Investigating the features of risky driving behaviors on expressway diverge area based on conflict and modeling analysis.

Driving behaviors are important cause of expressway crash. In this study, method based on modified time-to-collision (MTTC) to identify risky driving behaviors on an expressway diverge area is proposed, thus investigating the impact of velocity and acceleration features of risky driving behavior. Firstly, MTTC is applied to judge whether the behavior is risky. Then, the relationships between velocity, acceleration and different driving behavior on the expressway diverge area were fit by binary logistic regression models (BLR) with L2 regularization and random forests (RF) models, and the models were interpreted by feature importance plots and partial dependency plots. The results show that the AUC metric of 4 RF models for 4 types of driving behaviors, namely, left lane change, right lane change, acceleration and deceleration, are 0.932, 0.845, 0.846 and 0.860 separately. The interpretation of models demonstrates that velocity and absolute value of acceleration greatly affect the risk of the driving behaviors. Different driving behaviors with a certain acceleration have a range of safety speed range. The range will get narrower with the growth of maximum absolute value of acceleration rate, and will be nearly non-exist when the acceleration is over 5 m/s2. In conclusion, this study provided a methodology to measure the risk of driving behaviors and establish a model to recognize of risky driving behaviors. The results can lay the foundation for making countermeasures to prevent risky driving behaviors by managing the vehicle speed.

High-Speed Efforts of Elite Association Football Referees in National and International Matches.

ABSTRACT: Amatori, S, Helsen, WF, Baldari, C, Serra, T, Belli, A, Guidetti, L, Rocchi, MBL, Sisti, D, and Perroni, F. High-speed efforts of elite association football referees in national and international matches. J Strength Cond Res 38(8): e417-e422, 2024-Field referees (FRs) need to move throughout the pitch to identify any infringements of the game's laws. Their performance depends on technical, tactical, physical, physiological, and mental factors. This retrospective study aimed to examine and assess the physical and physiological parameters as a function of time in elite association football referees during official matches. Global positioning system (match time, distance in different intensity ranges [low-intensity, high-speed, very high-speed running, and sprinting], average and peak speed, distance in accelerations or decelerations) and heart rate (average and peak) data from 212 national and international football matches were analyzed. A linear mixed-model analysis was performed to assess the differences between halves and between the three 15-minute sections of each half-time for all the physical and physiological variables collected. A significant effect of match half was found for the game time (p < 0.001) and the standing time (p = 0.005), both higher in the second half, and for the average speed (p = 0.017), which was lower in the second half. Total distance (p < 0.001), low-intensity distance (p = 0.004), and average speed (p = 0.007) all showed a reduction as a function of time. More than 7.800 high-speed intervals were detected. Accelerative actions within 3 seconds characterized most of the high-speed efforts of an FR during a match. Significant differences emerged in the way the match intensity is distributed across the match, analyzed both in halves (first vs. second) and 15-minute intervals within each half. It is important to emphasize the importance of high-speed training with a focus on a faster transition from low- to high-speed running to keep up with the play to get into an appropriate position and subsequently make the correct decisions.

Intensity Gradients: A Novel Method for Interpreting External Loads in Football.

PURPOSE: Global navigation satellite system device-derived metrics are commonly represented by discrete zones with intensity often measured by standardizing volume to per-minute of activity duration. This approach is sensitive to imprecision in duration measurement and can lead to highly variable outcomes-transforming data from zones to a gradient may overcome this problem. The purpose of this study was to critically evaluate this approach for measuring team-sport activity demands. METHODS: Data were collected from 129 first-team and 73 academy matches from a Scottish Premiership football club. Gradients were calculated for velocity, acceleration, and deceleration zones, along with per-minute values for several commonly used metrics. Means and 95% CIs were calculated for playing level, as well as first-team positional groups. Within-subject coefficients of variation were also calculated for match level, position, and individual groups. RESULTS: The gradient approach showed consistency with per-minute metrics when measuring playing level and position groups. With coefficients of variation of 10.8% to 26.9%, the gradients demonstrated lower variability than most per-minute variables, which ranged from 10.7% to 84.5%. CONCLUSIONS: Gradients are a potentially useful way of describing intensity in team sports and compare favorably to existing intensity variables in their ability to distinguish between match types and position groups, providing evidence that gradient variables can be used to monitor match and training intensity in team sports.

