Thematische Bibliographien / Crashaw

Auswahl der wissenschaftlichen Literatur zum Thema „Crashaw“

Autor: Grafiati
Veröffentlicht am 4. Juni 2021
Zuletzt aktualisiert am 5. März 2023

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Inhaltsverzeichnis

  1. Zeitschriftenartikel
  2. Dissertationen
  3. Bücher
  4. Buchteile
  5. Konferenzberichte
  6. Berichte der Organisationen

Zeitschriftenartikel zum Thema "Crashaw":

1

Netzley, Ryan. „The English Poems of Richard Crashaw by Richard Crashaw“. Journal for Early Modern Cultural Studies 15, Nr. 4 (2015): 107–9. http://dx.doi.org/10.1353/jem.2015.0031.

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2

RIVAS CARMONA, María del Mar. „Richard Crashaw; Andrew Marvell“. Hikma 6, Nr. 6 (01.10.2007): 32. http://dx.doi.org/10.21071/hikma.v6i6.6672.

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3

Labriola, Albert C. „Richard Crashaw and Mystical Contemplation“. Ultimate Reality and Meaning 21, Nr. 1 (März 1998): 48–53. http://dx.doi.org/10.3138/uram.21.1.48.

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4

Crashaw (book author), Richard, Richard Rambuss (book editor) und Kenneth Borris (review author). „The English Poems of Richard Crashaw“. Renaissance and Reformation 38, Nr. 1 (13.06.2015): 157–59. http://dx.doi.org/10.33137/rr.v38i1.22791.

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5

ROBERTS, JOHN R. „Recent Studies in Richard Crashaw (1977–1989)“. English Literary Renaissance 21, Nr. 3 (September 1991): 425–45. http://dx.doi.org/10.1111/j.1475-6757.1991.tb00747.x.

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6

Wong, A. T. „Mystic Excess: Extravagance and Indecorum in Richard Crashaw“. Cambridge Quarterly 39, Nr. 4 (01.12.2010): 350–69. http://dx.doi.org/10.1093/camqtly/bfq019.

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7

Lamburn, D. J. „Petty Babylons, Godly Prophets, Petty Pastors and Little Churches: The Work of Healing Babel“. Studies in Church History 26 (1989): 237–48. http://dx.doi.org/10.1017/s0424208400010986.

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On 14 February 1608, William Crashaw, who three years earlier had been vicar of St John’s Church in Beverley, preached a sermon at St Paul’s Cross. He took as his text a verse from Jeremiah—‘We would have cured Babel but she would not be healed; let us forsake her, and go every one to his own country.’ Yet Crashaw was no schismatic. His own career, beginning with his fellowship at St John’s College, Cambridge, had always been within the mainstream of the Established Church. In his will he set out the positions he had held as ‘the unworthy and unprofitable servant of God’. He had been ‘Preacher of God’s word first at Bridlington then at Beverley in Yorkshire. Afterwards at the Temple since then pastor of the Church at Agnes Burton in the diocese of York, now Pastor of that too great parish of White Chapel in the suburbs of London.’ There was much else besides; he had been one of the official editors of William Perkins, a writer of numerous works, whose sermons and catechisms were much sought after, one of the founders and shareholders in the New Virginia Company, with good connections at Court. At Paul’s Cross Crashaw condemned Brownists ‘who forsake our Church, and cut off themselves and separate themselves to a faction, and fashion, or as they call it, into a covenant or communion of their own devising’, just as much as those who ‘be such as refuse public places in the Church, and commonwealth, and retire themselves into private and discontented courses and will not be employed for the public’. In common with mainstream puritans he deeply disapproved of schismatics and was not above attacking them with the same vehemence he normally reserved for papists. It is ‘unthankful’ he wrote, to desert our Church. ‘There is indeed a true ministry of the word amongst us… We have the word truly preached.’ When Crashaw referred to the forsaking of Babel he had something very different in mind, for the solution this early seventeenth-century cleric offered concerned the Church’s ministry.
8

Johnson, Kimberly. „The English Poems of Richard Crashaw. Richard Crashaw. Ed. Richard Rambuss. Minneapolis: University of Minnesota Press, 2013. lxxxvi + 450 pp. $39.95.“ Renaissance Quarterly 68, Nr. 1 (2015): 411–12. http://dx.doi.org/10.1086/681431.

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9

Stringer, Gary, und John R. Roberts. „Richard Crashaw: An Annotated Bibliography of Criticism, 1632-1980“. South Central Review 4, Nr. 4 (1987): 107. http://dx.doi.org/10.2307/3189031.

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10

Perry, Nandra. „Turning the Tables: Richard Crashaw Reads the Protestant Altar“. Studies in Philology 112, Nr. 2 (2015): 303–26. http://dx.doi.org/10.1353/sip.2015.0011.

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Zeitschriftenartikel Dissertationen Bücher

Dissertationen zum Thema "Crashaw":

1

Warwick, Claire Louise Harrison. „#Love is eloquence' : Richard Crashaw and the development of a discourse of divine love“. Thesis, University of Cambridge, 1994. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.338019.

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2

Cannon, James P. D. „The poetry and polemic of English church worship c. 1617-1640“. Thesis, University of Cambridge, 1998. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.368337.

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3

Chao, Shun-liang. „"Aegri somnia" : the grotesque in the works of Richard Crashaw, Charles Baudelaire, and René Magritte“. Thesis, University College London (University of London), 2009. https://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.758580.

