bluuebunny/crossref_metadata_2025_split huggingface dataset:
Description of a new method to calculate the equator of the crystalline lens using AS‐OCT images: Accuracy in non‐dilated measurements
Authors: Arizcuren Ana R. , Jiménez‐García Marta , Castro‐Alonso Francisco J. , Consejo Alejandra 
Published: June 2024

AbstractObjectiveTo establish a methodology for objectively estimating the Lens Equatorial Plane (LEP) from clinical images, comparing LEP with dilated versus non‐dilated pupils.MethodsA cohort of 91 eyes from 60 patients undergoing preoperative assessments for cataract surgery was evaluated. Anterior Segment Optical Coherence Tomography (AS‐OCT) images were analysed under conditions of pharmacologically induced pupil dilation versus a non‐dilated pupil. Geometrical parameters, including LEP, intersection diameter (ID), lens thickness (LT), anterior and posterior lens thickness were automatically calculated by applying standard image processing techniques to clinical AS‐OCT images.ResultsSignificant differences in lens parameters, including LEP, were observed between dilated and non‐dilated conditions (all p < 0.001). A strong linear correlation was found across all geometrical variables under both conditions (r[LEP] = 0.64, r[ID] = 0.78, r[LT] = 0.99, all p < 0.001); enabling reliable correction of these differences.ConclusionThe study introduces an objective methodology for LEP calculation, emphasising the need to consider the eye's physiological state during preoperative measurements. Incorporating LEP into future intraocular lens (IOL) power calculation formulas and replacing the habitual effective lens position may potentially improve the accuracy of IOL power estimation and thus postoperative visual outcomes.
Two cases of silent subcutaneous implantable cardioverter defibrillator electrode displacement
Authors: Wharmby Amy , Butcher Charles , Honarbakhsh Shohreh , Monkhouse Christopher , Hunter Ross J 
Published: June 2024

AbstractWe describe two cases of secondary prevention subcutaneous implantable cardioverter defibrillator (S‐ICD) implantation and subsequent S‐ICD electrode displacement which initially went undetected. One presentation was a result of a coincidental chest x‐ray for respiratory exacerbation and another with an untreated episode highlighted via remote monitoring, both patients were booked to clinic for further investigation. Our findings highlighted had there been a comparison of the existing subcutaneous electrogram (S‐ECG) to captured S‐ECGs at time of implant the electrode displacement would have been detected beforehand. This underpins the importance of introducing the simple management strategy into routine follow‐up.
Epistasis and pleiotropy‐induced variation for plant breeding
Authors: Dwivedi Sangam L. , Heslop‐Harrison Pat , Amas Junrey , Ortiz Rodomiro , Edwards David 
Published: June 2024

SummaryEpistasis refers to nonallelic interaction between genes that cause bias in estimates of genetic parameters for a phenotype with interactions of two or more genes affecting the same trait. Partitioning of epistatic effects allows true estimation of the genetic parameters affecting phenotypes. Multigenic variation plays a central role in the evolution of complex characteristics, among which pleiotropy, where a single gene affects several phenotypic characters, has a large influence. While pleiotropic interactions provide functional specificity, they increase the challenge of gene discovery and functional analysis. Overcoming pleiotropy‐based phenotypic trade‐offs offers potential for assisting breeding for complex traits. Modelling higher order nonallelic epistatic interaction, pleiotropy and non‐pleiotropy‐induced variation, and genotype × environment interaction in genomic selection may provide new paths to increase the productivity and stress tolerance for next generation of crop cultivars. Advances in statistical models, software and algorithm developments, and genomic research have facilitated dissecting the nature and extent of pleiotropy and epistasis. We overview emerging approaches to exploit positive (and avoid negative) epistatic and pleiotropic interactions in a plant breeding context, including developing avenues of artificial intelligence, novel exploitation of large‐scale genomics and phenomics data, and involvement of genes with minor effects to analyse epistatic interactions and pleiotropic quantitative trait loci, including missing heritability.
The dynamics of issue attention in policy process scholarship
Authors: Fagan E. J. , Furnas Alexander , Koski Chris , Thomas Herschel , Workman Samuel , Connor Corinne 
Published: June 2024

