cometadata/datacite-titles-descriptions-related-identifiers huggingface dataset:
DOI: 10.6084/m9.figshare.24018176
title: Assistive technology unmet need in Indonesia: challenges and opportunities for enhancing equitable access

description: To analyze the rapid Assistive Technology Assessment (rATA) data and identify challenges and opportunities for improving access to assistive technology products (AP) in Indonesia. An explanatory sequential mixed-methods design consisting of a quantitative survey and a qualitative interview study was used. The rATA survey was administered to households in two randomly sampled provinces to collect data on AP met and unmet need. Descriptive statistics was used to analyze the survey data. Qualitative data were collected from unstructured videorecorded interviews with rATA policymakers. Interview transcripts were coded and analyzed using thematic analysis. On average, data from rATA respondents (<i>n</i> = 11,300) revealed 60% of AP unmet need. A high proportion of funding sources came from the private sector, and contributions from the government remained low. Affordability and funding were the main barriers to access. From the policymaker interviews (<i>n</i> = 5), four essential themes emerged, i.e., “resources and workforce”, “funding”, “laws and policies”, and “guidelines and standards”. From each theme, key challenges and opportunities were identified. Affordability remained a major challenge, in part because government-sponsored funding was still inadequate, forcing people with low financial status to self-produce AP. One potential opportunity would be to localize AP production and improve local workforce training. Integrated national funding schemes and intersectoral coordination could accelerate improvement in meeting AP unmet need. This study may provide evidence of current challenges and opportunities to help improve the field of rehabilitation through enhanced access to AP services in Indonesia. A high assistive technology product (AP) unmet need due to low affordability and limited funding may prevent people with disabilities from receiving appropriate rehabilitation with the goal of improved quality of life. Evidence shows key barriers to AP service provision, and such evidence can be viewed as an opportunity for stakeholders to develop actionable strategies to improve access nationwide. Potential strategies such as local workforce capacity building, integrated national funding schemes, and improved government coordination may help enhance equitable access to AP for all.
DOI: 10.6084/m9.figshare.24018176.v1
title: Assistive technology unmet need in Indonesia: challenges and opportunities for enhancing equitable access

description: To analyze the rapid Assistive Technology Assessment (rATA) data and identify challenges and opportunities for improving access to assistive technology products (AP) in Indonesia. An explanatory sequential mixed-methods design consisting of a quantitative survey and a qualitative interview study was used. The rATA survey was administered to households in two randomly sampled provinces to collect data on AP met and unmet need. Descriptive statistics was used to analyze the survey data. Qualitative data were collected from unstructured videorecorded interviews with rATA policymakers. Interview transcripts were coded and analyzed using thematic analysis. On average, data from rATA respondents (<i>n</i> = 11,300) revealed 60% of AP unmet need. A high proportion of funding sources came from the private sector, and contributions from the government remained low. Affordability and funding were the main barriers to access. From the policymaker interviews (<i>n</i> = 5), four essential themes emerged, i.e., “resources and workforce”, “funding”, “laws and policies”, and “guidelines and standards”. From each theme, key challenges and opportunities were identified. Affordability remained a major challenge, in part because government-sponsored funding was still inadequate, forcing people with low financial status to self-produce AP. One potential opportunity would be to localize AP production and improve local workforce training. Integrated national funding schemes and intersectoral coordination could accelerate improvement in meeting AP unmet need. This study may provide evidence of current challenges and opportunities to help improve the field of rehabilitation through enhanced access to AP services in Indonesia. A high assistive technology product (AP) unmet need due to low affordability and limited funding may prevent people with disabilities from receiving appropriate rehabilitation with the goal of improved quality of life. Evidence shows key barriers to AP service provision, and such evidence can be viewed as an opportunity for stakeholders to develop actionable strategies to improve access nationwide. Potential strategies such as local workforce capacity building, integrated national funding schemes, and improved government coordination may help enhance equitable access to AP for all.
DOI: 10.6084/m9.figshare.20371862
title: Evaluation of mechanism of injury criteria for field triage of occupants involved in motor vehicle collisions

