Eat, Then Sleep (A Radical New Injury-Prevention Plan)

Forget training load and biomechanics. A surprising new study suggests that avoiding injury might come down to something far simpler.

There’s a danger that this article is going feel a bit like a seven-step illustrated guide (or, say, a TED Talk) on how to tie your shoes, but please stick with me. There’s an important message here that’s more subtle than the headline suggests, and it’s something you can fix.

In a recent issue of the Scandinavian Journal of Medicine and Science in Sports, a team of researchers took aim at one of the oldest and most timeworn questions in sports science: What factors predict who will suffer a training injury? A zillion studies have already tackled this question, but what makes this one different is that it zoomed out to look at a broader-than-usual array of risk factors, including things like self-esteem, stress, nutrition, and sleep.

The study followed 340 athletes at elite sports-focused high schools in Sweden and checked in with them twice (once during both the fall and spring semesters). The athletes came from a variety of sports: track, orienteering, handball, and skiing (cross-country, downhill, freestyle, and ski orienteering).

There were two noteworthy findings. First, athletes who reported sleeping at least eight hours per night in the fall semester were 61 percent less likely to report an injury (any physical complaint that caused pain, reduced performance, or missed training) in the spring semester. And those who reported meeting recommendations for eating enough fruits, vegetables, and fish were 64 percent less likely to report injury.

These are some big numbers in terms of injury avoidance. But there are also some big, obvious caveats about the results. One is that the type of injury isn’t specified. It’s likely that, say, the runners and freestyle skiers are suffering very different types of injury—so if tilapia has some magical anti-injury properties, is it in toughening up your bones, improving alertness to avoid falls, or helping you avoid injury via some other mechanism? There’s also the possibility of hidden confounders: It may simply be that conscientious rule followers tend to eat well, go to bed on time, and stop running if they feel a minor ache.

Still, the results jibe with an emerging body of research. A similar study a few years ago at Harvard-Westlake, a high school in California, found almost the same relationship between sleep hours and injury rates. In that study, student athletes who slept less than eight hours a night were about 70 percent more likely to get injured.

The role of nutrition in injuries, particularly in endurance athletes, is also getting a lot more attention these days. One particularly interesting example was just published in the International Journal of Sport Nutrition and Exercise Metabolism, with detailed analysis of the diet, training, and “energy availability” (a comparison of the calories consumed with the calories required for both training and basic metabolic health) of elite runners and racewalkers, nearly a third of them Olympians, from Canada, Australia, and the United States during a training camp in Flagstaff.

It’s probably no surprise that female athletes with chronic low energy availability, as indicated by the absence of menstruation, were about 4.5 times more likely to suffer bone injuries. But the same was true for men with low energy availability: Those with low testosterone were also about 4.5 times more likely to suffer bone injuries.

So, yes, diet (at the most basic level, getting enough calories) matters for injury prevention. It’s possible, though currently unclear, that sleep matters, too. But maybe the more useful message from the Swedish high-school study is the bigger picture. We can’t necessarily untangle all the hidden factors that distinguish the well-fed, well-rested rule followers from their less disciplined peers. But we do know that there’s a surprisingly big difference in their injury rates.

In a way, these results remind me of a study I wrote about last fall, which found that some very obvious injury-prevention advice (listen to your body, slow down and run less if you have an ache, see a doctor if it seems serious, etc.), dispensed automatically by a computer, successfully reduced injury rates in trail runners—even though there was no detectable change in the injury-associated behaviors of the runners in the study. Somehow, just being nagged reduced injury risk.

Here’s what I take from all this: You should sweat the details. We don’t really know which details matter most, but we all have some generalized sense of things we “should” be doing. It’s that nagging voice that not only says “You should get to bed earlier tonight” and “You should eat that rutabaga,” but also “You should slow down, because that trail looks a bit icy” and “Maybe one marathon is enough for this month.”

Sometimes, of course, it’s nice to ignore that voice. I have friends who would probably argue that the greatest moments in life come, almost without exception, from ignoring that voice. But if you get shin splints, don’t say it didn’t warn you.


Discuss this post on Twitter or Facebook, sign up for the Sweat Science email newsletter, and check out my forthcoming book, Endure: Mind, Body, and the Curiously Elastic Limits of Human Performance.

We Need to Get More Kids on Bikes

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Schools used to teach auto shop. Maybe it’s time to start teaching bike shop.

Recently, as part of a series of lessons about “community helpers,” in which parents talk about their vocations, my son’s preschool teacher asked me to come in and tell the kids what I do.

“What do you do, anyway?” she asked, looking me up and down.  

“I write about bicycles,” I replied. No doubt relieved that my job was far less sordid than my slovenly appearance might suggest, she penciled me in for an appearance between the doctors and librarians and other upstanding members of society.

On the appointed day, I arrived with my props. Writing is a fairly abstract concept for three year-olds to grasp, so my presentation was heavy on the bikes. I had pictures of people racing, commuting, and just plain having fun on two wheels. I also let everyone take a spin on my son’s balance bike, and I even showed them how a Brompton works, because kids love things that make loud noises and can sever a digit.  

All in all, it went pretty well. Nobody wound up stuck in the Brompton like a thief in the stocks, and nobody soiled themselves. As for lessons learned, I can’t speak for the kids, but for me the balance bike test ride in particular was nothing short of a revelation.

Very young children have boundless energy and relentless curiosity. While these qualities may make sitting near them in restaurants or on airplanes a living hell, when harnessed and directed, it’s a wonder to behold. Such was the case when the kids in the class finally got the green light to get out of their seats and hop on the balance bike. As a middle-aged cyclist psychically scarred from decades of anti-bike acrimony, the guileless enthusiasm and delight with which each child took to that little bike filled me with a dopey kind of joy. I felt like that bear pressing the clean shirt to his face in the fabric-softener commercial.

