cometadata/datacite-titles-descriptions-related-identifiers huggingface dataset:
DOI: 10.6084/m9.figshare.1037580.v1
title: Can Anatomical Morphomic Variables Help Predict Abdominal Injury Rates in Frontal Vehicle Crashes?

description: <b>Objective:</b> Abdominal injuries resulting from vehicle crashes can be significant, in particular when undetected. In this study, abdominal injuries for occupants involved in frontal impacts were assessed using crash and medical data.<b>Methods:</b> Injury rates and patterns were first assessed with respect to thoracic injuries. A statistical analysis was then conducted to predict abdominal injury outcome using 18 covariate variables, including 4 vehicle, 4 demographic, and 10 morphomic, derived from computed tomography (CT) scans. More than 260,000 logistic regression models were fitted using all possible variable combinations. The models were ranked using the Akaike information criterion (AIC) and combined through the model-averaging approach to produce the optimal predictive model. The performance of the models was then assessed using the area under the curve (AUC).<b>Results:</b> The rate of serious thoracic injury was 2.49 times higher than the rate of abdominal injury. The associated odds ratio was 2.31 (P &lt;.01). These results suggest a strong association between serious abdominal and thoracic injuries.The optimal model AUC was 0.646 when using solely vehicle data, 0.696 when combining vehicle and demographic data, 0.866 when combining vehicle and morphomic data, and 0.879 when combining vehicle, demographic, and morphomic data. These results suggest that morphomic variables better predict abdominal injury outcomes than demographic variables. The most important morphomics variables included visceral fat area, trabecular bone density, and spine angulation.<b>Conclusion:</b> This study is the first to combine vehicle, demographic, and anatomical data to predict abdominal injury rates in frontal crashes.
DOI: 10.6084/m9.figshare.1037595
title: Construction of Three Novel Coordination Complexes by 3-Nitrophthalic Acid Plus N-Donor Ligands: Synthesis, Structure, and Properties

description: In order to explore new coordination frameworks with novel designed 3-nitrophthalic acid and N–donor ancillary ligands, three novel coordination complexes, namely, [Co<sub>2</sub>(3-NPA)<sub>2</sub>(2,2′-bipy)<sub>2</sub>(H<sub>2</sub>O)<sub>2</sub>]•2H<sub>2</sub>O (<b>1</b>), [Mn<sub>2</sub>(3-NPA)<sub>2</sub>(4,4′-bipy)<sub>3</sub>(H<sub>2</sub>O)<sub>6</sub>]•(4,4′-bipy) (<b>2</b>), and [Pb<sub>2</sub>O(3-NPA)]<sub>n</sub> (<b>3</b>) (where 3-NPAH<sub>2</sub> = 3-nitrophthalic acid, 2,2′-bipy = 2,2′-bipyridine, 4,4′-bipy = 4,4′-bipyridine), have been hydrothermally synthesized. X-ray structure analysis reveals that <b>1</b> and <b>2</b> are dinuclear structures, while <b>3</b> is a two-dimensional (2D) network polymer. And the hydrogen bonds and π–π stacking also play important roles in affecting the final structure where complexes <b>1</b>-<b>2</b> have 3D and 2D supramolecular architectures, respectively. These complexes have been characterized by powder X-ray diffractions (PXRD) and thermal gravimetric analyses (TGA). In addition, their photochemical properties have also been investigated.
DOI: 10.6084/m9.figshare.1053095
title: Evaluation of EEG Source Localization Algorithms with Multiple Cortical Source

description: Data to accompany the PLoS One article
DOI: 10.6084/m9.figshare.1054784
title: Forecasting Impact Injuries of Unrestrained Occupants in Railway Vehicle Passenger Compartments

