Relevant bibliographies by topics / After crash

Contents

  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'After crash'

Author: Grafiati
Published: 4 June 2021
Last updated: 8 February 2022

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Journal articles on the topic "After crash"

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Maddern, Steve. "After the crash." Nursing Standard 23, no. 23 (February 13, 2009): 26–27. http://dx.doi.org/10.7748/ns.23.23.26.s29.

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Wolf, Martin. "After the Crash." Foreign Policy, no. 120 (September 2000): 46. http://dx.doi.org/10.2307/1149711.

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French, Barbara C. "AFTER THE CRASH." Journal of Christian Nursing 3, no. 3 (1986): 15–16. http://dx.doi.org/10.1097/00005217-198603030-00005.

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Gamble, Andrew. "After the crash." Journal of Education Policy 25, no. 6 (November 2010): 703–8. http://dx.doi.org/10.1080/02680939.2010.514065.

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Cowen, Ron. "After the Crash." Science News 146, no. 25 (December 17, 1994): 412. http://dx.doi.org/10.2307/3978792.

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Farthing, Linda, and Carlos Villegas. "After The Crash." Report on the Americas 25, no. 1 (July 1991): 24–38. http://dx.doi.org/10.1080/10714839.1991.11723160.

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Moss, Lauree E. "After the Crash:." Women & Therapy 18, no. 2 (August 12, 1996): 61–70. http://dx.doi.org/10.1300/j015v18n02_10.

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Vearrier, David. "Seizure After Bicycle Crash." Visual Journal of Emergency Medicine 2 (January 2016): 53–54. http://dx.doi.org/10.1016/j.visj.2015.09.007.

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Donald, B., M. S. Gertler, and P. Tyler. "Creatives after the crash." Cambridge Journal of Regions, Economy and Society 6, no. 1 (February 11, 2013): 3–21. http://dx.doi.org/10.1093/cjres/rss023.

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Mo, Jongryn, and Chung-in Moon. "Korea After the Crash." Journal of Democracy 10, no. 3 (1999): 150–64. http://dx.doi.org/10.1353/jod.1999.0050.

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Dissertations / Theses on the topic "After crash"

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Doohan, Isabelle. "Surviving a major bus crash : experiences from the crash and five years after." Doctoral thesis, Umeå universitet, Kirurgi, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-140198.

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Background Major road traffic crashes (RTCs) can have a significant impact on the survivors, their family, and their friends, as well as on emergency personnel, volunteers, and others involved. However, survivors’ perspectives are rare or missing in research on major RTCs in Sweden. A comprehensive understanding of the survivors and their experiences is also lacking. By studying what it is like to survive a major RTC, the care and support provided to survivors can be adapted and improved. The overall aim is to broaden the understanding of the short- and long-term consequences and experiences of surviving a major bus crash. Methods The contexts are two bus crashes that occurred in Sweden, in February 2007 and December 2014. In total, the participants are 110 out of the 112 survivors, and the data is collected through telephone interviews, official reports, and medical records at one month, three months, and five years after the crashes. Analysis methods include qualitative content analysis, descriptive statistics, thematic analysis, and mixed methods research analysis. Results One month after the crash, most of the survivors were experiencing minor or major physical and/or psychological stress in their everyday lives (Study I). Four main findings were identified regarding their experiences of immediate care (Study II): prehospital discomfort, lack of compassionate care, dissatisfaction with crisis support, and satisfactory initial care and support. The importance of compassion and being close to others was also highlighted. Five years after the bus crash in Rasbo (Study III), survivors were still struggling with physical injuries and mental problems. Other long-term consequences were a lasting sense of connectedness among fellow passengers, a gratitude for life, as well as feelings of distress in traffic, especially in regard to buses. The main findings from study IV indicated that injury severity did not seem to affect mental health, and that social aspects were important to the recovery process. There was an interconnection among survivors in which they seemed to be linked to each other’s recovery. Conclusion A strong need for short- and long-term social and psychological support in terms of compassion and community is evident in all the studies. The survivors ought to be acknowledged as capable and having the resources to contribute to their own and their fellow survivors’ recovery and health. There is a need for greater understanding of how different the survivors are, with each one of them having various physical, psychological, social, and existential needs.
Bakgrund Stora trafikskadehändelser kan ha en betydande inverkan på de överlevande och deras närståendes liv, likaså på sjukvårdspersonal, vittnen, och andra som är involverade. Trots detta så är de överlevandes perspektiv sällsynta eller saknas i forskning om stora trafikskadehändelser i Sverige. Det saknas även en helhetsförståelse av överlevande och deras erfarenheter. Genom att studera hur det är att överleva en busskrasch kan omhändertagande och stöd anpassas och förbättras. Det övergripande syftet är att öka förståelsen av kort- och långsiktiga konsekvenser och erfarenheter av att överleva en stor busskrasch. Metod Kontexten är två busskrascher som inträffade i februari 2007 och december 2014 i Sverige. Antal deltagare är 110 av 112 överlevande och data samlades in en månad, tre månader och fem år efter krascherna, via telefonintervjuer, officiella rapporter och medicinska journaler. Analysmetoder inkluderar kvalitativ innehållsanalys, deskriptiv statistik, tematisk analys och mixad metod. Resultat En månad efter kraschen upplevde överlevande fysiskt obehag och/eller psykisk stress i varierande grad i sin vardag (Studie I). Gällande upplevelser av det initiala omhändertagandet (Studie II) identifierades fyra huvudresultat; obehag på skadeplats, brister i omhändertagande och bemötande, missnöje med krisstöd, och tillfredsställande initialt omhändertagande och stöd. Betydelsen av empati och medkänsla från personal och frivilliga samt samhörighet med medpassagerare lyftes fram av de överlevande. Fem år efter busskraschen i Rasbo (Studie III) fanns det överlevande som fortfarande kämpade med fysiska skador och psykiska problem. Andra tydliga långsiktiga konsekvenser var en bestående gemenskap mellan medpassagerare, en tacksamhet över livet, samt oro och rädsla i trafiken, speciellt vid bussåkande. Uppföljningen efter busskraschen i Tranemo (Studie IV) indikerade att sociala aspekter var betydelsefulla för återhämtningsprocessen hos överlevande och att skadornas svårighetsgrad inte var betydande för det psykiska välbefinnandet. En stark samhörighet upplevdes bland de närstående som reste tillsammans och de verkade följa varandras återhämtning. Slutsatser Ett starkt behov av kort- och långsiktigt socialt och psykologiskt stöd i form av gemenskap och empati är tydligt i samtliga studier. De överlevande bör uppmärksammas som aktörer med kapacitet och resurser till att bidra till sin egen och medpassagerares återhämtning och hälsa. Det behövs en ökad förståelse för hur olika de överlevande är, med varierande fysiska, psykologiska, sociala, och existentiella behov.
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Moore, Kevin M. M. Arch Massachusetts Institute of Technology. "After the crash : reclaiming Bangkok's city of ghosts." Thesis, Massachusetts Institute of Technology, 2010. http://hdl.handle.net/1721.1/58172.