Of course nothing pure remains untainted forever, and sooner or later that childlike joy of discovery succumbs to cynicism, apathy, or any number of the contaminants that are a by-product of age. Reading becomes onerous, math becomes a source of anxiety. Then there’s the bicycle, which most of us simply forget.

When I asked the kids, “Who has a bicycle?” everyone raised a hand. Alas, I can pretty much guarantee it will be a much different story in ten years. A bike may still be de rigeur for the toddler set, but the relationship is fraught from the very start. “Not without your helmet!” screams the parent in the playground as the child attempts to straddle the Lightning McQueen bike from Toys ‘R Us, so instead the kid walks away from it in favor of the monkey bars. (For some reason, we’re comfortable with the possibility of kids falling from a great height without safety gear, but not with them puttering around helmet-less on a 10-inch bike with training wheels.) Then the bike goes home in the trunk.

Since there’s no compelling reason to ride beyond recreation (we’ve pretty much killed the idea of riding to school and to visit friends), and since we’ve effectively stigmatized that recreation with our safety gear fixation, by adolescence the only kids still on bikes are the ones who were born with the burning desire to ride coursing through their veins and who have a high-risk tolerance. The rest just ride in the Hyundai until they pass their driving tests.

Fortunately, more and more people are finding their way back to bikes as grown-ups. Maybe they’re looking for a new form of recreation or maybe a new bike lane in their city inspires them to try riding to work. Unfortunately, many of these people have a gaping hole in their riding experience due to those lost cycling years between early childhood and adulthood. This is one reason why American cycling can look a bit, well, silly. After all, if you didn’t come of age riding a bike, how are you supposed to know what you’re doing?

The result of this experience gap is unsteady riders going against traffic, or else over-kitted dilettantes with more equipment than sense. Years ago when I was young and arrogant, my impulse was to mock them, but now I just want to hug them. “It’s not your fault,” I want to say to them as they rest their ill-fitting helmets on my shoulder. “Your best cycling years were taken from you!”

The delight kids feel when presented with a bicycle is near-universal and knows no gender. What if we fostered that delight by making bikes an ongoing part of their education? In Washington, D.C., second graders are learning to ride in school:

“This a lifelong skill,” said Miriam Kenyon, director of health and physical education for D.C. Public Schools. “It’s a way students can get to school and it’s also a way they can exercise with their family. It promotes independence, and it’s a good way to get around.”

Why not do this everywhere?

Furthermore, the desire to ride is always there, and it’s going to manifest itself one way or another. For example, all over the country, kids are participating in “ride outs.” The media likes to portray them as the end of civilization as we know it, but an alternate view is that civilization ended when we surrendered our streets to cars and the next generation reclaiming them is merely the natural order of things.

Wheelies aside, the bicycle can play a role in nearly every phase of your life. Casting it aside is like thinking you’ll never use math. Sooner or later you’re going to regret it.

Five Nutrition Apps to Help You Eat Healthy

Create a training plan to fit your goals, learn to shop smart, and steer clear of sneaky nutritional pitfalls with these five expert-picked apps.

Regardless of your goals—weight loss, improved performance, or just better health—incorporating a nutrition app into your fueling plan can be effective, says Sarah Koszyk, a San Francisco sports nutritionist. “It’s a convenient way to build awareness about what you’re eating and allows you to make smarter decisions, so that you can reach your goals in a measurable way,” she says.

But not all apps are created equal. These five nutritionist-approved picks help you create sustainable changes in your eating habits and are best suited for high performers looking for more than just an easy way to count calories.

Shopwell

Go into a grocery store without a plan, or with even the slightest twinge of hunger, and you’re bound to come out with a cartload of things you don’t need. But Shopwell lets you scan the items on the shelves and get a rating based on nutritional value—an easy way to hold yourself accountable as you peruse the aisles. Plus, it flags common allergens, information that’s often hidden in fine print. That makes for a great shopping companion, helping people make healthier choices in the supermarket and steering clear of foods that won’t assist them in reaching their goals, says Koszyk.

Farmstand

Says Koszyk: “With this app, it’s easy to find local farmers’ markets, community gardens, restaurants that serve local food, and CSA”—community supported agriculture—“delivery services.” In short: it’s a farm-to-table foodie’s dream.

Rise

Choose Rise for a more tailor-made approach to your nutrition plan. When you sign up, it pairs you with a registered dietitian who creates an individualized plan to fit your specific goals and challenges and checks in with you daily to make sure you’re on track, all for less than two dollars per day. There’s no one-size-fits-all option here, so your chances of finding an approach that lasts for the long haul are much greater. 

FitWell

The panacea of health apps, FitWell offers access to an archive of trainer-made fitness videos and recipe ideas, tools to track calories and water intake, and a free body assessment. With the premium version—just five dollars per month—you’re paired with a nutrition coach and trainer to who develop an individualized plan to tag-team your performance goals. Koszyk calls it a personal-training, nutrition, and life-coach app all in one.

Fooducate

“This app goes beyond basic calorie and macronutrient counting,” says Koszyk. “It also looks at the quality of food.” That means everything from preservatives in your produce to sneaky sugars and bizarre additives in your favorite “healthy” snacks. It also includes an exercise tracker. After all, performance gains don’t come through diet alone.

5 Bucket-List Upgrades to Make a Killer Overland Truck

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I’ve owned a 2005 four-door Toyota Tacoma TRD Sport for a decade, and it’s easily been the most reliable, adventure-worthy vehicle I’ve ever driven. The thing was bone stock for years, but I’ve recently started to explore the aftermarket options to see if I could make it more capable for long overlanding trips with my wife and our two kids. I have no interest in rock crawling through Moab, but I do want to feel confident driving unmaintained roads and want upgrades that will make backcountry camping more comfortable.

