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Journal articles on the topic 'After crash'

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Published: 4 June 2021
Last updated: 8 February 2022

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1

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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2

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

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3

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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4

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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5

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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6

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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7

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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8

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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9

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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10

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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11

Meric, Ilhan, and Gulser Meric. "Co-Movements of European Equity Markets Before and After the 1987 Crash." Multinational Finance Journal 1, no. 2 (June 1, 1997): 137–52. http://dx.doi.org/10.17578/1-2-4.

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12

Bower, B. "Tracking the Maya after Classic Crash." Science News 134, no. 11 (September 10, 1988): 165. http://dx.doi.org/10.2307/3972729.

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13

Walther, Herbert. "Forum: Economic policy after the crash." European Journal of Economics and Economic Policies: Intervention 6, no. 2 (2009): 153–66. http://dx.doi.org/10.4337/ejeep.2009.02.03.

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14

Mulheirn, Ian. "The Social Market After the Crash." Political Quarterly 84, no. 1 (January 2013): 4–15. http://dx.doi.org/10.1111/j.1467-923x.2013.12000.x.

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15

VIPOND, JOAN. "MACROECONOMIC POLICY AFTER THE SHAREMARKET CRASH." Economic Papers: A journal of applied economics and policy 6, no. 3 (September 1987): 41–47. http://dx.doi.org/10.1111/j.1759-3441.1987.tb00545.x.

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16

Bowley, Douglas M., Mark P. Gordon, and Kenneth D. Boffard. "Thoracic impalement after ultralight aircraft crash." Journal of Thoracic and Cardiovascular Surgery 125, no. 4 (April 2003): 954–55. http://dx.doi.org/10.1067/mtc.2003.200.

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17

Siskind, Vic, Mary Sheehan, Andry Rakotonirainy, and Wendell Cockshaw. "Road crash risk after Whiplash Associated Disorder." Safety Science 63 (March 2014): 151–56. http://dx.doi.org/10.1016/j.ssci.2013.11.006.

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18

Glaziev, Sergey Y. "Prospects of Economic Recovery after Financial Crash." Social Scientist 28, no. 7/8 (July 2000): 62. http://dx.doi.org/10.2307/3518236.

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19

Chana, Miriam, and Belen Estébanez. "Complete Lumbar Dislocation After a Car Crash." Mayo Clinic Proceedings 87, no. 8 (August 2012): e61. http://dx.doi.org/10.1016/j.mayocp.2012.06.011.

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20

Skidelsky, Robert. "After the Crash: The Future of Globalisation." Survival 54, no. 3 (May 18, 2012): 7–28. http://dx.doi.org/10.1080/00396338.2012.690975.

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21

Peruzzotti, Enrique. "Argentina after the Crash: Pride and Disillusion." Current History 103, no. 670 (February 1, 2004): 86–90. http://dx.doi.org/10.1525/curh.2004.103.670.86.

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Argentine democracy appears to be weathering its most serious challenge since 1983 with relative success. … The political and economic crisis … has not led to the collapse of democratic institutions or prompted calls for authoritarianism.
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22

Witze, Alexandra. "Fledgling space industry resolute after fatal crash." Nature 515, no. 7525 (November 2014): 15–16. http://dx.doi.org/10.1038/515015a.

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23

COPELAND, LAURENCE S. "Market Efficiency Before and After the Crash." Fiscal Studies 10, no. 3 (August 1989): 13–33. http://dx.doi.org/10.1111/j.1475-5890.1989.tb00113.x.

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24

Goetzmann, William N., and Dasol Kim. "Negative bubbles: What happens after a crash." European Financial Management 24, no. 2 (March 2018): 171–91. http://dx.doi.org/10.1111/eufm.12164.

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25

Chermat, Anaëlle, Maxime Gourgue, Jérémy Tricard, and Francis Pesteil. "Aortic Bifurcation Reconstruction after a Plane Crash." Annals of Vascular Surgery 67 (August 2020): 565.e7–565.e9. http://dx.doi.org/10.1016/j.avsg.2020.01.109.

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26

Leland, Hayne, and Mark Rubinstein. "Comments on the Market Crash: Six Months After." Journal of Economic Perspectives 2, no. 3 (August 1, 1988): 45–50. http://dx.doi.org/10.1257/jep.2.3.45.