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4

Roger, Vincent. „De la "beauté de la sainteté" à la sainte beauté : l'esthétique théologique de la poésie de Richard Crashaw“. Paris 3, 2008. http://ezproxy.normandie-univ.fr/login?url=http://www.classiques-garnier.com/numerique-bases/garnier?filename=vrrms01.

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L’objet de ce travail de recherche est de démontrer que le poète Richard Crashaw (1612-1649), confronté à une réticence à l’égard des images héritée de l’iconoclasme de la Réforme ainsi qu’à l’influence de son père prédicateur puritain, comble un « vide esthétique » au contact du milieu « High Church » de Cambridge, des poètes jésuites néo-latins ainsi que des saints et des martyrs de l’Église catholique. Son œuvre traduit en effet l’accomplissement poétique d’un cheminement personnel, le passage de l’anglicanisme de l’archevêque William Laud et de son idéal de « beauté de la sainteté » au catholicisme romain issu de la Contre Réforme qui envisage fondamentalement le Beau comme une qualité transcendantale de l’être au même titre que le Bien et le Vrai. C’est à la personne de François de Sales que le poète doit les accents suaves de son éloquence sacrée et la théologie affective du « docteur de l’Amour » marque de son empreinte l’univers du poète. Profondément attaché aux miracles et aux mystères de la foi, Crashaw compose une poésie de la célébration et de la joie qui manifeste l’amour rayonnant de Dieu, dans laquelle la figure médiatrice du Père, le Christ, est le centre et le modèle esthétique de toute Beauté : une théologie du pulchrum, une véritable esthétique théologique est à l’oeuvre dans cette poésie sacramentelle qui explore l’unité et la beauté spécifique de la Révélation chrétienne. Dans une Angleterre encore profondément méfiante du Beau transcendantal, conjonction du sensible et du spirituel, l’oeuvre poétique de Crashaw constitue l’un des plus vibrants témoignages de l’esthétique baroque
The aim of this thesis is to demonstrate how Richard Crashaw (1612-1649), when faced with the reticence about images he inherited from the iconoclasm of the Reformation as well as from the influence of his father, a Puritan preacher, filled this “aesthetic vacuum” through close contact with the Cambridge “High Church” set, Jesuit neo-Latin poets and also the saints and martyrs of the Catholic Church. His works are, in fact, the poetic expression of his own personal pilgrimage as he moved from the Anglicanism of Archbishop William Laud, with his ideal of “the beauty of holiness”, to the Roman Catholicism of the Counter- Reformation which basically regarded Beauty as an inherent transcendental quality in the same way as Good and Truth. The strong influence of Francis de Sales on Crashaw can be seen in his emphasis on sweetness in the divine eloquence. The “Doctor of Divine Love”’s affective theology also left its imprint on the poet’s universe. Deeply attached to the miracles and mysteries of faith, Crashaw composed poems of celebration and joy which reveal God’s radiant love and in which the mediating figure of Christ the Son is the centre and the aesthetic model of all Beauty: a theology of the pulchrum, a form of truly theological aesthetics is at work in Crashaw’s sacramental poetry which explores the unity and beauty specific to the Christian Revelation. In an England still highly suspicious of transcendental Beauty, the mixture of sensitivity and spirituality in Crashaw’s poetic works represents one of the most vibrant expressions of Baroque aesthetics
5

Davis, Andrew Dean. „Protestants Reading Catholicism: Crashaw's Reformed Readership“. Digital Archive @ GSU, 2009. http://digitalarchive.gsu.edu/english_theses/69.

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This thesis seeks to realign Richard Crashaw’s aesthetic orientation with a broadly conceptualized genre of seventeenth-century devotional, or meditative, poetry. This realignment clarifies Crashaw’s worth as a poet within the Renaissance canon and helps to dismantle historicist and New Historicist readings that characterize him as a literary anomaly. The methodology consists of an expanded definition of meditative poetry, based primarily on Louis Martz’s original interpretation, followed by a series of close readings executed to show continuity between Crashaw and his contemporaries, not discordance. The thesis concludes by expanding the genre of seventeenth-century devotional poetry to include Edward Taylor, who despite his Puritanism, also exemplifies many of the same generic attributes as Crashaw.
6

Sharpe, Jesse David. „'And the Word was made flesh' : the problem of the Incarnation in seventeenth-century devotional poetry“. Thesis, University of St Andrews, 2012. http://hdl.handle.net/10023/3185.

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In using the doctrine of the Incarnation as a lens to approach the devotional poetry of seventeenth-century Britain, ‘“And the Word was made flesh”: The Problem of the Incarnation in Seventeenth-Century Devotional Poetry' finds this central doctrine of Christianity to be a destabilising force in the religious controversies of the day. The fact that Roman Catholics, the Church of England, and Puritans all hold to the same belief in the Incarnation means that there is a central point of orthodoxy which allows poets from differing sects of Christianity to write devotional verse that is equally relevant for all churches. This creates a situation in which the more the writer focuses on the incarnate Jesus, the less ecclesiastically distinct their writings become and the more aware the reader is of how difficult it is to categorise poets by the sects of the day. The introduction historicises the doctrine of the Incarnation in Early Modern Europe through presenting statements of belief for the doctrine from reformers such as Martin Luther, John Calvin, and Huldryk Zwingli in addition to the Roman Catholic decrees of the Council of Trent and the Church of England's ‘39 Articles'. Additionally, there is a further focus on the Church of England provided through considering the writings of Richard Hooker and Lancelot Andrewes amongst others. In the ensuing chapters, the devotional poetry of John Donne, Aemilia Lanyer, George Herbert, Robert Herrick, and Richard Crashaw is discussed in regards to its use of the Incarnation and incarnational imagery in orthodox though diverse manners. Their use of words to appropriate the Word, and their embrace of the flesh as they approach the divine shows the elastic and problematic nature of a religion founded upon God becoming human and the mystery that the Church allows it to remain.
7

