cometadata/datacite-titles-descriptions-related-identifiers huggingface dataset:
DOI: 10.15468/dl.bwvfdf
title: Occurrence Download

description: A dataset containing 0 species occurrences available in GBIF matching the query:
{
 "and" : [
 "TaxonKey is Arthroleptella landdrosia Dawood & Channing, 2000",
 "HasCoordinate is true",
 "HasGeospatialIssue is false",
 "BasisOfRecord is one of (Specimen, Living Specimen, Observation, Human Observation, Machine Observation, Material sample, Literature Occurrence, Material citation, Occurrence evidence)",
 "Geometry POLYGON ((25.5395 -28.5786,20.509 -28.5786,20.509 -32.9007,25.5395 -32.9007,25.5395 -28.5786))"
 ]
}

 The dataset includes 0 records from 0 constituent datasets; see https://api.gbif.org/v1/occurrence/download/0031037-250525065834625/datasets/export for details.
DOI: 10.15468/dl.89aaug
title: Occurrence Download

description: A dataset listing the 14527 species recorded in GBIF matching the query:
{
 "DatasetKey" : [
 "is Taxon occurrence data for the FungalRoot database"
 ]
}

 The dataset's 14527 records were derived from 1 constituent datasets; see https://api.gbif.org/v1/occurrence/download/0031025-250525065834625/datasets/export for details.
 
Data from some individual datasets included in this download may be licensed under less restrictive terms.
DOI: 10.57783/1z13-cn33
title: Florida HCUP
DOI: 10.57783/5s9s-r891
title: Florida HCUP
DOI: 10.57783/6ed1-a335
title: Florida HCUP
DOI: 10.57783/7b5a-zq09
title: Florida HCUP
DOI: 10.57783/7zmd-ww52
title: Florida HCUP
DOI: 10.57783/t4zm-e570
title: Florida HCUP
DOI: 10.57783/1bjb-v287
title: Rhode Island HCUP
DOI: 10.57783/ckfb-et53
title: Rhode Island HCUP
DOI: 10.57783/f98b-1908
title: Rhode Island HCUP
DOI: 10.57783/g6k2-kj74
title: Rhode Island HCUP
DOI: 10.57783/ngtq-pm98
title: Rhode Island HCUP
DOI: 10.57783/w173-dp87
title: Rhode Island HCUP
DOI: 10.57783/zeq0-3n50
title: Rhode Island HCUP
DOI: 10.57783/zjdn-9955
title: Rhode Island HCUP
DOI: 10.15468/dl.3tkp3k
title: Occurrence Download

description: A dataset containing 669 species occurrences available in GBIF matching the query:
{
 "and" : [
 "HasCoordinate is true",
 "HasGeospatialIssue is false",
 "TaxonKey is Gentiana dahurica Fisch."
 ]
}

 The dataset includes 669 records from 19 constituent datasets; see https://api.gbif.org/v1/occurrence/download/0031039-250525065834625/datasets/export for details.
 
Data from some individual datasets included in this download may be licensed under less restrictive terms.
DOI: 10.57783/49b0-2071
title: Rhode Island HCUP
DOI: 10.7274/29083700
title: <em>Sunt Lacrimae Rerum</em>: Aeneas' Pity in the <em>Aeneid</em>

description: This thesis examines significant moments in the Aeneid where Aeneas reacts to the sufferings of others, analyzing how his response to that suffering changes over the course of the epic. 
I argue that Aeneas passes through three stages in his response to the suffering of others. In stage one, during the fall of Troy, Aeneas exhibits a form of pity comparable to Aristotle’s definition, relating to the pain around him through anxiety for himself and his family; in addition, he feels not pity alone but horror as well. In stage two, during his interactions with Dido, Aeneas mirrors the distance and resistance to painful compassion enjoined by Lucretius’ philosophy, which encouraged its adherents to instead embody untroubled serenity. In stage three, during his interactions with Dido’s ghost, Lausus, and Evander, Aeneas develops a more mature and deeply compassionate response to suffering. In this stage, he imaginatively enters the experience of others, accepts responsibility when appropriate, and offers aid when possible. As Virgil develops Aeneas’ character, he moves him beyond the models of pity displayed in the first and second stages; at the same time, he reveals the futility of Aeneas’ newfound compassion within the tragic divine framework of the Aeneid.
DOI: 10.7274/29083700.v1
title: <em>Sunt Lacrimae Rerum</em>: Aeneas' Pity in the <em>Aeneid</em>