AbstractThis article examines the policy topics and theoretical debates found in Policy Studies Journal (PSJ) articles over the last three decades. PSJ is the premier journal for scholars studying policy processes, seeking to create generalizable theories across the spectrum of specific policy areas. To examine trends in PSJ over time, we collected 1314 abstracts from PSJ articles. We identified abstracts that mention major theories of the policy process and stages of the policy cycle. Next, we measured their policy content using the Comparative Agendas Project codebook, as well as their citations in academic journals and policy documents. We then explore these data, finding that changes in the content of PSJ articles over time correspond with other trends in the policy process field and PSJ's increased impact factor.
What is critical history of philosophy?
Authors: Sandford Stella 
Published: June 2024

AbstractIn the past half‐century critical historiographies of philosophy have challenged the exclusionist Eurocentric and masculinist presumptions of “history of philosophy,” and we have witnessed the multiplication of philosophical worlds in the relation of indigenous to Western scholarship and in critical philosophical anthropologies. Does this mean that there is, or can be, no unity to the history of philosophy? In this article, I argue that these challenges are not incompatible with our thinking the unity of the history of philosophy, so long as we understand it to be an historical “distributive unity,” constitutively related to other histories and to social, political, and institutional realities, and open to continuous transformation. The idea of a “critical history of philosophy” emerges from this. I argue that a critical history of philosophy proceeds via the problematizations of contemporary thought, which are then themselves challenged by that critical history and that it can and must include what remains marginal to its canonical history, working in conjunction with the theory and practices of other disciplines. These general claims are illustrated by showing how a critical history of philosophy could proceed in practice in relation to the contemporary problematization of the concept of “sex.”
Artifactually increased serum bicarbonate in a cat with rhabdomyolysis
Authors: Wynter Zoe R. , Ruane Emily , Kortum Andre J. , Hare Cassia H. Z. 
Published: June 2024

AbstractA 3‐year‐old male neutered domestic shorthair cat presented with lethargy, hyporexia, and pyrexia of unknown origin. Biochemical analysis using a Beckman Coulter AU480 demonstrated marked increases in creatine kinase and aspartate aminotransferase, indicative of severe muscle injury, with concurrent presumptive myoglobinuria on urinalysis. A marked, non‐physiologic increase in measured bicarbonate and resultant negative anion gap was documented; however, calculated bicarbonate obtained via a point‐of‐care blood gas analyzer was within normal limits. Laboratory error due to interference by lactate dehydrogenase was suspected and supported by the results of subsequent biochemical testing. Artifactual increases in bicarbonate have been documented in cases of rhabdomyolysis in horses, cows, and a bird. However, to the best of the authors' knowledge, this is the first report to demonstrate this spurious change in a cat.
On the diameter of semigroups of transformations and partitions
Authors: East James , Gould Victoria , Miller Craig , Quinn‐Gregson Thomas , Ruškuc Nik 
Published: June 2024

