bluuebunny/crossref_metadata_2025_split huggingface dataset:
Design and Optimization of Patient-Specific Pediatric Laryngoscopes
Authors: Habib Madelene , Sims Robert , Inziello James , Lobo Fluvio , Stubbs Jack 
Published: August 2020

Abstract
Pediatric laryngoscope blades do not vary in size and shape as patients’ airways do. Difficult airway intubations may require physicians to try different blade sizes and even improvise. In addition to physical trauma and complications, difficult intubations may result in longer operating room times. As advanced three-dimensional (3D) imaging, modeling, and printing technologies become more ubiquitous at the point-of-care, so will the development and fabrication of patient-specific solutions. Here we introduce a method for the design and fabrication of patient-specific, single-use pediatric laryngoscope blades. The process seeks to optimize procedures and mitigate complications by providing physicians with the right tool at the right time.
Design of a Miniaturized, Affordable, and Quantifiable Vascular Doppler
Authors: Kubala Matthew , Hodenfield Brooks , Mavanji Vibha , Wales Jeremy , Doenges Jack 
Published: August 2020

Abstract
Peripheral artery disease (PAD) results from atherosclerotic plaque deposition on arterial walls causing reduced blood flow to affected tissue and can result in pain, tissue loss, poor wound healing, limb loss, and death. Diagnosis of PAD and clinical assessment of these patients requires the use of a vascular Doppler device. By emitting an ultrasound signal when placed over an artery and measuring the Doppler shift of the signal reflected from moving blood cells, this device produces an audio output descriptive of several blood flow parameters. As shown through multiple rounds of clinician interviews, current vascular Dopplers are expensive, bulky, and lack objective signal analysis. An improved vascular Doppler offering solutions to these problems was designed and prototyped. This prototype demonstrated a reduction in cost and comparable signal quality compared to Doppler devices currently available, and offered an opportunity for future development of automated signal analysis capabilities.
Respiratory Arrest Monitoring: A Non-Invasive Approach for Early Detection of Breathing Complexities in Psychiatric Patients
Authors: Enayati Moein , Skubic Marjorie 
Published: August 2020

Abstract
Background: Current protocol for monitoring high-risk patients in psychiatric hospital calls for a staff member to enter each room every 15 minutes to visually ensure that each patient is still breathing. This protocol has been set up for fast intervention in the case of a patient’s self-inflicting harm. However, this procedure is disruptive to the patients and a burden for the care providers.
Objective: Continuous and automated overnight monitoring of psychiatric patients for a complete cessation of breath, that eliminates the need for frequent in-person checks.
Method: An IRB approved study conducted in a simulated lab environment, with a radar device placed in the ceiling above the bed. 14 volunteers simulated episodes of respiratory arrest.
Results: The extracted radar signal not only tracks the episodes of complete breath cessation but also estimates the respiration rate with more than 92% accuracy, during normal breathing.
Conclusion: Our proposed approach provides the means for care providers in psychiatric hospitals to ensure the patients can breathe without disturbing the patients’ sleep.
The Pennsylvania Railroad GG1 Electric Locomotive: A Retrospective
Authors: Burshtin Michael L. 
Published: August 2020

