bluuebunny/crossref_metadata_2025_split huggingface dataset:
Reconfiguring the Electronic Structure of Heteroatom Doped Carbon Supported Bimetallic Oxide@Metal Sulfide Core–Shell Heterostructure via In Situ Nb Incorporation toward Extrinsic Pseudocapacitor
Authors: Patil Amar M. , Moon Sunil , Seo Youngho , Roy Sanjib B. , Jadhav Arti A. , Dubal Deepak P. , Kang Keonwook , Jun Seong Chan 
Published: November 2022

AbstractHigh‐energy‐density battery‐type materials have sparked considerable interest as supercapacitors electrode; however, their sluggish charge kinetics limits utilization of redox‐active sites, resulting in poor electrochemical performance. Here, the unique core–shell architecture of metal organic framework derived N–S codoped carbon@CoxSy micropetals decorated with Nb‐incorporated cobalt molybdate nanosheets (Nb‐CMO4@CxSyNC) is demonstrated. Coordination bonding across interfaces and π–π stacking interactions between CMO4@CxSy and N and, S–C can prevent volume expansion during cycling. Density functional theory analysis reveals that the excellent interlayer and the interparticle conductivity imparted by Nb doping in heteroatoms synergistically alter the electronic states and offer more accessible species, leading to increased electrical conductivity with lower band gaps. Consequently, the optimized electrode has a high specific capacity of 276.3 mAh g−1 at 1 A g−1 and retains 98.7% of its capacity after 10 000 charge–discharge cycles. A flexible quasi‐solid‐state SC with a layer‐by‐layer deposited reduced graphene oxide /Ti3C2TX anode achieves a specific energy of 75.5 Wh kg−1 (volumetric energy of 1.58 mWh cm−3) at a specific power of 1.875 kWh kg−1 with 96.2% capacity retention over 10 000 charge–discharge cycles.
High‐Throughput Cellular Heterogeneity Analysis in Cell Migration at the Single‐Cell Level
Authors: Zhou Mengli , Ma Yushu , Chiang Chun‐Cheng , Rock Edwin C. , Luker Kathryn E. , Luker Gary D. , Chen Yu‐Chih 
Published: November 2022

AbstractCancer cell migration represents an essential step toward metastasis and cancer deaths. However, conventional drug discovery focuses on cytotoxic and growth‐inhibiting compounds rather than inhibitors of migration. Drug screening assays generally measure the average response of many cells, masking distinct cell populations that drive metastasis and resist treatments. Here, this work presents a high‐throughput microfluidic cell migration platform that coordinates robotic liquid handling and computer vision for rapidly quantifying individual cellular motility. Using this innovative technology, 172 compounds were tested and a surprisingly low correlation between migration and growth inhibition was found. Notably, many compounds were found to inhibit migration of most cells while leaving fast‐moving subpopulations unaffected. This work further pinpoints synergistic drug combinations, including Bortezomib and Danirixin, to stop fast‐moving cells. To explain the observed cell behaviors, single‐cell morphological and molecular analysis were performed. These studies establish a novel technology to identify promising migration inhibitors for cancer treatment and relevant applications.
Genomic selection performs as effectively as phenotypic selection for increasing seed yield in soybean
Authors: Bandillo Nonoy B. , Jarquin Diego , Posadas Luis G. , Lorenz Aaron J. , Graef George L. 
Published: November 2022