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Six months after the market crash of October 1987, we are still sifting through the debris searching for its cause. Two theories of the crash sound plausible -- one based on a market panic and the other based on large trader transactions -- though there is other evidence that is difficult to reconcile. If we are to believe the market panic theory or the Brady Commission's theory that the crash was primarily caused by a few large traders, we must strongly reject the standard model. We need to build models of financial equilibrium which are more sensitive to real life trading mechanisms, which account more realistically for the formation of expectations, and which recognize that, at any one time, there is a limited pool of investors available with the ability to evaluate stocks and take appropriate action in the market.
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27

Climent Serrano, Salvador, Jose M. Pavía, and Fernando Toboso. "Determinants of interest margins in Spanish credit institutions before and after the 2008 financial crash." Banks and Bank Systems 12, no. 2 (June 23, 2017): 39–50. http://dx.doi.org/10.21511/bbs.12(2).2017.04.

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As interest margins of credit institutions affect economic performance of countries, finding out which are the main determinants of their evolution is a research task of great interest at current times. This is the purpose of the present paper as regards to the Spanish case over the period 2004-2012. Based on the econometric contributions by Ho and Saunders (1981) and some of its extensions, the authors develop a model that includes as explanatory variables the factors usually examined in the literature and other singular variables that might be relevant. Particularly, the rate of leverage, the quality of their assets measured according to their risk, and the profit obtained from the selling of assets, including real estate ones. The research also provides an analysis of differences between banks and savings banks.
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28

Meric, Ilhan, Lan Ma Nygren, Jerome T. Bentley, and Charles W. McCall. "Co-Movements Of U.S. And European Stock Markets Before And After The 2008 Gloal Stock Market Crash." Studies in Business and Economics 10, no. 2 (August 1, 2015): 83–98. http://dx.doi.org/10.1515/sbe-2015-0022.

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Abstract Empirical studies show that correlation between national stock markets increased and the benefits of global portfolio diversification decreased significantly after the global stock market crash of 1987. The 1987 and 2008 crashes are the two most important global stock market crashes since the 1929 Great depression. Although the effects of the 1987 crash on the comovements of national stock markets have been investigated extensively, the effects of the 2008 crash have not been studied sufficiently. In this paper we study this issue with a research sample that includes the U.S stock market and twenty European stock markets. We find that correlation between the twenty-one stock markets increased and the benefits of portfolio diversification decreased significantly after the 2008 stock market crash.
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29

Chen, Jing, Hong Yin Wang, Qian Wang, and Xiong Long Tao. "Passive Safety Analysis for the Commercial Vehicle Cab after Weight-Reduction Design." Applied Mechanics and Materials 798 (October 2015): 48–52. http://dx.doi.org/10.4028/www.scientific.net/amm.798.48.

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Lighter weight commercial vehicles facilitate faster transport, higher mobility and fuel conservation. Weight reduction and safety are mutually competing objectives. And the safety should not be compromised after weight reduction. Full size crash tests are expensive and time consuming to organize. Using a numerical simulation for predicting crash to the occupants’ safety can minimize the number of such trials. In this paper three virtual crash simulations for the three load cases: Front impact test, Roof strength test and Rear wall strength test are performed according to the European regulation ECE-R29. The explicit finite element program LS-DYNA is used for that purpose. The comparisons between simulation results and test data available in the literature are also presented in this paper.
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30

Gray, Julia. "After the Crash: A Play About Brain Injury." Canadian Theatre Review 146 (April 2011): 66–86. http://dx.doi.org/10.3138/ctr.146.66.

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31

Muñoz Sánchez, A., and E. I. Roberts. "Estudio CRASH (Corticosteroid Randomisation After Significant Head injury)." Medicina Intensiva 25, no. 6 (January 2001): 227–28. http://dx.doi.org/10.1016/s0210-5691(01)79691-x.

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32

Russell, Kimberly, Diane Maennle, and Martha Higgins. "Planning for Laboratory Functioning After Information System Crash." American Journal of Clinical Pathology 142, suppl_1 (October 1, 2014): A199. http://dx.doi.org/10.1093/ajcp/142.suppl1.199.

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33

Testerman, George M. "Bilateral Carotid Stenting After a Motor Vehicle Crash." Southern Medical Journal 103, no. 3 (March 2010): 253–55. http://dx.doi.org/10.1097/smj.0b013e3181c98ca5.