EKRAM, AL-AHAD. „REDUCED VISIBILITY RELATED CRASHES IN FLORIDA: CRASH CHARACTERISTICS, SPATIAL ANALYSIS AND INJURY SEVERITY“. Master's thesis, University of Central Florida, 2009. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/4306.

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Roadway crashes related to vision obstruction due to fog/smoke (FS) conditions constitute a challenge for traffic engineers. Previous research efforts mostly concentrated on the snow and rain related crashes. Statistics show that Florida is among the top three states in terms of crashes due to vision obstruction by FS. This research culminated in a comprehensive study of fog and smoke related crashes in the state of Florida. The analysis took into account the crashes that occurred between 2003 and 2007 on Florida state roads. Spatial analysis and injury severity analysis have been conducted and significant results have been identified. The spatial analysis by GIS examines the locations of high trends of FS related crashes on state roads in the State of Florida. Statistical features of the GIS tool, which is used efficiently in traffic safety research, has been used to find the crash clusters for the particular types of crashes that occur due to vision obstruction by FS. Several segmentation processes have been used, and the best segmentation for this study was found to be dividing the state roads into 1 mile segments, keeping the roadway characteristics uniform. Taking into account the entire state road network, ten distinct clusters were found that can be clearly associated with these types of crashes. However, no clear pattern in terms of area was observed, as it was seen that the percentage of FS related crashes in rural and urban areas are close. The general characteristics of FS related crashes have been investigated in detail. For the comparison to clear visibility conditions, simple odds ratios (in terms of crash frequencies) have been introduced. The morning hours in the months of December to February are found to be the prevalent time for fog related crashes, while for the smoke related crashes the dangerous time was found to be morning to midday in the month of May. Compared to crashes under clear-visibility conditions, the fog crashes tend to result in more severe injuries and involve more vehicles. Head-on and rear-end crashes are the two most common crash types in terms of crash frequency and severe crashes. For the injury severity analysis, a random effect ordered logistic model was used. The model in brief illustrates that the head-on and rear-end crash types are the two most prevalent crash types in FS conditions. Moreover, these severe crashes mainly occurred at higher speeds. Also they mostly took place on undivided roads, roadways without any sidewalk and two-lane rural roads. Increase of average daily traffic decrease the severity of FS related crashes. Overall, this study provides the Florida Department of Transportation (FDOT) with specific information on where improvements could be made to have better safety conditions in terms of vision obstruction due to FS in the state roads of Florida. Also it suggests the times and seasons that the safety precautions must be taken or the FS warning systems to be installed, and the controlling roadway geometries that can be improved or modified to reduce injury severity of a crash due to FS related vision obstruction.
M.S.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering MS
8

Ekram, Al-Ahad Mohammad Yaseen. „Reduced visibility related crashes in Florida crash characteristics, spatial analysis and injury severity /“. Orlando, Fla. : University of Central Florida, 2009. http://purl.fcla.edu/fcla/etd/CFE0002903.

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9

Elnashar, Dina. „CHARACTERISTICS OF RED LIGHT RUNNING CRASHESIN FLORIDA“. Master's thesis, University of Central Florida, 2008. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/2717.

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Red light running is one of the main contributing factors of crashes in urban areas in Florida and the United States. Nationwide, according to preliminary estimates by the Federal Highway Administration (FHWA) 2001, there were nearly 218,000 red-light running crashes at intersections. These crashes resulted in as many as 181,000 injuries and 880 fatalities, and an economic loss estimated at $14 billion per year nationwide, According to the Community Traffic Safety Team Florida Coalition (A statewide traffic safety group) there were 9,348 crashes involving red-light running in Florida and 127 fatalities in 1999. This research study focused on studying the red light running crashes and violations in the State of Florida. There were three primary objectives for this research. The first primary objective was to analyze the red light running crashes in Florida from 2002 to 2004. The data for this part was collected from the Crash Analysis Reporting System of the Florida Department of Transportation. These crashes are reported as "disregarded traffic signal" as far as the first contributing cause. The analysis focused on the influences of different factors on red light running crashes including the driver (age group, gender, and DUI history) and the environment (time of day, day of week, type of road, and weather). However, not all red light crashes are reported as "disregarded traffic signal". Therefore, representing red light running crashes only through "disregard traffic signal" noted reports would underestimate the extent of red light running effects at a given intersection. Therefore, the second objective was to review the long form crash reports to determine the actual number of crashes related to red light running. The analysis for a random sample of the crashes on the sate roads of Florida on the year 2004 showed that the percentage of crashes related to red light running reported on the database was found to be (3.13%), and the percentage of crashes related to red light running reported in the original crash repot filled by the police officer are much higher than reported(5.63%), which shows the importance of standardizing the format and coding process for the long form crashes conducted by the police officers to help accurately identify the real cause of the crash at the studied location. The third objective was to analyze the violations data given for five intersections and find if there is a correlation between the average rate of violations per hour and the frequency of red light running crashes. The analysis showed that utilizing the limited number of intersections used in the study, it appears that there is no correlation between the average violations per hour and the red light running crashes at the studied locations.
M.S.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering MS
10

Angel, Alejandro. „Estimating Injury Severity and Cost in Two-Vehicle Crashes“. Diss., The University of Arizona, 2008. http://hdl.handle.net/10150/195748.

