gender "trends" in segment length. On the average, a female tends to have a shorter torso than men, while a female's legs are generally longer than a man's (see accompanying graphic). In general, the top tube length on standard production bikes is longer for a generic "male" proportioned body. The result for most women is being overstretched horizontally between the handlebars and the seat (even if the bike is sized right for leg length). This is why a number of women complain of back and neck pain.

How is this problem resolved? Ultimately, the answer involves ensuring proper cyclist-machine fit. This is best achieved through consultation with an experienced fitting expert. It is extremely difficult to perform a self-fit and you may be settling for adequate rather than optimal conditions. At the very least, ask a friend who can view you from the side and front and make appropriate suggestions.

Dr, Dr!! It Hurts When I Go Like This!
Unless you have drastically changed your duration of riding or fit (via adjusting your current bike or purchasing a new bike), back or neck pain typically comes on slowly with increased weekly mileage. First, transient soreness is experienced 24-48 hours after rides, then progressing to pain during rides. If pain continues, the cyclist may quit riding altogether. Thankfully, there are steps you can take to prevent this unfortunate situation.

Ice is Nice!

First, ice the painful area quickly and leave the ice pack on for 20 minutes intervals. Let your skin return to room temperature and....ICE AGAIN! Initially, the ice may make your muscles feel tighter but, it can actually relieve muscle spasms.
Second, gently stretch the offending muscles. Choose stretches that affect the painful area, but don¹t stretch until it hurts. You should feel gentle "tugging" or "pulling". Hold each stretch for 30 seconds each and repeat throughout the day.
Third, correct your bicycle fit problem before you plan any further trips or training rides. Now that the pain has started, you may find that it reappears sooner in your rides! Finally, once the pain is down to a dull roar it is time to strengthen the stabilizing muscles in your back. After injury, the injured muscle is weakened so you may experience fatigue sooner in your rides. For a healthy back, exercise your abdomen (crunches), large extensor muscles (prone extensions), trapezius and rhomboids (rowing motion) and latissimus dorsi (lat pull downs).

You Don¹t Have To Take It!
If pain persists, seek medical attention. A detailed medical evaluation can often pinpoint the exact problem and offer specific instructions for rehabilitation or pain relieving exercises. Remember, cycling is supposed to be a pain free activity.

Pamela, 1998 US Cycling Federation Category 4 Wisconsin Cup Champion, has a freezer full of ice custom shaped for each of her aches & pains. Now that she has a fitted bike, she rarely needs that ice anymore!

Mean Segment Lengths Expressed as Percentages of Total Body Height
These diagrams illustrate proportional differences in body segment length between men and women. Note that there is high variability from person to person. This means a "one size fits all" approach to bicycle fit is inadequate.

Parts is Parts
The anatomy of the wrist is characterized by separate compartments (or tunnels) formed by bones and ligaments. Tendons, nerves, arteries and muscles must pass through their respective compartment friction free in order to provide good movement, sensation and circulation in the hands and fingers. One commonly known compartment in the wrist is the carpal tunnel. This tunnel is located toward the palm side of the hand and contains the median nerve and nine flexor tendons that allow you to perform the "grasping" motion with your hand. Though carpal tunnel syndrome is a well known culprit in wrist pain, not all wrist and hand discomfort can be attributed to it. In any case, a persistent painful wrist or hand should be evaluated by a physician in order to determine the source of pain.

Most family physicians can pinpoint the origin of a painful wrist by looking at the clinical signs such as location of pain, patterns of abnormal sensations (numbness for example) and what movements or positions increase symptoms.

Accessories, Riding Position
If you do suffer from intermittent wrist pain while on a ride, there are some things that you should try in order to alleviate the pain. Well padded cycling gloves are a necessity. Gloves will help absorb the relentless shocks that are transmitted from rough roads or trails to your hands during rides. Even for short rides, wearing gloves may be important if you are prone to wrist pain.