description: <b>Objective:</b> In order to predict the injury parameters of the occupants corresponding to different experimental parameters and to determine impact injury indices conveniently and efficiently, a model forecasting occupant impact injury was established in this work.<b>Methods:</b> The work was based on finite experimental observation values obtained by numerical simulation. First, the various factors influencing the impact injuries caused by the interaction between unrestrained occupants and the compartment's internal structures were collated and the most vulnerable regions of the occupant's body were analyzed. Then, the forecast model was set up based on a genetic algorithm–back propagation (GA-BP) hybrid algorithm, which unified the individual characteristics of the back propagation–artificial neural network (BP-ANN) model and the genetic algorithm (GA). The model was well suited to studies of occupant impact injuries and allowed multiple-parameter forecasts of the occupant impact injuries to be realized assuming values for various influencing factors. Finally, the forecast results for three types of secondary collision were analyzed using forecasting accuracy evaluation methods.<b>Results:</b> All of the results showed the ideal accuracy of the forecast model. When an occupant faced a table, the relative errors between the predicted and experimental values of the respective injury parameters were kept within ±6.0 percent and the average relative error (ARE) values did not exceed 3.0 percent. When an occupant faced a seat, the relative errors between the predicted and experimental values of the respective injury parameters were kept within ±5.2 percent and the ARE values did not exceed 3.1 percent. When the occupant faced another occupant, the relative errors between the predicted and experimental values of the respective injury parameters were kept within ±6.3 percent and the ARE values did not exceed 3.8 percent.<b>Conclusions:</b> The injury forecast model established in this article reduced repeat experiment times and improved the design efficiency of the internal compartment's structure parameters, and it provided a new way for assessing the safety performance of the interior structural parameters in existing, and newly designed, railway vehicle compartments.
DOI: 10.6084/m9.figshare.1054784.v1
title: Forecasting Impact Injuries of Unrestrained Occupants in Railway Vehicle Passenger Compartments

description: <b>Objective:</b> In order to predict the injury parameters of the occupants corresponding to different experimental parameters and to determine impact injury indices conveniently and efficiently, a model forecasting occupant impact injury was established in this work.<b>Methods:</b> The work was based on finite experimental observation values obtained by numerical simulation. First, the various factors influencing the impact injuries caused by the interaction between unrestrained occupants and the compartment's internal structures were collated and the most vulnerable regions of the occupant's body were analyzed. Then, the forecast model was set up based on a genetic algorithm–back propagation (GA-BP) hybrid algorithm, which unified the individual characteristics of the back propagation–artificial neural network (BP-ANN) model and the genetic algorithm (GA). The model was well suited to studies of occupant impact injuries and allowed multiple-parameter forecasts of the occupant impact injuries to be realized assuming values for various influencing factors. Finally, the forecast results for three types of secondary collision were analyzed using forecasting accuracy evaluation methods.<b>Results:</b> All of the results showed the ideal accuracy of the forecast model. When an occupant faced a table, the relative errors between the predicted and experimental values of the respective injury parameters were kept within ±6.0 percent and the average relative error (ARE) values did not exceed 3.0 percent. When an occupant faced a seat, the relative errors between the predicted and experimental values of the respective injury parameters were kept within ±5.2 percent and the ARE values did not exceed 3.1 percent. When the occupant faced another occupant, the relative errors between the predicted and experimental values of the respective injury parameters were kept within ±6.3 percent and the ARE values did not exceed 3.8 percent.<b>Conclusions:</b> The injury forecast model established in this article reduced repeat experiment times and improved the design efficiency of the internal compartment's structure parameters, and it provided a new way for assessing the safety performance of the interior structural parameters in existing, and newly designed, railway vehicle compartments.
DOI: 10.6084/m9.figshare.1054784.v2
title: Forecasting Impact Injuries of Unrestrained Occupants in Railway Vehicle Passenger Compartments

description: <b>Objective:</b> In order to predict the injury parameters of the occupants corresponding to different experimental parameters and to determine impact injury indices conveniently and efficiently, a model forecasting occupant impact injury was established in this work.<b>Methods:</b> The work was based on finite experimental observation values obtained by numerical simulation. First, the various factors influencing the impact injuries caused by the interaction between unrestrained occupants and the compartment's internal structures were collated and the most vulnerable regions of the occupant's body were analyzed. Then, the forecast model was set up based on a genetic algorithm–back propagation (GA-BP) hybrid algorithm, which unified the individual characteristics of the back propagation–artificial neural network (BP-ANN) model and the genetic algorithm (GA). The model was well suited to studies of occupant impact injuries and allowed multiple-parameter forecasts of the occupant impact injuries to be realized assuming values for various influencing factors. Finally, the forecast results for three types of secondary collision were analyzed using forecasting accuracy evaluation methods.<b>Results:</b> All of the results showed the ideal accuracy of the forecast model. When an occupant faced a table, the relative errors between the predicted and experimental values of the respective injury parameters were kept within ±6.0 percent and the average relative error (ARE) values did not exceed 3.0 percent. When an occupant faced a seat, the relative errors between the predicted and experimental values of the respective injury parameters were kept within ±5.2 percent and the ARE values did not exceed 3.1 percent. When the occupant faced another occupant, the relative errors between the predicted and experimental values of the respective injury parameters were kept within ±6.3 percent and the ARE values did not exceed 3.8 percent.<b>Conclusions:</b> The injury forecast model established in this article reduced repeat experiment times and improved the design efficiency of the internal compartment's structure parameters, and it provided a new way for assessing the safety performance of the interior structural parameters in existing, and newly designed, railway vehicle compartments.
DOI: 10.6084/m9.figshare.1054788
title: Analysis on Tank Truck Accidents Involved in Road Hazardous Materials Transportation in China