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This dissertation performs a comprehensive analysis of the effect of different environmental, demographic and vehicle variables on the severity of two-vehicle crashes. The limitations associated with previous studies have been addressed by using a large crash database, properly defining the independent variables, using appropriate statistical models, and by considering the effect of factors normally unaccounted for such as crash type, impact speed, and weight or height incompatibilities between the two vehicles.The use of multinomial logit models at the individual occupant and crash levels provides the flexibility to evaluate variables that have opposing effects at different injury levels (such as airbags). Alternative formulations with interaction terms and with instrumental variables are included. An analysis of marginal probabilities and costs is also provided, which is particularly useful when discussing potential safety treatments with transportation officials, politicians and other decision makers.The findings from the different models are consistent and suggest that the type of crash has a great impact on severity. Age is the most significant demographic variable, with children and older occupants being least and most likely to be injured, respectively. Behavior also seems to be critical, as the use of seatbelts greatly decreases occupant injuries. Heavier vehicles increase the safety of its occupants but decrease the safety of occupants of the other vehicle. The effect of vehicle type is not as significant as weight, with the exception of pickups, which are both more crashworthy and more aggressive than passenger cars. Further research is needed on the effects of airbags and impaired driving, as the analyses conducted have been inconclusive.
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Bücher zum Thema "Crashaw":

1

Healy, Thomas F. Richard Crashaw. Leiden: E.J. Brill, 1986.

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2

Richard, Crashaw. The complete works of Richard Crashaw. [LaVergne, TN]: Nabu Public Domain Reprints, 2010.

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3

Chao, Shun-liang. Rethinking the concept of the grotesque: Crashaw, Baudelaire, Magritte. London: Legenda, 2010.

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4

1939-, Singh Brijraj, Hrsg. Five seventeenth-century poets: Donne, Herbert, Crashaw, Marvell, Vaughan. Delhi [India]: Oxford University Press, 1992.

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5

Roberts, John Richard. Richard Crashaw: An annotated bibliography of criticism, 1632-1980. Columbia: University of Missouri Press, 1985.

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6

Richard, Roberts John, Hrsg. New perspectives on the life and art of Richard Crashaw. Columbia: University of Missouri Press, 1990.

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7

Sabine, Maureen. Feminine engendered faith: The poetry of John Donne and Richard Crashaw. Houndmills, Basingstoke, Hampshire: Macmillan, 1992.

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8

Cousins, A. D. The Catholic religious poets from Southwell to Crashaw: A critical history. London: Sheed & Ward, 1991.

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9

Sabine, Maureen. Feminine engendered faith: The poetry of John Donne and Richard Crashaw. Houndmills, Basingstoke, Hampshire: Macmillan, 1992.

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10

Roger, Vincent. Le cœur et la croix: L'esthétique baroque de Richard Crashaw (1612-1649). Paris: Classiques Garnier, 2012.

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Buchteile zum Thema "Crashaw":

1

Fischer, Pascal. „Crashaw, Richard“. In Kindlers Literatur Lexikon (KLL), 1. Stuttgart: J.B. Metzler, 2020. http://dx.doi.org/10.1007/978-3-476-05728-0_8303-1.

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2

Campbell, Gordon. „Richard Crashaw“. In The Renaissance (1550–1660), 348–54. London: Macmillan Education UK, 1989. http://dx.doi.org/10.1007/978-1-349-20157-0_47.

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3

Austin, Frances. „Richard Crashaw (1612–1649)“. In The Language of the Metaphysical Poets, 75–99. London: Macmillan Education UK, 1992. http://dx.doi.org/10.1007/978-1-349-21963-6_4.

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Fischer, Pascal. „Crashaw, Richard: Das lyrische Werk“. In Kindlers Literatur Lexikon (KLL), 1–2. Stuttgart: J.B. Metzler, 2020. http://dx.doi.org/10.1007/978-3-476-05728-0_8304-1.

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Roehner, Bertrand M. „Joint crashes“. In Hidden Collective Factors in Speculative Trading, 65–81. Berlin, Heidelberg: Springer Berlin Heidelberg, 2009. http://dx.doi.org/10.1007/978-3-642-03048-2_4.

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Roehner, Bertrand M. „Joint crashes“. In Hidden Collective Factors in Speculative Trading, 65–81. Berlin, Heidelberg: Springer Berlin Heidelberg, 2001. http://dx.doi.org/10.1007/978-3-662-04428-5_4.

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7

Moroney, Laurence. „Understanding Crashes“. In The Definitive Guide to Firebase, 127–38. Berkeley, CA: Apress, 2017. http://dx.doi.org/10.1007/978-1-4842-2943-9_7.

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8

Peláez, Carlos M., und Carlos A. Peláez. „Currency Crashes“. In The Global Recession Risk, 147–87. London: Palgrave Macmillan UK, 2007. http://dx.doi.org/10.1057/9780230206595_7.