Effects of driver's braking behavior by the real-time pedestrian scale warning system.

A driver warning system can improve pedestrian safety by providing drivers with alerts about potential hazards. Most driver warning systems have primarily focused on detecting the presence of pedestrians, without considering other factors, such as the pedestrian's gender and speed, and whether pedestrians are carrying luggage, that can affect driver braking behavior. Therefore, this study aims to investigate how driver braking behavior changes based on the information about the number of pedestrians in a crowd and examine if a developed warning system based on this information can induce safe braking behavior. For this purpose, an experiment scenario was conducted using a virtual reality-based driving simulator and an eye tracker. The collected driver data were analyzed using mixed ANOVA to derive meaningful conclusions. The research findings indicate that providing information about the number of pedestrians in a crowd has a positive impact on driver braking behavior, including deceleration, yielding intention, and attention. Particularly, It was found that in scenarios with a larger number of pedestrians, the Time to Collision (TTC) and distance to the crosswalk were increased by 12%, and the pupil diameter was increased by 9%. This research also verified the applicability of the proposed warning system in complex road environments, especially under conditions with poor visibility such as nighttime. The system was able to induce safe braking behavior even at night and exhibited consistent performance regardless of gender. In conclusion, considering various factors that influence driver behavior, this research provides a comprehensive understanding of the potential and effectiveness of a driver warning system based on information about the number of pedestrians in a crowd in complex road environments.

Effects of a horizontal speed deceleration training programme on measures of physical fitness in youth male handball players.

This study examined the effects of an 8-week horizontal speed deceleration training (HSDT) programme in combination with regular handball-specific training as compared with handball-specific training only in measures of physical fitness in male youth handball players. Thirty-nine players were randomly assigned to either an HSDT group (n = 18; 15.55 ± 0.24 years) or an active-control group (CG; n = 21; 14.59 ± 0.23 years). The results showed significant and large between-group differences at post-test in countermovement jump, change-of-direction speed, and repeated sprint ability (RSA) (all p < 0.01; d = 2.04 and 1.37, 1.39, 1.53, and 1.53 for the CMJ, 505 CoD, RSAbest, RSAaverage, and RSAtotal performances, respectively). The post-hoc-analysis demonstrated significant and large improvements in all measures of physical fitness in the HSDT group (∆2.49% to 16,25%; d = 1.01 to 1,70; all p < 0,01). The CG, however, failed to reach any significant difference in all measures of physical fitness ((∆0.31% to 1.98%; d = 0.15 to 0.22; p = 0.379; p > 0.05). To summarise, an 8-week in-season HSDT programme alongside regular handball-specific training yielded positive effects on various performance measures including jumping ability, CoD speed, and RSA, when compared to handball-specific training alone. These results highlight the potential benefits of integrating HSDT into the training regimen of youth handball athletes during the competitive season.

Evaluating the safety and efficiency impacts of forced lane change with negative gaps based on empirical vehicle trajectories.

A lane-changing (LC) maneuver may cause the follower in the target lane (new follower) to decelerate and give up space, potentially affecting crash risk and traffic flow efficiency. In congested flow, a more aggressive LC maneuver occurs where the lane changer is partially next to the new follower and creates negative gaps, namely negative gap forced LC (NGFLC). Although NGFLC forms the foundation of sideswipe crashes, little has been done to address its impacts and the contributing factors. To tackle this issue, a total of 15,810 LC trajectory samples are extracted from three drone videos at different locations. These samples are categorized into NGFLC and normal LC groups for comparative analysis. Five commonly used conflict indicators are extended into two-dimensional to evaluate the crash risk of LC maneuver. The change of time gaps during LC maneuver are examined to quantify the impact of LC on traffic flow efficiency. We find that NGFLCs significantly increase crash risk, reflected by the number of hazardous LC events and potential crash areas compared to normal LC. Additionally, results reveal that both the lane changer and the new follower tend to maintain a larger time gap after NGFLCs. Factors including time headway, relative speed, and historical gaps in the target lane significantly affect NGFLC incidence. Once the movement of the leader in the original lane is taken into account, the prediction accuracy improves from 81% to 91%. The transferability tests indicate that the findings about the negative impact of NGFLC and the accuracy of its prediction model are consistent across different locations. These findings hold implications for driving assistance systems to better predict and mitigate NGFLCs.