description: The mechanism of injury (MOI) criteria assist in determining which patients are at high risk of severe injury and would benefit from direct transport to a trauma center. The goal of this study was to determine whether the prognostic performance of the Centers for Disease Control’s (CDC) MOI criteria for motor vehicle collisions (MVCs) has changed during the decade since the guidelines were approved. Secondary objectives were to evaluate the performance of these criteria for different age groups and evaluate potential criteria that are not currently in the guidelines. Data were obtained from NASS and Crash Investigation Sampling System (CISS) for 2000–2009 and 2010–2019. Cases missing injury severity were excluded, and all other missing data were imputed. The outcome of interest was Injury Severity Score (ISS) ≥16. The area under the receiver operator characteristic (AUROC) and 95% confidence intervals (CIs) were obtained from 1,000 bootstrapped samples using national case weights. The AUROC for the existing CDC MOI criteria were compared between the 2 decades. The performance of the criteria was also assessed for different age groups based on accuracy, sensitivity, and specificity. Potential new criteria were then evaluated when added to the current CDC MOI criteria. There were 150,683 (weighted 73,423,189) cases identified for analysis. There was a small but statistically significant improvement in the AUROC of the MOI criteria in the later decade (2010–2019; AUROC = 0.77, 95% CI [0.76–0.78]) compared to the earlier decade (2000–2009; AUROC = 0.75, 95% CI [0.74–0.76]). The accuracy and specificity did not vary with age, but the sensitivity dropped significantly for older adults (0–18 years: 0.62, 19–54 years: 0.59, ≥55 years: 0.37, and ≥65 years: 0.36). The addition of <i>entrapment</i> improved the sensitivity of the existing criteria and was the only potential new criterion to maintain a sensitivity above 0.95. The MOI criteria for MVCs in the current CDC guidelines still perform well even as vehicle design has changed. However, the sensitivity of these criteria for older adults is much lower than for younger occupants. The addition of <i>entrapment</i> improved sensitivity while maintaining high specificity and could be considered as a potential modification to current MOI criteria.
DOI: 10.6084/m9.figshare.20371862.v1
title: Evaluation of mechanism of injury criteria for field triage of occupants involved in motor vehicle collisions

description: The mechanism of injury (MOI) criteria assist in determining which patients are at high risk of severe injury and would benefit from direct transport to a trauma center. The goal of this study was to determine whether the prognostic performance of the Centers for Disease Control’s (CDC) MOI criteria for motor vehicle collisions (MVCs) has changed during the decade since the guidelines were approved. Secondary objectives were to evaluate the performance of these criteria for different age groups and evaluate potential criteria that are not currently in the guidelines. Data were obtained from NASS and Crash Investigation Sampling System (CISS) for 2000–2009 and 2010–2019. Cases missing injury severity were excluded, and all other missing data were imputed. The outcome of interest was Injury Severity Score (ISS) ≥16. The area under the receiver operator characteristic (AUROC) and 95% confidence intervals (CIs) were obtained from 1,000 bootstrapped samples using national case weights. The AUROC for the existing CDC MOI criteria were compared between the 2 decades. The performance of the criteria was also assessed for different age groups based on accuracy, sensitivity, and specificity. Potential new criteria were then evaluated when added to the current CDC MOI criteria. There were 150,683 (weighted 73,423,189) cases identified for analysis. There was a small but statistically significant improvement in the AUROC of the MOI criteria in the later decade (2010–2019; AUROC = 0.77, 95% CI [0.76–0.78]) compared to the earlier decade (2000–2009; AUROC = 0.75, 95% CI [0.74–0.76]). The accuracy and specificity did not vary with age, but the sensitivity dropped significantly for older adults (0–18 years: 0.62, 19–54 years: 0.59, ≥55 years: 0.37, and ≥65 years: 0.36). The addition of <i>entrapment</i> improved the sensitivity of the existing criteria and was the only potential new criterion to maintain a sensitivity above 0.95. The MOI criteria for MVCs in the current CDC guidelines still perform well even as vehicle design has changed. However, the sensitivity of these criteria for older adults is much lower than for younger occupants. The addition of <i>entrapment</i> improved sensitivity while maintaining high specificity and could be considered as a potential modification to current MOI criteria.
DOI: 10.6084/m9.figshare.21263051
title: Effects of muscle quantity and bone mineral density on injury and outcomes in older adult motor vehicle crash occupants