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9

Mehlhorn, Heinz. „Babesia crassa“. In Encyclopedia of Parasitology, 259. Berlin, Heidelberg: Springer Berlin Heidelberg, 2016. http://dx.doi.org/10.1007/978-3-662-43978-4_4920.

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Mehlhorn, Heinz. „Babesia crassa“. In Encyclopedia of Parasitology, 1. Berlin, Heidelberg: Springer Berlin Heidelberg, 2015. http://dx.doi.org/10.1007/978-3-642-27769-6_4920-1.

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Konferenzberichte zum Thema "Crashaw":

1

Sammarco, Matteo, und Marcin Detyniecki. „Crashzam: Sound-based Car Crash Detection“. In 4th International Conference on Vehicle Technology and Intelligent Transport Systems. SCITEPRESS - Science and Technology Publications, 2018. http://dx.doi.org/10.5220/0006629200270035.

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2

Kim, Sunghun, Thomas Zimmermann und Nachiappan Nagappan. „Crash graphs: An aggregated view of multiple crashes to improve crash triage“. In Networks (DSN). IEEE, 2011. http://dx.doi.org/10.1109/dsn.2011.5958261.

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3

Tmejová, Tereza, Robert Zůvala und Kateřina Bucsuházy. „In-depth Crash Causation Analysis of Motorcyclist Crashes“. In 8th International Conference on Vehicle Technology and Intelligent Transport Systems. SCITEPRESS - Science and Technology Publications, 2022. http://dx.doi.org/10.5220/0011033800003191.

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4

Fowler, Graeme F., Rose M. Ray, Su-Wei Huang, Ke Zhao und Todd A. Frank. „An Examination of Motorcycle Antilock Brake Systems (ABS) in Reducing Crash Risk“. In ASME 2014 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/imece2014-36910.

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To prevent wheel lock up (and possible loss of control and capsize) during hard braking motorcycle manufacturers have equipped motorcycles with Antilock Brake Systems (ABS) either as an option or as standard equipment. Several studies utilizing real-world crash data have been published which estimate the effectiveness of motorcycle ABS in reducing the risk of a crash based on varying assumptions. These investigations have reported mixed results. The present investigation relies upon the Fatality Analysis Reporting System (FARS) and the Florida police-reported crash databases to further investigate the effectiveness of motorcycle ABS by expanding upon and refining previous approaches. Notably a case-control approach is used whereby crashes involving ABS- and non-ABS-equipped motorcycles are divided into five groups with a varying likelihood that ABS will affect the risk of crashes in that group. The group of crashes with the least likelihood of being influenced by ABS is considered the control group and used as a measure of exposure to crashes. This methodology attempts to reduce any selection biases that might exist in the two motorcycle classes. The results support the hypothesis that ABS is effective in reducing the crash risk in some crash types. However, it was found that the case-control approach does not incorporate all factors that might influence the overall effectiveness of ABS, for example, motorcycle class and operator age. Accounting for these additional factors would likely require the use of regression analyses and would benefit significantly from additional data.
5

Eichaker, Lauren, Rakshit Ramachandra und John Bolte. „Analysis of Injury Mechanisms Within Lead-Vehicle Stopped Impacts: Implications for Autonomous Vehicle Behavior Design“. In ASME 2020 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/imece2020-23611.

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Abstract Lead vehicle stopped crashes are a top contributor to traffic and health care expenditures out of NHTSA’s 37 pre-crash scenarios. It is important to better understand how these crashes occur, so that evolving autonomous vehicle technologies may be tailored towards injury mitigation in crash-imminent scenarios. Additionally, as autonomous vehicle technologies increase in prevalence and usage, out of position seating and distracted driving behavior may also increase. In order to analyze injury patterns in real-world lead vehicle stopped crashes, the public portal of Crash Injury Research Engineering Network (CIREN) was surveyed for lead vehicle stopped impacts. The review found that, of all the body regions, the thorax and lower extremity body regions frequently sustained AIS 3+ injuries (P < 0.01). Additionally, the upper extremity frequently sustained AID 3+ injuries in some scenarios. Steering wheel contact (often times through a deployed air bag) was the source of 62% of the thorax injuries and the knee bolster was the source of 76% of the lower extremity injuries. Truck impacts, and complicated crashes accounted for over 50% of the cases in the cohort. Automated vehicle behaviors have the potential to augment passive and active safety systems to potentially decrease the occurrence of AIS 3+ injuries by improving a vehicle’s response to lead vehicle stopped, crash imminent scenarios.
6

Steffan, Hermann, und Andreas Moser. „How to Use PC-CRASH to Simulate Rollover Crashes“. In SAE 2004 World Congress & Exhibition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2004. http://dx.doi.org/10.4271/2004-01-0341.

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7

Samaha, Randa Radwan, Priyaranjan Prasad, Dhafer Marzougui, Chongzhen Cui, Cing-Dao (Steve) Kan und Azim Eskandarian. „An Integrated Modeling Method to Evaluate Fleet Safety Performance of New Vehicle Designs“. In ASME 2013 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/imece2013-66285.

