cometadata/datacite-titles-descriptions-related-identifiers huggingface dataset:
DOI: 10.6073/pasta/253c843e11ad4b15ab5dc5e652490ca2
title: Jornada Basin LTER Cross-scale Interactions Study (CSIS) Block 8 meteorological station: Daily summary data: 2013 - ongoing

description: This data package contains hourly air temperature, relative humidity, wind speed, wind direction, and precipitation summary data from Jornada Basin LTER Cross Scale Interactions Study (CSIS) Block-8 met station. Air temperature, relative humidity, wind speed, wind direction, and precipitation are measured and calculated at an automated meteorological station connected to a 900 MHz spread spectrum wireless network. Wind speed is measured at 37cm, 75 cm, 150 cm, and 300 cm, wind direction at approximately 3m, and air temperature and relative humidity at approximate 2.5m. Measurements are aggregated at intervals of 5, 30, 60 minutes and daily, with precipitation additionally provided with 1 second aggregation during precipitation events. The met station variables measured include air temperature, precipitation, relative humidity, wind direction, wind speed. Precipitation is not measured at Block 1 and Block 12 because of proximity to Block 2 and Block 13, respectively . This is an ONGOING dataset.
DOI: 10.6073/pasta/1a9e878cf3421e0385cf410d8d9c70fb
title: Jornada Basin LTER Cross-scale Interactions Study (CSIS) Block 8 meteorological station: 1-second summary precipitation data: 2017 - ongoing

description: 1-second summary precipitation data at CSIS Block-8 met station. Total precipitation per second is recorded only if there is measurable precipitation. This is recorded at an automated meteorological station installed at Jornada LTER CSIS Block-8 site.. This climate station is operated by the Jornada LTER Program. This is an ONGOING dataset. IMPORTANT: Rainfall is only recorded when a bucket tip occurs on the tipping bucket rain gauge. If there is missing data due to equipment or other problems, there will be no indication of this within this dataset. The user needs to review precipitation values in the 30 minute or hourly summary datasets to determine if there are missing data in this 1 second detailed precipitation dataset.
DOI: 10.6073/pasta/7a126f249e8ab307dbf0dae22725baaa
title: Jornada Basin LTER Cross-scale Interactions Study (CSIS) Block 9 meteorological station: 30-minute summary data: 2017 - ongoing

description: This data package contains 30-minute air temperature, relative humidity, and wind summary data from Jornada Basin LTER Cross Scale Interactions Study (CSIS) Block-1 met station. Average air temperature, relative humidity, wind speed, wind direction, and precipitation are measured and calculated at an automated meteorological station connected to a 900 MHz spread spectrum wireless network. Wind speed is measured at 37cm, 75 cm, 150 cm, and 300 cm, wind direction at approximately 3m, and air temperature and relative humidity at approximate 2.5m. Measurements are aggregated at intervals of 5, 30, 60 minutes and daily, with precipitation additionally provided with 1 second aggregation during precipitation events. The met station variables measured include air temperature, precipitation, relative humidity, wind direction, wind speed. Precipitation is not measured at Block 1 and Block 12 because of proximity to Block 2 and Block 13, respectively. This is an ONGOING dataset.
DOI: 10.6084/m9.figshare.15124742
title: The effectiveness of mass media campaigns in increasing the use of seat belts: A systematic review

