EFFORT AND SCIENCE TO WIN

Winning nowadays is not only a question of disciplined training: The triumph of victory today involves the collaboration of several medical specialists who combine their particular knowledge in an effort to help each athlete to reach their potential.

A. In Mexico, the Medicine Direction and .Applied Sciences of the National Commission of Deporte analyses all aspects of sports science from the role of the auditory system in sporting achievement to die power of the mind and its role in the ability to win. Everything, it seems, is open to scrutiny. Recently, the focus has been evaluating the visual acuity of cyclists and long distance runners but they also focus on the more traditional areas of sports research, among them psychology, nutrition, anthropology, biochemistry and odontology. From budding child athletes as young as 9 to the more mature-aged sportsperson the facility at Deporte has attracted some of Mexico’s most famous sporting and Olympic hopefuls.

B. “The study of elite athletes is now more scientific than ever” says doctor Francisco Javier Squares, “after each competition, athletes are exposed to vigorous medical examinations and follow-up training in order to help US arrive at a program that is tailor-made. “The modern athlete has become big business, no longer is there a one-size-fits-all approach. For example, in the past two people both 1.70 meters tall and weighing 70 kilograms would have been given the same program of athletic conditioning – now this idea is obsolete. It may be that the first individual has 35 kgs of muscle and 15 kgs of fat and the other person, although the same height and weight may have 30 kgs of muscle and 20 kgs of fat. Through detailed scientific evaluation here at our facility in Deporte,” says Squares, “… we are able to construct a very specific training programme for each individual.”

C. Whereas many countries in die world focus on the elevation of the glorious champion, the Mexican Olympic team takes a slightly different approach. Psychologically speaking an athlete must bring to his endeavour a healthy dose of humility. As Squares said, “When an athlete wins for Mexico, it is always as a result of a combined team effort with many people operating behind the scenes to realise the sporting achievement. When an athlete stands on the dais, it is because of great effort on the part of many.”

D. As is often the case in some poorer countries, sportsmen and women are stifled in their development due to budgetary constraints. However this has not been a factor for consideration with the team in Mexico. The Mexican government has allocated a substantial sum of money for the provision of the latest equipment and laboratories for sports research. In fact, the quality of Mexico’s facilities puts them on a par with countries like Italy and Germany in terms of access to resources. One example of sophisticated equipment used at the Mexican facility is the hyperbaric chamber. This apparatus is used to enhance oxygen recovery after a vigorous physical workout. Says Squares, “When you breathe the air while inside a hyperbaric chamber the natural state of the oxygen does not change. Green plants produced the oxygen; modern technology just increases the air pressure. This does not change the molecular composition of oxygen. Increased pressure just allows oxygen to get into tissues better. Due to our purchase of the hyperbaric chamber, athletes are able to recover from an intense workout in a much shorter space of time. We typically use the chamber for sessions of 45 to 60 minutes daffy or three times per week.”

E. When pushed to the limit, the true indicator of fitness is not how hard the heart operates, but how quickly it can recover after an extreme workout. Therefore, another focus area of study for the team in Mexico has been the endurance of the heart. To measure this recovery rate, an electroencephalograph (EEG) is used. The EEG enables doctors to monitor the brainwave activity from sensors placed on the scalp. Athletes exert intense effort for a sustained period after which they are given time to rest and recover. During these periods between intense physical exertion and recovery, doctors are able to monitor any weaknesses in the way the heart responds. The CCG has had a big impact upon our ability to measure the muscular endurance of the heart.

F. In 1796, the life expectancy of a human being was between 25 and 36 years, in 1886 that number basically doubled to between 45 and 50. In 1996, the life expectancy of an average Mexican stood at around 75 years. People are living longer and this is due in large part to the advances of modern science. It is not all sophisticated medical equipment that is playing a part; although lesser in impact, basic advances in engineering are also greatly assisting. Take for example, a professional tennis player. In the past, most tennis players’ shoes were constructed with fabric and a solid rubber sole. These shoes were of poor construction and resulted in hip and foot injuries. Today the technology of shoe construction has radically changed. Now some shoes are injected with silicone and made of more comfortable, ergonomic1 construction. This has helped not only the elite but also the recreational sportsperson and thus, helps in the preservation of the human body.  objects designed to be better adapted to the shape of the human body.

FUELING THE FUTURE

The world’s 750 million motor vehicles emit well over 900 million metric tonnes of carbon dioxide each year. Traffic-related air pollution has been responsible for 6% of deaths per year and is associated with certain forms of leukaemia, inflammatory lung diseases, increased cardio-vascular disease, low birth-weight babies and male infertility. It stands to reason that tackling traffic- related air pollution should be high on any government’s list of priorities. Thus, in an attempt to minimise this situation many governments around the world have been looking at ways to implement alternative fuel sources. The most widely accepted way of doing this is to replace the crude oil that our vehicles currently run on with renewable, ‘environmentally friendly’ one serious contender put forward as a solution to the pollution problem is ethanol.