description: This thesis examines significant moments in the Aeneid where Aeneas reacts to the sufferings of others, analyzing how his response to that suffering changes over the course of the epic. 
I argue that Aeneas passes through three stages in his response to the suffering of others. In stage one, during the fall of Troy, Aeneas exhibits a form of pity comparable to Aristotle’s definition, relating to the pain around him through anxiety for himself and his family; in addition, he feels not pity alone but horror as well. In stage two, during his interactions with Dido, Aeneas mirrors the distance and resistance to painful compassion enjoined by Lucretius’ philosophy, which encouraged its adherents to instead embody untroubled serenity. In stage three, during his interactions with Dido’s ghost, Lausus, and Evander, Aeneas develops a more mature and deeply compassionate response to suffering. In this stage, he imaginatively enters the experience of others, accepts responsibility when appropriate, and offers aid when possible. As Virgil develops Aeneas’ character, he moves him beyond the models of pity displayed in the first and second stages; at the same time, he reveals the futility of Aeneas’ newfound compassion within the tragic divine framework of the Aeneid.
DOI: 10.15468/dl.6tchgx
title: Occurrence Download

description: A dataset containing 0 species occurrences available in GBIF matching the query:
{
 "and" : [
 "TaxonKey is Arthroleptella landdrosia Dawood & Channing, 2000",
 "HasCoordinate is true",
 "HasGeospatialIssue is false",
 "BasisOfRecord is one of (Specimen, Living Specimen, Observation, Human Observation, Machine Observation, Material sample, Literature Occurrence, Material citation, Occurrence evidence)",
 "Geometry POLYGON ((20.7576 -24.3688,20.529 -24.0715,20.509 -24.0715,20.509 -28.5786,25.5395 -28.5786,25.5395 -24.0715,25.1306 -24.0715,24.9333 -24.4571,23.8962 -24.2467,22.8065 -24.295,22.3719 -24.7207,22.2323 -25.547,22.0387 -25.7188,21.7833 -25.7784,21.5388 -25.7113,21.3553 -25.5415,20.7576 -24.3688))"
 ]
}

 The dataset includes 0 records from 0 constituent datasets; see https://api.gbif.org/v1/occurrence/download/0031040-250525065834625/datasets/export for details.
DOI: 10.6084/m9.figshare.25400496
title: The influence of seated postures and anthropometry on lap belt fit in vehicle occupants: A 3D computed tomography study

description: In vehicle frontal collisions, it is crucial that the lap belt is designed to engage with the anterior superior iliac spine (ASIS) of occupants for a reliable restraint. This study aims to understand the influence of different seated postures on the geometrical relationship of the seat belt and the pelvis for various occupants using 3D upright and supine computed tomography (CT) systems. The 3D shapes of bones and soft tissues around the pelvis were acquired through a CT scan for 30 participants. They were seated in a rigid seat equipped with a lap belt simulating the front seat of a small car, and wore a lap belt in three seated postures: upright, slouched and reclined. Parameters related to the likelihood of submarining occurrences, such as belt-ASIS overlap (an index for assessing the potential engagement of the lap belt with the ASIS) and the belt-pelvis angle (the difference between the belt angle and the normal direction of the anterior edge of the ilium) were compared. It was observed that the pelvis angle tilted rearward as the hip point was positioned forward and seatback angle increased. This can be seen in the slouched and reclined posture. The belt-pelvis angle was comparable between the slouched and the reclined postures, and was closer to zero (indicating that the lap belt path is closer to perpendicular to the anterior edge of the ilium) compared to the upright posture. In contrast, the belt-ASIS overlap increased with an increasing flesh margin of the ASIS and shallower belt angle. This suggests that the belt-pelvis angle is influenced by the seated posture whereas the belt-ASIS overlap is dependent more on an individual’s anthropometry. The plot of belt-pelvis angle and belt-ASIS overlap exhibited significant variability among participants. The belt-pelvis angle and the belt-ASIS overlap of individuals will provide valuable information for understanding the current belt-fit location and predicting submarining occurrences for individuals in various postures when designing restraint systems.
DOI: 10.6084/m9.figshare.25400496.v1
title: The influence of seated postures and anthropometry on lap belt fit in vehicle occupants: A 3D computed tomography study