description: This systematic review and meta-analysis was conducted to determine the effectiveness of mass media campaigns for increasing the use of seat belts among drivers and front seat passengers. We systematically searched the PubMed, EMBASE, Web of Science (WOS), and Scopus databases from November 1974 until June 2020 to identify before-after studies investigating the effect of mass media campaigns on seat belt use. The quality of all included studies was assessed using the National Institute of Health (NIH) tool. Chi-Squared tests and the I<sup>2</sup> statistic were used to evaluate inter-study heterogeneity, while the odds ratio (OR) was used as a measure of effect size. Of the 793 records initially identified, twenty articles were found to be appropriate for the current meta-analysis. Of these, 13, 5, and 2 studies were rated as good, fair, and poor quality, respectively. The meta-analysis finding using random effects model showed that mass media campaigns resulted in statistically significant increases in seat belt usage among drivers (OR= 1.40, 95% CI: 1.18- 1.68) and front seat passengers (OR= 1.54, 95% CI: 1.31- 1.82). Due to the presence of heterogeneity (I<sup>2</sup>: 99.7% for drivers; I<sup>2</sup>: 99.1% for front passengers), additional analyses were also undertaken. Sensitivity analyses showed that the pooled ORs remained consistent after removing each study one by one. Statistically significant increases in seat belt use among drivers were found in mass media campaigns which: had measurement periods longer than 12 months, were used in combination with enforcement activities, were published after 2000, and had good quality scores. The current meta-analysis found that mass media campaigns can lead to an increase in seat belt use among drivers and front passengers. However, these results should be interpreted with some degree of caution, due to the high degree of heterogeneity between studies and the fact that most of the studies were from high-income countries without control groups. Despite the apparent favorable impact of mass media campaigns, more robust long term studies are needed.
DOI: 10.6084/m9.figshare.16441522
title: Safety evaluation of design alternatives to separate freeway-opposing traffic

description: Different design alternatives used to separate freeway-opposing traffic may produce varying safety levels. State-of-the-art design guidelines have provided guidance in respect to a number of median features such as width, slope, and barrier installation. Guidance provided has been based on benefit-cost procedures; however, because project costs may significantly vary across different countries/jurisdictions, findings from benefit-cost procedures may be meaningless on a broader geographical scope. The objective of this study is to quantify the safety level of a number of design alternatives commonly used to separate opposing freeway traffic based solely on annualized crash costs. The safety performance of 14 design alternatives were assessed using the Roadside Safety Analysis Program (RSAPv3). A test-level 3, low-tension cable barrier installed in the middle of a wide, hazard-free median was found to be the safest design alternative. Road sections containing: i) cable barriers were found to be safer than those containing w-beam guardrails, ii) low-tension cable barriers installed in the middle of the median were found to be safer than those containing high-tension cable barriers installed on one side of the median, regardless of median width, iii) wide, hazard-free medians were found to be safer than those containing WB guardrails, and iv) concrete barrier installations were found to be only safer than those containing unshielded medians, except when the median was 20 meters wide and hazard-free. This paper not only provides evidence that some of the design alternatives often installed in real-world scenarios are not the safest, but it also discusses how some of these alternatives may not be the most cost-effective either. These findings make this study relevant and timely, as designers and policy/decision makers should always seek to maximize safety while optimizing the allocation of limited public funds.
DOI: 10.6084/m9.figshare.15067682
title: Speeding in the city of Xalapa, Mexico: Prevalence and associated factors

description: To estimate the prevalence of speeding in the city of Xalapa, Veracruz, in Mexico and to identify factors potentially associated to this risk behavior. A cross-sectional study was conducted on December 2019 in Xalapa, Veracruz. Speed measurement was conducted in a random sample of 10% of all the main roads in the urban area (<i>n</i> = 12). Observations were conducted over the course of one week at different times spending no more than 1.5 h in each site at a time. All vehicles circulating in each observation site during the data collection were included in the sample. Characteristics of drivers, vehicles and the environment were also collected and analyzed, using logistic regression analysis and a multiple ordinal regression model to identify factors associated to speeding and more serious violations of speed limits. Average speed of the 3,390 vehicles observed was 50.97 km/h. Prevalence of speeding was 65.66% (95%-CI: 64.04–67.26%); 26.96% (95%-CI: 25.47–28.49) exceeded the speed limit by 50%. Speeding and more serious violations of speed limits were more frequent in light vehicles, residential zones and during weekends. More serious violations of speed limits were also more frequent on smaller roads, where speed limit were lower and during morning hours. The great majority of vehicles transgress speed limits in Xalapa, Veracruz. Our results support the urgent need to implement speed control measures in the city. Changes in road infrastructure design, as well as promoting a comprehensive speeding legislation (with adequate speed limits and correctly enforced) aimed at reducing exposure to this key risk factor are recommended. As evaluation of road safety interventions is key, our data could be used as a baseline to evaluate the effects and impact of future interventions implemented in this Mexican city.
DOI: 10.6084/m9.figshare.16441522.v2
title: Safety evaluation of design alternatives to separate freeway-opposing traffic

