bluuebunny/crossref_metadata_2025_split huggingface dataset:
Establishing Vision Zero in New York City: The Story of a Pioneer
Authors: Kristianssen Ann-Catrin 
Published: November 2022

AbstractVision Zero was established in 2014 as the foundation of the New York City road safety policy. The purpose of this chapter is to understand why and how Vision Zero was introduced as well as by whom and with what tools. The chapter focuses on understanding this policy change in New York City and is based on a document study and 18 semi-structured interview with 19 respondents city administration staff, researchers, media, and NGOs. The analysis is made by looking closer at the state of four aspects by the time of the establishment of Vision Zero – problem framing, policy formulation, political actors, and proposed solutions. This theoretical framework is mainly based on the work of John Kingdon (Agenda, Alternatives, and Public Policies. Little, Brown, Boston, 1984) and Michael Howlett (Public Policy Adm 34(4):405–430, 2019). The chapter states that there were several factors leading to the adoption of Vision Zero. First, the road safety problems were not as serious as in many other regions of the USA, but compared to other major cities in the western world, the fatalities and serious injuries in New York City were deemed unacceptable by politicians, NGOs, and the public. The imminent problem on the ground was further emphasized by several high-profile cases of child fatalities in traffic crashes. Second, the Vision Zero policy or philosophy was a coherent and above all a successfully tested policy based on a scientific foundation. The credit for introducing Vision Zero in the New York City context is given to non-governmental organizations such as Transportation Alternatives and Families for Safe Streets and specific public administrators in key positions. These actors were all searching for new solutions, and as the politicians placed road safety high on the agenda, a window of opportunity was opened to Vision Zero. In addition, politicians, with the support and pressure from NGOs, established a policy program based on Vision Zero, and this program further established a belief in Vision Zero as a credible way forward. There was and is criticism directed towards the policy based on equity and that Vision Zero risks strengthening discriminatory structures. The basic idea of adapting the physical infrastructure to accommodate human mistakes is challenging in many American contexts, but in a diverse city such as New York, this approach may be able to address equity, according to several respondents, if based on solid crash data. The Vision Zero in New York City differs from the original Swedish version in mainly two ways: the focus in New York on law enforcement and on the behavior of the individual road user.
Traffic Safety in India and Vision Zero
Authors: Tiwari Geetam , Mohan Dinesh 
Published: November 2022

AbstractThis chapter presents the current state of traffic safety in India and a brief overview of history of traffic safety policies in India. The road safety policy adopted by the Government of India does not have any specific targets; however, the government has accepted the UN sustainable development goals (SDG) and targets in 2016. SDG 3.6 is related to road traffic injuries, and it requires that the fatalities due to road traffic crashes must be reduced by 50% by 2030. The last section of the chapter presents a roadmap for selected cities in India for achieving SDG target 3.6 by 2030 and discusses the results in the context of “Vision Zero” for India.
What the Car Industry Can Do: Mercedes-Benz’ View
Authors: Schöneburg Rodolfo , Baumann Karl-Heinz 
Published: November 2022