description: <b>Objective:</b> Due to the sheer size and capacity of the tanker and the properties of cargo transported in the tank, hazmat tanker accidents are more disastrous than other types of vehicle accidents. The aim of this study was to provide a current survey on the situation of accidents involving tankers transporting hazardous materials in China.<b>Methods:</b> Detailed descriptions of 708 tanker accidents associated with hazmat transportation in China from 2004 to 2011 were analyzed to identify causes, location, types, time of occurrence, hazard class for materials involved, consequences, and the corresponding probability.<b>Results:</b> Hazmat tanker accidents mainly occurred in eastern (38.1%) and southwest China (12.3%). The most frequent hazmat tanker accidents involved classes 2, 3, and 8. The predominant accident types were rollover (29.10%), run-off-the-road (16.67%), and rear-end collisions (13.28%), with a high likelihood of a large spill occurring. About 55.93% of the accidents occurred on freeways and class 1 roads, with the spill percentage reaching 75.00% and the proportion of spills that occurred in the total accidents amounting to 77.82%, of which 61.72% are considered large spills. The month with the highest accident probability was July (12.29%), and most crashes occurred during the early morning (4:00–6:00 a.m.) and midday (10:00 a.m.–12:00 p.m.) hours, 19.63% versus 16.10%. Human-related errors (73.8%) and vehicle-related defects (19.6%) were the primary reasons for hazmat tanker crashes. The most common outcomes of a hazmat tanker accident was a spill without further events (55.51%), followed by a release with fire (7.77%), and release with an explosion (2.54%).<b>Conclusions:</b> The safety situation of China's hazmat tanker transportation is grim. Such accidents not only have high spill percentages and consistently large spills but they can also cause serious consequences, such as fires and explosions. Improving the training of drivers and the quality of vehicles, deploying roll stability aids, enhancing vehicle inspection and maintenance, and developing good delivery schedules may all be considered effective measures for mitigating hazmat tanker accidents, especially severe crashes.
DOI: 10.6084/m9.figshare.1054788.v1
title: Analysis on Tank Truck Accidents Involved in Road Hazardous Materials Transportation in China

description: <b>Objective:</b> Due to the sheer size and capacity of the tanker and the properties of cargo transported in the tank, hazmat tanker accidents are more disastrous than other types of vehicle accidents. The aim of this study was to provide a current survey on the situation of accidents involving tankers transporting hazardous materials in China.<b>Methods:</b> Detailed descriptions of 708 tanker accidents associated with hazmat transportation in China from 2004 to 2011 were analyzed to identify causes, location, types, time of occurrence, hazard class for materials involved, consequences, and the corresponding probability.<b>Results:</b> Hazmat tanker accidents mainly occurred in eastern (38.1%) and southwest China (12.3%). The most frequent hazmat tanker accidents involved classes 2, 3, and 8. The predominant accident types were rollover (29.10%), run-off-the-road (16.67%), and rear-end collisions (13.28%), with a high likelihood of a large spill occurring. About 55.93% of the accidents occurred on freeways and class 1 roads, with the spill percentage reaching 75.00% and the proportion of spills that occurred in the total accidents amounting to 77.82%, of which 61.72% are considered large spills. The month with the highest accident probability was July (12.29%), and most crashes occurred during the early morning (4:00–6:00 a.m.) and midday (10:00 a.m.–12:00 p.m.) hours, 19.63% versus 16.10%. Human-related errors (73.8%) and vehicle-related defects (19.6%) were the primary reasons for hazmat tanker crashes. The most common outcomes of a hazmat tanker accident was a spill without further events (55.51%), followed by a release with fire (7.77%), and release with an explosion (2.54%).<b>Conclusions:</b> The safety situation of China's hazmat tanker transportation is grim. Such accidents not only have high spill percentages and consistently large spills but they can also cause serious consequences, such as fires and explosions. Improving the training of drivers and the quality of vehicles, deploying roll stability aids, enhancing vehicle inspection and maintenance, and developing good delivery schedules may all be considered effective measures for mitigating hazmat tanker accidents, especially severe crashes.
DOI: 10.6084/m9.figshare.1054792
title: Synthesis and Crystal Structures of Tetraazamacrocycle Nickel<sup>II</sup> Complexes Containing <i>O</i>-Phenylenedioxydithiophosphate Anion