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A methodology for Evaluating Fleet, i.e., self and partner, Protection (EFP) of new vehicle designs is developed through a systems modeling approach driven by structural and occupant modeling and real world crash and full scale test data. The EFP methodology consists of a virtual model simulating the real world crash environment (i.e., different types of vehicles, impact velocities, impact directions, impact types, etc.). A concept or new vehicle design could be introduced into this model to evaluate the safety of its occupants and those of other vehicles with which it is involved in crashes. The initial implementation of EFP methodology is to frontal crashes where the modeled crash configurations are derived from a new crash taxonomy based on real world structural engagement. Simulation data to drive the methodology is obtained from finite element structural models of the vehicles. Occupant responses are based on three dimensional articulated rigid body models of the occupant and the passenger compartment. The occupant is restrained by seat belts and airbags and the structural deformations and kinematics of the passenger compartment needed to drive the occupant models are predicted by the finite element structural models. Both the structural and the occupant models are subjected to validation and robustness checks for the modeled crash configurations. The aggregate of injury risk across vehicle classes, impact speeds, occupant sizes, and crash configurations, weighted by relative frequency of the specific event in real world crashes, is used as a measure of overall societal safety. Results from a proof-of-concept application are presented.
8

Paver, Jacqueline G., Justin Caplinger, Garrett Mattos und Donald Friedman. „An Improved Dummy Neck Assembly for Dynamic Rollover Testing“. In ASME 2010 Summer Bioengineering Conference. American Society of Mechanical Engineers, 2010. http://dx.doi.org/10.1115/sbc2010-19656.

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In the U.S., more than 27,000 catastrophic and fatal injuries occur annually in rollover crashes. Due to the incidence and severity of injuries in rollover crashes, a strategy for injury mitigation is dynamic compliance testing with dummy-occupied vehicles and occupant protection requirements, similar to that required for frontal and side impacts. Presently, there are dynamic vehicle rollover test devices like the Controlled Rollover Impact System and the Jordan Rollover System that realistically recreate real-world rollover crash scenarios. However, the Hybrid III dummy, which is considered to be the best available human surrogate for dynamic rollover tests, has a very stiff neck with limited biofidelity in rollover crashes; the Hybrid III neck is much stiffer than the human neck. Catastrophic human head or neck injuries resulting from roof interaction and partial ejection in real-world rollover crashes are poorly replicated by dynamic rollover tests with the non-biofidelic Hybrid III dummy neck. Only with a more biofidelic dummy can effective testing result in injury mitigation in rollover crashes. This study is part of an ongoing research project aimed at mitigating catastrophic human neck injuries in real-world rollover crashes. The goal was to develop a biofidelic neck assembly for the Hybrid III dummy in rollover crash environments. The design goals of this prototype neck included decreased stiffness and a mechanism that represents the unknowable human muscle tension in rollover crash environments. This paper and its companion paper in this conference introduce the new neck design, present results of matched-pair tests that compare the responses of the new neck with the production Hybrid III neck, and propose preliminary rollover injury criteria for this neck. The neck demonstrates repeatability, improved biofidelity, which results in more realistic occupant kinematics, dynamics, injury prediction, and evaluation of various countermeasures.
9

Jawad, Saad A., Hikmat F. Mahmood und Mohamed R. Baccouche. „Smart Structure for Improving Crashworthiness in Vehicle Frontal Collisions“. In ASME 1999 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 1999. http://dx.doi.org/10.1115/imece1999-0951.

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Abstract Traditional passive front-end structure is limited by its fixed characteristics. The implication is that it performs well under given crash conditions only. Design compromise is a necessity to cope with both full Frontal and Offset crashes. A trade off between pulse requirements and intrusion injury requirements is also necessary in short front-end design. Energy management in passive structures is thus constrained by the fixed length and stiffness of the structure. Ideally it is required to make the structure longer and stiffer for high speed-high mass crashes, and softer for low speed-low mass crashes. Offset crashes ideally require stiffer structure on the impact side and softer structure on the other side. The way out of this impasse is to introduce the concept “Smart Structures” where the characteristics (length and stiffness) may be intelligently adjusted according to suit the particular crash circumstances. This research is attempting to improve vehicle crashworthiness by introducing a novel system of “Smart Structures” to support the function of the existing passive structure. A ten-degrees of freedom, two-dimensional spring-mass-damper simulation model has been developed to study the dynamics of crash between two vehicles in head-on collisions. The model inputs mass and speed of both colliding vehicles as well as offset overlap ratio of the crash. Masses and stiffness of various parts of the front end are calculated according to the vehicle total mass. The model was shown to be capable of capturing deformation displacement of the front and backup rail separately. For offset crashes the model was shown to capture the rotation of the structure as well as the deformation of the LHS and RHS rails independently. The model assumes that the two colliding structures geometrically interact with each other. Two injury risk criteria have been considered in this study; average dynamic acceleration sustained by the passenger compartment throughout impact (shock injuries), and length of back up deformation (intrusion injuries). The proposed “Smart Structures” consist of two independently controlled hydraulic cylinders integrated with the front-end rails. By applying active control strategy, this structure is characterised by variable crash zone length, variable Stiffness and independent or asymmetric characteristics of the left/right rails in offset crashes. This paper attempts to analyse the performance of “Smart Structures” applying active control to the crash process for the purpose collision mitigation and improvement of compatibility between vehicles of different masses. It is shown that “Smart Structures” employing two hydraulic cylinders, that extend up to 0.35 meter, prior to collision, is capable of absorbing most impact energy at 30mph. The sustained average dynamic acceleration pulse is 15g. The main improvement is in reducing intrusion injuries at high impact speeds and offset crashes. At low impact speed lower acceleration pulse and lower delta V index are obtained. Deployment of “Smart Structures” in heavy vehicles was shown to have considerable improvement in the compatibility of frontal crashes with smaller vehicles. The intrusion injury index was nearly halved upon deploying the “Smart Structures” in a head-on collision with mass ratio of 10.
10

Burke, Donald S., Martha W. Bidez und Kathryn Mergl. „Cervical Spine Tolerance to Catastrophic Injury in Rollover Crash Environments“. In ASME 2009 Summer Bioengineering Conference. American Society of Mechanical Engineers, 2009. http://dx.doi.org/10.1115/sbc2009-204926.