AbstractFor a semigroup whose universal right congruence is finitely generated (or, equivalently, a semigroup satisfying the homological finiteness property of being type right‐), the right diameter of is a parameter that expresses how ‘far apart’ elements of can be from each other, in a certain sense. To be more precise, for each finite generating set for the universal right congruence on , we have a metric space where is the minimum length of derivations for as a consequence of pairs in ; the right diameter of with respect to is the diameter of this metric space. The right diameter of is then the minimum of the set of all right diameters with respect to finite generating sets. We develop a theoretical framework for establishing whether a semigroup of transformations or partitions on an arbitrary infinite set has a finitely generated universal right/left congruence, and, if it does, determining its right/left diameter. We apply this to prove results such as the following. Each of the monoids of all binary relations on , of all partial transformations on , and of all full transformations on , as well as the partition and partial Brauer monoids on , have right diameter 1 and left diameter 1. The symmetric inverse monoid on has right diameter 2 and left diameter 2. The monoid of all injective mappings on has right diameter 4, and its minimal ideal (called the Baer–Levi semigroup on ) has right diameter 3, but neither of these two semigroups has a finitely generated universal left congruence. On the other hand, the semigroup of all surjective mappings on has left diameter 4, and its minimal ideal has left diameter 2, but neither of these semigroups has a finitely generated universal right congruence.
Myths and methodologies: Considerations for evaluating the time course of thermoregulatory adaptation during heat acclimation
Authors: Tyler Christopher J. , Notley Sean R. 
Published: June 2024

AbstractSince the early 1900s, repeated heat exposure has been used as a method to induce physiological adaptations that enhance our ability to tolerate heat stress during athletic and occupational pursuits. Much of this work has been dedicated to quantifying the time course of adaptation and identifying the minimum duration of acclimation required to optimise performance or enhance safety. To achieve this, investigators have typically applied classical (constant load) heat acclimation, whereby 60–90 min exercise is performed at the same absolute or relative intensity in a hot environment for 3–24 days, with adaptations evaluated using an identical forcing function test before and after. This approach has provided a foundation from which to develop our understanding of changes in thermoregulatory function, but it has several, frequently overlooked shortcomings, which have resulted in misconceptions concerning the time course of adaptation. It is frequently suggested that most of the thermoregulatory adaptations during heat acclimation occur within a week, but this is an oversimplification and a predictable artefact of the experimental designs used. Consequently, the time course of complete human adaptation to heat remains poorly understood and appears to vary considerably due to numerous individual factors. The purpose of this communication is to highlight the key methodological considerations required when interpreting the existing literature documenting adaptation over time. We also propose potential means by which to improve the way we induce and quantify the magnitude of adaptation to expedite discovery.
Review of Passenger Railroad EMU and MU Rolling Stock in the US and Canada – Part I, New York State Region
Authors: Donohue Brian P. 
Published: June 2024

Abstract
Since the invention of the first electrified, self-propelled rail vehicles by Siemens & Halske in 1879 followed by the pioneering innovations of Frank Sprague starting in 1886, self-propelled, passenger, electric traction rail vehicles have evolved into an amazing variety of use cases, shapes and sizes to the present date. With the amelioration of each generation, the electrical and mechanical engineering disciplines have developed a high degree of cooperation and integration to what has evolved into a seamless systems approach that allows agencies and railroads to enjoy record breaking, yet safe commuter and short-haul passenger railroad service with an array of amenities and technical advancements. The core of these rail vehicles are and were humble looking Electric Multiple Unit (EMU) (also referred to as Multiple Unit (MU)) trains that unceremoniously ply the rails around major cities with hundreds of daily riders on board. These otherwise, non-descript vehicles often have mundane identifications such as “MP-54” or “M-9.” Once in a while, one of these workhorses garners brief notoriety that leads to a full name such as “Metroliner.” But these full names, more often than not, are simply duplicated by analogy much in the same way the term “Watergate” has been overused. The identification of each fleet and the uniqueness / advancements that each have brought to the passenger rail industry since 1904 is the goal of this paper series.
This paper is the first in a short series that will present a simple historic review of the electric, self-propelled railroad vehicles (EMUs) that were or are currently in service in the United States and Canada. The review begins with the transition away from wooden cars when steel cars were necessary by design. These early cars helped to define the EMU (and MU) benchmark and how they differ from other rail rolling stock of the early 1900s such as elevated / subway cars, interurbans, and locomotive-drawn coach cars. Regulation was part of the progress, but ever-increasingly heavy passenger, mail and cargo loads, tunnel designs and general progress of design evolution helped to define this classification of rolling stock that eventually has folded into the United States-defined FRA (Federal Railroad Administration) Tier 1 passenger fleet. This first paper will begin with a focus on EMUs of the New York State region, starting with Long Island and Westchester, New York branch lines. A future, second history paper will feature equipment from the States of Connecticut and New Jersey. The third history paper will feature equipment serving the cities of Philadelphia and Chicago. And the fourth and final history paper will feature other regions of the United States and Canada.
Multiscale Computational Modeling of Subsurface Cracking in Railhead: Insights Into Fatigue Life
Authors: Saberi Sina , Whetstone Gavin , Allen David H. 
Published: June 2024