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Thesis (M. Arch.)--Massachusetts Institute of Technology, Dept. of Architecture, 2010.
"February 2010." Cataloged from PDF version of thesis.
Includes bibliographical references (p. 67-68).
This thesis addresses the issue of ghost buildings in Bangkok, Thailand - buildings left unfinished since the financial crisis of 1997. Predicated by massive foreign investment, profligate lending and speculative construction, the crash left over five hundred 'interrupted' projects - buildings upwards of fifty storeys - standing as unwelcome monuments to global capital run amok. This project proposes reclamation strategies that would enable 'small agents' to inhabit and revive the abandoned structures. The design intends to echo both the populist, nativist movement that has taken root in post-crash Thailand, as well as the myriad informal systems that allow the overtaxed city of Bangkok to function vibrantly.
by Kevin M. Moore.
M.Arch.
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Brophy, Sarah S. "Economic Survival in Colorado Before and After the Silver Crash of 1893." W&M ScholarWorks, 1987. https://scholarworks.wm.edu/etd/1539625416.

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Křižák, Michal. "Využití počítačové podpory při řešení předstřetového pohybu vozidel." Master's thesis, Vysoké učení technické v Brně. Ústav soudního inženýrství, 2012. http://www.nusl.cz/ntk/nusl-232640.

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Thesis deals with comparison of influence of chosen solution method on pre crash movement of vehicles in one simulation program and on differences between calculations for one method in different programs. Compared solution methods are kinematics and dynamics solutions of pre crash movement, compared programs are Virtual CRASH and PC-Crash.
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LeDew, Christopher. "SAFETY EFFECTS OF TRAFFIC SIGNAL INSTALLATIONS ON STATE ROAD INTERSECTIONS IN NORTHEAST FLORIDA." Master's thesis, University of Central Florida, 2006. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/3446.