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According to the National Highway Traffic Safety Administration (NHTSA) rollovers have a higher fatality rate than all other kinds of crash modes. Of the 6,159,287 police reported crashes in 2005 in the United States, only 4.1% involved a rollover. Yet, rollovers accounted for 34.4% (10,816) of all passenger vehicle fatalities and another 149,406 individuals sustained serious injuries in rollover crashes in 2005 [5].

Berichte der Organisationen zum Thema "Crashaw":

1

Bates, David. How Crashes Develop: Intradaily Volatility and Crash Evolution. Cambridge, MA: National Bureau of Economic Research, Februar 2016. http://dx.doi.org/10.3386/w22028.

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2

Pulugurtha, Srinivas S., Sarvani Duvvuri und Sonu Mathew. Risk Factors Associated with Crash Injury Severity Involving Trucks. Mineta Transportation Institute, Juni 2022. http://dx.doi.org/10.31979/mti.2022.2117.

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Nearly 499,000 motor vehicle crashes involving trucks were reported across the United States in 2018, out of which 22% resulted in fatalities and injuries. Given the growing economy and demand for trucking in the future, it is crucial to identify the risk factors to understand where, when, and why the likelihood of getting involved in a severe or moderate injury crash with a truck is higher. This research, therefore, focuses on capturing and exploring risk factors associated with surrounding land use and demographic characteristics in addition to crash, driver, and on-network characteristics by modeling injury severity of crashes involving trucks. Crash data for Mecklenburg County in North Carolina from 2013 to 2017 was used to develop partial proportionality odds model and identify risk factors influencing injury severity of crashes involving trucks. The findings from this research indicate that dark lighting condition, inclement weather condition, the presence of double yellow or no-passing zone, road sections with speed limit >40 mph and curves, and driver fatigue, impairment, and inattention have a significant influence on injury severity of crashes involving trucks. These outcomes indicate the need for effective geometric design and improved visibility to reduce the injury severity of crashes involving trucks. The likelihood of getting involved in a crash with a truck is also high in areas with high employment, government, light commercial, and light industrial land uses. The findings can be used to proactively plan and prioritize the allocation of resources to improve safety of transportation system users in these areas.
3

Mathew, Sonu, Srinivas S. Pulugurtha und Sarvani Duvvuri. Modeling and Predicting Geospatial Teen Crash Frequency. Mineta Transportation Institute, Juni 2022. http://dx.doi.org/10.31979/mti.2022.2119.

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This research project 1) evaluates the effect of road network, demographic, and land use characteristics on road crashes involving teen drivers, and, 2) develops and compares the predictability of local and global regression models in estimating teen crash frequency. The team considered data for 201 spatially distributed road segments in Mecklenburg County, North Carolina, USA for the evaluation and obtained data related to teen crashes from the Highway Safety Information System (HSIS) database. The team extracted demographic and land use characteristics using two different buffer widths (0.25 miles and 0.5 miles) at each selected road segment, with the number of crashes on each road segment used as the dependent variable. The generalized linear models with negative binomial distribution (GLM-based NB model) as well as the geographically weighted negative binomial regression (GWNBR) and geographically weighted negative binomial regression model with global dispersion (GWNBRg) were developed and compared. This research relied on data for 147 geographically distributed road segments for modeling and data for 49 segments for validation. The annual average daily traffic (AADT), light commercial land use, light industrial land use, number of household units, and number of pupils enrolled in public or private high schools are significant explanatory variables influencing the teen crash frequency. Both methods have good predictive capabilities and can be used to estimate the teen crash frequency. However, the GWNBR and GWNBRg better capture the spatial dependency and spatial heterogeneity among road teen crashes and the associated risk factors.
4

Ukkusuri, Satish, Lu Ling, Tho V. Le und Wenbo Zhang. Performance of Right-Turn Lane Designs at Intersections. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317277.

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Right-turn lane (RTL) crashes are among the most key contributors to intersection crashes in the US. Different right turn lanes based on their design, traffic volume, and location have varying levels of crash risk. Therefore, engineers and researchers have been looking for alternative ways to improve the safety and operations for right-turn traffic. This study investigates the traffic safety performance of the RTL in Indiana state based on multi-sources, including official crash reports, official database, and field study. To understand the RTL crashes' influencing factors, we introduce a random effect negative binomial model and log-linear model to estimate the impact of influencing factors on the crash frequency and severity and adopt the robustness test to verify the reliability of estimations. In addition to the environmental factors, spatial and temporal factors, intersection, and RTL geometric factors, we propose build environment factors such as the RTL geometrics and intersection characteristics to address the endogeneity issues, which is rarely addressed in the accident-related research literature. Last, we develop a case study with the help of the Indiana Department of Transportation (INDOT). The empirical analyses indicate that RTL crash frequency and severity is mainly influenced by turn radius, traffic control, and other intersection related factors such as right-turn type and speed limit, channelized type, and AADT, acceleration lane and AADT. In particular, the effects of these factors are different among counties and right turn lane roadway types.
5

Gajera, Hardik, Srinivas S. Pulugurtha und Sonu Mathew. Influence of Level 1 and Level 2 Automated Vehicles on Fatal Crashes and Fatal Crash Occurrence. Mineta Transportation Institute, Juni 2022. http://dx.doi.org/10.31979/mti.2022.2034.