Abstract
This paper is a historical review of the design and operation of the Pennsylvania Railroad’s class GG1 electric locomotive over its heavily-trafficked New York City-Washington, DC main line during the period 1934–1983. The locomotive was designed in-house by the railroad in corroboration with Baldwin Locomotive, General Electric and Westinghouse Electric following competitive tests of several electric locomotive designs. Its outstanding performance and long operating life has resulted in it being generally considered the most highly regarded electric locomotive in North America.
The Pennsylvania Railroad embarked in the late 1920’s on a major AC electrification program for its New York-Washington and Philadelphia-Harrisburg main lines and local branches. It initially planned to use a fleet of class P5 rigid frame 2-C-2 electric locomotives for service. However problems were quickly encountered with damaging lateral track impacts, axle cracks, truck hunting, and inadequate tractive effort. The railroad responded with a series of competitive evaluation tests of several locomotive designs including a recent New York, New Haven & Hartford (NYNH&H) Railroad articulated frame locomotive, using an ingenious method to measure truck lateral forces. As a result, the railroad developed two prototype electric locomotive designs, a rigid frame class R1 2-D-2 and an articulated frame class GG1 2-C+C-2. Follow-up track testing verified that the GG1 had lower track lateral forces, and was selected for production.
The 4,620 hp GG1 combined several significant North American design concepts:
- Exceptional power from six double-armature traction motors for heavy passenger train operation at 100 mph;
- Double-ended body design to eliminate the need to turn locomotives;
- Use of separate truck frames with an articulation joint connection, allowing improved rail tracking and lower lateral forces;
- Housing the main transformer and locomotive cabs in the center body, providing increased crew accident protection in collisions;
- Use of high voltage Alternating Current (11 kV at 25 Hz); and
- One of the first applications of Industrial Design (by Donald R. Dohner and Raymond F. Loewy) producing a streamlined locomotive using a welded carbody.
The GG1 was quickly recognized as a rare combination of stellar performance, robust construction, and low maintenance costs. It was used to inaugurate electrified New York-Washington operations, performed admirably during World War II, successfully made the later transition to freight train operation, and was finally retired in October 1983. The prototype GG1 locomotive 4800 has been designated an ASME national engineering landmark.
Security As a Service for Rail Applications
Authors: Ellis Todd 
Published: August 2020

Abstract
State-of-the-art rail systems require reliant, redundant and critical and secure communications. Data integrity is paramount when considering the criticality that the data payload remains secure for 24/7 year-round applications. With technologies such as Communications Based Train Control (CBTC) and Positive Train Control (PTC) being implemented, considerations for data integrity in these networks must include methods to avoid internal and external vulnerabilities.
Unlike traditional encryption methodologies, newer techniques involve tunneling payloads across open or closed networks; this method could include public unsecured networks. By utilizing a unique security appliance tunneled to a remotely connected network operations center, it is possible for a rail system to subscribe to a service to obtain military-grade data security capabilities and distribute secured communications throughout their operational territories via low cost data networks. This “security as a service” concept is especially useful for landlord/tenant relationships that would have previously resulted in duplicative system elements.
Security-as-a-service encryption methods commercially available for rail applications typically fall into one of three color-coded categories; green, red and gray. Green networks offer a single layer solution using NSA-approved cryptographic algorithms and are completely isolated from other methods. Red networks are highly secure, utilizing diverse layers of different algorithm types. Gray networks provide a secure gateway between red and green networks to effectively manage network and operational risks.
In the case of large freight territories, security as a service can help reduce network costs while improving security. For passenger rail systems, communication-based signaling systems should be strongly protected against data vulnerabilities resulting from either unintentional or malicious access to critical networks.
Forward-Looking Infrared Radiometry (FLIR) Application for Detecting Ballast Fouling
Authors: Hosseini SayedMohammad , Tan Yongwen , Ahmadian Mehdi 
Published: August 2020

Abstract
This paper is intended to assess the practical aspects of the previously proposed approach for detecting railroad ballast fouling using an off-the-shelf Forward-Looking Infrared Radiometry (FLIR) Technology. FLIR is among the technologies that are becoming more prevalent in railroad applications [1,2]. The method discussed in this paper takes advantage of the temperature differences measured by the FLIR camera between the top surface of clean and partially fouled ballast samples as an indicator of fouling. The method is intended to potentially serve as an efficient and time-effective manner for detecting early stages of ballast fouling prior to it requiring a costly intervention. Ballast fouling is a common maintenance-of-way issue for the railroad industry, which occurs as a result of contaminants clogging up the ballast and preventing water drainage. The water retained at the sublayers diminishes the strength of the foundation and could result in other undesirable conditions such as clay pumping and reduced track strength. In this study, experiments are performed to study the thermal behavior and characteristics of clean, and partially- and fully-fouled ballast using a FLIR camera. The FLIR camera is set up in a stationary configuration for ease of testing and also providing a more direct approach to analyzing the data, to keep the test conditions highly repeatable and reduce any environmental variations. The results indicate that the cooling and heating rate at the top surface for clean, partially fouled, and fouled ballast are different during the daily heat-up cycle. It is determined that although the FLIR camera is able to measure some changes in the ballast temperature for the fouling conditions that are evaluated in the study, the differences may be within the range of variations that could occur in field conditions. The paper includes the range of measured temperature by the FLIR camera and discusses the pros and cons of using this approach in practice. Additional field testing is needed to validate or dispute the initial findings of the study.
Investigating the Influence of Angle of Attack (Yaw) on Wheel-Rail Interface (WRI) Dynamics
Authors: Radmehr Ahmad , Hosseinian Ahangarnejad Arash , Tajaddini Ali , Ahmadian Mehdi 
Published: August 2020