I made my first round of changes back in 2016. Since then, I’ve been on many more trips (crazy treks through Baja, up and over scary Colorado passes, etc.), seen plenty more gear at Overland Expo, and asked for tons advice from experts like Walt Wagner, who owns Tactical Application Vehicles, an expedition-vehicle shop in Albuquerque, New Mexico. As such, I realized there was a better way to do things (there always is), and I’m currently going through upgrade 2.0 to get even more capability out of this old beast.

Of course, with a lot of things vehicle-related, these upgrades aren’t cheap. But think of them more as items for the bucket list and pick one or two based on the qualities you really want more of from your rig.

If you read Wes Siler’s column here at Outside, you know that he constantly hammers home that good tires are your first and most important off-road or overlanding upgrade. Quality off-road tires do a number of things. First, they provide better traction through sand, dirt, mud, snow, and anything else you might encounter while driving off the grid. Plus, off-road tires are designed with stronger sidewalls and shoulder sections, so you can let some air out of them to get more traction and not worry about ruining the tire. And because of that increased durability in the sidewall, shoulder, and tread, you’ll be less prone to flats out in the middle of nowhere.

Right now, I’m using the brand-new BFGoodrich KM3, one of, if not the most, bombproof tires on the market. (Mine ran $290 per tire for size LT285/70R17.) The KM3 has a 27 percent stronger sidewall than the previous version, so you’ll worry even less about one tearing on a sharp rock 50 miles down a dirt road. The tires also have a smart tread pattern with larger biting edges that wrap around objects on the trail to increase your traction. They’re incredibly reliable in the mud and sand, because the lugs are spaced out just enough to dig in. And thanks to something called a “mud-phobic bar,”grime and muck won’t stick to them, so they’re ready to bite again on the next rotation. These are not street tires by any stretch, but the engineers made each tread a slightly different size—a trick that eliminates that annoying hum on the highway you get with many off-road tires.

Wheels also play a part in traction. In Albuquerque, wheels are all about style. The lowriders here sport incredibly beautiful rims that stand out and add character but do nothing to improve performance. Instead, I wanted a wheel with more off-road oomph. I found that in the new Method Race Wheels Trail Series 701 (from $180 per wheel). The design and materials—an incredibly durable one-piece cast 356 aluminum—allow the wheel to put up with abuse from all the junk you might meet on even the hairiest of forest trails—boulders, branches, etc. Almost more important, however, the wheel has small grooves in the bead channel (where the outer edge of the tire sits) that prevent the tire from slipping out when releasing a little air. This technology is a big deal, because the few times I’ve been really stuck, airing down to a lower PSI got me right out. With regular wheels, you run the risk of the tire slipping off when it’s not at full pressure—a giant problem if you’re not near a tire shop.

My first build had an Old Man Emu suspension kit (leaf springs and shocks) that was significantly more durable than my stock setup and helped my truck put up with bumpy dirt roads and not sag under the weight of a rooftop tent and truck drawers. I’ve kept the OME leaf springs, but recently swapped in Fox Factory Race Series Coil-Over Reservoir Shocks ($1,600 for the front; $1,200 for the rear). This setup is significantly more durable than stock but comes with additional upgrades that the OME system didn’t have. For example, just like a good Fox suspension system on your mountain bike, my setup can be dial-adjusted to be more forgiving for technical rocky terrain or stiffer for flat, smooth driving—something that provides much better truck handling. I also have upgraded, more durable upper control arms from Total Chaos ($750) that work in conjunction with the Fox setup and are better for blasting down washboarded roads or climbing over chunky rocks.

There’s no need for an aftermarket bumper if all you want to do is drive up washboarded or rutted-out roads to access your favorite trailhead. But if you start driving on more technical trails, or in the sand, mud, or snow, it can make a difference in many ways. The perks are threefold: A bumper increases your truck’s approach angle, so you can climb seriously steep hills without rubbing against the ground. An aftermarket bumper provides more protection when you’re driving over rocks and scraping trees. Aftermarket bumpers also allow you to accessorize. My lightweight aluminum CBI Moab 2.0 (from $920) has a Comeup SEAL GEN2 9.5rs 12V winch ($1,100) for getting me unstuck in an emergency, as well as two Baja Design LP9 lights ($600 each) that combined put out a ridiculous 22,050 lumens.

I’m running the brand-spanking-new Go Fast Campers Platform (from $5,750). Go Fast Campers, based just outside Bozeman, Montana, was the talk of the most recent Overland Expo because its platform combines a camper shell and rooftop tent. That camper/tent combo is hugely convenient because you never have to mount or unmount the tent, which can be a pain in the ass. The combo system is also more aerodynamic than a rack and rooftop tent, so you save gas. When you’re ready to sleep, the tent sets up in less than 30 seconds and comes with a three-inch foam mattress, windows, and big front door. During the day, the tent can be used as a standing desk—you just remove one section of the bed, set up your laptop on the other, then stand in the truck bed and work away. The camper shell itself is made from ultradurable welded-steel tubing that can take a beating on dirt roads, and all three sides of the shell flip open so you never have to crawl inside your bed to access the storage. The ultra-low weight helps my truck perform better off-road, and helps a ton with fuel costs.

This might seem like an odd inclusion compared to the other, more structural upgrades, but it’s on this list because I can’t overstate the importance and convenience of an overland refrigerator in your truck when you’re camping way off the grid. Ice will keep for a couple days, no problem, but when you want spend a week in the Utah desert and never worry about your food going bad or getting soggy, a truck fridge is your only option. They’re expensive but pay for themselves in what you save on ice and spoiled food. I’m running one from Dometic ($1,100) that’s crazy efficient and uses only one amp per hour on average over a 24-hour period. When I’m driving, I run the fridge through a cigarette lighter I had installed in the bed, but you can also run it off the one in your console. At camp, I use a Goal Zero Boulder 100 solar panel, which produces plenty of juice to keep the fridge running. My fridge is mounted to an Alu-Cab tilting fridge slide ($480) that pulls out of my truck and then tilts down so I can access everything inside.