Evaluating the performance of traffic conflict measures in real-time crash risk prediction using pre-crash vehicle trajectories.

The primary objective of this study was to evaluate the performance of traffic conflict measures for real-time crash risk prediction. Drone recordings were collected from a freeway section in Nanjing, China, over a year. Twenty rear-end crashes and their associated trajectories were obtained. Vehicle trajectories preceding the crash were segmented based on different time periods to represent varying crash conditions. The Extreme Value Theory (EVT) approach combined with a block maxima sampling method was then employed to investigate the generalized extreme value (GEV) distributions of extremely risky events under non-crash and crash conditions. The prediction performance was demonstrated by the differences in GEV distributions under these two conditions. Within the proposed modeling framework, the performances of Time-to-Collision (TTC), Deceleration Rate to Avoid a Crash (DRAC), and Absolute value of Derivative of Instantaneous Acceleration (ADIA) were examined and compared. The results revealed a decreasing trend in the prediction performances as the preceding time window before a crash increased. For any given length of crash conditions, TTC consistently outperformed DRAC and ADIA. Notably, TTC's reliability in crash risk prediction became more uncertain when forecasting crashes more than 2 s in advance. This study provided the optimal thresholds for TTC and ADIA for practical application in crash early warning. The methods and results in this study have the potential to be used for crash risk assessments in autonomous vehicles.

A simulator study assessing the effectiveness of training and warning systems on drivers' response performance to vehicle cyberattacks.

Modern vehicles are vulnerable to cyberattacks and the consequences can be severe. While technological efforts have attempted to address the problem, the role of human drivers is understudied. This study aims to assess the effectiveness of training and warning systems on drivers' response behavior to vehicle cyberattacks. Thirty-two participants completed a driving simulator study to assess the effectiveness of training and warning system according to their velocity, deceleration events, and count of cautionary behaviors. Participants, who held a valid United States driving license and had a mean age of 20.4 years old, were equally assigned to one of four groups: control (n = 8), training-only (n = 8), warning-only (n = 8), training and warning groups (n = 8). For each drive, mixed ANOVAs were implemented on the velocity variables and Poisson regression was conducted on the normalized time with large deceleration events and cautionary behavior variables. Overall, the results suggest that drivers' response behaviors were moderately affected by the training programs and the warning messages. Most drivers who received training or warning messages responded safely and appropriately to cyberattacks, e.g., by slowing down, pulling over, or performing cautionary behaviors, but only in specific cyberattack events. Training programs show promise in improving drivers' responses toward vehicle cyberattacks, and warning messages show rather moderate improvement but can be further refined to yield consistent behavior.

Affordance-based control of braking in cycling: Experience reveals differences in the style of control.