Abstract
The study provides an accurate measurement of the longitudinal and lateral traction under precisely controlled angles of attack conditions, using the Virginia Tech-Federal Railroad Administration roller rig (“VT-FRA roller rig”). The tests are performed under field-simulated conditions that allow wheel wear and accumulation of worn material at the running surfaces, with angles of attack (AOA) that represent both left- and right-hand curves. Because the roller rig allows testing under extreme conditions, AOAs as large as two degrees (0.035 radian) are evaluated for a scaled wheel with a nominal AAR-1B profile. It is observed that the longitudinal and lateral traction coefficients increase with increasing time, for all AOAs, but far more significantly for large AOA. The effect is nonlinear, meaning that for shallower (lower-degree) curves the friction effect is far less than for steeper (higher-degree) curves. It is further observed that the influence is asymmetric for right- and left-hand curves. The wheel taper introduces a lateral force that adds or subtracts (depending on the orientation of the curve) from lateral curving forces. The curving forces resulting from a positive AOA (corresponding to a left-hand curve) are less than those for negative AOAs, mainly due to the force offset due to the wheel taper.
Wheel-Rail Contact Patch Geometry Measurement and Shape Analysis Under Various Loading Conditions
Authors: Radmehr Ahmad , Hosseinian Ahangarnejad Arash , Pan Yu , Hosseini SayedMohammad , Tajaddini Ali , Ahmadian Mehdi 
Published: August 2020

Abstract
This study evaluates the wheel-rail contact patch geometry of the VT-FRA roller rig, designed and commissioned at the Virginia Tech’s Railway Technologies Laboratory (RTL). Contact patch measurements are crucial for better analyzing the underlying factors that affect the wheel-rail interface (WRI) contact mechanics and dynamics. One of the challenges is in determining the size and pressure distribution at the contact patch, under various conditions. Although past studies have attempted to reach a method that can be used to make such measurements, more research is needed in reaching a practical and consistent method. This is particularly true for making the measurements under dynamic conditions.
The use of pressure sensitive films was considered as the means for contact patch measurements on the VT-FRA rig, however, the thickness of the film influences the contact patch area and shape. This paper provides the results of the measurements with films with different range of pressure sensitivities.
Three types of pressure-sensitive films are used under static conditions. The films are placed in between the wheel and roller in exact positions to enable comparing the test results for various wheel loads. The contact patch measured by the most sensitive film, which reacts to pressures as low as 0.5 MPa, provides the most accurate outline for the contact patch, although it does not provide the highest resolution for the pressure distribution. The other pressure-sensitive films that are used have a higher pressure range, with minimums of 49.0 MPa and 127.6 MPa.
The relationship between the size of the contact patch and average contact pressure is evaluated as a function of the wheel load. The results indicate that with increasing wheel load, the size of the contact patch changes minimally, with the average pressure increasing in a nearly linear relationship to the wheel load as expected.
2019 Nominations for ASME Historic Mechanical Engineering Landmark Status: Rail Transportation Category
Authors: Iden Michael E. 
Published: August 2020