description: <b>Objectives:</b> Quantify the independent and combined effects of abdominal muscle quantity and lumbar bone mineral density (BMD) on injury risk and in-hospital outcomes in severely injured motor vehicle crash (MVC) occupants ages 50 and older. <b>Methods:</b> Skeletal muscle area measurements of MVC occupants were obtained through semi-automated segmentation of an axial computed tomography (CT) slice at the L3 vertebra. An occupant height-normalized Skeletal Muscle Index (SMI) was calculated - a defining metric of sarcopenia and low muscle mass (sarcopenia thresholds: &lt;38.5 cm<sup>2</sup>/m<sup>2</sup> females; &lt;52.4 cm<sup>2</sup>/m<sup>2</sup> males). Lumbar BMD was obtained using a validated, phantomless CT calibration method (osteopenia threshold: &lt;145 mg/cm<sup>3</sup>). SMI and BMD values were used to categorize occupants, and logistic regression was used to associate sarcopenia, osteopenia, and osteosarcopenia predictors to injury outcomes (e.g., Injury Severity Score (ISS), maximum Abbreviated Injury Scale (MAIS) score, fractures) and hospital outcomes (e.g., length of stay, ICU days). <b>Results:</b> Of the 336 occupants, 210 (63%) were female (mean ± SD: age 66.3 ± 10.6). SMI was 41.7 ± 8.0 cm<sup>2</sup>/m<sup>2</sup> in females and 51.2 ± 10.8 cm<sup>2</sup>/m<sup>2</sup> in males. Based on SMI, 40% of females and 55% of males were classified as sarcopenic. BMD was 163.2 ± 38.3 mg/cm<sup>3</sup> in females and 164.1 ± 35.4 mg/cm<sup>3</sup> in males, with 41% of females and 33% of males classified as osteopenic. Prevalence of both conditions (osteosarcopenia) was similar between females (21%) and males (22%). Incidence of low SMI and BMD increased with age. Sarcopenic individuals were less likely to sustain a MAIS 2+ thorax injury and had longer ICU stays. Osteopenic individuals were more likely to sustain upper extremity injuries and fractures, and were less likely to be discharged to a rehabilitation facility. Osteosarcopenic individuals were less likely to be ventilated or admitted to the ICU but tended to spend more time on the ventilator if placed on one. <b>Conclusions:</b> Osteosarcopenia was not associated with any injury outcomes, but sarcopenia was associated with thoracic injury and osteopenia was associated with upper extremity injury incidence. Sarcopenia was only associated with ICU length of stay, while osteopenia was only associated with discharge destination. Osteosarcopenia was associated with likelihood of being ventilated, being admitted to the ICU, and with increased length of ventilation.
DOI: 10.6084/m9.figshare.21263051.v1
title: Effects of muscle quantity and bone mineral density on injury and outcomes in older adult motor vehicle crash occupants

description: <b>Objectives:</b> Quantify the independent and combined effects of abdominal muscle quantity and lumbar bone mineral density (BMD) on injury risk and in-hospital outcomes in severely injured motor vehicle crash (MVC) occupants ages 50 and older. <b>Methods:</b> Skeletal muscle area measurements of MVC occupants were obtained through semi-automated segmentation of an axial computed tomography (CT) slice at the L3 vertebra. An occupant height-normalized Skeletal Muscle Index (SMI) was calculated - a defining metric of sarcopenia and low muscle mass (sarcopenia thresholds: &lt;38.5 cm<sup>2</sup>/m<sup>2</sup> females; &lt;52.4 cm<sup>2</sup>/m<sup>2</sup> males). Lumbar BMD was obtained using a validated, phantomless CT calibration method (osteopenia threshold: &lt;145 mg/cm<sup>3</sup>). SMI and BMD values were used to categorize occupants, and logistic regression was used to associate sarcopenia, osteopenia, and osteosarcopenia predictors to injury outcomes (e.g., Injury Severity Score (ISS), maximum Abbreviated Injury Scale (MAIS) score, fractures) and hospital outcomes (e.g., length of stay, ICU days). <b>Results:</b> Of the 336 occupants, 210 (63%) were female (mean ± SD: age 66.3 ± 10.6). SMI was 41.7 ± 8.0 cm<sup>2</sup>/m<sup>2</sup> in females and 51.2 ± 10.8 cm<sup>2</sup>/m<sup>2</sup> in males. Based on SMI, 40% of females and 55% of males were classified as sarcopenic. BMD was 163.2 ± 38.3 mg/cm<sup>3</sup> in females and 164.1 ± 35.4 mg/cm<sup>3</sup> in males, with 41% of females and 33% of males classified as osteopenic. Prevalence of both conditions (osteosarcopenia) was similar between females (21%) and males (22%). Incidence of low SMI and BMD increased with age. Sarcopenic individuals were less likely to sustain a MAIS 2+ thorax injury and had longer ICU stays. Osteopenic individuals were more likely to sustain upper extremity injuries and fractures, and were less likely to be discharged to a rehabilitation facility. Osteosarcopenic individuals were less likely to be ventilated or admitted to the ICU but tended to spend more time on the ventilator if placed on one. <b>Conclusions:</b> Osteosarcopenia was not associated with any injury outcomes, but sarcopenia was associated with thoracic injury and osteopenia was associated with upper extremity injury incidence. Sarcopenia was only associated with ICU length of stay, while osteopenia was only associated with discharge destination. Osteosarcopenia was associated with likelihood of being ventilated, being admitted to the ICU, and with increased length of ventilation.
DOI: 10.6084/m9.figshare.21287009.v1
title: Assessment of the effect of motorcycle autonomous emergency braking (MAEB) based on real-world crashes