description: Different design alternatives used to separate freeway-opposing traffic may produce varying safety levels. State-of-the-art design guidelines have provided guidance in respect to a number of median features such as width, slope, and barrier installation. Guidance provided has been based on benefit-cost procedures; however, because project costs may significantly vary across different countries/jurisdictions, findings from benefit-cost procedures may be meaningless on a broader geographical scope. The objective of this study is to quantify the safety level of a number of design alternatives commonly used to separate opposing freeway traffic based solely on annualized crash costs. The safety performance of 14 design alternatives were assessed using the Roadside Safety Analysis Program (RSAPv3). A test-level 3, low-tension cable barrier installed in the middle of a wide, hazard-free median was found to be the safest design alternative. Road sections containing: i) cable barriers were found to be safer than those containing w-beam guardrails, ii) low-tension cable barriers installed in the middle of the median were found to be safer than those containing high-tension cable barriers installed on one side of the median, regardless of median width, iii) wide, hazard-free medians were found to be safer than those containing WB guardrails, and iv) concrete barrier installations were found to be only safer than those containing unshielded medians, except when the median was 20 meters wide and hazard-free. This paper not only provides evidence that some of the design alternatives often installed in real-world scenarios are not the safest, but it also discusses how some of these alternatives may not be the most cost-effective either. These findings make this study relevant and timely, as designers and policy/decision makers should always seek to maximize safety while optimizing the allocation of limited public funds.
DOI: 10.6084/m9.figshare.15067682.v2
title: Speeding in the city of Xalapa, Mexico: Prevalence and associated factors

description: To estimate the prevalence of speeding in the city of Xalapa, Veracruz, in Mexico and to identify factors potentially associated to this risk behavior. A cross-sectional study was conducted on December 2019 in Xalapa, Veracruz. Speed measurement was conducted in a random sample of 10% of all the main roads in the urban area (<i>n</i> = 12). Observations were conducted over the course of one week at different times spending no more than 1.5 h in each site at a time. All vehicles circulating in each observation site during the data collection were included in the sample. Characteristics of drivers, vehicles and the environment were also collected and analyzed, using logistic regression analysis and a multiple ordinal regression model to identify factors associated to speeding and more serious violations of speed limits. Average speed of the 3,390 vehicles observed was 50.97 km/h. Prevalence of speeding was 65.66% (95%-CI: 64.04–67.26%); 26.96% (95%-CI: 25.47–28.49) exceeded the speed limit by 50%. Speeding and more serious violations of speed limits were more frequent in light vehicles, residential zones and during weekends. More serious violations of speed limits were also more frequent on smaller roads, where speed limit were lower and during morning hours. The great majority of vehicles transgress speed limits in Xalapa, Veracruz. Our results support the urgent need to implement speed control measures in the city. Changes in road infrastructure design, as well as promoting a comprehensive speeding legislation (with adequate speed limits and correctly enforced) aimed at reducing exposure to this key risk factor are recommended. As evaluation of road safety interventions is key, our data could be used as a baseline to evaluate the effects and impact of future interventions implemented in this Mexican city.
DOI: 10.6084/m9.figshare.15179001
title: Effect of Class I–III obesity on driver seat belt fit