Abstract
The ASME Rail Transportation Division submitted five nominations in 2019 for ASME Historic Mechanical Engineering Landmark status. The nominations are for examples of significant railway technologies involving mechanical engineering and built between 1920 and 1964:
1. SBB 14253 “Crocodile” locomotive (1920): pioneering electric heavy-duty Swiss mountain locomotive, with pioneering features found in many subsequent electric locomotives.
2. Winton 8-201 prototype diesel engine (1933): only surviving of two experimental engines which preceded all GM-Electro-Motive 2-stroke cycle diesel engines for locomotives and other applications; first locomotive diesel engine with lightweight welded steel crankcase and unitized fuel injectors.
3. B&O 50 locomotive (1935): sole surviving example of the first (5) standalone, modular, non-articulated high-speed diesel locomotives from Electro-Motive, functional prototypes for the later “E” passenger and “FT” freight locomotives.
4. Cooper-Bessemer prototype diesel engine (1953): sole surviving example of (4) predecessor 4-stroke cycle diesel engines built for GE Transportation for field test locomotives prior to GE becoming a domestic locomotive manufacturer.
5. SP 9010 locomotive (1964): sole surviving example of (21) experimental German-built diesel locomotives for heavy-duty US mountain railroad operation using a hydromechanical torque converter transmission instead of electric traction motors; proved concept of higher-power and improved wheel-to-rail adhesion.
All five nominations were submitted to the ASME national History & Heritage Committee for review. This paper provides a description of each nomination and the status of each proposed railroad Historic Mechanical Engineering Landmark.
Detecting Dark Cars Using a Novel Multi-Antenna AEI Tag Reader Design for Increased Read Distance and Reliability
Authors: Ghasemzadeh Pejman , Banerjee Subharthi , Hempel Michael , Harms Andrew , Sharif Hamid 
Published: August 2020

Abstract
Automatic Equipment Identification (AEI) tags are installed on all rail cars in North America to tag rolling stock and facilitate fault detection using wayside detectors. And yet, railcars do get lost when parked on sidings, etc., resulting in so-called Dark Cars. No effective solution has been proposed for finding such lost rail cars due to the distance limitations in the current AEI tag readers. However, recent developments in the area of AEI tags in particular multi-antenna wireless communication systems and backscatter communications, now provide the opportunity to read AEI tags from much farther distances. The adavntage of using multiple antennas is to increase read distance and directionality through beamforming while adhering to FCC power limits. The key obstacle to long-distance AEI tag reading is the limited link budget, which is the combination of the FCC-mandated power limit coupled with the minimum required EM field strength needed to power the AEI tag during a read operation. Since it is not feasible to modify the AEI tags themselves because a large number of them installed on railcars, nor boost the transmit power, our design is focused on increasing directionality of the transmitted power. In this work, the authors thus propose a novel use of a Multi-Antenna Beamforming AEI tag reader mounted on — and powered by — a locomotive. This is to detect AEI tags on dark cars by a train passing the dark cars. The authors conducted an in-depth model-driven performance evaluation of this scheme. The analysis includes different channel models, signal reflection, and impact from velocity on read success rates. The channel models considered in this evaluation include multipath models such as Rayleigh, Rician, and Two-Ray Ground. The results presented by the authors show that our proposed novel approach is not only feasible to read AEI tags in this fashion over distances exceeding multiple track separation distances, but also practical, in most cases requiring 10 or less antennas with only simple beamforming methods employed.
Train Sideswipe Accidents and Passengers’ Injury
Authors: Masory Oren , Berkowitz Carl 
Published: August 2020