description: In vehicle frontal collisions, it is crucial that the lap belt is designed to engage with the anterior superior iliac spine (ASIS) of occupants for a reliable restraint. This study aims to understand the influence of different seated postures on the geometrical relationship of the seat belt and the pelvis for various occupants using 3D upright and supine computed tomography (CT) systems. The 3D shapes of bones and soft tissues around the pelvis were acquired through a CT scan for 30 participants. They were seated in a rigid seat equipped with a lap belt simulating the front seat of a small car, and wore a lap belt in three seated postures: upright, slouched and reclined. Parameters related to the likelihood of submarining occurrences, such as belt-ASIS overlap (an index for assessing the potential engagement of the lap belt with the ASIS) and the belt-pelvis angle (the difference between the belt angle and the normal direction of the anterior edge of the ilium) were compared. It was observed that the pelvis angle tilted rearward as the hip point was positioned forward and seatback angle increased. This can be seen in the slouched and reclined posture. The belt-pelvis angle was comparable between the slouched and the reclined postures, and was closer to zero (indicating that the lap belt path is closer to perpendicular to the anterior edge of the ilium) compared to the upright posture. In contrast, the belt-ASIS overlap increased with an increasing flesh margin of the ASIS and shallower belt angle. This suggests that the belt-pelvis angle is influenced by the seated posture whereas the belt-ASIS overlap is dependent more on an individual’s anthropometry. The plot of belt-pelvis angle and belt-ASIS overlap exhibited significant variability among participants. The belt-pelvis angle and the belt-ASIS overlap of individuals will provide valuable information for understanding the current belt-fit location and predicting submarining occurrences for individuals in various postures when designing restraint systems.
DOI: 10.6084/m9.figshare.25173010
title: Driver yield and safe child pedestrian crossing behavior promotion by a school traffic warden program at primary school crossings: A cluster-randomized trial

description: To determine the effect of a school traffic warden program on increasing driver yield and safe child pedestrian crossing behavior in Kampala, Uganda. We designed and implemented a school traffic warden program in specific school zones in Kampala, Uganda. We randomly assigned 34 primary schools in Kampala, in a 1:1 ratio, using a computer-generated randomization sequence, to control or intervention arms in a cluster randomized trial. Each school in the intervention group received one trained adult traffic warden stationed at roads adjacent to schools to help young children safely cross. The control schools continued with the standard of care. We extracted and coded outcome data from video recordings on driver yield and child crossing behavior (defined as waiting at the curb, looking both ways for oncoming vehicles, not running while crossing, and avoiding illegal crossing between vehicles) at baseline and after 6 months. Using a mixed effect modified Poisson regression model, we estimated the prevalence ratio to assess whether being in a school traffic warden program was associated with increased driver yield and safe crossing behavior. A higher proportion of drivers yielded to child pedestrians at crossings with a school traffic warden (aPR 7.2; 95% CI 4.42–11.82). Children were 70% more likely to demonstrate safe crossing behavior in the intervention clusters than in control clusters (aPR 1.7; 95% CI 1.04–2.85). A higher prevalence was recorded for walking while crossing (aPR 1.2; 95% CI 1.08–1.25) in the intervention clusters. The school traffic warden program is associated with increased driver yield and safe child pedestrian crossing behavior, i.e., stopping at the curb, walking while crossing, and not crossing between vehicles. Therefore, the school traffic warden program could be promoted to supplement other road safety measures, such as pedestrian safety road infrastructure, legislation, and enforcement that specifically protects children in school zones.
DOI: 10.6084/m9.figshare.25173010.v1
title: Driver yield and safe child pedestrian crossing behavior promotion by a school traffic warden program at primary school crossings: A cluster-randomized trial