description: Approximately 40% of the U.S. adult population are obese. An issue associated with this trend is proper seat belt fit for obese occupants. This study extends previous research, in which few individuals with high BMI (&gt; 40 kg/m<sup>2</sup>) were included, by examining the relationship between participant and belt factors on belt fit for drivers with Class I-III obesity. Posture and belt fit of 52 men and women with BMI from 31 to 59 kg/m<sup>2</sup> (median 38 kg/m<sup>2</sup>) were measured in a laboratory vehicle mockup. Five seat belt configurations were achieved by manipulating the belt anchorage locations. Body and belt landmark locations were recorded using a three-dimensional coordinate measuring machine. Higher BMI was associated with a lap belt position further forward and higher relative to the pelvis. On average, the lap belt was positioned an additional 32 mm forward and 13 mm above the ASIS with each increasing level of obesity classification. Sex had a small effect after accounting for BMI and stature. The mean fore-aft location of the lap belt was 24 mm more forward for men vs. women and 12 mm higher for women vs. men at the same stature and BMI. On average, women used 50 mm more belt webbing in the lap and 92 mm more in the shoulder vs. men. The results suggest that increasing levels of obesity class effectively introduces slack in the seat belt system by routing the belt further away from the skeleton. Because the belt is designed to engage the pelvis during a frontal crash, belt placements that are higher and further forward may increase injury risk by allowing excursions or submarining. Unique to this cohort, sex had an important effect on belt fit measures after taking into account stature and BMI. The participant and belt factors considered explained only about 40% of the variance in belt fit. The remaining variance may be due to preference or exogenous body shape effects. Further research is needed to assess methods for enhanced seat belt fit for people with obesity, including addressing sex differences in belt routing.
DOI: 10.6084/m9.figshare.16441522.v1
title: Safety evaluation of design alternatives to separate freeway-opposing traffic

description: Different design alternatives used to separate freeway-opposing traffic may produce varying safety levels. State-of-the-art design guidelines have provided guidance in respect to a number of median features such as width, slope, and barrier installation. Guidance provided has been based on benefit-cost procedures; however, because project costs may significantly vary across different countries/jurisdictions, findings from benefit-cost procedures may be meaningless on a broader geographical scope. The objective of this study is to quantify the safety level of a number of design alternatives commonly used to separate opposing freeway traffic based solely on annualized crash costs. The safety performance of 14 design alternatives were assessed using the Roadside Safety Analysis Program (RSAPv3). A test-level 3, low-tension cable barrier installed in the middle of a wide, hazard-free median was found to be the safest design alternative. Road sections containing: i) cable barriers were found to be safer than those containing w-beam guardrails, ii) low-tension cable barriers installed in the middle of the median were found to be safer than those containing high-tension cable barriers installed on one side of the median, regardless of median width, iii) wide, hazard-free medians were found to be safer than those containing WB guardrails, and iv) concrete barrier installations were found to be only safer than those containing unshielded medians, except when the median was 20 meters wide and hazard-free. This paper not only provides evidence that some of the design alternatives often installed in real-world scenarios are not the safest, but it also discusses how some of these alternatives may not be the most cost-effective either. These findings make this study relevant and timely, as designers and policy/decision makers should always seek to maximize safety while optimizing the allocation of limited public funds.
DOI: 10.6084/m9.figshare.15124742.v1
title: The effectiveness of mass media campaigns in increasing the use of seat belts: A systematic review

description: This systematic review and meta-analysis was conducted to determine the effectiveness of mass media campaigns for increasing the use of seat belts among drivers and front seat passengers. We systematically searched the PubMed, EMBASE, Web of Science (WOS), and Scopus databases from November 1974 until June 2020 to identify before-after studies investigating the effect of mass media campaigns on seat belt use. The quality of all included studies was assessed using the National Institute of Health (NIH) tool. Chi-Squared tests and the I<sup>2</sup> statistic were used to evaluate inter-study heterogeneity, while the odds ratio (OR) was used as a measure of effect size. Of the 793 records initially identified, twenty articles were found to be appropriate for the current meta-analysis. Of these, 13, 5, and 2 studies were rated as good, fair, and poor quality, respectively. The meta-analysis finding using random effects model showed that mass media campaigns resulted in statistically significant increases in seat belt usage among drivers (OR= 1.40, 95% CI: 1.18- 1.68) and front seat passengers (OR= 1.54, 95% CI: 1.31- 1.82). Due to the presence of heterogeneity (I<sup>2</sup>: 99.7% for drivers; I<sup>2</sup>: 99.1% for front passengers), additional analyses were also undertaken. Sensitivity analyses showed that the pooled ORs remained consistent after removing each study one by one. Statistically significant increases in seat belt use among drivers were found in mass media campaigns which: had measurement periods longer than 12 months, were used in combination with enforcement activities, were published after 2000, and had good quality scores. The current meta-analysis found that mass media campaigns can lead to an increase in seat belt use among drivers and front passengers. However, these results should be interpreted with some degree of caution, due to the high degree of heterogeneity between studies and the fact that most of the studies were from high-income countries without control groups. Despite the apparent favorable impact of mass media campaigns, more robust long term studies are needed.
DOI: 10.6084/m9.figshare.15067682.v1
title: Speeding in the city of Xalapa, Mexico: Prevalence and associated factors