Abstract
Train sideswipe accidents happen when two trains are traveling next to each other in the same or opposite directions and their sides come into contact. In most cases the relative velocity between the trains is very low. In these accidents, standing passengers might lose their balance, fall and impact with objects in their surroundings. Also, in extreme cases seated passenger might be ejected from their seat and get injured by impacting hard objects like handles and edges. These falls are caused by the acceleration and jerk exerted on the passengers during the impact. The train Event Data Recorder (EDR) does not record the train’s acceleration during the collision, as common in vehicle’s EDR, but provides only velocity information that is sampled in very low rate. To determine acceleration and jerk, train’s velocity is extracted from the train Event Data Recorder (EDR) and is used to estimate their value in order for the purpose of evaluation of the severity of the accident. The analysis of actual data extracted from an EDR of a train, that was that was involved in sideswipe accident is presented and compared to current standards. The results indicate that a standing person in case might lose his balance and fall. This results was verified since the two conductors who were walking along the isle lost their balance, fell and were injured feel and injure.
CFD Model Validation for a Benchmark Data of Texas A&M 1/16th Scaled VHTR Upper Plenum
Authors: Vegendla Prasad , Hu Rui , Zou Ling 
Published: August 2020

Abstract
In High Temperature Gas-cooled Reactors (HTGR), gas flow patterns are very complex and reduced order models (1D or 2D) may be too simplified to predict accurate reactor performance. 3D Computational Fluid Dynamics (CFD) models can help provide the detailed information needed to optimize the reactor thermal performance. The main objective of this work is to validate the CFD models with data of a 1/16th scaled Very High Temperature Reactor (VHTR) upper plenum measured at Texas A&M University.
In this paper, the flow characteristics of a single isothermal jet discharging into the upper plenum was investigated using Nek5000 Large-Eddy Simulation (LES) CFD tool. Several numerical simulations were performed for various jet Reynolds numbers ranging from 3,413 to 12,819. Grid independent study was performed. The numerical results of mean velocity, root-mean-square fluctuating velocity, and Reynolds stress were validated with the benchmark data. Good agreement was obtained between simulated and measured data for axial mean velocities, except near the upper plenum hemisphere. The maximum predicted errors for axial mean velocities at various normalized coolant channel diameter heights of 1, 5 and 10 are 1.56%, 1.88% and 3.82%, respectively. Also, the predicted root-mean-square fluctuating velocity and Reynolds stress are qualitatively agreed with the experimental data.
Barriers and facilitators to optimal supportive end-of-life palliative care in long-term care facilities: a qualitative descriptive study of community-based and specialist palliative care physicians’ experiences, perceptions and perspectives
Authors: Harasym Patricia , Brisbin Sarah , Afzaal Misha , Sinnarajah Aynharan , Venturato Lorraine , Quail Patrick , Kaasalainen Sharon , Straus Sharon E , Sussman Tamara , Virk Navjot , Holroyd-Leduc Jayna 
Published: August 2020

ObjectiveThe COVID-19 pandemic has highlighted ongoing challenges to optimal supportive end-of-life care for adults living in long-term care (LTC) facilities. A supportive end-of-life care approach emphasises family involvement, optimal symptom control, multidisciplinary team collaboration and death and bereavement support services for residents and families. Community-based and palliative care specialist physicians who visit residents in LTC facilities play an important role in supportive end-of-life care. Yet, perspectives, experiences and perceptions of these physicians remain unknown. The objective of this study was to explore barriers and facilitators to optimal supportive end-of-life palliative care in LTC through the experiences and perceptions of community-based and palliative specialist physicians who visit LTC facilities.DesignQualitative study using semi-structured interviews, basic qualitative description and directed content analysis using the COM-B (capability, opportunity, motivation - behaviour) theoretical framework.SettingResidential long-term care.Participants23 physicians who visit LTC facilities from across Alberta, Canada, including both in urban and rural settings of whom 18 were community-based physicians and 5 were specialist palliative care physicians.ResultsMotivation barriers include families’ lack of frailty knowledge, unrealistic expectations and emotional reactions to grief and uncertainty. Capability barriers include lack of symptom assessment tools, as well as palliative care knowledge, training and mentorship. Physical and social design barriers include lack of dedicated spaces for death and bereavement, inadequate staff, and mental health and spiritual services of insufficient scope for the population.ConclusionFindings reveal that validating families’ concerns, having appropriate symptom assessment tools, providing mentorship in palliative care and adapting the physical and social environment to support dying and grieving with dignity facilitates supportive, end-of-life care within LTC.