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34

Leslie, Cynthia L. "DIAPHRAGMATIC RUPTURE AFTER A HIGH SPEED CAR CRASH." Journal of Trauma and Acute Care Surgery 52, no. 2 (February 2002): 410. http://dx.doi.org/10.1097/00005373-200202000-00036.

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35

NEUMARK, DAVID, P. A. TINSLEY, and SUZANNE TOSINI. "After-Hours Stock Prices and Post-Crash Hangovers." Journal of Finance 46, no. 1 (March 1991): 159–78. http://dx.doi.org/10.1111/j.1540-6261.1991.tb03748.x.

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36

Jeanne, Olivier, and Anton Korinek. "Macroprudential Regulation versus mopping up after the crash." Review of Economic Studies 87, no. 3 (February 4, 2020): 1470–97. http://dx.doi.org/10.1093/restud/rdaa005.

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Abstract How should macroprudential policy be designed when policymakers also have access to liquidity provision tools to manage crises? We show in a tractable model of systemic banking risk that there are three factors at play: first, ex post liquidity provision mitigates financial crises, and this reduces the need for macroprudential policy. In the extreme, if liquidity provision is untargeted and costless or if it completely forestalls crises by credible out-of-equilibrium lending-of-last-resort, there is no role left for macroprudential regulation. Second, however, macroprudential policy needs to consider the ex ante incentive effects of targeted liquidity provision. Third, if shadow banking reduces the effectiveness of macroprudential instruments, it is optimal to commit to less generous liquidity provision as a second-best substitute for macroprudential policy.
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37

Wiler, Jennifer L. "Quick Consult: Symptoms: Neck Pain after Car Crash." Emergency Medicine News 34, no. 4 (April 2012): 13. http://dx.doi.org/10.1097/01.eem.0000413884.50669.7d.

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38

Koulouri, Ismini, Filippos Vingopoulos, and Demetrios G. Vavvas. "Central Scotoma a Year After Motor Vehicle Crash." JAMA Ophthalmology 137, no. 3 (March 1, 2019): 316. http://dx.doi.org/10.1001/jamaophthalmol.2018.5421.

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39

Thatcher, Ian D. "Trotsky studies—After the crash: A brief note." Europe-Asia Studies 48, no. 3 (May 1996): 481–86. http://dx.doi.org/10.1080/09668139608412360.

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40

Lee, Chris, Frank Saccomanno, and Bruce Hellinga. "Analysis of Crash Precursors on Instrumented Freeways." Transportation Research Record: Journal of the Transportation Research Board 1784, no. 1 (January 2002): 1–8. http://dx.doi.org/10.3141/1784-01.

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Traffic flow characteristics that lead to crashes on urban freeways are examined. Since these characteristics are observed prior to crash occurrence, they are referred to as “crash precursors.” The objectives are ( a) to explore factors contributing to changes in crash rate for individual vehicles traveling over an urban freeway and ( b) to develop a probabilistic model relating significant crash precursors to changes in crash potential. The data used to examine crash precursors were extracted from 38 loop detector stations on a 10-km stretch of the Gardiner Expressway in Toronto for a 13-month period. An aggregate log-linear model was developed relating crash rates to the selected crash precursors observed upstream of the crash site. The results of this analysis suggest that the variation of speed and traffic density are statistically significant predictors of crash frequency after controlling for road geometry, weather, and time of day. With the model, crash potential can be established based on the precursors obtained from real-time traffic data.
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41

Suissa, Samy. "Risk Factors of Poor Prognosis after Whiplash Injury." Pain Research and Management 8, no. 2 (2003): 69–75. http://dx.doi.org/10.1155/2003/235683.