description: A tetraazamacrocycle nickel<sup>II</sup> complex of <i>O</i>,<i>O</i>′-diaryldithiophosphate, [Ni(hmtade)] [S<sub>2</sub>P(O<sub>2</sub>C<sub>6</sub>H<sub>4</sub>-<i>o</i>)]<sub>2</sub> (<b>1</b>), and its unexpected complex methanolysis product, [Ni(hmtade)] [S<sub>2</sub>P(OMe)(OC<sub>6</sub>H<sub>4</sub>(OH-<i>o</i>)]<sub>2</sub> (<b>2</b>) (the ligand hmtade is 5,7,7,12,14,14-hexamethyl-1,4,8,11- tetraazacyclotetradeca-1,11-diene), have been synthesized and characterized by elemental analysis, IR, <sup>1</sup>H(<sup>13</sup>C, <sup>31</sup>P) NMR spectroscopies, thermogravimetric analysis, and single-crystal X-ray diffraction methods. The results show that the difference in <i>O,O</i>′-diaryldithiophosphate anions hardly brings about any influence on the structure of complex cation [Ni(hmtade)]<sup>2+</sup>. In the packing of <b>1</b>, the molecules self-assemble into a folded two-dimensional (2D) network and which further links into a complicated 3D supramolecular framework. Two different kinds of 2D networks form independently via intermolecular hydrogen bonds and alternatively arrange into a novel 3D lamellar sandwich-layer structure in the packing of <b>2</b>.
DOI: 10.6084/m9.figshare.1054792.v1
title: Synthesis and Crystal Structures of Tetraazamacrocycle Nickel<sup>II</sup> Complexes Containing <i>O</i>-Phenylenedioxydithiophosphate Anion

description: A tetraazamacrocycle nickel<sup>II</sup> complex of <i>O</i>,<i>O</i>′-diaryldithiophosphate, [Ni(hmtade)] [S<sub>2</sub>P(O<sub>2</sub>C<sub>6</sub>H<sub>4</sub>-<i>o</i>)]<sub>2</sub> (<b>1</b>), and its unexpected complex methanolysis product, [Ni(hmtade)] [S<sub>2</sub>P(OMe)(OC<sub>6</sub>H<sub>4</sub>(OH-<i>o</i>)]<sub>2</sub> (<b>2</b>) (the ligand hmtade is 5,7,7,12,14,14-hexamethyl-1,4,8,11- tetraazacyclotetradeca-1,11-diene), have been synthesized and characterized by elemental analysis, IR, <sup>1</sup>H(<sup>13</sup>C, <sup>31</sup>P) NMR spectroscopies, thermogravimetric analysis, and single-crystal X-ray diffraction methods. The results show that the difference in <i>O,O</i>′-diaryldithiophosphate anions hardly brings about any influence on the structure of complex cation [Ni(hmtade)]<sup>2+</sup>. In the packing of <b>1</b>, the molecules self-assemble into a folded two-dimensional (2D) network and which further links into a complicated 3D supramolecular framework. Two different kinds of 2D networks form independently via intermolecular hydrogen bonds and alternatively arrange into a novel 3D lamellar sandwich-layer structure in the packing of <b>2</b>.
DOI: 10.6084/m9.figshare.1056515.v2
title: Fast and Stable Multiple Smoothing Parameter Selection in Smoothing Spline Analysis of Variance Models With Large Samples