description: To determine the effect of a school traffic warden program on increasing driver yield and safe child pedestrian crossing behavior in Kampala, Uganda. We designed and implemented a school traffic warden program in specific school zones in Kampala, Uganda. We randomly assigned 34 primary schools in Kampala, in a 1:1 ratio, using a computer-generated randomization sequence, to control or intervention arms in a cluster randomized trial. Each school in the intervention group received one trained adult traffic warden stationed at roads adjacent to schools to help young children safely cross. The control schools continued with the standard of care. We extracted and coded outcome data from video recordings on driver yield and child crossing behavior (defined as waiting at the curb, looking both ways for oncoming vehicles, not running while crossing, and avoiding illegal crossing between vehicles) at baseline and after 6 months. Using a mixed effect modified Poisson regression model, we estimated the prevalence ratio to assess whether being in a school traffic warden program was associated with increased driver yield and safe crossing behavior. A higher proportion of drivers yielded to child pedestrians at crossings with a school traffic warden (aPR 7.2; 95% CI 4.42–11.82). Children were 70% more likely to demonstrate safe crossing behavior in the intervention clusters than in control clusters (aPR 1.7; 95% CI 1.04–2.85). A higher prevalence was recorded for walking while crossing (aPR 1.2; 95% CI 1.08–1.25) in the intervention clusters. The school traffic warden program is associated with increased driver yield and safe child pedestrian crossing behavior, i.e., stopping at the curb, walking while crossing, and not crossing between vehicles. Therefore, the school traffic warden program could be promoted to supplement other road safety measures, such as pedestrian safety road infrastructure, legislation, and enforcement that specifically protects children in school zones.
DOI: 10.6084/m9.figshare.24878934
title: Effects of risky bus driving behaviors on motorcyclists’ and car drivers’ traffic safety perceptions in mixed traffic flow

description: This study investigates traffic safety perceptions of motorcyclists and car drivers toward risky bus driving behaviors (RBDBs) in mixed traffic flow (MTF). The study identified 10 RBDBs and employed images in a unique questionnaire survey. Further, permutation tests were employed to compare perceptions of motorcyclists in scenarios involving bus-motorcycle-car flow and bus-motorcycle flow and to compare their perceptions to those of car drivers’. Moreover, heteroskedastic generalized ordered logit regression models were utilized to predict traffic safety perceptions of motorcyclists and car drivers toward RBDBs. High-speed bus driving is perceived as the most dangerous situation, while continuous flashing of lights at vehicles in front is perceived as the least dangerous. The permutation test revealed that motorcyclists tend to perceive RBDBs as less dangerous in bus-motorcycle flow than in mixed flow with cars, while car drivers consider them safer than motorcyclists. The regression model revealed that among the RBDBs, bus moving at high speeds, abruptly overtaking, abruptly changing lanes, and suddenly pulling over at bus stops are perceived as the most dangerous by motorcyclists and car drivers. The study also discusses the relationships between the socio-demographic characteristics of motorcyclists/car drivers and their safety perception toward RBDBs. These findings could inform the development of interventions to reduce RBDBs and improve traffic safety for motorcyclists and car drivers.
DOI: 10.6084/m9.figshare.24878934.v1
title: Effects of risky bus driving behaviors on motorcyclists’ and car drivers’ traffic safety perceptions in mixed traffic flow

description: This study investigates traffic safety perceptions of motorcyclists and car drivers toward risky bus driving behaviors (RBDBs) in mixed traffic flow (MTF). The study identified 10 RBDBs and employed images in a unique questionnaire survey. Further, permutation tests were employed to compare perceptions of motorcyclists in scenarios involving bus-motorcycle-car flow and bus-motorcycle flow and to compare their perceptions to those of car drivers’. Moreover, heteroskedastic generalized ordered logit regression models were utilized to predict traffic safety perceptions of motorcyclists and car drivers toward RBDBs. High-speed bus driving is perceived as the most dangerous situation, while continuous flashing of lights at vehicles in front is perceived as the least dangerous. The permutation test revealed that motorcyclists tend to perceive RBDBs as less dangerous in bus-motorcycle flow than in mixed flow with cars, while car drivers consider them safer than motorcyclists. The regression model revealed that among the RBDBs, bus moving at high speeds, abruptly overtaking, abruptly changing lanes, and suddenly pulling over at bus stops are perceived as the most dangerous by motorcyclists and car drivers. The study also discusses the relationships between the socio-demographic characteristics of motorcyclists/car drivers and their safety perception toward RBDBs. These findings could inform the development of interventions to reduce RBDBs and improve traffic safety for motorcyclists and car drivers.
DOI: 10.6084/m9.figshare.25343417
title: Prevalence and factors associated with driving under the influence of alcohol in Brazil