description: <b>Objective:</b> Vehicles are increasingly being equipped with Autonomous Emergency Braking (AEB) and literature highlights the utility to fit a similar active safety system in Powered Two-Wheelers (PTWs). This research attempts to analyze the efficacy of PTW Autonomous Emergency Braking (MAEB) when functioning solely, and in the case where both the PTW and Opponent Vehicle (OV) have AEB installed. <b>Methods:</b> 23 crashes involving motorcyclists that occurred in metropolitan areas of Italy between 2009 and 2017 were selected. The “In-depth Study of road Accidents in FlorencE (InSAFE)” provides data for the study. Each crash was reconstructed in PC-Crash 12.1 software. The obtained simulation of the crash dynamics was then used to create the dataset of cases fitted with AEB and MAEB systems. A custom MAEB system was implemented with specifications based on literature. <b>Results:</b> The majority of crashes occurred on urban roads, at intersections, on dry asphalt, with clear visibility, and in daylight. The passenger vehicle was the most frequent opponent vehicle (70%). Almost half the sample involved the PTW rider traveling beyond the speed limit permitted on urban roads. MAEB was found to be applicable in 19 out of 23 real-world crashes allowing the avoidance of two crashes with the progressive triggering criteria (Time to Collision (TTC) − 1.0 s) and one crash in the case where both the PTW and OV have AEB installed with more conservative setups. MAEB simulations show important trends in the reduction of the PTW impact speed (ISR) from the conservative (TTC-0.6s) to standard (TTC-0.8s) to progressive (TTC-1.0s) triggering criteria. The mean impact speed reduction (ISR) becomes 8.6 km/h, 13.8 km/h, 19.1 km/h, respectively. <b>Conclusions:</b> The results suggested that MAEB may be extremely effective in the PTW impact speed reduction and that an earlier MAEB intervention is beneficial in achieving higher reductions in the PTW impact speed. Further, the effect of opponent vehicles also possessing AEB was studied, and it was found that this increased the likelihood of crash avoidance and greater reduction in crash severity in unavoidable circumstances.
DOI: 10.15468/dl.5mz7wp
title: Occurrence Download

description: A dataset containing 217902 species occurrences available in GBIF matching the query:
{
 "TaxonKey" : [
 "is Rhamnus cathartica L."
 ]
}

 The dataset includes 217902 records from 1332 constituent datasets; see https://api.gbif.org/v1/occurrence/download/0010391-240626123714530/datasets/export for details.
 