AbstractIncreasing the rate of genetic gain for seed yield remains the primary breeding objective in both public and private soybean [Glycine max (L.) Merr.] breeding programs. Genomic selection (GS) has the potential to accelerate the rate of genetic gain for soybean seed yield. Limited studies to date have validated GS accuracy and directly compared GS with phenotypic selection (PS), and none have been reported in soybean. This study conducted the first empirical validation of GS for increasing seed yield using over 1,500 lines and over 7 yr (2010–2016) of replicated experiments in the University of Nebraska–Lincoln soybean breeding program. The study was designed to capture the varying genetic relatedness of the training population to three validation sets: two large biparental populations (TBP‐1 and TBP‐2) and a large validation set comprised of 457 preselected advanced lines derived from 45 biparental populations (TMP). We found that prediction accuracy (.54) realized in our validation experiments was comparable with what we obtained from a series of cross‐validation experiments (.64). Both GS and PS were more effective for increasing the population mean performance compared with random selection (RS). We found a selection advantage of GS over PS, where higher genetic gain and identification of top‐performing lines was maximized at 10–20% selected proportion. Genomic selection led to small increases in genetic similarity when compared with PS and RS presumably because of a significant shift on allelic frequencies toward the extremes, suggesting that it could erode genetic diversity more quickly. Overall, we found that GS can perform as effectively as PS but that measures should be considered to protect against loss of genetic variance when using GS.
Parked aeroelastic field rotor response for a 20% scaled demonstrator of a 13‐MW downwind turbine
Authors: Kaminski Meghan , Loth Eric , Fingersh Lee Jay , Scholbrock Andy , Selig Michael 
Published: November 2022

AbstractAeroelastic parked testing of a unique downwind two‐bladed subscale rotor was completed to characterize the response of an extreme‐scale 13‐MW turbine in high‐wind parked conditions. A 20% geometric scaling was used resulting in scaled 20‐m‐long blades, whose structural and stiffness properties were designed using aeroelastic scaling to replicate the nondimensional structural aeroelastic deflections and dynamics that would occur for a lightweight, downwind 13‐MW rotor. The subscale rotor was mounted and field tested on the two‐bladed Controls Advanced Research Turbine (CART2) at the National Renewable Energy Laboratory's Flatiron Campus (NREL FC). The parked testing of these highly flexible blades included both pitch‐to‐run and pitch‐to‐feather configurations with the blades in the horizontal braked orientation. The collected experimental data includes the unsteady flapwise root bending moments and tip deflections as a function of inflow wind conditions. The bending moments are based on strain gauges located in the root section, whereas the tip deflections are captured by a video camera on the hub of the turbine pointed toward the tip of the blade. The experimental results are compared against computational predictions generated by FAST, a wind turbine simulation software, for the subscale and full‐scale models with consistent unsteady wind fields. FAST reasonably predicted the bending moments and deflections of the experimental data in terms of both the mean and standard deviations. These results demonstrate the efficacy of the first such aeroelastically scaled turbine test and demonstrate that a highly flexible lightweight downwind coned rotor can be designed to withstand extreme loads in parked conditions.
Vision Zero in Poland
Authors: Jamroz Kazimierz , Romanowska Aleksandra , Michalski Lech , Żukowska Joanna 
Published: November 2022

AbstractPoland’s experience of road safety work is relatively short. In the early 1990s road deaths soared to a staggering 8000 a year. A diagnosis found that Poland’s lack of systemic road safety action was to blame for those figures. In response, the state set up road safety bodies and commissioned road safety programs. In 2005, Poland followed the example of Sweden and adopted Vision Zero as a far-reaching concept of changes in road safety. The work that followed helped to improve the situation and reach less than 3000 fatalities in 2015. Despite that, for years Poland has been notorious for its road accident deaths, which are some of the highest in the EU. Poland has had its share of both successes and failures. The results of road safety policies are still below the expectations and many problems have not been solved. Road accidents are not considered a major problem. As a consequence, they are low on political agendas and the institutions remain ineffective due to a sense of collective responsibility for road safety problems. Achieving Vision Zero will require many changes, learning from past mistakes, taking advantage of the experience of the best performing countries, and, above all, taking effective and efficient actions with their systematic monitoring.This chapter is a summary of the last 30 years of road safety work in Poland. It presents a diagnosis of Poland’s problems, an assessment of the policies so far, and the likelihood of achieving the assumptions of Vision Zero in the future. Building on this, recommendations are given on the next steps Poland should take to improve its road safety.
Adoption of Safe Systems in the United States
Authors: Michael Jeffrey P. , Shahum Leah , Paniati Jeffrey F. 
Published: November 2022