Abstract
Railways, crucial to national transport, constantly face rolling contact loads that lead to subsurface cracking. This study examines how these cracks impact the fatigue life of railheads. The focus is on modeling the progressive growth of these cracks, which is crucial to preventing severe failures. A finite element model simulates stress from wheel contact, considering the steel’s ductility. A multiscale computational method enhances modeling efficiency, focusing on local scale crack behavior influenced by global scale stress tractions. This approach aims to predict when a railhead might fail. An advanced non-linear cohesive zone model is used for more accurate predictions of crack growth behavior. This involves developing sophisticated rail testing protocols for model calibration and validation, ensuring real-world applicability. The research employs phased array ultrasonic testing for non-destructive internal crack analysis. This methodology, illustrate the experimental results by measures the internal crack geometry under long-term cyclic loading. These insights are crucial for understanding railhead life expectancy post-crack detection, enhancing railway safety, reliability, and efficiency.
Powering Onboard Bearing Health Monitoring Sensors With Thermoelectric Generators Under Non-Uniform Temperatures
Authors: Capitanachi Danna , de Leon Gael , Rodriguez Carlos , Tarawneh Constantine , Foltz Heinrich 
Published: June 2024

Abstract
Wireless onboard health monitoring devices are a promising preventive technology that can detect the early stages of bearing defects. However, the nature of the continuous monitoring requires an energy source sufficient to record and transmit data. Thermoelectric energy harvesting is an effective solution to power onboard wireless condition monitoring sensors during railroad operations. Thermoelectric Generators (TEGs) are considered to be environmentally safe, do not contain moving parts or complex structures, and require little maintenance. The TEGs play a crucial role in providing energy to run vibration and temperature sensors, as well as supporting LoRa communications. However, TEGs may be subjected to non-uniform temperature differentials caused by the forced convection generated by air motion relative to the vehicle when mounted on the railcar. It can be shown that non-homogeneous temperatures of two TEGs connected in series lead to reduced power output in comparison to the available power from each alone, and if the temperature difference of the underperforming TEG is lower than 41.4% of the other TEG, even less power than one TEG alone. This paper presents analysis and experimental data comparing several possible design solutions: (1) a simple series connection, (2) a series connection with bypass diodes, and (3) isolated TEGS with separate boost converters for each module.
EPS Geofoam In-Filled Ground Vibration Barriers for Environmental Sustainability of Ballasted High-Speed Railway Tracks: State of the Art
Authors: Karalikkadan Suhail , Khan M. Roshan 
Published: June 2024