Repositioning your hands frequently during a ride is also important. Maintaining one position for any length of time can limit circulation to the hands and irritate nerves. Attempt to keep a loose grip on the handlebars with your wrists relatively straight (avoid keeping your wrists excessively bent). On a road bike, alternate between the drops, in close toward the stem and out on the brake hoods. When riding your mountain bike, alternate between placing your hands over the main part of the hand grips and out toward the handlebar ends with your thumbs pointing up (take note that this position is not recommended when riding in traffic as you do not have easy access to your brakes). Bar ends are great accessories for providing additional hand grip options. It's also helpful to occasionally shift weight from center of your palm to the outside edge of your palm. Whole body position must also be examined when persistent wrist pain exists. If you have recently switched to a more aerodynamic body position and noticed an increase in wrist pain, note that a more horizontal body position transmits more body weight to the wrists (unless you have added an aerobar, in which case, your body weight will rest on your elbows).

Stretching
Gentle stretching of the forearm musculature can be helpful since the muscles of your forearm are at least partially responsible for wrist and hand strength and movement. To stretch your wrist, place your arm out in front of you with your palm facing away from you (as if to motion "stop"). With your other hand pull back on the fingers of your outstretched hand until you feel a gentle pulling sensation. Hold this position for 20 seconds and repeat for the other hand. Repeat this stretch before performing any activity which requires a lot of wrist or hand movement (riding, typing, manipulating tools, etc...).

If pain persists despite every attempt to resolve it, don't just ignore it. Pain is your body's way of telling you there is something wrong. Pain will often progress in intensity or go from intermittent to constant. Get it checked out before this happens. When caught early, wrist pain can be just a temporary irritant but, if left untreated irreparable damage can take place.

First, let's define a number of factors which may contribute to overuse injuries:

Training errors such as drastic increases in intensity and mileage as well as insufficient recovery time between workouts.
Improper bike fit.
Drastic changes in terrain.
"Hammering" in a big gear early on.

Hammerheads Beware! Or, Whoahhh, Nellie!
So, what can you do to avoid overuse injury? First, if you have been doing nothing except sitting on the couch all winter, realize that the muscles you use for cycling have become deconditioned. Even if you have been cross training (skiing, running, etc.), your muscles need to "re-learn" how to most efficiently move your feet though that circular motion.

Early each season, cyclists should focus on short rides of low intensity. This will allow your body to become reaccustomed to your bike. Also, ensure adequate recovery time is allowed between rides. If you are still sore from your last ride you should consider taking a break. If you feel as though you aren't able to move with the same ease and intensity the next time you hop on your bike, it might be your body's way of saying "slow down."

The Marriage of Figaro & His Colnago
Bicycling is a marriage of a human and a machine. The match must be perfect, since bicycling restricts whole body movement more than almost any other sport: The cyclist's ischial tuberosities (sit bones) rest weightily on the saddle; hands grip handlebars; feet are firmly attached to the pedals. The slightest misalignment between the points of contact gets magnified over thousands of pedal strokes.

If you have felt that minor adjustments to your bike fit are needed, make them now, while your per ride mileage is relatively low. If you have been suffering from nagging injuries year after year, you should consider seeking out a professional bicycle fitting. This may help you eliminate biomechanically stressful body positions.

The Bob & Weave
Spring is the best time of year to concentrate on technique. Mistakes in form will increase your chances of sustaining "overuse" injuries as mileage and intensity increase. Each pedal revolution should be an exercise in minimizing lateral and oblique movements of the entire body. This means, don't bob side-to-side or up and down; concentrate on a relaxed, relatively motionless torso.

The Hills Are Alive... With the Sound of Spinning!
Choose your ride route carefully. Choosing a particularly hilly route and attempting to "muscle" over hills before having built up a base level of strength, endurance and skill may trigger an injury that will haunt you throughout this season. Begin hill work on easy inclines and choose a gear that will allow you to spin while in the saddle. Early in the season, I also recommend not just spinning up hills, but also spinning in the flats. Pedaling with a slow, labored cadence quickly fatigues unconditioned muscles. This results in poor control of joint movement and increased joint stress. That is why knee pain is such a common complaint among novice cyclists. Force yourself to spin at the highest cadence you can. Many elite coaches recommend early season cadences of 115-120 rpm. Rapid cadences will feel awkward at first, but with practice you will find that your pedal stroke will become smoother.

Following a few, simple rules of moderation such as slowly increasing duration and intensity, ensuring your bike is properly fitted and avoiding maximum effort rides in the first few weeks will pay off later in the season. Using a little common sense and listening to your body will make this bicycling season a pleasant, comfortable and successful one.

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