AbstractThe car industry faces some extreme challenges. Alongside the key task that we face of making individual transport climate-neutral, and alongside the new technological opportunities for communication and networking across our whole environment, it is clear that the user behavior of vehicle drivers and of all other road users is also going to change. Bearing all these aspects in mind, our overriding goal remains to make the traffic on our roads safer. Many of the activities in this context are summarized in the Mercedes-Benz “Vision of accident-free driving.” The current plateauing of road fatality statistics across the countries of the West is a clear signal that we need to intensify our efforts even further. And indeed, there are still plenty of levers that can be applied in order to optimize and improve these figures.Following a review of the current situation from the perspective of Mercedes-Benz, the opportunities for further optimization of vehicle safety are now presented in the guise of the latest Experimental Safety Vehicle, ESF 2019, which above all addresses the new possibilities offered by increasing connectivity and automation. Many of the innovative concepts under consideration have a chance of reaching the market in future vehicles, either as they are or in a modified form; in other cases the discussion around them will lead to new ideas and proposed solutions.The Integral Safety Strategy by Mercedes-Benz is a holistic approach that defines safety in four phases: (1) safe driving, (2) assisting in a critical driving situation with accident prevention systems and anticipatory protection elements such as PRE-SAFE® systems, (3) during a crash, for example, occupant and partner protection, and, finally, (4) after a crash, deploy systems for the rescue phase. All four phases must be high priorities during the development of the vehicle.Even with an optimistic view of the vehicle-based opportunities, this chapter will demonstrate that vehicle measures alone will not be sufficient to solve all traffic safety issues, as road transportation is just too complex. All the factors that impact road safety, and which will need to play their part in delivering “Vision Zero,” must be addressed; in other words, infrastructural measures and people in traffic, too. As with the Mercedes-Benz strategy of Integral Safety, we shall only be able to make major advances toward “Vision Zero” if all influencing factors are properly investigated as part of an integrated examination of road safety.
Driver Distraction: Mechanisms, Evidence, Prevention, and Mitigation
Authors: Regan Michael A. , Oviedo-Trespalacios Oscar 
Published: November 2022

AbstractIn this chapter, the reader is introduced to the topic of driver distraction: its definition and mechanisms; its impact on driving performance and safety; approaches to preventing it; evidence-based injury prevention and mitigation countermeasures; and new frames of reference for conceptualizing distraction as traditional driving functions and tasks become increasingly automated. Some strategies that might be considered by societal stakeholders in setting a coordinated agenda for the management of distracted driving going into the future are also presented. Until all vehicles can safely drive themselves, in all conditions, all of the time, it is unlikely that, for driver distraction, Vision Zero will be achieved. In the meantime, however, there is much that can be done to slow its spread and mitigate it effects.
What Is a Vision Zero Policy? Lessons from a Multi-sectoral Perspective
Authors: Kristianssen Ann-Catrin , Andersson Ragnar 
Published: November 2022

AbstractVision Zero is a term mainly connected with road traffic safety and has its roots in the Swedish road safety strategy. It was formally adopted by the Swedish parliament in 1997, and due to the initial success of lowering the number of deaths in traffic crashes significantly, it has become a role model for road safety strategies in countries and cities all over the world. In Sweden, Vision Zero for road safety has also inspired the introduction of Vision Zero policies in other sectors, and this chapter focuses on Vision Zero from a multi-sectoral perspective. The purpose of this chapter is twofold: to present five different cases of Vision Zero policies and to discuss what constitutes a Vision Zero policy based on these five cases. The five cases are found in road traffic safety, fire safety, patient safety, suicide, and workplace safety. Every case has its unique preconditions in terms of laws, actors, scope, etc., but they are also similar in relation to injury prevention and the ambition to decrease the number of deaths and serious injuries. The five Vision Zero policies are summarized by presenting the problem and problem framing, the goal, measures, and solutions as well as leading actors and governing structures. We find that the problem itself is quite self-explanatory in each case but that the problem framing and attribution of responsibility differ. All cases have on paper been inspired by the road safety strategies, but the systems approach, so intimately connected with Vision Zero, is more or less absent in the cases of fire safety and suicide. Furthermore, in the field of fire safety, responsibility is placed on the individual and on the business sector rather than based on a shared responsibility and ultimately on the system designers. In all five cases, there are a set of measures in place, but there are differences in implementation due to temporal factors and also what kind of governing and steering structures are in place. There is also a difference in internal support where the Vision Zero for suicide stands out as having less support among agencies working with the issue. Finally, the monitoring systems differ from case to case. The Vision Zero for road traffic safety stands out as having a monitoring and evaluating system based on specific safety targets ultimately aiming toward zero (management by objectives). Based on the empirical findings, we argue that besides having a clear problem and problem framing, a toolbox of measures, a monitoring system, and a governing structure, a policy based on a visionary approach with an ambition to reach zero needs additional perspectives or criteria in order to be successful: (1) ascientificapproach to problem framing and solutions, (2) acomprehensiveapproach, (3) along-termcommitment, and (4) a system and structure based ongovernance. These criteria do not necessarily have to be in place in order to adopt Vision Zero, but they are a prerequisite for building a system based on Vision Zero.
Vision Zero in Sweden: Streaming Through Problems, Politics, and Policies
Authors: Belin Matts-Åke 
Published: November 2022