Ethanol is a type of alcohol made by fermenting plant material. Water and organic matter from the plants including com, sorghum, sugar cane and wood are mixed together and fermented to make ethanol. After fermentation there are three layers remaining. The first is water and small particles of grain and alcohol. It takes on a syrup consistency. The second layer is the remaining grain, which is 17 per cent dry matter. The third layer is the actual ethanol – a colourless, volatile, flammable liquid. It is the only layer sold and accounts for exactly one-third of the total dry matter used for its production. 

There are three primary ways that it is used as a fuel for transportation: as a blend of 10 per cent ethanol with 90% unleaded fuel (E10); as a component of reformulated gasoline and; as a primary fuel with 85 parts of ethanol blended with 15 parts of unleaded fuel (E-85). In the 1800s in the USA, it was first used as lamp fuel. Later on, due to skyrocketing oil prices in the 1970s, E10 was produced as a type of ‘fuel-extender’ for vehicles with E-85 being produced in the 1990s. Brazil has also used ethanol-blended fuels. Like America, the high prices in the 1970s prompted a government mandate to produce vehicles which could be fuelled by pure ethanol Today there are more than 4,2 million ethanol- powered vehicles in Brazil (40 per cent passenger carrying) which consume 4 billion gallons of ethanol annually. Today, Brazil is the largest transportation ethanol fuel market in the world.

Given that Ethanol is made from a variety of plant substances when it is used in fuel production, it increases the monetary value of feed grains grown by farmers. In fact, in the USA, the largest ethanol consuming nation in the world, ethanol production adds £4.5 billion to the farm economy every year. According to the United States Department of Agriculture, ethanol production adds 30 cents to the value of a bushel of corn. Another of its benefits, according to Brian Keating, deputy chief of Australia’s Commonwealth Scientific and Industrial Research Organisation (CSIRO) is that a 10% ethanol blend (E10) would reduce greenhouse gas emissions by 2 to 5% over the full lifecycle of ethanol production and consumption. Said Keating, “The precise benefits depend on specific factors in the production cycle. An important component of which is the energy source used by the ethanol factory. If it’s being powered by coal or oil, there are obviously associated greenhouse gas emissions.” In America, The Clean Air Act of 1990 and the National Energy Policy Act of 1992 have both created new market opportunities for cleaner, more efficient fuels with many state governments in America’s Mid-west purchasing fleet vehicles capable of running on E-85 fuels.

Although it makes a good fuel, some drawbacks have been documented. The economics of ethanol production are improving as the technology improves but ethanol has two problems: It does not explode like gasoline, and it can absorb water, which can cause oxidation, rust and corrosion. The claims of possible damage to vehicles from the use of ethanol blends above 10% has therefore attracted considerable negative publicity. Compared to diesel – the standard fuel in the heavy moving industry – ethanol is known to have a lower energy content so ethanol trucks require larger fuel tanks to achieve the same range as a diesel-powered vehicle. In Australia, a government review’ into the impacts of a 20% ethanol blend on vehicles found the information to be insufficient or conflicting, but did identify a number of problems such as the possible perishing and swelling of elastomeric and plastic materials in fuel systems. Stakeholders in the motor vehicle industry have slated that warranties on motor vehicles and pump dispensing equipment could be at risk with the use of blends above 10% ethanol. Principle economist for the Australian Bureau of Agriculture Andrew Dickson points out that the money sugarcane growers get for their cane is not determined by the domestic consumption or domestic demand for ethanol, it is entirely determined by the world sugar market and the world trade in molasses He believes that the only way the sugar industry’ can benefit from the existence of an ethanol industry is if they invest in the ethanol industry. “The sugar producer does not get any more money for their molasses so what incentive do they have to produce any more?” The cost of production also represents some challenges. In Australia, fuel ethanol costs around 70 cents per litre compared with around 35 cents per litre for unleaded petrol. In America, one report revealed that even with government assistance, ethanol is dose to 35 per cent more than the price of diesel. Consequently, production of ethanol requires government assistance to be competitive. A recent study by the Australian Bureau of Agricultural and Resource Economies found that without assistance, large-scale production of ethanol would not be commercially viable in Australia.

Regardless of whether the Australian sugar industry will benefit from a mandated 10% ethanol mix, the expansion of ethanol production would certainly lead to increased economic activity in farming areas. It is inevitable that some expansion would be at the expense of existing industry. If ethanol becomes more popular, there will soon be more plants producing it. This means there will be a need for workers for the plants. The American National Ethanol Vehicle Coalition (NBVC) projects that employment will be boosted by 200,000 jobs and the balance of trade will be improved by over $2 the future of ethanol looks promising, for better or worse ethanol looks to be a serious contender for tomorrow’s fuel.