AbstractSafe Systems are in early phases of implementation in the US. Adoption of these concepts in the USA has been slower than in a number of other nations, including Sweden, The Netherlands, UK and Australia. Whereas adoption in other nations began as early as the late 1990s, interest in Safe Systems in the USA followed by about a decade. One factor associated with this delay is the success that the USA experienced with public safety and compliance methods, such as high-visibility traffic law enforcement, during the period in which the Safe System movement took hold in other countries.National road safety professional organizations were among the first in the USA to shift toward zero-focused strategies. City and state governments followed and the federal government took steps in this direction after local and state efforts were well underway. By 2020, discussion of Safe Systems was taking place in national professional associations and early steps had been taken toward federal institutional support.Although implementation in the USA is not yet widespread, lessons have been learned in building public and political support for Safe Systems. Managing public expectations regarding short-term safety benefits is likely to be a key to longer-term Safe Systems support. Increased efforts are needed to inform political leaders at the local, state and national levels of the benefits of Safe Systems and Vision Zero as well as additional education for safety practitioners.
Zero Visions and Other Safety Principles
Authors: Hansson Sven Ove 
Published: November 2022

AbstractSafety management is largely based on safety principles, which are simple guidelines intended to guide safety work. This chapter provides a typology and systematic overview of safety principles and an analysis of how they relate to Vision Zero. Three major categories of safety principles are investigated. Theaspiration principlestell us what level of safety or risk reduction we should aim at or aspire to. Important examples are Vision Zero, continuous improvement, ALARA (as low as reasonably achievable), BAT (best available technology), cost-benefit analysis, cost-effectiveness analysis, risk limits, and exposure limits. Theerror tolerance principlesare based on the insight that accidents and mistakes will happen, however much we try to avoid them. We therefore have to minimize the negative effects of failures and unexpected disturbances. Safety principles telling us how to do this include fail-safety, inherent safety, substitution, multiple safety barriers, redundancy, and safety factors. Finally,evidence evaluation principlesprovide guidance on how to evaluate uncertain evidence. Major such principles are the precautionary principle, a reversed burden of proof, and risk neutrality.
What the Car Industry Can Do: Volvo Cars
Authors: Eugensson Anders , Ivarsson Jan 
Published: November 2022

AbstractMotor vehicle manufacturers have a central and a very important role in reaching the target of zero fatalities and serious injuries in road traffic. Although the continuous development of safer products has made a significant contribution in reducing the number of casualties, the responsibility still remains profoundly with motor vehicle manufacturers in continuing the process of protecting car occupants and not harming other road users. However, the possible contributions do not end here. Sharing research data based on real-life traffic crashes and incident experiences, cooperating with other traffic safety stakeholders, and sharing real-time data on traffic information with authorities and other road users also have a role to play in reducing the number of road casualties. In addition to this, motor vehicle manufacturers will be able to contribute by assuming the corporate social responsibility in using safe transportation linked to producing vehicles, parts, and services and sharing the latest level of technology advancement with customers in countries without government mandates on safety.It is important to stress that all these efforts need to have a global perspective. For the vehicle manufacturers, this implies that all the technical developments in motor vehicle safety, collaborating with governments and sharing knowledge on safety, must be performed and available also in parts of the world with a vehicle fleet of traditionally lower advancement levels.In line with the efforts of reaching zero fatalities, Volvo Cars has defined its own Safety Vision. This states that no one is to be seriously injured or killed in a new Volvo vehicle.The aim here is to share the view of Volvo Cars on the possible contributions and actions of motor vehicle manufacturers in the collaborative efforts of reaching towards zero fatalities and serious injuries within the road transportation sector.
Arguments Against Vision Zero: A Literature Review
Authors: Abebe Henok Girma , Hansson Sven Ove , Edvardsson Björnberg Karin 
Published: November 2022