AbstractIn 1997, the Riksdag, the Swedish Parliament, adopted Vision Zero as a new goal and strategy for road safety in Sweden (Swedish Government 1997). In the more than 20 years since the Vision Zero policy was adopted, it has spread internationally as a model of a public road safety policy (OECD/ITF 2008, 2016; World Health Organization 2017). It is not only in the transport sector that Vision Zero has attracted interest; it has also spread and continues to spread to other sectors of Swedish society such as fire safety, patient safety, occupational accidents, and suicide (Kristianssen et al. 2018). Although, road safety policies and strategies can be developed and adopted by a variety of actors at different levels in the society in a democracy, parliaments have a special position, and it establishes an exclusive legitimacy in the society. According to the Swedish Constitution (Swedish Parliament 2016), all public power proceeds from the people, and the Riksdag (the Swedish Parliament) is the foremost representative of the people. Therefore, this chapter focuses on the Swedish Parliament and the Swedish Government and how road safety, as a public policy, finds its way into public agenda in a competing political environment. The decision to adopt Vision Zero in Sweden was a rather radical change (Belin et al. 2011) of that time safety policy. This chapter examines the political decision-making process that preceded the decision by the Swedish Parliament to adopt the Vision Zero policy in 1997 (Swedish Parliament 1997) and the decision to re-evaluate Vision Zero in 2004 (Swedish Parliament 2004).
Classifying BPS bosonic Wilson loops in 3d $$ \mathcal{N} $$ = 4 Chern-Simons-matter theories
Authors: Drukker Nadav , Kong Ziwen , Probst Malte , Tenser Marcia , Trancanelli Diego 
Published: November 2022

Abstract
We study the possible BPS Wilson loops in three-dimensional $$ \mathcal{N} $$
N
= 4 Chern-Simons-matter theory which involve only the gauge field and bilinears of the scalars. Previously known examples are the analogues of the Gaiotto-Yin loops preserving four supercharges and “latitude” loops preserving two. We carry out a careful classification and find, in addition, loops preserving three supercharges, further inequivalent classes of loops preserving two supercharges and loops preserving a single supercharge. For each of the classes of loops, we present a representative example and analyse their full orbit under the broken symmetries.
Spectrum of large N glueballs: holography vs lattice
Authors: Dymarsky Anatoly , Melnikov Dmitry 
Published: November 2022

Abstract
Recently there has been a notable progress in the study of glueball states in lattice gauge theories, in particular extrapolating their spectrum to the limit of large number of colors N. In this note we compare the large N lattice results with the holographic predictions, focusing on the Klebanov-Strassler model, which describes a gauge theory with $$ \mathcal{N} $$
N
= 1 supersymmetry. We note that glueball spectrum demonstrates approximate universality across a range of gauge theory models. Because of this universality the holographic models can give reliable predictions for the spectrum of pure SU(N) Yang-Mills theories with and without supersymmetry. This is especially important for the supersymmetric theories, for which no firm lattice predictions exist yet, and the holographic models remain the most tractable approach. For SU(N) theories with large N the lattice non-supersymmetric and holographic supersymmetric predictions for the mass ratios of the lightest states in various sectors agree up to 5–8%, supporting the proposed universality. In particular, both lattice and holography give predictions for the 2++ and 1−− mass ratio, consistent with the known constraints on the pomeron and odderon Regge trajectories.
Strong lensing time-delay cosmography in the 2020s
Authors: Treu Tommaso , Suyu Sherry H. , Marshall Philip J. 
Published: November 2022

AbstractMultiply imaged time-variable sources can be used to measure absolute distances as a function of redshifts and thus determine cosmological parameters, chiefly the Hubble Constant H$$_0$$