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Whiplash, a common injury following motor vehicle crashes, is associated with high costs and a prognosis that is variable and difficult to predict. In this paper, we review findings from the Quebec cohort epidemiological study on predictive factors of recovery from whiplash injury after a motor vehicle crash. We formed a population-based incident cohort of all 4,759 individuals who sustained a whiplash injury resulting from a motor vehicle crash in the province of Québec, Canada, in 1987, and followed these patients for up to seven years. The data were obtained from the universal automobile insurance plan (SAAQ) that covers all seven million residents of the Province for all vehicular-related injuries. From this cohort, we formed the cohort of 3,014 for whom a police report was completed. For this cohort, we obtained data on crash-related factors directly from the police report. We also formed the cohort of 2,627 subjects who had strictly a whiplash injury, without associated injuries. For this cohort, the data on signs and symptoms were obtained from the medical charts kept by the SAAQ. For both cohorts, data on the outcome, the recovery time from whiplash, was obtained from the SAAQ databases. The crash-related cohort study found that socio-demographic factors associated with a longer recovery from whiplash include older age, female sex, having dependents and not being employed full time and that each decreases the rate of recovery by 14 to 16 per cent. Factors related to the crash conditions indicate that being in a truck or bus, with a decrease of 52% in the rate of recovery, being a passenger in the vehicle (15%), colliding with a moving vehicle (16%), and a side or frontal collision (15%) all decrease the rate of recovery. We introduce a combined risk score that predicts longer recovery. In the cohort of subjects with signs and symptoms, the median recovery time was 32 days and 12% of subjects had still not recovered after 6 months. The signs and symptoms that were found to be independently associated with a slower recovery from whiplash, besides female gender and older age, were neck pain on palpation; muscle pain; pain or numbness radiating from neck to arms, hands or shoulders; and headache. Together, the presence of all these factors in females aged 60 predicted a median recovery time of 262 days, compared with 17 days for younger males aged 20 who do not have any of these factors. In contrast, using the Quebec classification of signs and symptoms, the median recovery time varied from 17 to 123 days. We conclude that several socio-demographic and crash-related factors, as well as several signs and symptoms, including a combination of specific musculoskeletal and neurological ones that whiplash patients present with, are predictive of a longer recovery period. These patients should be targeted for an early intervention programme aimed at managing whiplash patients with a poor prognosis.
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42

Hoxha, Gezim, Ahmet Shala, and Rame Likaj. "Vehicle Speed Determination in Case of Road Accident by Software Method and Comparing of Results with the Mathematical Model." Strojnícky casopis – Journal of Mechanical Engineering 67, no. 2 (November 1, 2017): 51–60. http://dx.doi.org/10.1515/scjme-2017-0017.

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AbstractThe paper addresses the problem to vehicle speed calculation at road accidents. To determine the speed are used the PC Crash software and Virtual Crash. With both methods are analysed concrete cases of road accidents. Calculation methods and comparing results are present for analyse. These methods consider several factors such are: the front part of the vehicle, the technical feature of the vehicle, car angle, remote relocation after the crash, road conditions etc. Expected results with PC Crash software and Virtual Crash are shown in tabular graphics and compared in mathematical methods.
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43

Brown, Peter R. "Short- and long-term demographic changes in house mouse populations after control in dryland farming systems in Australia." Wildlife Research 33, no. 6 (2006): 457. http://dx.doi.org/10.1071/wr06026.

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In Australia, outbreaks of house mice (Mus domesticus) cause significant damage to agricultural crops. Rodenticides are used to reduce damage to crops, but the demographic consequences of applying rodenticides are poorly understood. Furthermore, it is not known whether the reduction induced by rodenticides would be similar to that of a natural crash in abundance at the end of mouse outbreaks. I compared the demographic responses of populations of mice to broad-scale field application of fast-acting, acute rodenticides (strychnine and zinc phosphide) in three grain-growing regions of Australia on baited and unbaited sites through live-trapping of mouse populations before baiting and up to four months after baiting. The reductions in population density in each region immediately after baiting were <40%, 92% and 98%. There were few consistent changes in demographic responses across the three regions for bodyweight (no change, increased or decreased), proportion of juveniles (increased or decreased), sex ratio (no change or bias towards females), survival (no change or decreased) and relative body condition (no change or increased). The differences in demographic responses appeared to be related to differences in the efficacy of the rodenticide. A natural crash in densities occurred over a 2–4-week period after baiting and induced a >85% decline in population densities across all regions on baited and unbaited sites. The natural crash caused increases and decreases in bodyweights, a reduction in the proportion of juveniles, male bias, poor survival and poor relative body condition. Poor survival was the only demographic parameter that was consistent for baiting and the natural crash. Five of seven demographic responses for mice during the natural crash were similar to those found in the literature for the decline phase of cyclic vole and lemming populations in the Northern Hemisphere. These results raise the question of whether mouse populations should be baited if a natural crash would occur anyway, but the timing of the natural crash is always uncertain and rodenticides are inexpensive.
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44

Jou, Rong-Chang, and Tzu-Ying Chen. "Estimating Productivity Loss Cost according to Severity of Vehicle Crash Injury." Journal of Advanced Transportation 2019 (December 12, 2019): 1–14. http://dx.doi.org/10.1155/2019/7219047.