How to Use Caffeine on Race Day

This performance enhancer can up your game if you use it correctly

You’ll find caffeine everywhere on the endurance circuit, popping up in a slew of products—powders, gels, drink, chews, gums, and even sprays. Evidence of its potential as a performance enhancer has been around for years, but scientists and athletes alike are still unpacking the nuances—and the legality—of its application.

Caffeine stimulates the central nervous system, says Todd Astorino, a professor of kinesiology at California State University, San Marcos. It blocks the adenosine receptors (responsible for fatigue), which, in turn, makes you feel less tired. “There is also some evidence that caffeine reduces feelings of muscle pain and perceived exertion, especially during endurance-based exercise,” Astorino says. Other reports tout perks such as increased activation of muscle fibers, leading you to feel faster and stronger, and enhanced mood, which makes long-term repetitive efforts less daunting.

We’ve covered caffeine piecemeal—which products we like the most, how elites get their fix, its effect on memory, what happens when you go without—but we’ve never given a top-to-bottom rundown on how to best work caffeine into your race-day plan. Here’s what to know.

Back Off Your Daily Cup o’ Joe

If you’re already a regular caffeine user, you’ll need to decrease your intake before seeing race-day benefits. Recent research found that athletes who consume a small amount of caffeine on normal days (defined as the equivalent of less than a cup of coffee daily) feel the performance-enhancing effects on race day more than those who consume anything greater than the equivalent of two cups of coffee. Repeated exposure in foods, drinks, and supplements leads to a reduction in sensitivity to the effects of caffeine through a process called habituation, says study co-author Brendan Egan. Just like you taper your weekly mileage, you should taper your caffeine intake during the four days leading up to competition, Egan says. This helps you avoid withdrawal symptoms and ensures you won’t need a large dose of the stuff on race day.

Pick the Right Source

“Research has shown that out of all the different ways to get caffeine into your system, its anhydrous form (simply pure caffeine) is most effective in enhancing performance,” says Philip J. Prins, an exercise physiologist at Grove City College. It’s easy to overdo it on the powder, though, and it’s unregulated by the FDA, so other methods are typically safer while still giving you a boost. Prins’ research found that when runners drank a Red Bull energy drink containing 500 milliliters of caffeine 60 minutes before exercise, they ran a 5K 30 seconds faster, about a 2 percent improvement when compared to placebo. But Prins cautions that if your caffeine comes from a too-sugary drink or gel, it may blunt the caffeine’s impact.

Experiment with Dosage

Most research focuses on doses of one to three milligrams per pound. “Most products for supporting performance are delivered in doses that are multiples of 50 or 100 milligrams, so an athlete needs to keep this framework in mind when experimenting,” Egan says. He suggests starting out on the lower end of the scale and gradually testing greater amounts in 50 milligrams increments until you find the dose that works best for you, since tolerance can be very individualized. If you’re planning to use caffeine for a big event, do these test runs well before that day.

Time It Right

“Taken orally, caffeine typically has its peak impact between 30 and 75 minutes after ingestion,” Prins says. Most of the studies looking at its affect on performance administer the substance one hour before activity, so start there with your most classic products. One exception—caffeinated chewing gum, which can result in a buzz in as few as 15 minutes, Egan says, because it’s rapidly absorbed into the bloodstream through cells that line the mouth.

If You Carry Bear Spray, You Need This Belt

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Bear spray is only going to work if you have it with you, and if you can deploy it quickly and surely. But carrying a big, awkward can of pressurized capsaicin can prove challenging, particularly if you’re wearing lighter clothing during the summer. Enter the Scat Belt, which solves this problem elegantly. 

My girlfriend, Virginia, and I have spent plenty of time in bear country. On camping trips, I’d strap a can to my belt, opposite my handgun, and she’d throw a can of the stuff in one of her pack’s water-bottle pouches. But that meant she always had to carry the pack. 

Thing is, the holster I carry is pretty terrible, too, allowing the can to bounce around on my hip as I move and catching brush in tight quarters.

Enter the $35 Scat Belt Cub. It's a simple product—just a stretchy neoprene sleeve sewn to what looks like the waist belt off a light technical pack. That puts breathable mesh against your body, while the outside is an abrasion-resistant nylon. It secures at the front with a quick-release buckle. And there’s a Velcro tab that stretches over the top of the can to add security. Just flip the belt over depending on which side you want to be able to draw the spray from.

There’s also the $40 Grizz, which includes pockets for your phone and keys. But to keep those pockets upright, you can only draw the can with your left hand. 

Virginia reports that the belt fits comfortably and rides securely, without any bouncing around. I’ve watched her use it on the trail, and have never once seen her fiddling with it. It’s just there, out of the way, in case she ever needs it. Test draws have proven it’s fast and easy to get the can out. 

The Scat Belt is a simple, cheap product. But also one that now adds an immense amount of safety and peace of mind to our everyday lives. If you live in or plan on visiting bear country, you should get one. 

Buy Now

The Curiously Elastic Limits of Endurance

In an exclusive excerpt from his new book, Outside’s Sweat Science columnist explores the brain’s role in setting our physical limits.

On a frigid Saturday night in the university town of Sherbrooke, Quebec, in February 1996, I was pondering—yet again—one of the great enigmas of endurance: John Landy. The stocky Australian is one of the most famous bridesmaids in sport, the second man in history to run a sub-four-minute mile. In the spring of 1954, after years of concerted effort, centuries of timed races, millennia of evolution, Roger Bannister beat him to it by just 46 days. The enduring image of Landy, immortalized in countless posters and a larger-than-life bronze statue in Vancouver, British Columbia, comes from later that summer, at the Empire Games, when the world’s only four-minute milers clashed head-to-head for the first and only time. Having led the entire race, Landy glanced over his left shoulder as he entered the final straightaway—just as Bannister edged past on his right. That split-second tableau of defeat confirmed him as, in the words of a British newspaper headline, the quintessential “nearly man.”