We investigated whether in an in-situ collision avoidance experiment cyclists regulate braking by adopting an affordance-based control strategy. Within an affordance-based control strategy for braking, deceleration is controlled relative to the maximum achievable deceleration rather than by nulling out deviations from ideal deceleration, and potentially allowing for different braking styles. Twenty active- and eighteen inactive-cyclists were asked to cycle on a straight path in an indoor gym and to stop as close as possible in front of a stationary obstacle. Maximum achievable deceleration was manipulated by loading the bike: no-load, load-5 kg, and load-10 kg. Two approach distances were used to vary cycling speed. Participants in both groups stopped farther from the obstacle when approaching with long- than short-initial distance conditions. No systematic effects of loading on braking performance and control were found across the two groups. However, both groups did increase the magnitude of brake adjustments as ideal deceleration increased and got closer to the action boundary, even when current deceleration approached the ideal deceleration. This indicates that participants adopted an affordance-based control strategy for braking. Two braking styles were identified: an aggressive style, characterized by a late braking onset and a high, steep peak in ideal deceleration, and a conservative style, characterized by an early braking onset and gradual, linear increase in ideal deceleration. The aggressive braking style was more prevalent among the active-cyclists. We suggest that the braking styles emerge from differences in calibration between information and action. The novelty of our work lies in confirming that cyclists adopt an affordance-based control strategy in an in-situ experiment and in demonstrating and explicating how affordance-based control can incorporate the emergence of different styles of braking.

Carsim-based simulation study on the performances of raised speed deceleration facilities under different profiles.

OBJECTIVE: Studying the optimal profile shape and size of deceleration facilities suitable for low-speed environment roads under different speed control intervals. METHODS: Simulation modeling of deceleration facilities with various profile shapes and sizes and for vehicles in different speed intervals was performed using the vehicle dynamics simulation software Carsim. The height jumped by a vehicle's wheels, the vertical force on the wheels, and the vertical acceleration of the vehicle were used as indicators of ride comfort and operational stability for the various deceleration facility profiles. RESULTS: stability and comfort were related to the contour of the deceleration facility. Vertical forces were positively related to vehicle jump height, but the jump heights of vehicles passing through deceleration mounds with different planes at the same speed were not significantly different with increasing height. When the vehicle is traveling slowly, the vertical impact force on the vehicle is not significantly related to the speed loss of the vehicle. CONCLUSIONS: Within the speed range of 20-60 km/h and profile heights of 3-10.5 cm, the effectiveness ratings of circular high width and parabolic were basically at level 2 and level 3, but the circular high width had a more stable jump height and was the best profile form, followed by sinusoidal and parabolic, then isosceles trapezoidal, and lastly conventional speed bumps.

Heart rate deceleration and acceleration capacities associated with circadian rhythm of blood pressure in essential hypertension.

BACKGROUND: This study aimed to investigate the potential association between the circadian rhythm of blood pressure and deceleration capacity (DC)/acceleration capacity (AC) in patients with essential hypertension. METHODS: This study included 318 patients with essential hypertension, whether or not they were being treated with anti-hypertensive drugs, who underwent 24-hour ambulatory blood pressure monitoring (ABPM). Patients were categorized into three groups based on the percentage of nocturnal systolic blood pressure (SBP) dipping: the dipper, non-dipper and reverse dipper groups. Baseline demographic characteristics, ambulatory blood pressure monitoring parameters, Holter recordings (including DC and AC), and echocardiographic parameters were collected. RESULTS: In this study, the lowest DC values were observed in the reverse dipper group, followed by the non-dipper and dipper groups (6.46 ± 2.06 vs. 6.65 ± 1.95 vs. 8.07 ± 1.79 ms, P < .001). Additionally, the AC gradually decreased (-6.32 ± 2.02 vs. -6.55 ± 1.95 vs. -7.80 ± 1.73 ms, P < .001). There was a significant association between DC (r = .307, P < .001), AC (r=-.303, P < .001) and nocturnal SBP decline. Furthermore, DC (ß = 0.785, P = .001) was positively associated with nocturnal SBP decline, whereas AC was negatively associated with nocturnal SBP (ß = -0.753, P = .002). By multivariate logistic regression analysis, deceleration capacity [OR (95% CI): 0.705 (0.594-0.836), p < .001], and acceleration capacity [OR (95% CI): 1.357 (1.141-1.614), p = .001] were identified as independent risk factors for blood pressure nondipper status. The analysis of ROC curves revealed that the area under the curve for DC/AC in predicting the circadian rhythm of blood pressure was 0.711/0.697, with a sensitivity of 73.4%/65.1% and specificity of 66.7%/71.2%. CONCLUSIONS: Abnormal DC and AC density were correlated with a blunted decline in nighttime SBP, suggesting a potential association between the circadian rhythm of blood pressure in essential hypertension patients and autonomic nervous dysfunction.