description: To estimate the prevalence and factors associated with Driving Under the Influence of Alcohol (DUIA) among car drivers and motorcyclists in Brazil and to evaluate the association between DUIA and self-reported Road Traffic Injuries (RTIs) in these groups. A cross-sectional study was conducted using data from adults aged 18 or older who participated in the 2019 National Health Survey. Probability sampling was used to recruit participants, and data collection was carried out through home visits. Data from 31,246 car drivers and 21,896 motorcyclists were analyzed. Key indicators included the proportion (%) of car drivers who consumed alcohol and then drove in the past 12 months and the proportion (%) of motorcyclists who consumed alcohol and then drove in the past 12 months. Multiple Poisson regression was used to determine factors associated with DUIA and the association of this variable with RTIs in both groups. DUIA prevalence was 9.4% (95% Confidence Interval [95% CI] = 8.8–10.0) among car drivers and 11.2% (95% CI = 10.4–12.1) among motorcyclists. Among car drivers, DUIA prevalence was higher in men, young adults, those without a spouse/partner, and lower in individuals with lower income and education level. Among motorcyclists, DUIA prevalence was higher in men, young adults, those living outside the capitals and metropolitan regions, and lower in individuals with lower income. DUIA increased the prevalence of self-reported RTIs in the previous 12 months among car drivers and motorcyclists. A high prevalence of DUIA was evident among drivers, particularly motorcyclists. The DUIA was more prevalent among men and young adults. The DUIA was associated with an increased magnitude of self-reported RTIs among car drivers and motorcyclists. Despite the extensive legislation for zero tolerance toward DUIA in the country, actions need stricter enforcement.
DOI: 10.6084/m9.figshare.25343417.v1
title: Prevalence and factors associated with driving under the influence of alcohol in Brazil

description: To estimate the prevalence and factors associated with Driving Under the Influence of Alcohol (DUIA) among car drivers and motorcyclists in Brazil and to evaluate the association between DUIA and self-reported Road Traffic Injuries (RTIs) in these groups. A cross-sectional study was conducted using data from adults aged 18 or older who participated in the 2019 National Health Survey. Probability sampling was used to recruit participants, and data collection was carried out through home visits. Data from 31,246 car drivers and 21,896 motorcyclists were analyzed. Key indicators included the proportion (%) of car drivers who consumed alcohol and then drove in the past 12 months and the proportion (%) of motorcyclists who consumed alcohol and then drove in the past 12 months. Multiple Poisson regression was used to determine factors associated with DUIA and the association of this variable with RTIs in both groups. DUIA prevalence was 9.4% (95% Confidence Interval [95% CI] = 8.8–10.0) among car drivers and 11.2% (95% CI = 10.4–12.1) among motorcyclists. Among car drivers, DUIA prevalence was higher in men, young adults, those without a spouse/partner, and lower in individuals with lower income and education level. Among motorcyclists, DUIA prevalence was higher in men, young adults, those living outside the capitals and metropolitan regions, and lower in individuals with lower income. DUIA increased the prevalence of self-reported RTIs in the previous 12 months among car drivers and motorcyclists. A high prevalence of DUIA was evident among drivers, particularly motorcyclists. The DUIA was more prevalent among men and young adults. The DUIA was associated with an increased magnitude of self-reported RTIs among car drivers and motorcyclists. Despite the extensive legislation for zero tolerance toward DUIA in the country, actions need stricter enforcement.
DOI: 10.5255/ukda-sn-857786
title: Designing for Healthy Cognitive Ageing Project: Room Occupation and Indoor Environment Data, 2021-2023

description: The DesHCA research aimed to develop designs that could support people as they age, including if they develop cognitive, physical or sensory challenges. As part of the project, we wanted to understand how people interact with their homes by measuring objective indicators. This was done by installing electronic monitoring systems in ten homes of varying ages and types, and interviewing the occupants about their day-to-day use of the home. The sensors measured temperature, light, humidity, air quality and occupancy (presence or absence of people at regular intervals). The data for each home were subsequently linked with weather data for each location, to allow examination of how occupancy and home conditions varied with the weather.

The archive contains monitoring data collected by sensors installed in ten homes lived in by older people. The sensors measured temperature, humidity, air quality, light and occupancy throughout the home over periods between 112 and 343 days. The homes varied in type and tenure, with a view to covering a variety of situations. Occupants were also informally interviewed, and key characteristics of the home and the household recorded using a questionnaire. Fieldnotes from the interviews and diagrammatic representations of each home with sensor locations are included in the archive.