But Landy’s enigma isn’t that he wasn’t quite good enough. It’s that he clearly was. In pursuit of the record, he had run 4:02 on six different occasions and eventually declared, “Frankly, I think the four-minute mile is beyond my capabilities. Two seconds may not sound much, but to me it’s like trying to break through a brick wall.” Then, less than two months after Bannister blazed the trail, Landy ran 3:57.9 (his official mark in the record books is 3:58.0, since times were rounded to the nearest fifth of a second in that era), cleaving almost four seconds off his previous best and finishing 15 yards ahead of a four-minute pace—a puzzlingly rapid, and bittersweet, transformation.

Like many milers before me and since, I was a Bannister disciple, with a creased and nearly memorized copy of his autobiography in permanent residence on my bedside table, but in that winter of 1996, I was seeing more and more Landy when I looked in the mirror. Since the age of 15, I’d been pursuing my own, lesser four-minute barrier—for 1,500 meters, a race that’s about 17 seconds shorter than a mile. I ran 4:02 in high school, and then, like Landy, hit a wall, running similar times again and again over the next four years. Now, as a 20-year-old junior at McGill University, I was starting to face the possibility that I’d squeezed out every second my body had to offer. During the long bus ride from Montreal to Sherbrooke, where my teammates and I were headed for a meaningless early season race on one of the slowest tracks in Canada, I remember staring out the window into the swirling snow and wondering if my long-sought moment of Landyesque transformation would ever arrive.

To break four minutes, I would need to execute a perfectly calibrated run, pacing each lap just two-tenths of a second faster than my best time of 4:01.7. Sherbrooke, with its amusement-park track and an absence of good competition, was not the place for this supreme effort, I decided. Instead, I would run as easily as possible and save my energy for the following week. Then, in the race before mine, I watched my teammate Tambra Dunn sprint fearlessly to an enormous early lead in the women’s 1,500, click off lap after metronomic lap all alone, and finish with a scorching personal best time that qualified her for the national collegiate championships. Suddenly my obsessive calculating and endless strategizing seemed ridiculous and overwrought. I was here to run a race; why not just run as hard as I could?


Reaching the “limits of endurance” is a concept that seems yawningly obvious until you actually try to explain it. Had you asked me in 1996 what was holding me back from sub-four, I would have mumbled something about maximal heart rate, lung capacity, slow-twitch muscle fibers, lactic acid accumulation, and various other buzzwords I’d picked up from the running magazines I devoured. On closer examination, though, none of those explanations hold up. You can hit the wall with a heart rate well below max, modest lactate levels, and muscles that still twitch on demand. To their frustration, physiologists have found that the will to endure can’t be reliably tied to any single physiological variable.

Part of the challenge is that endurance is a conceptual Swiss Army knife. It’s what you need to finish a marathon; it’s also what enables you to keep your sanity during a cross-country flight crammed into the economy cabin with a flock of angry toddlers. The use of the word endurance in the latter case may seem metaphorical, but the distinction between physical and psychological endurance is actually less clear-cut than it appears. Think of Ernest Shackleton’s ill-fated Antarctic expedition and the crew’s two-year struggle for survival after their ship, the Endurance, was crushed in the ice in 1915. Was it the toddlers-on-a-plane type of endurance that enabled them to persevere, or straightforward physical fortitude? Can you have one without the other?

A suitably versatile definition that I like, borrowing from researcher Samuele Marcora, is that endurance is “the struggle to continue against a mounting desire to stop.” That’s actually Marcora’s description of “effort” rather than endurance, but it captures both the physical and mental aspects of endurance. What’s crucial is the need to override what your instincts are telling you to do (slow down, back off, give up) and the sense of elapsed time. Taking a punch without flinching requires self-control, but endurance implies something more sustained: holding your finger in the flame long enough to feel the heat; filling the unforgiving minute with 60 seconds’ worth of distance run.

This is why endurance athletes are obsessed with their splits. As John L. Parker Jr. wrote in his cult running classic, Once a Runner, “A runner is a miser, spending the pennies of his energy with great stinginess, constantly wanting to know how much he has spent and how much longer he will be expected to pay. He wants to be broke at precisely the moment he no longer needs his coin.” In my race in Sherbrooke, I knew I needed to run each 200-meter lap in just under 32 seconds in order to break four minutes, and I had spent countless training hours learning the feel of this exact pace. So it was a shock, an eye-widening physical jolt to my system, to hear the timekeeper call out, as I completed my first circuit of the track, “Twenty-seven!”

The science of how we pace ourselves turns out to be surprisingly complex. You judge what’s sustainable based not only on how you feel, but on how that feeling compares to how you expected to feel at that point in the race. As I started my second lap, I had to reconcile two conflicting inputs: the intellectual knowledge that I had set off at a recklessly fast pace, and the subjective sense that I felt surprisingly, exhilaratingly good. I fought off the panicked urge to slow down and came through the second lap in 57 seconds—and still felt good. Now I knew for sure that something special was happening.

As the race proceeded, I stopped paying attention to the split times. They were so far ahead of the four-minute schedule I’d memorized that they no longer conveyed any useful information. I simply ran, hoping to reach the finish before the gravitational pull of reality reasserted its grip on my legs. I crossed the line in 3:52.7, a personal best by a full nine seconds. In that one race, I’d improved more than my cumulative improvement since my first season of running, five years earlier. Poring through my training logs—as I did that night and have many times since—revealed no hint of the breakthrough to come. My workouts suggested, at most, incremental gains compared to previous years.

After the race, I debriefed with a teammate who had timed my lap splits for me. His watch told a very different story of the race. My first lap had taken 30 seconds, not 27; my second lap was 60, not 57. Perhaps the lap counter calling the splits at the finish had started his watch three seconds late; or perhaps his effort to translate on the fly from French to English for my benefit had resulted in a delay of a few seconds. Either way, he’d misled me into believing that I was running faster than I really was, while feeling unaccountably good. As a result, I’d unshackled myself from my prerace expectations and run a race nobody could have predicted.