0

. In the two decades up to 2020, through a number of observational and conceptual breakthroughs, this so-called time-delay cosmography has reached a precision sufficient to be an important independent voice in the current “Hubble tension” debate between early- and late-universe determinations of H$$_0$$

0

. The 2020s promise to deliver major advances in time-delay cosmography, owing to the large number of lenses to be discovered by new and upcoming surveys and the vastly improved capabilities for follow-up and analysis. In this review, after a brief summary of the foundations of the method and recent advances, we outline the opportunities for the decade and the challenges that will need to be overcome in order to meet the goal of the determination of H$$_0$$

0

from time-delay cosmography with 1% precision and accuracy.
Herstellung und Durchführung von Großversuchen an Faserspritzbetontübbingen
Authors: Kühbacher Manuel 
Published: November 2022

ZusammenfassungDer Lehrstuhl für Subsurface Engineering wurde beauftragt, Großversuche zur Ermittlung des Trag- und Verformungsverhaltens von Spritzbetontübbingen mit Makrokunststofffasern durchzuführen. Zur Tübbingherstellung wurde dazu eine bereits vorhandene Tübbingschalung auf eine Tunnelbaustelle transportiert und untertage im Verzweigungsbereich platziert. Die Betonage der insgesamt vier Versuchstübbinge erfolgte mit dem Vorort eingesetzten Kunststofffaserverstärkten Spritzbeton mit einem Bewehrungsgehalt von 5 kg/m3.In weiterer Folge wurden Großversuche an den Spritzbetontübbingen am Tübbingprüfstand der Montanuniversität Leoben durchgeführt. Durch die aus den ersten Versuchen gewonnenen Erkenntnisse konnten zahlreiche Optimierungsmaßnahmen für dessen Herstellung erarbeitet und bei den zuletzt hergestellten Versuchstübbingen umgesetzt werden.
Pragmatic, Persistent, and Precarious: The Pathways of Three Minority Ethnic Women in STEM Higher Education
Authors: Wong Billy , Copsey-Blake Meggie 
Published: November 2022

Abstract Minority ethnic women are underrepresented in Science, Technology, Engineering, and Mathematics (STEM) higher education. Whilst existing studies, mostly in the US context, have provided valuable insights into racial and gender inequalities, there appears to be limited research in the UK. Through the lens of science identity, this article draws on qualitative data which was collected over three years, to appreciate how minority ethnic women develop their identity and belonging in STEM higher education, from the start to the end of their degrees. We present three case studies: (1) Nancy, a British East Asian Computer Science student, who appears pragmatic as she understands the extrinsic value of her degree, despite negative feelings and experiences; (2) Carol, a Black British Biomedical student, who can be seen as persistent, as supported by her intrinsic commitment to work in healthcare; and (3) Mawiya, a British Middle Eastern Mathematics student, whose experiences are somewhat precarious, because she must continuously negotiate her mathematics identity, which is often in question by herself and others. We discuss and compare the similarities and differences in the higher education pathways of these students. We also highlight the nuances of identity development and identity management, and consider multiple social inequalities for minority ethnic women. We conclude with a discussion of the implications of the findings for policy and practice.
IonMonger 2.0: software for free, fast and versatile simulation of current, voltage and impedance response of planar perovskite solar cells
Authors: Clarke Will , Bennett Laurence J. , Grudeva Yoana , Foster Jamie M. , Richardson Giles , Courtier Nicola E. 
Published: November 2022

AbstractThe second generation of the open-source MATLAB-based software tool , for solving drift–diffusion models of charge transport in planar perovskite solar cells, is presented here. This version is based upon a generalisation of the original drift–diffusion model of charge carrier and ion motion in the perosvkite cell, as described in Courtier (J Comput Electron 18:1435–1449, 2019). The generalised model has the flexibility to capture (1) non-Boltzmann statistics of charge carriers in the transport layers, (2) steric effects for the ions in the perovskite layer, (3) generation of charge carriers from light made up of a spectrum of different wavelengths and, (4) Auger recombination. The updated software is significantly more stable than the original version and also adds the ability to simulate impedance spectroscopy measurements as well as transient voltage and/or illumination protocols. In addition, it is fully backwards compatible with the original version and displays improved performance through refinement of the underlying numerical methods. Furthermore, the software has been made accessible to a wider user base by the addition of , a version that leverages MATLAB’s live scripts and eliminates the need for a detailed knowledge of MATLAB’s syntax.
The Behavioral and Neurochemical Changes Induced by Boldenone and/or Tramadol in Adult Male Rats
Authors: Mowaad Noha A. , El-Shamarka Marwa E. A. , Khadrawy Yasser A. 
Published: November 2022