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The purpose of this thesis is to explore how the installations of traffic signals affect crash experience at intersections, to identify those factors which help predict crashes after a signal is installed, and to develop a crash prediction model. It is the intent of this thesis to supplement the Manual on Uniform Traffic Control Devices Signal Warrant procedure and aid the traffic engineer in the signal installation decision making process. Crash data, as well as operational and geometric factors were examined for 32 state road intersections in the northeast Florida area before and after signal installation. Signal warrant studies were used as sources for traffic volumes, geometric information and crash history, before signal installation. The Florida Department of Transportation's Crash Analysis Reporting System (CARS) was used to gather crash data for the time period after signal installation. On average, the 32 intersections experienced a 12% increase in the total number of crashes and a 26% reduction in crash rate after signals were installed. The change in the number of crashes was not significant, but the rate change was significant with 90% confidence. Angle crash frequency dropped by 60% and the angle crash rate dropped by 66%, both are significant. Left-turn crashes dropped by 8% and their rate by 16%, although neither was significant. Rear-end crashes increased by 86% and the rear-end crash rate decreased by 5%. Neither of these changes was statistically significant. When crash severity was examined, it was found that the number of injury crashes increased by 64.8% and the rate by only 0.02%. Neither change was significant. Both the number of fatal crashes and the rate decreased by 100% and were significant. Property Damage Only (PDO) crashes increased by 96%, after signalization, but this change was not significant. The PDO rate, however, decreased by 46.5% and is significant. Operational factors such as AADT, turning movement counts, and speed limits; and geometric factors such as medians, turn lanes and numbers of lanes were considered to determine their effect on crashes at signalized intersections. Smaller roads, with low AADT, fewer lanes, and a rural character were found to benefit from signalization more than busier urbanized roads, in terms of crash rate reduction. The AADT, roadway cross section, number of lanes, medians, speed limit and left turn volume were all found to be important factors influencing crash rates. This thesis recommends: 1) the use of crash prediction models to supplement the MUTCD Crash Warrant, 2) the addition of a left-turn warrant to the MUTCD signal warranting procedure, and 3) development of an intersection database containing crash data as well as operational and geometric information to aid in future research.
M.S.C.E.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering
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Steinberg, Alexandra. "Emergent knowledge dynamics in innovation : exploring e-business entrepreneurship after the dotcom crash." Thesis, London School of Economics and Political Science (University of London), 2005. http://etheses.lse.ac.uk/140/.

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This thesis explores emergent knowledge dynamics in innovation in the context of ebusiness entrepreneurship. Based on a critique of the dialectic interpretation of knowledge dynamics, it forwards a perspective that stresses the creative force of emergence that disrupts existent meanings and produces new potentialities for innovation. It suggests ways of using such a perspective in policy-targeted research. The first part elaborates on the traditional uses of concepts of knowledge in explanations of entrepreneurial innovation and on the need to account for a dynamic perspective on emergent knowledge. The thesis employs work by Deleuze and Guattari as meta-theoretical vehicle to expand the conceptual potential of social representations theory beyond its traditional focus on a dialectic ontology of becoming. It highlights a dynamic which does not exclusively assume conceptual difference as the source of the novel and which allows for patterns of becoming other than the triadic continuity of dialectics. Together, this provides new possibilities for an understanding of knowledge dynamics taking into account both adaptive and creative dynamics of emergence. The empirical part combines thematic analysis of interviews and a focus group with Deleuzian analysis of participant observation to facilitate an exploration of emergent conditions for innovation in a particular milieu of e-business entrepreneurship. The exploration shows how changes in shared evaluative dimensions guided – and constrained – the creation of new concepts. Simultaneously, distinct assemblages arising from novel connections of affect and technology in networks created the conditions of fluidity and ambiguity required for new knowledge: in the aftermath of the dotcom crash, new concepts of network leadership and trust in business interaction were emerging. This study forwards new insights on the study of emergent knowledge dynamics as oscillating between rhizomic opening and dialectic closure. It is in the disruptive encounters between the two that new conditions for innovation can assemble.
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Galgamuwa, Uditha Nandun. "Estimating crash modification factors for lane-departure countermeasures in Kansas." Diss., Kansas State University, 2018. http://hdl.handle.net/2097/38756.

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Doctor of Philosophy
Department of Civil Engineering
Sunanda Dissanayake
Lane-departure crashes are the most predominant crash type in Kansas which causes very high number of motor vehicle fatalities. Therefore, the Kansas Department of Transportation (KDOT) has implemented several different types of countermeasures to reduce the number of motor vehicle fatalities associated with lane-departure crashes. This research was conducted to estimate the safety effectiveness of commonly used lane-departure countermeasures in Kansas on all crashes and lane-departure crashes using Crash Modification Factors (CMFs). Paved shoulders, rumble strips, safety edge treatments and median cable barriers were identified as the commonly used lane-departure countermeasures on both tangent and curved road segments while chevrons and post-mounted delineators were identified as the most commonly used lane-departure countermeasures on curved road segments. This research proposes a state-of-art method of estimating CMFs using cross-sectional data for chevrons and post-mounted delineators. Furthermore, another state-of-art method is proposed in this research to estimate CMFs for safety edge treatments using before-and-after data. Considering the difficulties of finding the exact date of implementation of each countermeasure, both cross-sectional and before-and-after studies were employed to estimate the CMFs. Cross-sectional and case-control methods, which are the two major methods in cross-sectional studies were employed to estimate CMFs for paved shoulders, rumble strips, and median cable barriers. The conventional cross-sectional and case-control methods were modified when estimating CMFs for chevrons and post-mounted delineators by incorporating environmental and human behaviors in addition to geometric and traffic-related explanatory variables. The proposed method is novel and has not been used in the previous cross-sectional models available in the literature. Generalized linear regression models assuming negative binomial error structure were used to develop models for cross-sectional method to estimate CMFs while logistic regression models were used to estimate CMFs using case-control method. Results showed that incorporating environmental and human-related variables into cross-sectional models provide better model fit than in conventional cross-sectional models. To validate the developed models for cross-sectional method, mean of the residuals and the Root Mean Square Error (RMSE) were used. For the case-control method, Receiver Operational Characteristic (ROC) was used to evaluate the predictive power of models for a binary outcome using classification tables. However, it was seen that the case-control method is not suitable for estimating CMFs for all crashes since the range of the crash frequency is wide in each road segment. A regression-based method of estimating CMFs using before-and-after data was proposed to estimate CMFs for safety edge treatments. This method allows researchers to identify the safety effectiveness of an individual CMFs on road segments where multiple treatments have been applied at the same time. Since this method uses road geometric and traffic-related characteristics in addition to countermeasure information as the explanatory variables, the model itself would be the Safety Performance Function (SPF). Therefore, developing new SPF is not necessary. Finally, the CMFs were estimated using before-and-after Empirical Bayes method to validate the results from the regression-based method. The results of this study can be used as a decision-making tool when implementing lane-departure countermeasures on similar roadways in Kansas. Even though there are readily available CMFs from the national level studies, having more localized CMFs will be beneficial due to differences in traffic-related and geometric characteristics on different roadways.
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Kunovský, Martin. "Vliv polohy těžiště vozidla na jeho postřetový pohyb." Master's thesis, Vysoké učení technické v Brně. Ústav soudního inženýrství, 2012. http://www.nusl.cz/ntk/nusl-232690.