AbstractDespite Vision Zero’s moral appeal and its expansion throughout the world, it has been criticized on different grounds. This chapter is based on an extensive literature search for criticism of Vision Zero, using the bibliographic databases Philosopher’s Index, Web of Science, Science Direct, Scopus, Google Scholar, PubMed, and Phil Papers, and by following the references in the collected documents. Even if the primary emphasis was on Vision Zero in road traffic, our search also included documents criticizing Vision Zero policies in other safety areas, such as public health, the construction and mining industries, and workplaces in general. Based on the findings, we identify and systematically characterize and classify the major arguments that have been put forward against Vision Zero. The most important arguments against Vision Zero can be divided into three major categories: moral arguments, arguments concerning the (goal-setting) rationality of Vision Zero, and arguments aimed at the practical implementation of the goals. We also assess the arguments. Of the 13 identified main arguments, 6 were found to be useful for a constructive discussion on safety improvements.
Rural Road Design According to the Safe System Approach
Authors: Stigson Helena , Kullgren Anders , Andersson Lars-Erik 
Published: November 2022

AbstractThis chapter covers design of rural roads according to the model for safe traffic used in the Vision Zero approach. Based on expected levels of the safety of vehicles and road users, the roads and the road side furniture should be designed to avoid fatalities and serious injuries. An introduction is presented covering the safe system approach and how speed limits of roads should be set to reflect the safety standard of the road in relation human injury tolerance and the capacity to protect the road users. One section will cover countermeasures to protect vulnerable road users, including speed calming road infrastructure, bicycle and pedestrian paths, bus stops. Another section will cover road infrastructure countermeasures addressing vehicle occupants. It is shown how change of velocity, vehicle mean acceleration, and crash duration are correlated and how they influence occupant injury risk. Design of different types of roads on rural roads is described, such as the two-plus-one lane road design with median barrier, and various ways of separating traffic or preventing run-off road crashes including road barrier design and rumble strips. Safe intersection design is an important part on rural roads that is explained. The last part covers design of the roadside area from a safe system approach.
Zero-Waste: A New Sustainability Paradigm for Addressing the Global Waste Problem
Authors: Zaman Atiq 
Published: November 2022

AbstractThere is a growing interest in addressing global waste problems by applying innovative ideas and philosophies such as zero-waste and circular economy. As a new sustainability paradigm, zero-waste challenges the common assumption of waste as a valueless and unavoidable by-product created at the end of the product’s life phase. Instead, it acknowledges that waste is a “misallocated resource” or “resource in transition”; produced during the intermediate phases of production and consumption activities. Waste should be recirculated to production and consumption processes. Therefore, zero waste means no “waste” would be wasted under the circular economy system. This chapter presents various examples of zero-waste practices derived from family, community, business, and city levels. In addition, zero-waste implementation strategies and actions are also discussed in the chapter. Despite its potential, the visionary zero-waste goals cannot be achieved without responsible global stewardship and active citizens’ role.
Miscommunications Based on Different Meanings of “Safe” and Their Implications for the Meaning of Safe System
Authors: Sakashita Chika , Job R. F. Soames , Belin Matts-Åke 
Published: November 2022