Analysis of driver behavior at grade-separated intersections to support design.

Understanding driver behaviors in varied traffic scenarios is critical to the design of safe and efficient roadways and traffic control device. This research presents an analysis of driver cognitive workload, situation awareness (SA) and performance for three different scenarios, including a standard intersection and contraflow grade-separated intersections (C-GSI) and quadrant GSI (Q-GSI) with lane assignment sign manipulations. The study used a simulator-based driving experiment with application of the NASA Task Load Index and Situation Awareness Global Assessment Technique to assess the influence of the scenarios on driver behavioral responses. The findings reveal challenges for drivers navigating the C-GSI, characterized by diminished SA and elevated workload. These states were associated with behaviors such as delayed lane changes, missed opportunities for appropriate lane changes, heightened acceleration behavior within deceleration segments, and frequent speeding. In contrast, while drivers in the Q-GSI scenario faced elevated workloads, their SA remained steady, largely due to lane-specific signs facilitating early lane changes. Although the Q-GSI led to increased speed variability and slight increases in deceleration, the use of supplementary speed signage revealed a promising alternative to the S-intersection. Correlation analysis highlighted a significant relationship between mental workload and acceleration responses, indicating that increased acceleration was associated with higher mental workload. In addition, a significant negative correlation between driver perceived performance and absolute lane deviations indicated that drivers with higher self-assessed performance were more accurate in lane-keeping. The study underscores the need for GSIs and signage designs that support driver SA, manage cognitive workload to improve driver performance and increase road safety.

Effect of Level of Competition and Drill Typology on Internal and External Load in Male Volleyball Players During the Preseason Period.

PURPOSE: This study aimed at evaluating the effect of level of competition and drill typology on loads during the preseason period in male volleyball players. METHODS: Internal (percentage of peak heart rate [HR] and summated HR zone) and external (PlayerLoad per minute, total and high accelerations per minute [tACCmin and hACCmin], decelerations per minute [tDECmin and hDECmin], and jumps per minute [tJUMPmin and hJUMPmin]) loads were monitored across a 5-week preseason period in 12 Division 1 (age: 22.5 [3.9] y; stature: 188 [6.2] cm; body mass: 85 [11.6] kg; training experience: 9.4 [4.2] y) and 12 Division 2 (age: 20.7 [2.9] y; stature: 186 [6.2] cm; body mass: 77.8 [9.6] kg; training experience: 5.6 [2.3] y) male volleyball players. Furthermore, differences in load were assessed for each drill typology (warm-up, conditioning, technical, tactical, and integral). RESULTS: No effects (P > .05) of level of competition on the internal (except for summated HR zone, P = .05) and external loads (except for tJUMPmin, P = .002) were found. Differently, drill typologies showed an effect (P < .001) on all the investigated internal- and external-load measures. The main post hoc results revealed higher (P < .05) percentage of peak HR, summated HR zone, PlayerLoad per minute, and tACCmin in warm-up and conditioning drills, while higher (P < .05) hDECmin and hJUMPmin were found in tactical and integral drills. CONCLUSIONS: These results suggest that volleyball coaches use warm-up and conditioning drills when aiming at increasing the internal loads, PlayerLoad per minute, and tACCmin, while tactical and integral drills should be preferred to enhance the number of hDECmin and hJUMPmin.

Analysis and regulation of driving behavior in the entrance zone of freeway tunnels: Implementation of visual guidance systems in China.