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This diploma thesis analyses the influence of the change to the vehicle’s center of gravity on its after-impact movement. The theoretical part of the thesis describes the basic methods which are used in investigation of the transverse, lengthwise and height position of center of gravity or the influence of center of gravity’s vehicle position to its stability and handling. Next part of the thesis deals with basic division of the road accidents and briefly describes the methods used in its analysis. Problematic maneuvers and everyday road traffic situations are stated in this thesis. Chosen situations were simulated in Virtual CRASH and PC crash programmes. Influence of the transverse, lengthwise and height position of center of gravity was investigated in these programmes with regards to the after-impact behaviour of vehicle. The obtained results were evaluated in the final chapter.
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Chambers, Alexander Lindsay. "Benefits of Advanced Traffic Management Solutions: Before and After Crash Analysis for Deployment of a Variable Advisory Speed Limit System." DigitalCommons@CalPoly, 2016. https://digitalcommons.calpoly.edu/theses/1653.

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Variable speed limit (VSL) systems are important active traffic management tools that are being deployed across the U.S. and indeed around the world for relieving congestion and improving safety. Oregon’s first variable advisory speed limit signs were activated along Oregon Highway 217 in the summer of 2014. The variable advisory speed system is responsive to both congestion and weather conditions. This seven-mile corridor stretches around Western Portland and has suffered from high crash rates and peak period congestion in the past. VSL systems are often deployed to address safety, mobility and sustainability related performance. This research seeks to determine whether the newly implemented variable advisory speed limit system has had measurable impacts on traffic safety and what the scale of the impact has been. The research utilizes a before-after crash analysis with three years of data prior to implementation and around 16 months after. Statistical analysis using an Empirical Bayes (EB) approach will aim to separate the direct impacts of the variable advisory speed limit signs from the long term trends on the highway. In addition, the analysis corrects for the changes in traffic volumes over the study period. Three data sources will be utilized including Washington County 911 call data, Oregon incident reports, and official Oregon Department of Transportation crash data reports. The analysis results are compared between data sources to determine the reliability of 911 call data as a proxy for crash statistics. The conclusions should be able to provide an indication of whether variable advisory speed limits can provide increased safety along high crash corridors.
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Boontanorm, Onousa. "International diversification opportunities for real estate investment portfolios : a fresh look focusing on private real estate after the Great Crash." Thesis, Massachusetts Institute of Technology, 2010. http://hdl.handle.net/1721.1/62128.