description: The current parameterization and algorithm used to fit a smoothing spline analysis of variance (SSANOVA) model are computationally expensive, making a generalized additive model (GAM) the preferred method for multivariate smoothing. In this article, we propose an efficient reparameterization of the smoothing parameters in SSANOVA models, and a scalable algorithm for estimating multiple smoothing parameters in SSANOVAs. To validate our approach, we present two simulation studies comparing our reparameterization and algorithm to implementations of SSANOVAs and GAMs that are currently available in R. Our simulation results demonstrate that (a) our scalable SSANOVA algorithm outperforms the currently used SSANOVA algorithm, and (b) SSANOVAs can be a fast and reliable alternative to GAMs. We also provide an example with oceanographic data that demonstrates the practical advantage of our SSANOVA framework. Supplementary materials that are available online can be used to replicate the analyses in this article.
DOI: 10.6084/m9.figshare.1056515.v1
title: Fast and stable multiple smoothing parameter selection in smoothing spline analysis of variance models with large samples

description: The current parameterization and algorithm used to fit a smoothing spline analysis of variance (SSANOVA) model are computationally expensive, making a generalized additive model (GAM) the preferred method for multivariate smoothing. In this paper, we propose an efficient reparameterization of the smoothing parameters in SSANOVA models, and a scalable algorithm for estimating multiple smoothing parameters in SSANOVAs. To validate our approach, we present two simulation studies comparing our reparameterization and algorithm to implementations of SSANOVAs and GAMs that are currently available in R. Our simulation results demonstrate that (a) our scalable SSANOVA algorithm outperforms the currently used SSANOVA algorithm, and (b) SSANOVAs can be a fast and reliable alternative to GAMs. We also provide an example with oceanographic data that demonstrates the practical advantage of our SSANOVA framework. Supplementary materials that are available online can be used to replicate the analyses in this paper.
DOI: 10.6084/m9.figshare.1059279
title: Whole genome sequencing analysis of human iPSC clones after Cas9- and TALEN-mediated homologous recombination at the AAVS1 locus

description: Summary of WGS of four human iPSC clones after Cas9-mediated or TALEN-mediated homologous recombination. The sequencing results were compared to parental BC1 iPSCs.
DOI: 10.6084/m9.figshare.1059279.v1
title: Whole genome sequencing analysis of human iPSC clones after Cas9- and TALEN-mediated homologous recombination at the AAVS1 locus

description: Summary of WGS of four human iPSC clones after Cas9-mediated or TALEN-mediated homologous recombination. The sequencing results were compared to parental BC1 iPSCs.
DOI: 10.6084/m9.figshare.1061884
title: Observed Changes in One-in-20 Year Extremes of Canadian Surface Air Temperatures

description: Weather and climate extremes are often associated with substantial adverse impacts on society and the environment. Assessment of changes in extremes is of great and broad interest. This study first homogenizes daily minimum and maximum surface air temperatures recorded at 146 stations in Canada. In order to assess changes in one-in-20 year extremes (i.e., extremes with a 20-year return period) in temperature, annual maxima and minima of both daily minimum temperatures and daily maximum temperatures are derived from the homogenized daily temperature series and analyzed with a recently developed extreme value analysis approach based on a tree of generalized extreme value distributions (including stationary and non-stationary cases). The procedure is applied to estimate the changes over the period 1911 to 2010 at 115 stations, located mainly in southern Canada, and over the period 1961 to 2010 at 146 stations across Canada (including 37 stations in the North). The results show that warming is strongest for extreme low temperature and weakest for extreme high temperature and is much stronger in the Canadian Arctic than in southern Canada. Warming is stronger in winter than in summer and stronger during nighttime than daytime of the same season.
DOI: 10.6084/m9.figshare.1061884.v1
title: Observed Changes in One-in-20 Year Extremes of Canadian Surface Air Temperatures

description: Weather and climate extremes are often associated with substantial adverse impacts on society and the environment. Assessment of changes in extremes is of great and broad interest. This study first homogenizes daily minimum and maximum surface air temperatures recorded at 146 stations in Canada. In order to assess changes in one-in-20 year extremes (i.e., extremes with a 20-year return period) in temperature, annual maxima and minima of both daily minimum temperatures and daily maximum temperatures are derived from the homogenized daily temperature series and analyzed with a recently developed extreme value analysis approach based on a tree of generalized extreme value distributions (including stationary and non-stationary cases). The procedure is applied to estimate the changes over the period 1911 to 2010 at 115 stations, located mainly in southern Canada, and over the period 1961 to 2010 at 146 stations across Canada (including 37 stations in the North). The results show that warming is strongest for extreme low temperature and weakest for extreme high temperature and is much stronger in the Canadian Arctic than in southern Canada. Warming is stronger in winter than in summer and stronger during nighttime than daytime of the same season.