Abstract
The transportation industry has rapidly evolved in recent decades, with high-speed railways (HSR) having substantially contributed to fulfilling the growing transportation needs of the global population. It is often referred to as the transport mode of the future since it provides four key attributes to consumers: safety, speed, capacity, and sustainability. Although HSR lines offer numerous benefits, increased ground vibrations and noise from faster train speeds and heavier axle loads have become a challenging railway operation issue. These ground-borne railway vibrations adversely affect the structural performance of the railway infrastructure, the vibration-sensitivity of buildings near the track, and the productivity and comfort of the residents in the buildings close to the railway tracks. The vibration mitigation strategies for railway tracks align with similar sources of cyclic dynamic loads since elastic wave propagation in soils is mostly analogous. The generation, propagation, and mitigation of ground vibrations highly depend on the embankment soil properties, subsurface conditions, and train characteristics (operational speed and axle load). Broadly, ground-borne vibrations from railways can be reduced by implementing control measures at the source or receptor, or by impeding the transmission path using wave barriers. More often, damping material in-filled trenches positioned at varied distances from the railway embankment (along the track) is used to attenuate vibrations due to their low cost and relatively high performance. It performs as a discontinuity in the path of the surface waves, causing them to reflect, refract, damp and then propagate an attenuated wave. This paper reviews the utilization of Expanded Polystyrene (EPS) geofoam as an in-fill material for vibration mitigation trenches, specifically for attenuation of high-speed train-induced ground vibrations. EPS geofoam infilled wave barrier trenches with higher depth, higher width, and placement close to the track exhibit maximum vibration attenuation efficiencies, up to 60–70%. Using lower-density EPS geofoam for in-filling the trench also delivers a higher vibration attenuation efficiency. Moreover, deploying an EPS geofoam layer at the slope of railway formations is found to be yet another effective method for mitigating ground-borne railway vibrations. Incorporating a hybrid combination of EPS geofoam in-filled trenches and EPS geofoam blocks at the slope of the railway formations exhibits a substantially high potential for attenuation of railway vibrations, irrespective of the underlying embankment soil. Investigating mitigation strategies using different EPS geofoam layouts reveals that significant vibration reduction can be achieved using EPS geofoam in-filled trenches as passive vibration wave barriers next to the railway tracks.
Spectral Clustering in Railway Crossing Accidents Analysis
Authors: Villalobos Ethan , Lugo Hector , Cheng Biqian , Gutierrez Miguel , Tarawneh Constantine , Xu Ping , Chen Jia , Papalexakis Evangelos E. 
Published: June 2024

Abstract
This study employs graph mining and spectral clustering to analyze patterns in railway crossing accidents, utilizing a comprehensive dataset from the US Department of Transportation. By constructing a graph of implicit relationships between railway companies based on shared accident localities, we apply spectral clustering to identify distinct clusters of companies with similar accident patterns. This offers nuanced insight into the underlying structure of these incidents. Our results indicate that “Highway User Position” and “Equipment Involved” play pivotal roles in accident clustering, while temporal elements like “Date” and “Time” exert a diminished impact. This research not only sheds light on potential accident causation factors but also sets the stage for subsequent predictive safety analyses. It aims to serve as a cornerstone for future studies that aspire to leverage advanced data-driven techniques for improving railway crossing safety protocols.
Kernel Ridge Regression in Predicting Railway Crossing Accidents
Authors: Villalobos Ethan , Tarawneh Constantine , Chen Jia , Papalexakis Evangelos E. , Xu Ping 
Published: June 2024

Abstract
Expanding on the insights from our initial investigation into railway accident patterns, this paper delves deeper into the predictive capabilities of machine learning to forecast potential accident trends in railway crossings. Focusing on critical factors such as “Highway User Position” and “Equipment Involved,” we integrate Kernel Ridge Regression (KRR) models tailored to distinct clusters, as well as a global model for the entire dataset. These models, trained on historical data, discern patterns and correlations that might elude traditional statistical methods. Our findings are compelling: certain clusters, despite limited data points, showcase remarkably Root Mean Squared Error (RMSE) values between predictions and real data, indicating superior model performance. However, certain clusters hint at potential overfitting, given the disparities between model predictions and actual data. Conversely, clusters with vast datasets underperform compared to the global model, suggesting intricate interactions within the data that might challenge the model’s capabilities. The performance nuances across clusters emphasize the value of specialized, cluster-specific models in capturing the intricacies of each dataset segment. This study underscores the efficacy of KRR in predicting future railway crossing incidents, fostering the implementation of data-driven strategies in public safety.