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Thesis (S.M. in Real Estate Development)--Massachusetts Institute of Technology, Program in Real Estate Development in Conjunction with the Center for Real Estate , 2010.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 71-72).
This thesis explores the topic of diversification opportunities in international real estate, with focus on private real estate markets in developed countries. In examining the characteristics of returns and interrelatedness between international real estate, stocks and bonds markets from the time period spanning 2000 to 2009, we find that 2008 was the only year within the past decade in which several countries saw synchronized negative returns on a calendar year basis in the stocks and real estate markets, and even so the synchronized negative returns was only experienced by half of the countries within the 10-country opportunity set. The amplitude of the peak to trough drop in the cumulative value of the assets was small in real estate on average relative to that of stocks. These findings suggest that investors' should benefit from holding international real estate within their portfolios, even in an extreme down market. Modern portfolio theory is used to analyze and compare ex-ante diversification opportunities in international real estate, stocks and bonds and domestic diversification opportunities for the three asset classes from the perspectives of U.S. and European investors. We project expected returns for each of the markets and used historical risks (volatility) from the 2000-2009 period as estimates for volatility. When returns are calculated in local currencies, international diversification in the real estate portfolio (diversified within a 10-country opportunity set) should help U.S. investors substantially improve their portfolio risk-return efficiency relative to domestic diversification (within a 6-metropolitan area opportunity set), as the markets within the U.S. domestic opportunity set provide unattractive risk-return efficiency and their movements are highly correlated. By contrast, European investors will benefit less from the same international diversification strategy relative to domestic diversification (within 5 Eurozone countries) as several Eurozone markets are able to provide considerable risk-return efficiency and low correlations can be found in some pairs of markets. Applying home bias and limits on exposure to any single country i.e. country caps to the portfolio allocation helps to balance the allocation weights for the investor's portfolio but also significantly limits the investor's ability to take advantage of diversification opportunities provided by the international markets. When returns are calculated in the investors' domestic currencies, additional currency risk increases the portfolio volatility without providing additional expected return, reducing diversification benefits of international real estate. Even so, international diversification potential to U.S. investors should still be considerable, while that to European investors' should be minimal.
by Onousa Boontanorm.
S.M.in Real Estate Development
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Books on the topic "After crash"

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After the crash. London: Weidenfeld & Nicolson, 2015.

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Erdem, Orhan. After the Crash. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-43343-7.

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Neun, Winfried. After the crash is before the crash. Wiesbaden: Springer Fachmedien Wiesbaden, 2014. http://dx.doi.org/10.1007/978-3-658-04229-5.

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Barwell, Richard. Macroeconomic Policy after the Crash. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-40463-9.

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Barwell, Richard. Macroeconomic Policy after the Crash. London: Palgrave Macmillan UK, 2016. http://dx.doi.org/10.1057/978-1-137-51592-6.

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Ehrenhalt, Samuel M. After the crash: New York prospects. Albany, N.Y: Nelson A. Rockefeller Institute of Government, State University of New York, 1989.

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After the crash: The future of finance. Washington, D.C: Brookings Institution Press, 2010.

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Schultz, Harry D. After a crash: Bear market money making. Arvada, Colo: Datum, 1988.

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Kess, Sidney. After the crash: New financial planning approaches. Chicago, Ill. (4025 W. Peterson Ave., Chicago 60646): Commerce Clearing House, 1987.

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American Bar Association. National Institute. After impact, the medical story: Practice materials, papers. [Washington, D.C.?]: American Bar Association, 1994.

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Book chapters on the topic "After crash"

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Erdem, Orhan. "Introduction." In After the Crash, 1–5. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-43343-7_1.

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Erdem, Orhan. "Before the Crisis." In After the Crash, 7–22. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-43343-7_2.

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Erdem, Orhan. "The 2008 Crisis." In After the Crash, 23–52. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-43343-7_3.

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Erdem, Orhan. "The Crisis and Aftermath-I: Behavioral Economics." In After the Crash, 53–75. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-43343-7_4.

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Erdem, Orhan. "The Crisis and Aftermath-II: Society and Economics." In After the Crash, 77–109. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-43343-7_5.

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Erdem, Orhan. "Conclusion." In After the Crash, 111–13. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-43343-7_6.

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Storr, Dieter W. "Recovery After a Crash." In Efficient Usage of Adabas Replication, 63–69. Wiesbaden: Vieweg+Teubner Verlag, 2011. http://dx.doi.org/10.1007/978-3-8348-8214-1_5.

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Neun, Winfried. "One crisis does not yet denote a catastrophe. Two crises denote a psychological challenge." In After the crash is before the crash, 13–31. Wiesbaden: Springer Fachmedien Wiesbaden, 2013. http://dx.doi.org/10.1007/978-3-658-04229-5_1.

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Neun, Winfried. "Conclusion." In After the crash is before the crash, 155–56. Wiesbaden: Springer Fachmedien Wiesbaden, 2013. http://dx.doi.org/10.1007/978-3-658-04229-5_10.

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Neun, Winfried. "When events happen in quick succession: The (particular) dynamics of a crisis." In After the crash is before the crash, 33–43. Wiesbaden: Springer Fachmedien Wiesbaden, 2013. http://dx.doi.org/10.1007/978-3-658-04229-5_2.

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Conference papers on the topic "After crash"

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Ko, Seokhoon, Garam Jeong, Dohyung Kim, Haekwon Park, Kyusang Lee, and Raeick Jang. "Passenger Injury Analysis Considering Vehicle Crash after AEB Activation." In 63rd Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2020. http://dx.doi.org/10.4271/2019-22-0023.

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Nicholson, Kristen J., Julia C. Quindlen, and Beth A. Winkelstein. "Development of a Duration Threshold for Modulating Evoked Neuronal Responses After Nerve Root Compression Injury." In 55th Stapp Car Crash Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2011. http://dx.doi.org/10.4271/2011-22-0001.