After Roger Bannister came the deluge—at least, that’s how the story is often told. Typical of the genre is The Winning Mind Set, a 2006 self-help book by Jim Brault and Kevin Seaman that uses Bannister’s four-minute mile as a parable about the importance of self-belief. “[W]ithin one year, 37 others did the same thing,” they write. “In the year after that, over 300 runners ran a mile in less four minutes.” Similar larger-than-life (that is, utterly fictitious) claims are a staple in motivational seminars and across the web: once Bannister showed the way, others suddenly brushed away their mental barriers and unlocked their true potential. But to draw any meaningful conclusions, it’s important to get the facts right. For one thing, Landy was the only other person to join the sub-four club within a year of Bannister’s run, and just four others followed the next year. It wasn’t until 1979, more than 20 years later, that Spanish star José Luis González became the 300th man to break the barrier.

And there’s more to Landy’s sudden breakthrough, after being stuck for so many races, than simple mind over muscle. His six near-misses all came at low-key meets in Australia where competition was sparse and weather often unfavorable. He finally embarked on the long voyage to Europe, where tracks were fast and competition plentiful, in the spring of 1954—only to discover, just three days after he arrived, that Bannister had already beaten him to the goal. In Helsinki, he had a pacer for the first time, a local runner who led the first lap and a half at a brisk pace. And more important, he had real competition: Chris Chataway, one of the two men who had paced Bannister’s sub-four run, was nipping at Landy’s heels until partway through the final lap. It’s not hard to believe that Landy would have broken four that day even if Roger Bannister had never existed.

Still, I can’t entirely dismiss the mind’s role—in no small part because of what happened in the wake of my own breakthrough. In my next attempt at the distance after Sherbrooke, I ran 3:49. In the race after that, I crossed the line, as confused as I was exhilarated, in 3:44, qualifying me for that summer’s Olympic Trials. In the space of three races, I’d somehow been transformed. The TV coverage of the 1996 trials is on YouTube, and as the camera lingers on me before the start of the 1,500 final (I’m lined up next to Graham Hood, the Canadian record-holder at the time), you can see that I’m still not quite sure how I got there. My eyes keep darting around in panic, as if I expect to glance down and discover that I’m still in my pajamas.

I spent a lot of time over the next decade chasing further breakthroughs, with decidedly mixed results. Knowing (or believing) that your ultimate limits are all in your head doesn’t make them any less real in the heat of a race. And it doesn’t mean you can simply decide to change them. If anything, my head held me back as often as it pushed me forward during those years, to my frustration and befuddlement. “It should be mathematical,” is how U.S. Olympic runner Ian Dobson described the struggle to understand the ups and downs of his own performances, “but it’s not.” I, too, kept searching for the formula—the one that would allow me to calculate, once and for all, my limits. If I knew that I had run as fast as my body was capable of, I reasoned, I’d be able to walk away from the sport with no regrets.

At 28, after an ill-timed stress fracture in my sacrum three months before the 2004 Olympic Trials, I finally decided to move on. I returned to school for a journalism degree, and then started out as a general assignment reporter with a newspaper in Ottawa. But I found myself drawn back to the same lingering questions. Why wasn’t it mathematical? What held me back from breaking four for so long, and what changed when I did? I left the newspaper and started writing as a freelancer about endurance sports—not so much about who won and who lost, but about why. I dug into the scientific literature and discovered that there was a vigorous (and sometimes rancorous) ongoing debate about those very questions.

Physiologists spent most of the 20th century on an epic quest to understand how our bodies fatigue. They cut the hind legs off frogs and jolted the severed muscles with electricity until they stopped twitching; lugged cumbersome lab equipment on expeditions to remote Andean peaks; and pushed thousands of volunteers to exhaustion on treadmills, in heat chambers, and on every drug you can think of. What emerged was a mechanistic—almost mathematical—view of human limits: like a car with a brick on its gas pedal, you go until the tank runs out of gas or the radiator boils over, then you stop.

But that’s not the whole picture. With the rise of sophisticated techniques to measure and manipulate the brain, researchers are finally getting a glimpse of what’s happening in our neurons and synapses when we’re pushed to our limits. It turns out that, whether it’s heat or cold, hunger, or thirst or muscles screaming with the supposed poison of “lactic acid,” what matters in many cases is how the brain interprets these distress signals. With new understanding of the brain’s role come new—and sometimes worrisome—opportunities. At its Santa Monica, California, headquarters, Red Bull has experimented with transcranial direct-current stimulation, applying a jolt of electricity through electrodes to the brains of elite triathletes and cyclists, seeking a competitive edge. The British military has funded studies of computer-based brain training protocols to enhance the endurance of its troops, with startling results. And even subliminal messages can help or hurt your endurance: a picture of a smiling face, flashed in 16-millisecond bursts, boosts cycling performance by 12 percent compared to frowning faces.

Over the past decade, I’ve traveled to labs in Europe, South Africa, Australia, and across North America, and spoken to hundreds of scientists, coaches, and athletes who share my obsession with decoding the mysteries of endurance. I started out with the hunch that the brain would play a bigger role than generally acknowledged. That turned out to be true, but not in the simple it’s-all-in-your-head manner of self-help books. Instead, brain and body are fundamentally intertwined, and to understand what defines your limits under any particular set of circumstances, you have to consider them both together. That’s what scientists around the world have been doing, and the surprising results of their research suggest to me that, when it comes to pushing our limits, we’re just getting started.

Adapted from the book, Endure: Mind, Body, and the Curiously Elastic Limits of Human Performance. Copyright ©2018 by Alex Hutchinson. Reprinted by permission of William Morrow, an imprint of HarperCollins Publishers.