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Connected and automated vehicles (CAVs) are expected to improve safety by gradually reducing human decisions while driving. However, there are still questions on their effectiveness as we transition from almost 0% CAVs to 100% CAVs with different levels of vehicle autonomy. This research focuses on synthesizing literature and identifying risk factors influencing fatal crashes involving level 1 and level 2 CAVs in the United States. Fatal crashes involving level 0 vehicles—ones that are not connected and automated—were compared to minimize unobserved heterogeneity and randomness associated with the influencing risk factors. The research team used the fatal crash data for the years 2016 to 2019 for the analysis. A partial proportionality odds model is developed using crash, road, and vehicle characteristics as the independent variables and the fatal crash involving a vehicle with a specific level of automation as the dependent variable. The results of this research indicate that level 1 and level 2 CAVs are less likely to be involved in a fatal crash at four-way intersections, on two-way routes with wide medians, at nighttime, and in poor lighting conditions when compared to level 0 vehicles. However, they are more likely than level 0 vehicles to be involved in a fatal crash with pedestrians and bicyclists. Comparative analysis between vehicles with smart features and other vehicles indicated that pedestrian automatic emergency braking (PAEB) and lane-keeping assistance (LKA) improve the safety by reducing possible collision with a pedestrian and roadside departure, respectively. Contrarily, vehicles with other smart features are still highly likely to be involved in fatal crashes. This research adds to the growing body of literature that will identify potential areas for improvement in the safety of vehicular technologies and road geometry.
6

Bielinskyi, Andrii O., und Vladimir N. Soloviev. Complex network precursors of crashes and critical events in the cryptocurrency market. [б. в.], Dezember 2018. http://dx.doi.org/10.31812/123456789/2881.

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This article demonstrates the possibility of constructing indicators of critical and crash phenomena in the volatile market of cryptocurrency. For this purpose, the methods of the theory of complex networks have been used. The possibility of constructing dynamic measures of network complexity behaving in a proper way during actual pre-crash periods has been shown. This fact is used to build predictors of crashes and critical events phenomena on the examples of all the patterns recorded in the time series of the key cryptocurrency Bitcoin, the effectiveness of the proposed indicators-precursors of these falls has been identified.
7

Hu, Xiaoqiang, Jieyi Bao, Yi Jiang und Shuo Li. Highway Lighting Test Bed on INDOT Facility (Off-Roadway). Purdue University, 2022. http://dx.doi.org/10.5703/1288284317384.

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According to the National Highway Traffic Safety Administration (NHTSA), during 2016 there were 7,277,000 vehicle crashes nationally. Among them, approximately 70% happened during the daytime and around 30% of crashes occurred during the nighttime. There were 11,375 nighttime fatal crashes that account for about 48% of total fatal crashes (23,714). Given the fact that only 25%–33% of the vehicle miles traveled (VMT) occur at night, the above statistics indicate that the nighttime crash fatality rate is much higher and nighttime crashes are usually more severe compared to daytime crashes. Providing lighting on roadways is one of the proven safety countermeasures for preventing crashes and reducing fatalities. In particular, lighting at roadway intersections can reduce vehicle crashes by 10% to 26%. Currently, to conduct lighting field testing, INDOT is using several in-service highways, intersections, interchanges, and rest areas. These locations require traffic control and lane closures, which raises safety concerns and causing inconvenience to the public. In addition to the cost and safety concerns, during the evaluation period the new luminaires being tested actually functioned as lighting sources in place of the existing luminaires that were removed in order to install the new luminaires. This means that the new luminaries were used for roadway lighting at the test sites even before they were proven to meet the roadway lighting requirements. To eliminate traffic control and potential safety concerns, it was proposed to create test beds for field evaluating and to verify the performance of new lighting technologies and luminaires in a controlled, standard setting. Through this study, two lighting test bed facilities were designed and constructed. Illuminance values of installed luminaires were manually measured by a remotely controlled electric cart and drone. The measured illuminance values were analyzed and the analysis indicated that the efficiency of illuminance measurement can be significantly improved by automated methods. An illuminance data repository model was developed to be an effective tool that can greatly facilitate data input and storage process. The use of this model will further increase the productivity of illuminance measurement at the lighting test beds.
8

Daniel, Kent, und Tobias Moskowitz. Momentum Crashes. Cambridge, MA: National Bureau of Economic Research, August 2014. http://dx.doi.org/10.3386/w20439.

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9

Tarko, Andrew P., Mario Romero, Cristhian Lizarazo und 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.
10

Lettau, Martin, und Sydney Ludvigson. Shocks and Crashes. Cambridge, MA: National Bureau of Economic Research, April 2011. http://dx.doi.org/10.3386/w16996.

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