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McConnell, Whitman E., Richard P. Howard, Jon Van Poppel, Robin Krause, Herbert M. Guzman, John B. Bomar, James H. Raddin, James V. Benedict, and Charles P. Hatsell. "Human Head and Neck Kinematics After Low Velocity Rear-End Impacts - Understanding “Whiplash”." In 39th Stapp Car Crash Conference (1995). 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1995. http://dx.doi.org/10.4271/952724.

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Frank, Todd A., Darko Babic, and Patrick Williams. "Condition of the Motorcycle Steering Head Assembly after Crash Testing." In SAE 2012 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2012. http://dx.doi.org/10.4271/2012-01-0619.

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Ewers, Benjamin J., Vijay M. Jayaraman, Richard F. Banglmaier, and Roger C. Haut. "The Effect of Loading Rate on the Degree of Acute Injury and Chronic Conditions in the Knee After Blunt Impact." In 44th Stapp Car Crash Conference (2000). 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2000. http://dx.doi.org/10.4271/2000-01-sc20.

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Arndt, Mark W., Stephen M. Arndt, and Donald Stevens. "Drag Factors From Rollover Crash Testing for Crash Reconstructions." In ASME 2011 International Mechanical Engineering Congress and Exposition. ASMEDC, 2011. http://dx.doi.org/10.1115/imece2011-65537.

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A study of numerous published rollover tests was conducted by reexamination of the original works, analysis of their data, and centralized compilation of their results. Instances were identified where the original reported results for trip speed were in error, requiring revision because the analysis technique employed extrapolation versus integration and lacked correction for offset errors that develop by placing the Global Positioning System (GPS) antenna away from the vehicle Center of Gravity (CG). An analysis was performed demonstrating revised results. In total, 81 dolly rollover crash tests, 24 naturally occurring rollover crash tests, and 102 reconstructed rollovers were identified. Of the 24 naturally occurring tests, 18 were steer-induced rollover tests. Distributions of the rollover drag factors are presented. The range of drag factors for all examined dolly rollovers was 0.38 g to 0.50 g with the upper and lower 15 percent statistically trimmed. The average drag factor for dolly rollovers was 0.44 g (standard deviation = 0.064) with a reported minimum of 0.31 g and a reported maximum of 0.61 g. After revisions, the range of drag factors for the set of naturally occurring rollovers was 0.39 g to 0.50 g with the upper and lower 15 percent statistically trimmed. The average drag factor for naturally occurring rollovers was 0.44 g (standard deviation = 0.063) with a reported minimum of 0.33 g and a reported maximum of 0.57 g. These results provide a more probable range of the drag factor for use in accident reconstruction compared to the often repeated assertion that rollover drag factors range between 0.4 g and 0.65 g.
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Jarynowski, Andrzej, Andrzej Buda, and Maciej Piasecki. "Multilayer Network Analysis of Polish Parliament 4 Years before and after Smolenńk Crash." In 2016 Third European Network Intelligence Conference (ENIC). IEEE, 2016. http://dx.doi.org/10.1109/enic.2016.018.

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Tang, Xinxin, and Hallvard G. Fjær. "Integrated Forming, Welding and Crash Simulations for an Aluminum Crash Management System." In ASME 2015 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/detc2015-46088.

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Simulations of production by forming and welding, and crash testing of an aluminum crash management system have been carried out. A numerical tool/interface is also developed for modeling, simulating and evaluating the material flow, the design concepts and fabrication processes continually, accurately and fast. In the present paper, the fabrication processes of the Audi A1 crash management system are studied. The system consists of a stretch-bent extruded beam, a towing nut, two extruded crash tubes and two plates that are welded together. In order to perform analyses efficiently, this study employed a common set of solid elements for modeling the forming, welding and crash processes. The forming simulation has been performed in IMPETUS Afea Solver. The solid elements have been transferred flexible from coarse single order elements into the fine higher order elements in different stages of the design. In this way, it is possible to quickly capture the key concepts of the tool design, and to ensure that the details of the product and the requirements of the tooling can be correctly predicted. The welding simulation has been performed in Weldsim. It combines a thermal, a mechanical and a metallurgical model. The thermal history, the welding deformations, the hardness and the microstructure distribution, the residual stresses and the distortions in the system are evaluated after a welding simulation. Through the welding simulation, the effect of the welding fixtures and the welding heat input can be assessed. Result fields from the welding simulation include the yield stress varying through the heat affected zones. This result field is imported to and applied in the crash simulation. Crash simulation is carried out with the information of changes in material performance caused by the welding heat. Through a crash simulation the ability of the system to perform correct deformation and fracture modes is verified.
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Li, Ran. "The Determination of Search Pattern after an Air Crash Based on the Bayesian Analysis." In 2017 5th International Conference on Machinery, Materials and Computing Technology (ICMMCT 2017). Paris, France: Atlantis Press, 2017. http://dx.doi.org/10.2991/icmmct-17.2017.303.

