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This study aimed to investigate the effect of a combined jump and sprint training program, two sessions a week for 6 weeks, on sprinting, change of directions (COD) and jumping performance in semiprofessional soccer players. Twenty soccer players were enrolled in this randomized controlled trial (age 20±2 years, body mass 74.3±5.9 kg). Players were randomized into two groups such as training group (TG, n = 10 players) or control group (CG, n = 10 players). Physical tests were performed before and after 6 weeks of training such as sprint 10 m, sprint 30 m, 505-COD test and standing long jump (LJ). The two groups performed the same training except for the combined jump and sprint training performed twice a week by TG. After 6 weeks of training, between-group analysis reported statistical difference in favor of the TG in sprint 10 m (p = 0.015, η 2 = 0.295, large), sprint 30 m (p < 0.001, η 2 = 0.599, large), in 505-COD (p = 0.026, η 2 = 0.154, large), and LJ (p = 0.025, η 2 = 0.027, small). These data indicate that combined sprint and jump training, when performed twice a week, for the duration of 6 weeks, in addition to the regular team training, can improve specific physical performance in male soccer players. This study has shown that a volume increment of 10% after 3 weeks of training can be a suitable training dose progression and that a combination of 64–70 jumps and 675–738 m of sprinting training per session can yield benefits in sprint, COD and jump performance.

IntroductionTo effectively monitor post-match changes in physical performance, valid, reliable and practical measures which are sensitive to change are required. This study aimed to quantify test-retest reliability and sensitivity to change of a range of physical performance measures recorded during an isometric posterior chain (IPC) lower-limb muscle test and a countermovement jump (CMJ) test.MethodsEighteen Italian Serie A academy soccer players performed three IPC repetitions per limb and five CMJ trials in 4 testing sessions. Test-retest reliability was evaluated between two testing sessions seven days apart using typical error of measurement, coefficient of variation and intraclass correlation coefficient. Sensitivity to change was assessed on two additional testing sessions performed before and immediately after a soccer match through Hedges' g effect size (g) and comparisons to typical error.ResultsAbsolute reliability (coefficient of variations) ranged from 1.5 to 8.8%. IPC and CMJ measures demonstrated moderate to excellent relative reliability (intraclass correlation coefficients ranged from 0.70 to 0.98). A wide range of physical performance measures showed significant alterations post-match (p

This paper discusses the development of a simplified model to efficiently represent local public transportation services in a large-scale travel demand model. The California Statewide Travel Demand Model (CSTDM) is a comprehensive model system designed and developed for use in transportation policy analysis and travel demand forecasting, including representation of both long and short distance transportation covering the entire state of California. A novel hybrid system is used to represent the full range of rail and bus transit services that are available. Rail services – including all long-distance rail, commuter rail and light rail services – are represented in the standard manner, using explicit node and link networks; the relevant in-vehicle and out-ofvehicle service characteristics for journeys are determined as standard skims of these networks. On-street bus services are not represented using explicit networks; rather, the relevant in-vehicle and out-of-vehicle service characteristics are determined using functions of other transportation network variables, land use descriptors and relevant policy indicators. These functions are simplified econometric models estimated using observations of transit service obtained from Google Transit Data Feeds. The network and simplified components are integrated in order to allow transit paths with both rail and on-street bus components to be considered by the various travel choice models included in the modelling framework. This hybrid system provides a suitable representation of transit for an area of such size. This facilitates consideration of transit service policies, while obviating the need for extensive transit coding, a daunting task for a large area.

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