description: To estimate the prevalence of speeding in the city of Xalapa, Veracruz, in Mexico and to identify factors potentially associated to this risk behavior. A cross-sectional study was conducted on December 2019 in Xalapa, Veracruz. Speed measurement was conducted in a random sample of 10% of all the main roads in the urban area (<i>n</i> = 12). Observations were conducted over the course of one week at different times spending no more than 1.5 h in each site at a time. All vehicles circulating in each observation site during the data collection were included in the sample. Characteristics of drivers, vehicles and the environment were also collected and analyzed, using logistic regression analysis and a multiple ordinal regression model to identify factors associated to speeding and more serious violations of speed limits. Average speed of the 3,390 vehicles observed was 50.97 km/h. Prevalence of speeding was 65.66% (95%-CI: 64.04–67.26%); 26.96% (95%-CI: 25.47–28.49) exceeded the speed limit by 50%. Speeding and more serious violations of speed limits were more frequent in light vehicles, residential zones and during weekends. More serious violations of speed limits were also more frequent on smaller roads, where speed limit were lower and during morning hours. The great majority of vehicles transgress speed limits in Xalapa, Veracruz. Our results support the urgent need to implement speed control measures in the city. Changes in road infrastructure design, as well as promoting a comprehensive speeding legislation (with adequate speed limits and correctly enforced) aimed at reducing exposure to this key risk factor are recommended. As evaluation of road safety interventions is key, our data could be used as a baseline to evaluate the effects and impact of future interventions implemented in this Mexican city.
DOI: 10.6084/m9.figshare.15179001.v2
title: Effect of Class I–III obesity on driver seat belt fit

description: Approximately 40% of the U.S. adult population are obese. An issue associated with this trend is proper seat belt fit for obese occupants. This study extends previous research, in which few individuals with high BMI (&gt; 40 kg/m<sup>2</sup>) were included, by examining the relationship between participant and belt factors on belt fit for drivers with Class I-III obesity. Posture and belt fit of 52 men and women with BMI from 31 to 59 kg/m<sup>2</sup> (median 38 kg/m<sup>2</sup>) were measured in a laboratory vehicle mockup. Five seat belt configurations were achieved by manipulating the belt anchorage locations. Body and belt landmark locations were recorded using a three-dimensional coordinate measuring machine. Higher BMI was associated with a lap belt position further forward and higher relative to the pelvis. On average, the lap belt was positioned an additional 32 mm forward and 13 mm above the ASIS with each increasing level of obesity classification. Sex had a small effect after accounting for BMI and stature. The mean fore-aft location of the lap belt was 24 mm more forward for men vs. women and 12 mm higher for women vs. men at the same stature and BMI. On average, women used 50 mm more belt webbing in the lap and 92 mm more in the shoulder vs. men. The results suggest that increasing levels of obesity class effectively introduces slack in the seat belt system by routing the belt further away from the skeleton. Because the belt is designed to engage the pelvis during a frontal crash, belt placements that are higher and further forward may increase injury risk by allowing excursions or submarining. Unique to this cohort, sex had an important effect on belt fit measures after taking into account stature and BMI. The participant and belt factors considered explained only about 40% of the variance in belt fit. The remaining variance may be due to preference or exogenous body shape effects. Further research is needed to assess methods for enhanced seat belt fit for people with obesity, including addressing sex differences in belt routing.