AbstractWhile many countries are apparently adopting “Safe System” for road safety, the failure to deliver the vision of zero deaths and serious injuries continues in part due to the lack of a rigorous and agreed definition of “safe” in road safety. Multiple authoritative definitions of the adjective “safe” exist which may be categorized as probabilistic and absolute. While apparently similar, these definitions are in a fundamental sense inconsistent with each other. The probabilistic definition involves degrees of safety, through probabilities that harm is not likely or unlikely, or that there is little risk. The absolute definition presents safety as free from harm or not involving any risk or protected from danger. Road safety is currently communicated as though there is an agreed meaning of safe, but the vital conversation around what is meant by safe is not undertaken because the difference in usage of the term safe is not appreciated. For example, in road design and engineering, road design standards are generally developed to achieve this probabilistic definition of safety and not absolute safety: the road can be described as safe because it by itself (with perfect use) will not cause a crash, even though people still die on it. Based on the absolute definition of safe, such roads are not safe as unambiguously demonstrated by people dying on them. Calls for roads to be made safe employing the absolute definition are often met with the response that they are already safe (in the probabilistic sense), having been built to “accepted” design guidelines. The acceptance of the probabilistic definition of safe for Safe System hinders progress toward its fundamental aims of zero deaths and serious injuries. In order to achieve zero deaths and serious injuries, uniform understanding and acceptance of “safe” adopting the absolute definition is needed.
Vision Zero: How It All Started
Authors: Tingvall Claes 
Published: November 2022

AbstractThis is a presentation of how I remember the first steps of Vision Zero, the Swedish reorientation of traffic safety policy that took place from the mid-1990s and onwards. It is not an objective text that would be impossible to write as one of the initiators of the policy change. But it brings up some of the steps of the process and presents some hypotheses on how policy change might happen.It is claimed that there was no planned process, not even an ideology or well-developed idea, behind VZ from the very beginning. But there were opportunities and events where one thing led to another. The most fundamental being the immediate acceptance from the Swedish Minister of Infrastructure back in January 1995.The most prominent ideas behind VZ are that firstly safety is a matter of how the providers of the road transport system design and build and manage the system. The second idea is that a professional provider cannot trade off the citizens’ life and health for benefits to the society and its citizens. The underlying hypothesis is that tradition and road traffic rules for the road users have been used as an excuse for not undertaking necessary system changes and modifications. The users have always been blamed for crashes and its consequences by the legal system as well as general approach from the society.The last part of the paper reflects on what is necessary to do in the future to eradicate amateurism, populism, and trade-offs from the road traffic safety field. Maybe a “duty of care” legislation needs to be introduced, protecting the citizen from poor design and operations.
The Mangled Extremity Severity Score (MESS) does not predict amputation in popliteal artery injury
Authors: Gratl Alexandra , Kluckner Michaela , Gruber Leonhard , Klocker Josef , Wipper Sabine , Enzmann Florian Karl 
Published: November 2022

Abstract
Purpose
Vascular injuries in lower extremity trauma, especially with involvement of the popliteal artery, are associated with considerably high rates of limb loss, especially with blunt trauma mechanisms. The aim of this study was to evaluate the risk of amputation in patients with traumatic popliteal artery lesions with special focus on the validity of the Mangled Extremity Severity Score (MESS).

Methods
In this retrospective study, all patients treated for isolated lesions of the popliteal artery following trauma between January 1990 and December 2020 at a high-volume level I trauma center were included. Primary outcome was limb salvage dependent on MESS and the influence of defined parameters on limb salvage was defined as secondary outcome. The extent of trauma was assessed by the MESS.

Results
A total of 50 patients (age 39.2 ± 18.6 years, 76% male) with most blunt injuries (n = 47, 94%) were included. None of the patients died within 30 days and revascularization was attempted in all patients with no primary amputation and the overall limb salvage rate was 88% (44 patients). A MESS ≥ 7 was observed in 28 patients (56%) with significantly higher rates of performed fasciotomies (92.9% vs. 59.1%; p < 0.01) in those patients. MESS did not predict delayed amputation within our patient cohort (MESS 8.4 ± 4.1 in the amputation group vs. 8.1 ± 3.8 in the limb salvage group; p = 0.765).

Conclusion
Revascularization of limbs with isolated popliteal artery injuries should always be attempted. MESS did not predict delayed amputation in our cohort with fasciotomy being an important measure to increase limb salvage rates.