How L.A. Became Such a Deadly City for Cyclists

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On a sunny April afternoon in south central Los Angeles, 22-year-old Frederick “Woon” Frazier went for a bike ride that ended his life.

Like most days in L.A., the weather was perfect for cycling: temperatures in the mid-80s and a light breeze clearing out the smog. Even in a city dubbed “the hit-and-run capital of the nation,” Frazier usually traveled by bike, a rider on streets built for drivers. He had just turned onto the far right side of Manchester Boulevard, pedaling between parked cars and the flow of traffic, when a white Porsche SUV came speeding behind him. Security cameras at a nearby building later revealed the vehicle actually accelerated before impact, plowing down the gutter lane while attempting a right-hand pass. 

The security video didn’t record the impact that killed Frazier, but public photos of the crime scene show that the collision snapped his bike in half. After dumping Frazier in the middle of a busy street, the SUV’s driver sped away—marking the first of four hit-and-run or DUI crashes to kill pedestrians and cyclists in South L.A. over a six-day stretch.

At a memorial 24 hours later, fellow cyclists briefly blocked traffic in the intersection where he died. Motorists grew angry, then turned violent. One woman mowed through the crowd and sent a friend of Woon’s named Quatrell Stallings flying. Once again, the driver took off, leaving Stallings severely injured. LAPD announced the arrests of both drivers in early June, charging Stallings’ attacker with attempted murder and saying that Frazier’s killer was being considered for a lesser charge of involuntary manslaughter. 

But according to L.A. bikers, the drivers aren’t the only ones responsible. Many cyclists blame their local representatives for repeatedly prioritizing street speed over safety in the world’s most congested city. Spurred by the crashes, the biking community is mobilizing to convince city council members that more bike lanes are needed, even if protecting people who ride means slowing down people who drive.

At a bike shop community action meeting a few weeks after Frazier died, Michael MacDonald, co-founder of advocacy group BikeTheVote, told his fellow cyclists, “We need the city to see that there’s an epidemic going on out there.”

Mayor Eric Garcetti seemingly addressed street-safety concerns in his annual budget proposal, setting aside a record-high $38 million for his signature traffic program Vision Zero. Now in its third year, the ambitious plan aims to eliminate all road deaths by 2025. “Fatalities are not a tolerable byproduct of transportation,” Garcetti said when he launched Vision Zero in August 2015. “Loss of life and severe injuries resulting from traffic crashes are unacceptable outcomes that we can address.”

April’s rash of hit-and-runs, however, show how the city’s Vision Zero program has gotten off to a rough start. The past two years of analyzing data and installing small-scale safety measures like curb extensions and high-visibility crosswalks have been the deadliest in more than a decade: 253 died in 2016 and 245 died in 2017. Last year more than 60 percent were hit and killed while walking or riding a bike—a 5 percent increase from when Vision Zero began.

Of course, Los Angeles isn’t the only city trying to combat street danger. According to the National Safety Council, America’s leading road-safety organization, roughly 101 Americans die in traffic every day. Pedestrians are the most at risk, but biking is also disproportionately dangerous. Cyclists make up less than 1 percent of all vehicle traffic but comprise nearly 3 percent of road fatalities nationwide. An estimated 45,000 cyclists were injured in crashes in 2015, though research suggests the actual number may be much higher because many injuries are never reported.

While other cities’ Vision Zero programs have demonstrated marked improvements—in New York, pedestrian fatalities dropped by a third last year—Los Angeles’ project has struggled to rein in rising death totals. When the program officially launched in 2015, studies showed the most dangerous intersections and streets tended to fall in L.A.’s historically underserved neighborhoods, including arterial roads like Manchester Avenue, where Frazier was hit.

Nat Gale, the head of Vision Zero at L.A.’s Department of Transportation, explains that the city’s solution has been to focus first on things they can design and implement within a one-year time frame. These small-scale improvements target signage, traffic signals, and high-visibility crosswalks all over town. Cyclists, however, say the phased rollout allows city council to tiptoe around large design changes. In his first term,the mayor has added just 81 bike lane miles to the city’s network of roughly 6,500 road miles—approximately seven of which were recently removed, months after being installed, due to pushback from drivers.

“If we’re concerned about people dying and people getting severely injured, then we’re concerned about speed,” says Lyndsey Nolan, policy coordinator for the nonprofit L.A. County Bike Coalition. “And if we’re concerned about speed, you have to talk about how the roads are constructed.”

“We spent the last 50 or 60 years designing Los Angeles almost strictly for cars,” says Ted Rogers, the founder of BikingInLA.com who has ridden L.A.’s streets for 28 years. “We built these ridiculous six- and eight-lane boulevards to channel traffic as fast as we can, with no thought given whatsoever to bikes or pedestrians. It was just assumed that everyone would drive.” Rogers’ website catalogs all the cyclist deaths in the area; he calls himself the “death master” of Southern California cycling.

“Drivers get angry if someone slows down to make a right turn and doesn’t get the hell out of their way fast enough,” he says. “Even walking on Sunset Boulevard at rush hour, I take my life in my hands.”


Drivers also get angry when the city’s Vision Zero plan strays into large-scale road redevelopment. Consider the instance of city council member Mike Bonin, a vocal Vision Zero supporter who approved road diets in his district that added several protected bike lanes last summer. Cyclists were thrilled, but drivers started a campaign to recall the councilman. Eventually the pressure forced the city to reverse course: LADOT tore up the bike lanes and restored the natural, car-focused order of things.

Months later, another council member, Mitch O’Farrell, followed suit, backing out of a different road diet closer to downtown. After a year of planning to revamp a corridor where motorists have caused five deaths and 21 severe injuries over the past eight years, O’Farrell quashed the project, saying he opposed the road diet “unless there is significant, widespread outreach and support.”