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Dixit, Y., P. Begeman, G. S. Dhaliwal, G. Newaz, D. Board, Y. Chen, and O. Faruque. "Crashworthiness Performance of Carbon Fiber Composite (CFC) Vehicle Front Bumper Crush Can (FBCC) Assemblies Subjected to High Speed 40% Offset Frontal Impact." In ASME 2017 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/imece2017-70357.

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This research article presents the crashworthiness response of carbon fiber composite front bumper crush can (FBCC) assembly subjected to 40% offset frontal impact loading. Automobile manufacturers continue to strive for overall vehicle weight reduction while maintaining or enhancing safety performance. Therefore, the physical testing of lightweight materials becomes extremely important under a crash scenario in order to apply them to automotive structures to reduce the overall weight of the vehicle. In this study carbon fiber/epoxy lightweight composite material is chosen to develop frontal bumper beam crush can assemblies. Due to lack of available studies on carbon fiber composite FBCCs assemblies under frontal offset crash scenario, a new component-level experimental study is conducted in order to develop data that will provide assistance to CAE models for better correlation. A sled-on-sled testing method was utilized to perform tests in this study. 40 % offset frontal tests on FBCC structures were conducted by utilizing three high-speed cameras (HSCs), several accelerometers and load wall. Impact histories i.e. crash pulse, force-time history, force-displacement, impact characteristics and deformation patterns from all FBCC tests were consistent. The standard deviation and coefficient of variance for the energy absorbed were very low suggesting the repeatability of the 40% offset tests. Excellent correlation was achieved between video tracking and accelerometers results for time histories of displacement and velocity. Post-impact photographs showed the progressive crushing of composite crush cans, bumper beam/crush can adhesive joint failure located on unimpacted side and breakage of the bumper beam due to the production of shear stresses as it is stretched due to its curvature after hitting the sled.
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Reports on the topic "After crash"

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Goetzmann, William, and Dasol Kim. Negative Bubbles: What Happens After a Crash. Cambridge, MA: National Bureau of Economic Research, September 2017. http://dx.doi.org/10.3386/w23830.

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Schwert, G. William. Stock Market Volatility: Ten Years After the Crash. Cambridge, MA: National Bureau of Economic Research, January 1998. http://dx.doi.org/10.3386/w6381.

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Jeanne, Olivier, and Anton Korinek. Macroprudential Regulation Versus Mopping Up After the Crash. Cambridge, MA: National Bureau of Economic Research, January 2013. http://dx.doi.org/10.3386/w18675.

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Tarko, Andrew P., Mario Romero, Cristhian Lizarazo, and Paul Pineda. Statistical Analysis of Safety Improvements and Integration into Project Design Process. Purdue University, 2020. http://dx.doi.org/10.5703/1288284317121.

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RoadHAT is a tool developed by the Center for Road Safety and implemented for the INDOT safety management practice to help identify both safety needs and relevant road improvements. This study has modified the tool to facilitate a quick and convenient comparison of various design alternatives in the preliminary design stage for scoping small and medium safety-improvement projects. The modified RoadHAT 4D incorporates a statistical estimation of the Crash Reduction Factors based on a before-and-after analysis of multiple treated and control sites with EB correction for the regression-to-mean effect. The new version also includes the updated Safety Performance Functions, revised average costs of crashes, and the comprehensive table of Crash Modification Factors—all updated to reflect current Indiana conditions. The documentation includes updated Guidelines for Roadway Safety Improvements. The improved tool will be implemented at a sequence of workshops for the final end users and preceded with a beta-testing phase involving a small group of INDOT engineers.
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Wei, Fulu, Ce Wang, Xiangxi Tian, Shuo Li, and Jie Shan. Investigation of Durability and Performance of High Friction Surface Treatment. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317281.

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The Indiana Department of Transportation (INDOT) completed a total of 25 high friction surface treatment (HFST) projects across the state in 2018. This research study attempted to investigate the durability and performance of HFST in terms of its HFST-pavement system integrity and surface friction performance. Laboratory tests were conducted to determine the physical and mechanical properties of epoxy-bauxite mortar. Field inspections were carried out to identify site conditions and common early HFST distresses. Cyclic loading test and finite element method (FEM) analysis were performed to evaluate the bonding strength between HFST and existing pavement, in particular chip seal with different pretreatments such as vacuum sweeping, shotblasting, and scarification milling. Both surface friction and texture tests were undertaken periodically (generally once every 6 months) to evaluate the surface friction performance of HFST. Crash records over a 5-year period, i.e., 3 years before installation and 2 years after installation, were examined to determine the safety performance of HFST, crash modification factor (CMF) in particular. It was found that HFST epoxy-bauxite mortar has a coefficient of thermal expansion (CTE) significantly higher than those of hot mix asphalt (HMA) mixtures and Portland cement concrete (PCC), and good cracking resistance. The most common early HFST distresses in Indiana are reflective cracking, surface wrinkling, aggregate loss, and delamination. Vacuum sweeping is the optimal method for pretreating existing pavements, chip seal in particular. Chip seal in good condition is structurally capable of providing a sound base for HFST. On two-lane highway curves, HFST is capable of reducing the total vehicle crash by 30%, injury crash by 50%, and wet weather crash by 44%, and providing a CMF of 0.584 in Indiana. Great variability may arise in the results of friction tests on horizontal curves by the use of locked wheel skid tester (LWST) due both to the nature of vehicle dynamics and to the operation of test vehicle. Texture testing, however, is capable of providing continuous texture measurements that can be used to calculate a texture height parameter, i.e., mean profile depth (MPD), not only for evaluating friction performance but also implementing quality control (QC) and quality assurance (QA) plans for HFST.
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Williams, Michael, Marcial Lamera, Aleksander Bauranov, Carole Voulgaris, and Anurag Pande. Safety Considerations for All Road Users on Edge Lane Roads. Mineta Transportation Institute, March 2021. http://dx.doi.org/10.31979/mti.2021.1925.