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This study estimates the productivity loss cost according to the severity of vehicle crash injury. A contingent valuation survey was conducted to estimate the willingness to pay (WTP) of vehicle crash offenders in Taiwan. In addition, a Double-Hurdle model was used to deal with the large number of zero WTP responses. The results show that the estimated productivity loss cost of vehicle crash ranges from 2,000 USD to 47,000 USD. In addition, as expected, the individuals’ WTP is positively related with education, average monthly income, share of vehicle crash responsibility, experience of moderate or worse vehicle crash injury, work days lost after a vehicle crash, and experience of receiving compensation for productivity loss from a vehicle crash. This study also demonstrates that the Double-Hurdle model was statistically superior to the Tobit model.
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45

Gao, Yang, and Bianxia Sun. "Impacts of Introducing Index Futures on Stock Market Volatilities: New Evidences from China." Review of Pacific Basin Financial Markets and Policies 21, no. 04 (December 2018): 1850024. http://dx.doi.org/10.1142/s0219091518500248.

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In April 2015, two index futures, IH and IC, respectively underlying big blue chip and small-medium stock indexes, were launched in China. However, because of a market crash, they came under strict control four months later. Using a panel-data evaluation approach, this paper examines how the introduction of IH and IC affect the volatility of their corresponding stocks. Results show that IH significantly reduces spot volatility before (after) a crash, but its function is significantly weakened during a crash. IC always fails to stabilize the spot market and even largely magnifies volatility during (after) a crash. Such different intervention effects on the two spot markets result mainly from the different levels of speculation on them.
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46

Miller, John S., and Duane Karr. "Experimental Application of Global Positioning system To Locate Motor Vehicle Crashes: Impact on Time and Accuracy." Transportation Research Record: Journal of the Transportation Research Board 1625, no. 1 (January 1998): 41–49. http://dx.doi.org/10.3141/1625-06.

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Motor vehicle crash countermeasures often are selected after an extensive data analysis of the crash history of a roadway segment. The value of this analysis depends on the accuracy or precision with which the crash itself is located. yet this crash location only is as accurate as the estimate of the police officer. Global Positioning System (GPS) technology may have the potential to increase data accuracy and decrease the time spent to record crash locations. Over 10 months, 32 motor vehicle crash locations were determined by using both conventional methods and hand-held GPS receivers, and the timeliness and precision of the methods were compared. Local crash data analysts were asked how the improved precision affected their consideration of potential crash countermeasures with regard to five crashes selected from the sample. On average, measuring a crash location by using GPS receivers added up to 10 extra minutes, depending on the definition of the crash location, the technology employed, and how that technology was applied. The average difference between conventional methods of measuring the crash location and either GPS or a wheel ranged from 5 m (16 ft) to 39 m (130 ft), depending on how one defined the crash location. Although there are instances in which improved precision will affect the evaluation of crash countermeasures, survey respondents and the literature suggest that problems with conventional crash location methods often arise from human error, not a lack of precision inherent in the technology employed.
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47

Gray, Julia. "After the Crash: Connecting to Health Research Through Theatre." Canadian Theatre Review 146 (April 2011): 63–65. http://dx.doi.org/10.3138/ctr.146.63.

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48

Lombi, Andrea, Roberta Nicali, Cristina Izzo, Elisabetta Radin, Paola Campisi, and Piero Emilio Balbo. "A Tricky Fever of Unknown Origin after Tracheal Crash." Journal of Case Reports 3, no. 2 (July 5, 2013): 210–16. http://dx.doi.org/10.17659/01.2013.0050.

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49

Lillo, Fabrizio, and Rosario N. Mantegna. "Dynamics of a financial market index after a crash." Physica A: Statistical Mechanics and its Applications 338, no. 1-2 (July 2004): 125–34. http://dx.doi.org/10.1016/j.physa.2004.02.034.

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50

Denes, E., A. Cypierre, J. Vacquier, M. Matt, and P. Weinbreck. "Meningitis due to Fusobacterium nucleatum after a kart crash." Médecine et Maladies Infectieuses 43, no. 11-12 (December 2013): 486–87. http://dx.doi.org/10.1016/j.medmal.2013.09.009.

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