Unlike New York, where the mayor’s office can override council members’ objections to projects in their districts, L.A.’s weak mayoral system means each local representative acts as a “little king in his district,” Rogers says. “No one in the city has the power to overrule the council member,” he says. “The entire council can and should be able to do it, but they won’t vote against one of their members out of fear that guy is going to turn around and vote against them on something.”

Those who prefer life at bike speed are quick to point out the city actually has the funding to make bold changes. County voters passed Measure M in 2016, which added a half-cent sales tax expected to generate $120 billion over the next 40 years and included, for the first time ever, dedicated funding for active transportation like walking and biking.

But after Frazier died on a street where bike lanes have been recommended and never implemented, many cyclists are vocalizing their concerns to their representatives. A movement called Woon Justice for South L.A. is gathering steam, with a stated goal of getting a bike lane installed on the stretch of road where Frazier died.

The group has already scheduled a meeting to persuade the local councilman, and members agree local businesses and stakeholders must be included if they want to avoid community backlash. During the first bike shop activist meeting after Frazier’s death, MacDonald encouraged his fellow bikers to believe they can spearhead the improvement of L.A. streets, saying, “There are more people who bike in this city than who vote.”

Later, someone at the shop took a poll: Who has been hit by a car in Los Angeles? More than three-fourths of the room raised their hands. Who has been the victim of a hit-and-run? Half the hands stayed up.

When discussion ended a few minutes later, the group of about 30 people returned to their bikes. Head organizer Edin Barrientos, a friend of Frazier’s, said he loves to ride, especially at night, despite having been hit himself three times. Already wearing his helmet on his way to lead his weekly Monday night group bike ride, Barrientos admitted that he does sometimes drive in the safety of his car. “But I prefer the bicycle,” he said.

Outside, his friends slipped into the eerie glow of L.A. at night.

“I just think the people it attracts make one of the most beautiful crowds in Los Angeles.”

The Best Summer Hiking Pants for Men

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You don’t always want to hike in shorts. When bushwhacking or rock scrambling, pants work best. Ditto if you're in mosquito or tick country. Thankfully, fabrics have gotten lighter and more breathable, which means there’s a pair of pants that will give you the protection you need on the trail without making you feel like you’re wearing a straight-jacket around your legs. Here are five well-reviewed pairs built for hiking.

If you love the feel of organic cotton but still want the breathability of poly, Fjällräven’s High Coast combines both in lightweight pants with a UPF 40+ rating and weighing just over ten ounces. Articulated knees add mobility, and a zippered rear and thigh pocket can hold your phone or a map. The tapered leg gives the pants skinny-jeans street cred, but they also work to keep debris and poison ivy away from your ankles.

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Arc’teryx put its technical apparel expertise into these super-lightweight pants built for hiking in the heat. The Lefroy, coming in at a svelte ten ounces, is made from a proprietary fabric that dries fast and stretches in every direction. You also get a gusseted crotch for better mobility and thigh pockets that provide storage without ruining the skinny-leg cut.

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The lightest pair on this list, at just 8.4 ounces, these Montane Terra Pack pants have a UPF 50+ rating, enough breathability for jungle hikes, and a zippered thigh pocket to keep your phone or map secure. We dig the slightly tapered legs, which you can roll up to the knee on particularly hot days.

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Marmot’s summer hiking pants manage to be tough enough to handle rock scrambling without sacrificing weight (just ten ounces) or breathability. The Arch Rock’s abrasion-resistant nylon has plenty of stretch, a UPF 50 rating, and a DWR finish to help shed summer storms. We like the DriClime waistband, which adds extra moisture-wicking capability where you need it most.

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These pants aren’t as stretchy as some of the others on this list, but they are feather light, and Columbia added mesh panels to its UPF 50 fabric for extra breathability. And if the weather is truly scorching, you can zip off the legs and convert these Silver Ridge pants into shorts. We dig how thin the pants feel and how fast they dry, even after getting soaked in a river crossing.

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Katadyn Launches Gravity BeFree Water Filter

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When Katadyn launched its BeFree filter system in 2016, it set a new standard for fast, lightweight, on-the-go water filtration. The half-liter, liter, and three-liter soft flasks quickly became favorites with thru-hikers and backpackers for their supreme packability and ease of use.

The BeFree models look like typical soft-flask water bottles, crafted out of tough, flexible plastic with quick-sip tops. But unlike typical soft flasks, BeFree caps double as filters, which means you can drink dirty (turned clean) water straight from the flask without having to stop and pump into a separate, clean bottle. When the filter flask is empty, the whole thing folds flat, taking up minimal room in a pack. The only downside: The BeFree filters don’t lend themselves to quickly filtering large quantities of water at once. 

But last Friday, Katadyn announced it’s adding a gravity filter to the BeFree line, which solves that very problem. The Gravity BeFree 3.0L ($70)features the same three-liter water bladder as the BeFree 3.0L, with a hollow-fiber filter cap that screws onto the mouth of the bladder. The difference: The new three-liter gravity filter has a plastic hose attachment that plugs into the cap. Fill the bladder with water by holding the small, circular mouth in the water source, then screw on the filter cap and hang the whole thing upside down from a tree or rock using the included nylon strap. Once the system is in place, plug the hose attachment into the filter cap and watch clean water start to flow out. A simple plastic piece fits over the hose and works as a stopper—pinch it to pause the flow, and flick it open to start filtering again.

Like the other products in the BeFree line, the gravity filter has a 0.1-micron hollow-fiber filter that sifts out 99.9 percent of bacteria and protozoa, including salmonella and giardia, at a rate of two liters per minute—a quarter-liter per minute faster than the Platypus GravityWorks filter system. The whole system weighs seven ounces.

While trail and ultrarunners on single-day, fast-and-light missions will still prefer the smaller half-liter and liter direct-sip BeFree filters, the new BeFree Gravity 3L presents a happy medium for backpackers and even day hikers who want to filter large quantities of water at a time without adding weight—or wait.

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