In China, visual guidance systems are commonly used in tunnels to optimize the visual reference system. However, studies focusing specifically on visual guidance systems in the tunnel entrance zone are limited. Hence, a driving simulation test is performed in this study to quantitatively evaluate the effectiveness of (i) visual guidance devices at different vertical positions (pavement and roadside) and (ii) a multilayer visual guidance system for regulating driving behavior in the tunnel entrance zone. Furthermore, the characteristics of driving behavior and their effects on traffic safety in the tunnel entrance zone are examined. Data such as the vehicle position, area of interest (AOI), throttle position, steering wheel angle, and lane center offset are obtained using a driving simulation platform and an eye-tracking device. As indicators, the first fixation position (FP), starting deceleration position (DP), average throttle position (TPav), number of deceleration stages (N|DS), gradual change degree of the vehicle trajectory (G|VT), and average steering wheel angle (SWAav) are derived. The regulatory effect of visual guidance devices on driving performance is investigated. First, high-position roadside visual guidance devices effectively reduce decision urgency and significantly enhance deceleration and lane-keeping performance. Specifically, the advanced deceleration performance (AD), smooth deceleration performance (SD), trajectory gradualness (TG), and trajectory stability (TS) in the tunnel entrance zone improve by 63%, 225%, 269%, and 244%, respectively. Additionally, the roadside low-position visual guidance devices primarily target the trajectory gradualness (TG), thus resulting in improvements by 80% and 448% in the TG and TS, respectively. Meanwhile, the pavement visual guidance devices focus solely on enhancing the TS and demonstrates a relatively lower improvement rate of 99%. Finally, the synergistic effect of these visual guidance devices facilitates the multilayer visual guidance system in enhancing the deceleration and lane-keeping performance. This aids drivers in early detection and deceleration at the tunnel entrance zone, reduces the urgency of deceleration decisions, promotes smoother deceleration, and improves the gradualness and stability of trajectories.

Deciding when to cross in front of an autonomous vehicle: How child and adult pedestrians respond to eHMI timing and vehicle kinematics.

How autonomous vehicles (AVs) communicate their intentions to vulnerable road users (e.g., pedestrians) is a concern given the rapid growth and adoption of this technology. At present, little is known about how children respond to external Human Machine Interface (eHMI) signals from AVs. The current study examined how adults and children respond to the combination of explicit (eHMI signals) and implicit information (vehicle deceleration) to guide their road-crossing decisions. Children (8- to 12-year-olds) and adults made decisions about when to cross in front of a driverless car in an immersive virtual environment. The car sometimes stopped, either abruptly or gradually (manipulated within subjects), to allow participants to cross. When yielding, the car communicated its intent via a dome light that changed from red to green and varied in its timing onset (manipulated between subjects): early eHMI onset, late eHMI onset, or control (no eHMI). As expected, we found that both children and adults waited longer to enter the roadway when vehicles decelerated abruptly than gradually. However, adults responded to the early eHMI signal by crossing sooner when the cars decelerated either gradually or abruptly compared to the control condition. Children were heavily influenced by the late eHMI signal, crossing later when the eHMI signal appeared late and the vehicle decelerated either gradually or abruptly compared to the control condition. Unlike adults, children in the control condition behaved similarly to children in the early eHMI condition by crossing before the yielding vehicle came to a stop. Together, these findings suggest that early eHMI onset may lead to riskier behavior (initiating crossing well before a gradually decelerating vehicle comes to a stop), whereas late eHMI onset may lead to safer behavior (waiting for the eHMI signal to appear before initiating crossing). Without an eHMI signal, children show a concerning overreliance on gradual vehicle deceleration to judge yielding intent.

Heart Rate Variability, Deceleration Capacity of Heart Rate, and Death: A Veteran Twins Study.