Data from some individual datasets included in this download may be licensed under less restrictive terms.
DOI: 10.6084/m9.figshare.20241670
title: Factors influencing injury severity to belted drivers in car crashes in India

description: The 2019 revised Indian seat belt regulation resulted in a significant increase in driver belt use. This study examines the factors influencing Maximum Abbreviated Injury Scale (MAIS) 2+ injuries to belted car drivers using Indian crash data. Crash data obtained from Road Accident Sampling System–India (RASSI; 2011 to 2020) were used. Analysis was performed on a sample of 662 belted car drivers, representing 1.7 million drivers nationally. Survey logistic regression was used to identify factors influencing the odds of MAIS 2+ injuries to belted car drivers. Factors including delta-V, mass ratio (striking vehicle/struck vehicle), crash type, and driver age and gender were examined. The model fits and the statistical significance of each factor included in the models were examined. In addition, clinical review of crashes with belted drivers sustaining MAIS 3+ injury is presented. Delta-V was the most significant factor (odds ratio = 12%; 95% confidence interval 6%–19%) influencing belted driver injuries. Older drivers (55+ years) have a higher odds of MAIS 2+ injury. By adding mass ratio to the model, the odds ratio for delta-V increased to 1.16. If the mass ratio is 2.5 (striking vehicle weight = 2.5 times struck vehicle weight), then the odds of MAIS 2+ injury for the struck vehicle driver doubles. The average Delta-V for MAIS 2+ crashes is 34 mph and injury risk increases significantly when delta-V approaches 30 mph. Seventy percent of crashes with injured drivers had a mass ratio &gt;2. For drivers with minor/no injuries, 88% of crashes had a mass ratio &lt;2. Review of MAIS 3+ injury crashes showed that these crashes had a high delta-V (38 mph) and high mass ratio (5). Sixty percent of belted drivers sustained MAIS 3+ head or chest injury resulting from reduction in survival space. About 37% of AIS 3+ head injuries were subdural hemorrhages and 20% were crush injury to head. AIS 3+ chest injuries were rib fractures (40%) and lung lacerations/ruptures (27%). Delta-V and mass ratio are significant factors of belted driver injuries in India. Serious injuries are mainly to the head and chest. Increased rear underrun protection device (RUPD) fitment rate, improved airbag and RUPD design, safe speed enforcement, and improved road infrastructure will reduce injury severity.
DOI: 10.6084/m9.figshare.20241670.v1
title: Factors influencing injury severity to belted drivers in car crashes in India

description: The 2019 revised Indian seat belt regulation resulted in a significant increase in driver belt use. This study examines the factors influencing Maximum Abbreviated Injury Scale (MAIS) 2+ injuries to belted car drivers using Indian crash data. Crash data obtained from Road Accident Sampling System–India (RASSI; 2011 to 2020) were used. Analysis was performed on a sample of 662 belted car drivers, representing 1.7 million drivers nationally. Survey logistic regression was used to identify factors influencing the odds of MAIS 2+ injuries to belted car drivers. Factors including delta-V, mass ratio (striking vehicle/struck vehicle), crash type, and driver age and gender were examined. The model fits and the statistical significance of each factor included in the models were examined. In addition, clinical review of crashes with belted drivers sustaining MAIS 3+ injury is presented. Delta-V was the most significant factor (odds ratio = 12%; 95% confidence interval 6%–19%) influencing belted driver injuries. Older drivers (55+ years) have a higher odds of MAIS 2+ injury. By adding mass ratio to the model, the odds ratio for delta-V increased to 1.16. If the mass ratio is 2.5 (striking vehicle weight = 2.5 times struck vehicle weight), then the odds of MAIS 2+ injury for the struck vehicle driver doubles. The average Delta-V for MAIS 2+ crashes is 34 mph and injury risk increases significantly when delta-V approaches 30 mph. Seventy percent of crashes with injured drivers had a mass ratio &gt;2. For drivers with minor/no injuries, 88% of crashes had a mass ratio &lt;2. Review of MAIS 3+ injury crashes showed that these crashes had a high delta-V (38 mph) and high mass ratio (5). Sixty percent of belted drivers sustained MAIS 3+ head or chest injury resulting from reduction in survival space. About 37% of AIS 3+ head injuries were subdural hemorrhages and 20% were crush injury to head. AIS 3+ chest injuries were rib fractures (40%) and lung lacerations/ruptures (27%). Delta-V and mass ratio are significant factors of belted driver injuries in India. Serious injuries are mainly to the head and chest. Increased rear underrun protection device (RUPD) fitment rate, improved airbag and RUPD design, safe speed enforcement, and improved road infrastructure will reduce injury severity.