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Edge lane roads (ELRs), also known as advisory bike lanes or advisory shoulders, are a type of shared street where two-way motor vehicle (MV) traffic shares a single center lane, and edge lanes on either side are preferentially reserved for vulnerable road users (VRUs). This work comprises a literature review, an investigation of ELRs’ operational characteristics and potential road user interactions via simulation, and a study of crash data from existing American and Australian ELRs. The simulation evaluated the impact of various factors (e.g., speed, volume, directional split, etc.) on ELR operation. Results lay the foundation for a siting criterion. Current American siting guidance relies only upon daily traffic volume and speed—an approach that inaccurately models an ELR’s safety. To evaluate the safety of existing ELRs, crash data were collected from ELR installations in the US and Australia. For US installations, Empirical Bayes (EB) analysis resulted in an aggregate CMF of .56 for 11 installations observed over 8 years while serving more than 60 million vehicle trips. The data from the Australian State of Queensland involved rural one-lane, low-volume, higher-speed roads, functionally equivalent to ELRs. As motor vehicle volume grows, these roads are widened to two-lane facilities. While the authors observed low mean crash rates on the one-lane roads, analysis of recently converted (from one-lane to two-lane) facilities showed that several experienced fewer crashes than expected after conversion to two-lane roads.
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Qi, Yan, Ryan Fries, Shambhu Saran Baral, and Pranesh Biswas. Evaluating the Costs and Benefits of Snow Fences in Illinois: Phase 2. Illinois Center for Transportation, November 2020. http://dx.doi.org/10.36501/0197-9191/20-020.

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Serving as a windbreak, properly sited and designed snow fences have been proven effective in mitigating the negative impacts of blowing snow. To achieve the best snow-control effects, the ideal locations for snow fences are usually outside the roadway right-of-way. Few efforts have been made to examine the economic efficiency of snow fences and explore ways to reward private landowners. The objective of this project was to develop methodologies for evaluation of the costs and benefits of snow fences in Illinois and identify ways to encourage private landowners’ participation in the snow fence program while keeping it cost-effective. The researchers conducted a literature review as well as agency and landowner surveys. They also acquired crash data, snow fence and blowing snow segment inventory data, and blowing snow removal expenditure data as well as performed benefit-cost analyses of three types of snow fences following Federal Highway Administration guides. The survey results suggested that standing corn rows (SCRs) and structural snow fences (SSFs) were the least intrusive options for landowners and living snow fences (LSFs) with trees were the most intrusive. Some concerns related to LSFs could be reduced by allowing landowners to play a role in the design and plant-selection process. The crash data indicated that no fatal and severe crashes occurred at snow fence segments, while several fatal and severe crashes occurred at blowing snow segments during 2012–2016. The results of the benefit-cost analyses showed that the benefit-cost ratios for LSFs and SSFs are comparable. However, LSFs are favorable over SSFs because little maintenance is needed after the plants are mature. Although SCRs have the highest benefit-cost ratio, the need to renew the agency-landowner agreement annually and the alternating of crops planted may limit their snow-control effectiveness and large-scale implementation. A tool was developed using MS Excel to facilitate the benefit-cost analysis of snow fences.
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Day care monitor dies after crash of 15-passenger van. U.S. Department of Health and Human Services, Public Health Service, Centers for Disease Control and Prevention, National Institute for Occupational Safety and Health, June 2013. http://dx.doi.org/10.26616/nioshsface12ky026.

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Fire chief suffers sudden cardiac death after responding to a motor vehicle crash - Texas. U.S. Department of Health and Human Services, Public Health Service, Centers for Disease Control and Prevention, National Institute for Occupational Safety and Health, August 2005. http://dx.doi.org/10.26616/nioshfffacef200508.

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Volunteer chief and fire fighter die after being ejected during a rollover crash - Virginia. U.S. Department of Health and Human Services, Public Health Service, Centers for Disease Control and Prevention, National Institute for Occupational Safety and Health, February 2011. http://dx.doi.org/10.26616/nioshfffacef201019.

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