AbstractBoldenone and tramadol are abused among large sectors of adolescents. Therefore, the behavioral changes concerned with memory and cognitive functions and neurochemical variations were investigated in the cortex of rats treated with boldenone and/or tramadol. Rats were divided into control and rats treated with boldenone, tramadol, or both drugs. At the end of the treatment period, the memory and cognitive functions were evaluated by the Y-maze test (YMT) and elevated plus maze test (EPMT) and the motor activity was determined by the open field test (OFT). The cortex was dissected to carry out the neurochemical analyses. Rats treated with boldenone and/or tramadol showed impaired memory and cognitive functions and reduced motor activity. A significant increase in lipid peroxidation (MDA), nitric oxide (NO), and a significant decrease in reduced glutathione (GSH) were observed in the cortex of rats treated with boldenone and/or tramadol. The levels of acetylcholinesterase (AChE) and monoamine oxidase (MAO) decreased significantly. Western blot data showed a significant decrease in Bcl2 and a significant increase in caspase-3 and inducible nitric oxide synthase (iNOS) in rats treated with boldenone and/or tramadol. These changes were associated with neuronal death as indicated from the histopathological examination.The present findings indicate that boldenone and/or tramadol induced impairment in memory and cognitive functions. These changes could be mediated by the increase in oxidative stress, neuroinflammation, reduced AChE level, and reduced number of survived neurons in the cortex as indicated from the decreased Bcl2 level and the histological examination.
Comparison of the Impact of COVID-19 on Veterans Affairs and Non-federal Hospitals: a Survey of Infection Prevention Specialists
Authors: Schildhouse Richard J. , Gupta Ashwin , Greene M. Todd , Fowler Karen E. , Ratz David , Hausman Mark S. , Saint Sanjay 
Published: November 2022

Abstract
Background
As the COVID-19 pandemic evolves, it is critical to understand characteristics that have allowed US healthcare systems, including the Veterans Affairs (VA) and non-federal hospitals, to mount an effective response in the setting of limited resources and unpredictable clinical demands generated by this system shock.

Objective
To compare the impact of and response to resource shortages to both VA and non-federal healthcare systems during the COVID-19 pandemic.

Design
Cross-sectional national survey administered April 2021 through May 2022.

Participants
Lead infection preventionists from VA and non-federal hospitals across the US.

Main Measures
Surveys collected hospital demographic factors along with 11 questions aimed at assessing the effectiveness of the hospital’s COVID response.

Key Results
The response rate was 56% (71/127) from VA and 47% (415/881) from non-federal hospitals. Compared to VA hospitals, non-federal hospitals had a larger average number of acute care (214 vs. 103 beds, p<.001) and intensive care unit (24 vs. 16, p<.001) beds. VA hospitals were more likely to report no shortages of personal protective equipment or medical supplies during the pandemic (17% vs. 9%, p=.03) and more frequently opened new units to care specifically for COVID patients (71% vs. 49%, p<.001) compared with non-federal hospitals. Non-federal hospitals more frequently experienced increased loss of staff due to resignations (76% vs. 53%, p=.001) and financial hardships stemming from the pandemic (58% vs. 7%, p<0.001).

Conclusions
In our survey-based national study, lead infection preventionists noted several distinct advantages in VA versus non-federal hospitals in their ability to expand bed capacity, retain staff, mitigate supply shortages, and avoid financial hardship. While these benefits appear to be inherent to the VA’s structure, non-federal hospitals can adapt their infrastructure to better weather future system shocks.