BACKGROUND: Autonomic function can be measured noninvasively using heart rate variability (HRV), which indexes overall sympathovagal balance. Deceleration capacity (DC) of heart rate is a more specific metric of vagal modulation. Higher values of these measures have been associated with reduced mortality risk primarily in patients with cardiovascular disease, but their significance in community samples is less clear. METHODS AND RESULTS: This prospective twin study followed 501 members from the VET (Vietnam Era Twin) registry. At baseline, frequency domain HRV and DC were measured from 24-hour Holter ECGs. During an average 12-year follow-up, all-cause death was assessed via the National Death Index. Multivariable Cox frailty models with random effect for twin pair were used to examine the hazard ratios of death per 1-SD increase in log-transformed autonomic metrics. Both in the overall sample and comparing twins within pairs, higher values of low-frequency HRV and DC were significantly associated with lower hazards of all-cause death. In within-pair analysis, after adjusting for baseline factors, there was a 22% and 27% lower hazard of death per 1-SD increment in low-frequency HRV and DC, respectively. Higher low-frequency HRV and DC, measured during both daytime and nighttime, were associated with decreased hazard of death, but daytime measures showed numerically stronger associations. Results did not substantially vary by zygosity. CONCLUSIONS: Autonomic inflexibility, and especially vagal withdrawal, are important mechanistic pathways of general mortality risk, independent of familial and genetic factors.

The utility of fetal heart rate deceleration's descending slope in searching for a non-National Institute of Child Health and Human Development parameter for the detection of fetal acidosis.

OBJECTIVE: To identify new parameters predicting fetal acidemia. METHODS: A retrospective case-control study in a cohort of deliveries from a tertiary referral hospital-based cohort deliveries in Zaragoza, Spain between 2018 and 2021 was performed. To predict fetal acidemia, the NICHD categorizations and non-NICHD parameters were analyzed in the electronic fetal monitoring (EFM). Those included total reperfusion time, total deceleration area and the slope of the descending limb of the fetal heart rate of the last deceleration curve. The accuracy of the parameters was evaluated using the specificity for (80%, 85%, 90%, 95%) sensitivity and the area under the receiver operating characteristic curve (AUC). RESULTS: A total of 10 362 deliveries were reviewed, with 224 cases and 278 controls included in the study. The NICHD categorizations showed reasonable discriminatory ability (AUC = 0.727). The non-NICHD parameters measured during the 30-min fetal monitoring, total deceleration area (AUC = 0.807, 95% CI: 0.770, 0.845) and total reperfusion time (AUC = 0.750, 95% CI: 0.707, 0.792), exhibited higher discriminatory ability. The slope of the descending limb of the fetal heart rate of the last deceleration curve had the best AUC value (0.853, 95% CI: 0.816, 0.889). The combination of total deceleration area or total reperfusion time with the slope demonstrated high discriminatory ability (AUC = 0.908, 95% CI: 0.882, 0.933; specificities of 71.6% and 72.7% for a sensitivity of 90%). CONCLUSIONS: The slope of the descending limb of the fetal heart rate of the last deceleration curve is the strongest predictor of fetal acidosis, but its combination with the total reperfusion time shows better clinical utility.

Influence of the Number of Players on the Load of Soccer Players During Transition Games.

The aims of this study were to determine the effect of different compositions in transition games (TGs) on the load of soccer players and to evaluate their performance in physical tests. Using a GPS system, 18 players were monitored during: 3vs2, 2vs1 and 1vs1. Distance covered (DC), DC 18-20.9 km·h-1, 21-23.9 km·h-1,>24 km·h-1, peak speed, accelerations (Acc) and decelerations (Dec)>1.0 m·s-2 and>2.5 m·s-2 and rate of perceived exertion (RPE) were recorded. Before and after each TG, countermovement-jump (CMJ), 15- (S15) and 30 m (S30) speed tests were assessed. TG3vs2 showed greater DC and Dec>1.0 m·s-2 than TG2vs1, and DC, DC 18.0-23.9 km·h-1, Acc>1.0 m·s-2 and Dec>2.5 m·s-2 than TG1vs1 (p<0.01). TG2vs1 achieved higher DC, DC 18.0-23.9 km·h-1, and Acc>2.5 m·s-2 (p<0.01) but lower peak speed (p=0.02) and RPE (p=0.02) than TG1vs1. Post-intervention, TG1vs1 showed lower CMJ and higher S15 (p=0.02), while TG3vs2, showed improvements in CMJ (p<0.01). The three tasks showed large variations for DC>24 km·h-1, Acc>1.0 m·s-2, Dec>1.0 m·s-2 and Dec>2.5 m·s-2. The load of TGs is sensitive to their player composition.